Signalman 1 & C - Historic Naval Ships Association

NONRESIDENTTRAININGCOURSEJuly 1996Signalman 1 & CNAVEDTRA 14243NOTICEPages 5-2, 5-3, 7-10, 8-16, 9-13, 9-14, 9-16, 9-17, 9-18, 9-23,9-24, 9-25, 9-26, 9-27, 9-28, 9-29, 9-30, 10-5, 10-7, 10-8, 10-19,10-20, 10-22, 12-11, 12-12, 12-14, and 12-15, must be printed on aCOLOR printer.DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

Although the words “he,” “him,” and“his” are used sparingly in this course toenhance communication, they are notintended to be gender driven or to affront ordiscriminate against anyone.DISTRIBUTION STATEMENT A: Approved for public release; distribution is unlimited.

COMMANDING OFFICERNETPDTC6490 SAUFLEY FIELD ROADPENSACOLA FL 32509-52372 NOV 98ERRATA #2Specific Instructions and Errata forTraining ManualSIGNALMAN1. No attempt has been made to issue corrections for errors in typing, punctuation, etc.2. Textbook, SIGNALMANMake the following changes:a. Page 3-2, last paragraph in left column, CHANGE “abbreviated codress” to“abbreviated plaindress.”b. Page 3-2, Figure 3-1, right column, ADD “FM... Originator’s Sign.”c. Page 6-7, left column, transmission example, in Station A Transmits, CHANGE “AR”to “KFLN AR” in 3 rd line. In Station B Transmits, Delete 2 nd KFLN in 2 nd line.d. Page 6-10, left column, commonly used signals, ADD “Z *I require a tug.”e. Page 8-3, left column, paragraph 5, DELETE last sentence, “You will learn more abouthow to solve maneuvering board problems in Signalman, volumn II.”f. Page 12-14, Figure 12-9, last row of flags, 2 nd pair, CHANGE the white flag to a blueflag with two vertical strips.g. Page 13-22, right column, Sequence of Uprights, CHANGE “H” to “G” for gantry.h. Throughout SIGNALMAN, NAVEDTRA 12104-A, CHANGE:"ACP 129" or "ACP 168", to "ACP 130"(books were combined)"NWP 4" to "NWP 6-01""NWP 14" to "NWP 4-01.4""NWP 22-3” to "NWP 3-02.1"

COMMANDING OFFICERNETPDTC6490 SAUFLEY FIELD ROADPENSACOLA FL 32509-52372 NOV 98ERRATA #3Specific Instructions and Errata forNonresident Training CourseSIGNALMAN 1 & C1.2.3.No attempt has been made to issue corrections for errors in typing, punctuation, etc.To receive credit for deleted questions, show this errata to your local courseadministrator (ESO/scorer). The local course administrator is directed to correctthe course and the answer key by indicating the question(s) deleted.Assignment booklet, SIGNALMAN 1 & CMake the following changes:a. Page 1, Textbook Assignment, CHANGE chapters "1 through 4, pages 1-1through 4-46” to "2 through 4, pages 2-1 through 4-7.”b. Page 7, Textbook Assignment, CHANGE pages "4-30 through 7-20" to pages"4-7 through 7-6.”c. Page 13, Textbook Assignment, CHANGE pages “7-21 through 9-50” to pages“7-7 through 9-32.”d. Page 19, Textbook Assignment, CHANGE page “13-6” to “14-4.”e. Page 21, right hand column, text above question 4-35, CHANGE “4-50” to “4-47.”f. CHANGE "ACP 129" to "ACP 130" in the following items:2-12 2-16 3-2 3-63-14 3-17 4-62NOTE: "ACP 129" and "ACP 168" have been combined and are now publishedas "ACP 130."g. Items 2-16 and 4-68 CHANGE "NWP 4" to "NWP 6-01".h. Item 4-35, CHANGE "NWP 22-3” to "NWP 3-02.1."4.Delete the following questions:1-45 1-59 1-71 1-73 4-72

PREFACEBy enrolling in this self-study course, you have demonstrated a desire to improve yourself and the Navy.Remember, however, this self-study course is only one part of the total Navy training program. Practicalexperience, schools, selected reading, and your desire to succeed are also necessary to successfully roundout a fully meaningful training program.COURSE OVERVIEW: In completing this nonresident training course, you will demonstrate aknowledge of the subject matter by correctly answering questions on the following subjects: visualcommunications; signaling equipment; allied communications; honors and ceremonies; convoycommunications; allied flaghoist procedures; international signaling; aircraft and ship identification; securityand watchstanding duties.THE COURSE: This self-study course is organized into subject matter areas, each containing learningobjectives to help you determine what you should learn along with text and illustrations to help youunderstand the information. The subject matter reflects day-to-day requirements and experiences ofpersonnel in the rating or skill area. It also reflects guidance provided by Enlisted Community Managers(ECMs) and other senior personnel, technical references, instructions, etc., and either the occupational ornaval standards, which are listed in the Manual of Navy Enlisted Manpower Personnel Classificationsand Occupational Standards, NAVPERS 18068.THE QUESTIONS: The questions that appear in this course are designed to help you understand thematerial in the text.VALUE: In completing this course, you will improve your military and professional knowledge.Importantly, it can also help you study for the Navy-wide advancement in rate examination. If you arestudying and discover a reference in the text to another publication for further information, look it up.1996 Edition Prepared bySMC(SW) Robert L. KimmeyReviewed bySMC(SW) Andrew L. CmehilPublished byNAVAL EDUCATION AND TRAININGPROFESSIONAL DEVELOPMENTAND TECHNOLOGY CENTERNAVSUP Logistics Tracking Number0504-LP-026-8790i

Sailor’s Creed“I am a United States Sailor.I will support and defend theConstitution of the United States ofAmerica and I will obey the ordersof those appointed over me.I represent the fighting spirit of theNavy and those who have gonebefore me to defend freedom anddemocracy around the world.I proudly serve my country’s Navycombat team with honor, courageand commitment.I am committed to excellence andthe fair treatment of all.”ii

CONTENTSCHAPTERPAGE1. Introduction to Visual Communications ...............l-l2. Signal Equipment .......................... 2-13. Messages .............................. 3-14. Allied Communications Procedures ................ 4-15. Allied Flaghoist Procedures ......................5-l6. International Signaling ........................ 6-17. Convoy Communications ....................... 7-18. Watchstanding Duties ......................... 8-19. Navigational Duties .......................... 9-110. Honors and Ceremonies ....................... 10-l11. Security ............................... 11-l12. Amphibious Duties ......................... 12-113. Aircraft and Ship Identification ................... 13-114. Technical Administration ...................... 14-1APPENDIXI. Glossary ............................... AI-lII. Flashing Light and Semaphore Drills ............... AII-1III. References Used to Develop the TRAMAN ........... AIII-1INDEX .................................. INDEX-1iii

INSTRUCTIONS FOR TAKING THE COURSEASSIGNMENTSThe text pages that you are to study are listed atthe beginning of each assignment. Study thesepages carefully before attempting to answer thequestions. Pay close attention to tables andillustrations and read the learning objectives.The learning objectives state what you should beable to do after studying the material. Answeringthe questions correctly helps you accomplish theobjectives.SELECTING YOUR ANSWERSRead each question carefully, then select theBEST answer. You may refer freely to the text.The answers must be the result of your ownwork and decisions. You are prohibited fromreferring to or copying the answers of others andfrom giving answers to anyone else taking thecourse.SUBMITTING YOUR ASSIGNMENTSTo have your assignments graded, you must beenrolled in the course with the NonresidentTraining Course Administration Branch at theNaval Education and Training ProfessionalDevelopment and Technology Center(NETPDTC). Following enrollment, there aretwo ways of having your assignments graded:(1) use the Internet to submit your assignmentsas you complete them, or (2) send all theassignments at one time by mail to NETPDTC.Grading on the Internet:Internet grading are:Advantages to• you may submit your answers as soon asyou complete an assignment, and• you get your results faster; usually by thenext working day (approximately 24 hours).In addition to receiving grade results for eachassignment, you will receive course completionconfirmation once you have completed all theassignments. To submit your assignmentanswers via the Internet, go to:http://courses.cnet.navy.milGrading by Mail: When you submit answersheets by mail, send all of your assignments atone time. Do NOT submit individual answersheets for grading. Mail all of your assignmentsin an envelope, which you either provideyourself or obtain from your nearest EducationalServices Officer (ESO). Submit answer sheetsto:COMMANDING OFFICERNETPDTC N3316490 SAUFLEY FIELD ROADPENSACOLA FL 32559-5000Answer Sheets: All courses include one“scannable” answer sheet for each assignment.These answer sheets are preprinted with yourSSN, name, assignment number, and coursenumber. Explanations for completing the answersheets are on the answer sheet.Do not use answer sheet reproductions: Useonly the original answer sheets that weprovide—reproductions will not work with ourscanning equipment and cannot be processed.Follow the instructions for marking youranswers on the answer sheet. Be sure that blocks1, 2, and 3 are filled in correctly. Thisinformation is necessary for your course to beproperly processed and for you to receive creditfor your work.COMPLETION TIMECourses must be completed within 12 monthsfrom the date of enrollment. This includes timerequired to resubmit failed assignments.iv

PASS/FAIL ASSIGNMENT PROCEDURESIf your overall course score is 3.2 or higher, youwill pass the course and will not be required toresubmit assignments. Once your assignmentshave been graded you will receive coursecompletion confirmation.If you receive less than a 3.2 on any assignmentand your overall course score is below 3.2, youwill be given the opportunity to resubmit failedassignments. You may resubmit failedassignments only once. Internet students willreceive notification when they have failed anassignment--they may then resubmit failedassignments on the web site. Internet studentsmay view and print results for failedassignments from the web site. Students whosubmit by mail will receive a failing result letterand a new answer sheet for resubmission of eachfailed assignment.COMPLETION CONFIRMATIONAfter successfully completing this course, youwill receive a letter of completion.ERRATAErrata are used to correct minor errors or deleteobsolete information in a course. Errata mayalso be used to provide instructions to thestudent. If a course has an errata, it will beincluded as the first page(s) after the front cover.Errata for all courses can be accessed andviewed/downloaded at:http://www.advancement.cnet.navy.milFor subject matter questions:E-mail: n314.products@cnet.navy.milPhone: Comm: (850) 452-1001, Ext. 1826DSN: 922-1001, Ext. 1826FAX: (850) 452-1370(Do not fax answer sheets.)Address: COMMANDING OFFICERNETPDTC N3146490 SAUFLEY FIELD ROADPENSACOLA FL 32509-5237For enrollment, shipping, grading, orcompletion letter questionsE-mail: fleetservices@cnet.navy.milPhone: Toll Free: 877-264-8583Comm: (850) 452-1511/1181/1859DSN: 922-1511/1181/1859FAX: (850) 452-1370(Do not fax answer sheets.)Address: COMMANDING OFFICERNETPDTC N3316490 SAUFLEY FIELD ROADPENSACOLA FL 32559-5000NAVAL RESERVE RETIREMENT CREDITIf you are a member of the Naval Reserve, youmay earn retirement points for successfullycompleting this course, if authorized undercurrent directives governing retirement of NavalReserve personnel. For Naval Reserve retirement,this course is evaluated at 6 points. (Referto Administrative Procedures for NavalReservists on Inactive Duty, BUPERSINST1001.39, for more information about retirementpoints.)STUDENT FEEDBACK QUESTIONSWe value your suggestions, questions, andcriticisms on our courses. If you would like tocommunicate with us regarding this course, weencourage you, if possible, to use e-mail. If youwrite or fax, please use a copy of the StudentComment form that follows this page.v

Student CommentsCourse Title:Signalman 1 & CNAVEDTRA: 14243 Date:We need some information about you:Rate/Rank and Name: SSN: Command/UnitStreet Address: City: State/FPO: ZipYour comments, suggestions, etc.:Privacy Act Statement: Under authority of Title 5, USC 301, information regarding your military status isrequested in processing your comments and in preparing a reply. This information will not be divulged withoutwritten authorization to anyone other than those within DOD for official use in determining performance.NETPDTC 1550/41 (Rev 4-00vii

CHAPTER 1INTRODUCTION TO VISUAL COMMUNICATIONYour choice to become a Signalman is a very goodone. The Signalman rating is one of the oldest in theNavy, and visual communication—the first form ofnautical communications—continues undiminishedin importance today. You will find your jobinteresting, rewarding, and full of the satisfaction thatcomes of service to the Navy and the United States. Atthe level of operating forces, communications, as youwill learn, is truly the voice of command in a visibleway. The communication organization aboard ship isunder the control of the commanding officer. In thetransmission and reception of signals and messages,communicators actively participate in the exercise ofcommand.The fleet needs capable personnel in all ratings,because an effective naval force is only as good as thepeople who man the ships. Even with the most modernequipment, the force is seriously handicapped withoutcompetent personnel to operate and maintain thatequipment. Good people are plentiful, but theircapability depends on their training.This manual contains the basic knowledge you needfor advancement in the Signalman rating. Skills inpersonnel advancement requirements (PARS), includinga performance test, also are required, but these can onlybe developed through practice and experience.Personnel Qualification Standard (PQS) is aqualification for officers and enlisted personnel toperform certain duties. The Signalman PQS booklet,Visual Communication, NAVEDTRA 43354B,contains the fundamentals, systems, and watchstations recognized by CNET as the minimumqualification for Signalman supervisor aboard U.S.Navy ships. Included are expert lookout, flagbagoperator, semaphore operator, searchlight operator,boat Signalman, amphibious Signalman, Signalmanof the watch, in-port duty Signalman, recorder/messenger, signal bridge spotter, and AN/KAS-1operator. This PQS will assist you in becoming a moreproductive member of the Signalman community.As a part of the Navy's training program, Signalman,is designed to help you meet the occupational standardsfor advancement in the Signalman rating.To become an expert is quite a challenge, and youwill derive considerable satisfaction from masteringthe art of signaling. Through your initiative, study,practice, and hard work, the time will come when yourshipmates will look upon you as an expert.THE SIGNALMAN RATINGLEARNING OBJECTIVES: State the purposeof a Signalman aboard ship. Identify five areasin which Signalmen must be proficient.All the planning, organizing, and training that gointo the makeup of a signal gang are designed for onepurpose—to perfect the Signalman’s ability totransmit and receive messages vital to the operationof the ship. The Signalman mans the visualcommunication link with semaphore flags, flaghoist,and searchlights.In addition to visual communications, aSignalman also must be proficient in navigation.Navigation duties include the reading, stowing, andcorrecting of charts; being able to help pilot a ship inrestricted waters; and being familiar with the Rules ofthe Road, navigational aids, and using navigationalequipment. (Navigational duties are discussed inchapter 9.) In addition, the Signalman must be skilledin voice radio operations and procedures; be able toproperly render honors and ceremonies; beexperienced in the principles of recognition and bequick to recognize personal flags and pennants of U.S.and foreign officers; be able to act as expert lookouts;and be able to demonstrate know how in many otherrelated skills.As a Signalman, you can expect to serve on avariety of ships—from the largest carrier to thesmallest patrol craft—and at various shore commands.Aboard some ships, you may have to help with thenavigation in addition to your visual signaling duties.On other ships you might practice only your visualsignaling skills.Now you know, in a general way, what isrequired of a Signalman. But you may ask, "Whatmust I do to become a Signalman?" The demandsare A WILLINGNESS TO LEARN and A1-1

WILLINGNESS TO WORK. Together, thesequalities can take you a long way in the Navy.THE SIGNAL BRIDGELEARNING OBJECTIVES: Describe thevarious types of signal bridges and state onecharacteristic all have in common.The signal bridge, where you will spend yourworking hours, is a platform high in the superstructureof a ship. All visual signaling takes place from thispoint. The size of the signal bridge and its locationvary according to the type of ship. On some ships thebridge is on the same deck as the navigation bridge,where the conning officer is stationed. On others it ison the flag bridge or on a separate bridge.A cruiser has a large bridge, providing amplespace for the signal gang to operate. On the other hand,the bridge of a fast frigate cannot offer nearly as muchsignaling space. Some ships are equipped with dividedsignal bridges, port and starboard. Regardless of howthe signal bridge is laid out, it always is designed togive the best possible vision from ship to horizon.In many respects, flaghoist, semaphore, andflashing light are far superior to radio. Especially isthis true when the mission of the unit or force demandsradio silence; that is when security considerationssilence all electronic communications. With radiosilence in effect, only visual signals may be used toconvey messages. Visual signaling is used widely,even in peacetime when security often is not a majorissue. Flaghoist is used almost exclusively by taskforce commanders to maneuver their ships duringdaylight hours.As a Signalman 3 or 2, you must have the abilityto send and receive messages and recognition signalsby flashing light, semaphore, and flaghoist. You mustlearn to prepare the headings for outgoing messagesand to become proficient in the correct procedures forhandling, routing, and filing messages.GETTING ORIENTEDOne of your first steps in becoming a Signalmanis to learn all you can about the organization in whichyou will work. Obviously, no book can anticipate orcover all the questions you will have about your newjob; so when questions arise, check with your divisionpetty officer. Make it a point to learn something neweach day about your job and your ship. On a modernship, ignorance is a very real danger to you and yourshipmates.Become familiar with all the different spaces ofyour ship and what their functions are. Put particularemphasis on the communication and navigationspaces, such as the communication center, radiocentral, the bridge, and the signal bridge. Learn thequickest, shortest, and alternate routes to each fromdifferent sections of the ship.MILITARY APPEARANCEAnother thing to learn is that Signalmen aregenerally considered the very smartest in militaryappearance. Therefore, always be in a clean, neat, andproper uniform. Also, the spaces in which you workshould be the cleanest and most orderly aboard ship.It is your job to make it so.DUTIES TO PERFORMLEARNING OBJECTIVES: Define the termphonetic alphabet; list procedures to formletters of the alphabet and numerals; state thepurpose of the message blank. Describe thefollowing Signalman duties: flagbag operator,spotter, searchlight operator, semaphoreoperator, Signalman of the watch, boatSignalman, in-port duty Signalman, andSignalman supervisor.As a Signalman, you will be tasked to performmany duties. How you perform these duties coulddirectly affect the mission of your ship. Some of theseduties are explained in the following paragraphs.RECORDING MESSAGESOne of your first duties after joining the signalgang will be to record visual messages. Probably onyour first day on the bridge you heard one of theoperators call out, "Stand by to record." You may havenoted that the operator went directly to the signal lightand began to receive the message, while anotherSignalman, maybe a striker like yourself, grabbed amessage blank and began to record the information theoperator called out.1-2

Phonetic AlphabetSome of the words called out may not have mademuch sense to you—words like ALFA, YANKEE, andDELTA. To experienced communicators they meanthe letters A, Y, and D. The Signalman was using thephonetic alphabet, a system set up in which each letterof the alphabet has a word equivalent. It is used widelyin naval communications, to avoid mistaking lettersthat sound alike, such as B and C or M and N. You willhave to know this alphabet before you can go anyfurther in communications, so study the alphabet andthe proper pronunciation, as shown in figure 1-1. It isnot very difficult, and you should not have any troublemastering it in a few days.LetteringThe accuracy of communications, especially of codedmessages, depends on exact adherence to procedures andon legibility of writing. For this reason it is necessary thatall letters and numerals be distinctly and legibly made, notonly so that you can read them but also so that they can beeasily read by anyone else. If you write a letter ornumeral and it is mistaken for some similar letter ornumeral, confusion will result. Often one mistake canchange the entire meaning of a message. This can bedisastrous when lives and ships are at stake.Figures 1-2, 1-3, and 1-4 show how letters andfigures should be formed and what sequence shouldbe followed in making the various strokes.To ensure uniformity, it is necessary that lettersand numerals be printed and that you learn thefollowing system of lettering:1. A straight line is the foundation stroke. Theletters E, H, and F have the center horizontal strokeslightly above the middle. The strokes of the letters X,Y, and K join slightly above the middle.2. The letters O, Q, C, and G are made as circles.The letter B is slightly smaller at the top and has thecenter horizontal part slightly above the middle. Theletters R and S are slightly smaller at the top.Figure 1-2.—Straight-line lettering.Figure 1-3.—Circular lettering.Figure 1-1.—Phonetic and Morse code alphabet.Figure 1-4.—Numerals.1-3

3. The top of 5 and 7, and the bottom of 2 arestraight lines. The number 1 also has a straight lineunder it, slightly below the stem, to distinguish it fromthe letter I, and the zero has a bar diagonally through it(Ø) to distinguish it from the letter O. A horizontal barthrough the riser of the letter helps prevent its beingmistaken for the numeral 2.The heavy dot at the end of each of the light lines,which parallel each letter and figure, indicates thestarting point for the stroke. This dot and arrowindicate the direction in which the letter or figure isdrawn. The numerals 1, 2, and 3 placed just besideeach of the light lines indicate the number and thesequence in which the strokes of a letter or figure aremade.Practice printing the 26 alphabet letters and 10numerals until you can make each character easily andlegibly. Use a pencil with a good point, print eachcharacter carefully and accurately, and take care tohave your printing evenly spaced. REMEMBER, thekey to legible writing is practice.The Message BlankOnce you have mastered the phonetic alphabet andpracticed the principles of legible printing, the nextstep is to learn about the message blank. As illustratedin figure 1-5, a typical signal bridge message blank hasspaces for the different parts of the message (thedifferent parts are discussed in chapter 3). It is alsobroken down so that each group (for example, acomplete word or code group) of the text has a separatespace. This aids the counting of the groups. Thewell-trained recorder can tell at a glance if the messageis complete.FLAGBAG OPERATOR"Stand by your bag" is a statement that isfrequently heard on a signal bridge. As the flagbagoperator, it is your duty to ready your flagbag.To become an efficient flagbag operator takeswork and practice; you must become familiar with thecontents of the flagbag to the point that you can closeyour eyes and be able to locate the various flags.Figure 1-5.—Visual message blank.1-4

SPOTTERThe spotter is the most valuable person inflaghoist communication. It is the spotter's job to getthe signal hoisted and to make sure it is correct. Tobecome a spotter, you must be able to recognize allflags in the flagbag without hesitation, know flaghoistterminology, and be able to read flaghoist in propersequences. Spotter's duties and flaghoist terminologywill be covered more in depth in chapter 5.SEARCHLIGHT OPERATORFlashing light is used daily on the signal bridge.To become a searchlight operator, a Signalman mustbe efficient in Morse code. He or she must beknowledgeable in all procedures when communicatingvia flashing light. Searchlight operators mustbe able to energize equipment and to spot anymalfunctions. Searchlight operator will be coveredmore in depth in chapter 4.SEMAPHORE OPERATORSemaphore is a rapid and secure means oftransmitting visual messages. It makes use of two handflags (PAPA or OSCAR) attached to staffs about 22inches long. This increases range of visibility.Semaphore may be used to send messages to severaladdresses at one time if they are positioned properly;because of its speed, it is better adapted for longmessages. See appendix II for standard semaphorecharacters and a few helpful hints. Semaphore will becovered more in depth in chapter 4.SIGNALMAN OF THE WATCHNo two signal bridges are run exactly the same;therefore, the duties of the Signalman of the watch willvary from ship to ship. The standard operatingprocedures (SOPs) on your signal bridge will defineyour duties as Signalman of the watch. In general,though, the Signalman of the watch, must be efficientin all forms of visual communication.BOAT SIGNALMANBoat Signalman is one of your most importantassignments; it usually comes in play to help savesomeone's life. Therefore, you must know all aspectsof being a boat Signalman, including the identificationof flares, directing boat by visual signaling, and beingable to operate a pyrotechnic kit. Boat Signalmanprocedures are discussed in chapter 8.EXPERT LOOKOUTOn every ship, the lookout has an extremelyimportant job. Even with today's radar, a good lookoutis one of the OOD's most valuable sources ofinformation. A Signalman’s duties by nature alsorequire keeping a sharp lookout. As a matter of pride,the Signalman should be the first to sight andidentify objects.An expert lookout has to be plenty sharp on a lotof things. Not only must lookouts be able to sight andidentify objects, but they must be able to report themcorrectly, using relative bearings, distances, targetangles, and in the case of aircraft, position angles.Lookout duties are covered in detail in chapter 8.IN-PORT DUTY SIGNALMANThe duties of the in-port duty Signalman includethe holding of colors, sunrise, routing of visualmessages, making preparations for getting under way,serving as a member of the rescue and assistancedetail, and maintaining the visual station file and log.The duties of the in-port duty Signalman will varyfrom ship to ship. Your SOPs will outline your duties.SIGNALMAN SUPERVISORThe Signalman supervisor is overall responsible tothe leading Signalman and/or signal officer for thecommunication and conduct of personnel on watch.Signalman supervisor duties are discussed in chapter 8.COMMUNICATIONS PUBLICATIONSLEARNING OBJECTIVES: List 12 importantcommunication publications and state thepurpose of each. State how publications may beobtained. Explain the importance ofpublication corrections and changes, and stateprocedures for making publication changes.A variety of special publications is necessary invisual communication. You will be using these pubsdaily, so you may as well familiarize yourself withthem at the start.1-5

Basic Operational Communication Doctrine,NWP 4, forms the basic communication plan for theoperating forces.Naval Telecommunication Procedures FleetCommunication, NTP 4, supports and amplifies NWP4. It contains substantially the same procedures andinstructions issued in the JANAP (joint Army, Navy,Air Force publication) and ACP (allied communicationspublication) series. In the case of conflictbetween NTP 4 and the JANAP/ACP series, NTP 4will govern for intra—U.S. Navy use.NTP 4 furnishes the instructions for theemployment of all phases of naval communication onboth the command and operator levels. Additionalinstructions for joint operations are contained inJANAPs, while the ACPs contain instructions for theproper use of communication in joint, allied, andcombined operations.Although there are many JANAP/ACPpublications, the publications that contain the finalword about communication procedures are theJANAP/ACP 121 through 134 series. They are knownas the communications instructions group.Specifically, ACP 129, Communication Instructions,Visual Communication Procedures; ACP 121,Communication Instruction, General Procedures; andACP 125, Communication Instructions, RadiotelephoneProcedure, should be thoroughly understood bysignal bridge personnel.The Allied Maritime Tactical Signal Book, ATP 1,volume II, is a NATO restricted publication suppliedto naval vessels. It contains maneuvering signals,standard operational signals, and the more commonadministrative signals. A thorough knowledge of theinstructions in chapter 1 is a must for all Signalmen.NTP 13, Flags, Pennants, and Customs, is anexcellent source of information on all mattersconcerning flags and pennants.The International Code of Signals, Pub 102,contains signals for use with merchant vessels of allnationalities. A knowledge of the instructions in thefront of this pub is also a must for all Signalmen. Pub102 also contains the Incidents On and Over the HighSeas (INCSEA) agreement. This agreement betweenthe U.S. and former Soviet countries helps to avoid therisk of collision at seaACP 131, Communication Instructions, OperatingSignals, and ACP 168, Pyrotechnic Signals, alsocontain valuable information for visualcommunicators.You should also familiarize yourself with the usesand contents of the following joint call sign books:ACP 113, Call Sign Book for ShipsACP 100 Series, U.S./Allied Call Sign and AddressSystemJANAP 119, Joint Voice Call Sign BookOBTAINING PUBLICATIONSThese publications and most corrections andchanges, with the exception of Pub 102, which isdistributed by the Defense Mapping AgencyHydrographic Center (DMAHC), are made availableto you through the technical publications librarian orthe registered publications custodian.PUBLICATION CORRECTIONSAND CHANGESAs a Signalman, you should be faniliar with thesystem used for making corrections and changes topublications.Each correction or change to a publication willhave instructions for making the correction includedin it. These instructions adequately describe theprocedure to use. Read and thoroughly understandthe instructions before you make the actual entry.Since communications are in a constant state offlux, governing documents are subject to frequentchanges. Unless otherwise stated, these changes are tobe entered immediately, and the appropriate recordsheet annotated. If new pages have been inserted, thepublication must be thoroughly page checked.Recommended changes to NTPs may besubmitted using a feedback report (fig. 1-6). Changesof an urgent nature may be submitted by message.Correspondence regarding proposed changes tocommunications publications is submitted through thenormal chain of command to the cognizant authorityof the publication (found in the letter ofpromulgation).Never use red ink when entering corrections.Normally, the only type of light you will use at nighton the bridge is a red light. This light would render thered ink invisible, and you would be unable to read the1-6

CLASSIFICATIONCommunications Procedures Feedback ReportDateFrom:To: Commander, Naval Computer and Telecommunications Command (Code 31)4401 Massachusetts Avenue, N.W.Washington, D.C .20390-5290Subj:Communications Procedures Feedback ReportPublication:Paragraph No.:Other:Problem Areas: Typograhical General MessageNew Procedures OtherProcedure is: Obsolete Inadequate ConflictingComments:CLASSIFICATIONNDW-NT-2300/34 (Rev. 6/86)corrections. If you have a quite lengthy pen-and-inkcorrection to make, it is better, both for neatness andlegibility, to type it on a piece of paper and paste ortape it in. When you have a cutout correction to make(where you paste or tape the change to the old page ofthe pub), delete the superseded portion with, pen andink.Figure 1-6.—Communications procedure feedback report.ENERGIZING EQUIPMENTLEARNING OBJECTIVES: Identify yourresponsibility regarding the location andoperation of the ship's running lights.1-7

filament burns out in any of the five running lights. Atthe same time, it automatically switches to thesecondary filament so that the defective light remainsin service. Although the light remains in service on thesecondary filament, the electrician should be notifiedso the defective lamp can be replaced at the earliestopportunity. In addition to the running light controlpanel, there is a signal and anchor light supply andcontrol panel, also located in the pilothouse. Thesupply switches for these lights are individualON-OFF rotary snap switches. This panel normallycontrols the aircraft warning lights, blinker lights,not-under-command lights, steering lights, stern light(blue), and wake lights.The Not-Under-Command light switch is fittedwith a crank handle to facilitate pulsating when thelights are used as a man overboard signal.Learn where each individual switch is, and alsowhere the master switch is located. In the event of anemergency, you must be able to turn the correct switchat the proper time.SUMMARYFigure 1-7.—Supply, control, and telltale panel.The energizing of the signal searchlights, infrared,and other related equipment is covered in chapter 2.However, as a Signalman, you should also know howto locate and operate the switches for your ship'srunning lights. You should be able to do this in thedark. The light panel, shown in figure 1-7, is locatedin the pilothouse; it controls the switches for the portand starboard running lights, towing lights, mastheadlight, second masthead light, and stern light. It affordsan audible and visible signal when the primaryIn this chapter you were informed of some of themany tasks that compile the Signalman rating. Thesetasks ranged from sending and receiving messages bysemaphore, flashing light, flaghoist, and radio, andlookout duties, to obtaining and updatingpublications. You were taught that to be successful youmust be willing to work hard to master the varied skillsused by Signalmen. You were reminded that yourability to perform your duties affects the operation ofyour ship, as well as other ships with whom youcommunicate. Your Navy and your Country need TOPQUALITY SIGNALMEN. Will you qualify?1-8

CHAPTER 2SIGNAL EQUIPMENTBefore Signalmen can perform their jobs, theymust know the equipment with which they will workand how to operate it. Although equipment may differin size or vary slightly among ships, signal geargenerally is standard throughout the Navy.In this chapter we discuss the principles ofoperation; maintenance procedures where applicable;and safety precautions pertaining to signal lights,infrared (IR) equipment, flags, halyards, and opticalequipment.You will not be permitted to use signal equipmentuntil you have been instructed in the operation of it.The necessary permission must come from thecommunications (or signal) officer or the petty officerin charge of the signal bridge.You must be able to locate, even under conditionsof total darkness, all light switches for electrical visualsignal equipment. Usually this is simply a matter offamiliarization. On the signal bridge most switches areon or within reach of the equipment. When you firstreport aboard ship, explore the bridge to see where thesignal equipment switch panels are located. Do thisbefore your watch. This practice will prove helpfullater when you are scheduled for night watches.SIGNAL SEARCHLIGHTSLEARNING OBJECTIVES: Describe thedifferent types of signaling searchlights.Identify their parts and assemblies and explaintheir functions.repair. That does not, however, relieve the Signalmanof the full responsibility for observing the instructionsfor the proper use and routine maintenance of thesearchlights. The life of a searchlight depends uponthe care given to it. Preventive maintenance and dailycleaning will keep your searchlight ready for instantuse.Searchlights used in the Navy normally use ashutter to interrupt the light beam and permitsignaling. The patterns of light caused by the openingand closing of the shutter are the basis for transmittingmessages by Morse code.12-INCH INCANDESCENTSEARCHLIGHTThe 12-inch incandescent searchlight is usedprimarily for signaling and secondarily for illumination.Figure 2-1 shows a 12-inch incandescentsearchlight, consisting of the mounting bracket,lamp-supporting yoke, and high-power (1,000-watt)incandescent lamp housed in a drum. By use of a braceor extension between the mounting bracket and theyoke, the light can be swung in an arc to clear fixedportions of the ship's structure.Besides holding the lamp, the drum provides amounting for the signaling shutters. On top of thedrum are vane sights, used to aim the light. The backSearchlights are placed aboard naval ships for twopurposes: illumination and communications. The useof a searchlight in visual communications is called thedirectional method, because the light has to be pointedat the receiver. Searchlights are classified according tosize and source. We discuss the 12-inch searchlightsin this chapter. The 12-inch light is either anincandescent or mercury-xenon arc lamp.Searchlights come under the cognizance of theNaval Sea Systems Command (NAVSEASYSCOM),and the ship's engineer officer is responsible for theirFigure 2-1.—12-inch incandescent searchlight.2-1

door is hinged, allowing access to the drum interior.The parabolic reflector is mounted on the rear door.Signaling levers on both sides of the drum open andclose the shutters to permit signaling up to 15 wordsper minute.The drum is mounted on the yoke with trunionbearings so that the light can be elevated or depressed.Locking clamps on the yoke secure the light inelevation; locking clamps beneath the mountingbracket lock the light in train.There is very little to operating this type of light.You can learn in a short time the proper procedure forturning the lamp on and off, positioning it horizontallyor vertically, and operating the shutter. Train thesearchlight directly on the receiver in daytime, but notat night, for it might blind the receiver and bridgepersonnel. At night, train the searchlight slightlyunder or above the receiver.OperationA remotely mounted rotary switch controls powerto the searchlight. To open the signaling shutters, usepressure on the signaling lever to overcome springpressure. When you release pressure on the signalinglever, the spring forces the shutters closed. Two leatherbumpers cushion the return of the signaling lever,protecting the shutter from damage.Do not keep the searchlight switched on longerthan necessary. When the searchlight is not in use, lockit in the fore-and-aft position.When the signal bridge is secured, as duringoverhaul, searchlight lay-up maintenance should beconducted according to the maintenance requirementcard (MRC); also, all tests and care and maintenanceprocedures should be performed before redeployment,to ensure proper operation. During inclement weather,place a protective canvas cover over lights not in use.MaintenanceMaintain searchlights according to current MRCs.Electrical contacts must be kept clean and bright.Electrical leads should be checked daily and replacedas soon as defects appear. Depending on the amountof time they are used, moving parts such as trunionbearings and stanchion sockets must be lubricated atintervals. Shutter vane hinges and links should belubricated once a quarter, or more frequently ifrequired. Searchlights should be operated for a fewminutes after lubrication with the door glass and coverremoved to allow the lubricant to evaporate.Screws and bolts should be checked for tightnessat regular intervals, particularly following the firing ofthe ship's guns.The two shutter stop screws should be adjusted atregular intervals to take up the wear in the leatherbumpers. The leather bumper should just touch thestop adjustment when the vanes are closed to preventtwisting.The reflector should be cleaned quarterly and/orwhen needed. Refer to your MRC for instructions oncleaning the reflector.Never paint a bearing surface or the workingmember of any part of the light. Do not paint bolts,locking nuts, or other parts accessing the interior. Donot paint over nameplates, and keep oiling cups andholes free of paint.Replacing the lamp and focusing should be doneonly by qualified Electrician's Mates unless a memberof the signal gang is qualified and authorized to do so.12-INCH MERCURY-XENON ARCSEARCHLIGHTThe mercury-xenon arc searchlight uses a1,000-watt mercury-xenon lamp. The searchlight isprovided with an automatic lamp-starting circuit.Parts consist of a drum, back dome, signalingshutter, mounting yoke, lamp, focusing device, starterbox, and ballast assembly. The automatic startingcircuit assembly is attached to the lower part of thedrum. A screening hood with various color filters issupplied.A high-voltage, pulse-type circuit is used. Whenthe searchlight is turned on, the boost transformersupplies 130 volts to the primary coil of thetransformer, which in turn provides a series of pulsesof approximately 50,000 volts generated byhigh-frequency discharges through a spark gap.When the main arc in the lamp is established, thevoltage to the primary coil of the transformer drops to65 volts. This voltage is not high enough to cause thesecondary voltage of the transformer to break downthe spark gap. Thus, the high-voltage pulse to the lampautomatically ceases.2-2

Five resistors are connected in parallel and are, inturn, connected in series with the lamp. These resistorslimit the current at starting and during operation, andsupply the correct electrical values to the lamp.12-INCH MODIFIED MERCURY-XENON SEARCHLIGHTSome of the older mercury-xenon searchlights are12-inch, incandescent lamp searchlights converted touse a 1,000-watt, compact, mercury-xenon arc lamp(fig. 2-2). The addition of a small amount of mercuryto xenon in a gaseous discharge arc lamp produces amuch more brilliant light with a great deal of radiationin the green and ultraviolet parts of the spectrum. Theincrease in light intensity greatly increases the rangeof the searchlights.The modifications made to convert the searchlightinclude the installation of a lamp holder, lamp adjusterassembly, and lamp starter assembly mounted on thesearchlight drum.Other modifications include the following:1. Providing a 115-volt, 60-Hz ballast unit to bemounted below the deck near the searchlight andconnected to it by a flexible cable.2. Installing the short-arc mercury-xenon lamp.3. Furnishing the additional onboard repair partsnecessitated by the changes. (The electrical componentsinclude a ballast, transformers, capacitors, spark gaps,and switch circuits.)Figure 2-2 .—12-inch modified mercury-xenon arc searchlight.2-3

OperationTo start the light, close the remote manual switch,then turn the starter counterclockwise on the rear ofthe starter unit. (See fig. 2-3.) Release the starterswitch as soon as the lamp arcs. Be sure the starterswitch returns to its previous position; otherwise, thehigher current required to start the lamp may damageelectrical components.Initially, the lamp burns only at about 25 percentof designed intensity. It takes 2 to 3 minutes to reachmaximum brilliance.The light should not be elevated or depressed morethan 10 degrees for extended periods of time becausethe life of the lamp is reduced considerably at extremeangles. Operate the shutters the same as you would theincandescent lamp shutters. To turn off the lamp, openthe remote manual switch.MaintenanceThe 12-inch mercury-xenon arc searchlightshould be inspected and checked monthly. All screws,especially those of the reflector clamps, focusingmount, and lamp support, should be examined forlooseness. All screws and fastenings should bechecked after ship's guns have been fired.Trunion and yoke bearings should be lubricatedwith grease; see the MRC for the type of grease.Replacement of the lamp must be performed asexplained in the applicable manufacturer's manual,observing all precautions given.When the return action becomes sluggish, theshutter bearing and links should be lubricated. Thelubricant should be used sparingly and should not beallowed to contact the envelope of the mercury-xenonlamp. Should the shutters remain sluggish, replace theshutter springs.The reflector and glass cover should be cleaned asrequired by the MRC.When considered necessary, the cover of theballast box should be removed and the five resistorsexamined and tightened in their sockets. Wiringshould be checked and terminal screws tightened asrequired. The packing glands at the cable entrancesshould be kept secure and watertight.Focusing is performed by means of a slidingplunger at the rear of the focusing box on top of thesearchlight.Maintenance is basically the same for themanual-starting and automatic-starting, 12-inch,mercury-xenon searchlights. For detailed differencesin the construction and operation of these two types,see the applicable manufacturer's manual.Electrical maintenance should be left to theelectricians unless a member of the signal gang isqualified to do it by the engineer officer.Figure 2-3.—Starter unit for 12-inch mercury-xenon searchlight.2-4

Because the lamp contains gas under pressure,take care when handling it or when cleaning theinterior of the drum. The lamp shell is quartz, notglass. Keep it free of oil or grease, and do not handleit without the protective metal case provided. Greaseor oil may, at lamp operating temperatures, set upstresses in the quartz and cause the lamp to explode.If the lamp should be soiled in any way, wash it offwith alcohol or other grease-free solvent, then dry itcarefully with a clean cloth.Before opening the drum, make sure the power isoff. This can be done by turning the remote switchOff and then removing the power cable plug from thestarter unit.When you remove or replace the lamp, wear theface guard and gloves provided. Place the protectivemetal guard over the lamp; disconnect the lamp leadsfrom the binding post on top of the starter unit; loosenall wing nuts holding the lamp in the lamp adjusterassembly; then remove the lamp.CAUTIONEven when it reaches the end of its usefullife, a mercury-xenon lamp is potentially dangerous.Turn it in to the mercury controlofficer or his/her representative for disposal.When installing a new lamp, do not touch thequartz with your fingers. Keep the protective casearound the lamp until it is in place.Hold the lamp by the protective cover with thelonger of the two leads pointing up, and insert them inthe two vee-slots on the lamp supports. Fasten thelamp in place with the clamps and wing nuts; thenconnect the power leads to the binding post, makingsure they do not touch any other metal parts.For signaling at the greater design ranges, moreaccuracy in the aim is required. To align the sights withthe beam, aim the light at a bulkhead 50 to 100 feetaway. Focus the lamp for the narrow beam. Lookthrough the sights; the beam should be in the center.If the beam is not centered, remove the top coverplate of the lamp adjuster assembly. (See fig. 2-4.) Ifthe beam is high or low, loosen the thumbscrew andturn the vertical adjustment screw to raise or lower thelamp. When you have it adjusted, tighten thethumbscrew. If the beam is off to one side, loosen thefour horizontal screws on the transverse sliding plate;Figure 2-4.—12-inch mercury-xenon lamp adjuster assembly.slide the plate by hand to center the beam; andretighten the screws.MULTIPURPOSE SIGNAL LIGHTThe multipurpose signal light (fig. 2-5) producesa high-intensity beam of light suitable for use as aspotlight or as a blinker for visual communication. Thepower source is three dry cell batteries or the ship'selectrical power via a 120/20-volt transformermounted in the storage box. The front handle isadjustable to maintain a steady position whensignaling, and front and rear sights are provided forholding the beam on target.Supplied with the light are red, green, and amberlenses, a 15-foot power cord for supplying power fromthe ship's electrical source to the stowage box, and a25-foot cord for supplying power from the storage boxto the light.2-5

Yardarm blinkers permit communication toseveral units simultaneously. These lights are operatedfrom signal keys located on each side of the signalbridge and in the signal shelter. By selecting theappropriate position on the transmitter control panel,you can operate the beacons as a steady light or asblinkers using the signal key.Normally, maintenance is the responsibility of theElectrician's Mates. Cleanliness and upkeep of thelight exteriors are tasks for Signalmen. This upkeepcan be hazardous. Before going aloft, check Man AloftProcedures covered later in this chapter.INFRARED COMMUNICATIONEQUIPMENTLEARNING OBJECTIVE: Explain the functionof infrared (IR) transmitting sets.Figure 2-5.—Multipurpose signal light.For signaling, the light may be held in the handand operated with the trigger. It has an effectivesignaling range of 4,000 yards and is designed to sendup to 12 words per minute.YARDARM BLINKERS SYSTEMLEARNING OBJECTIVE: Explain the functionof the yardarm blinkers system.Yardarm blinkers are 32-point, 360-degree whitelights located on the yardarm or on separate supportson the mast. (See fig. 2-6.) The fixtures are spraytightand fitted with screens at their bases to prevent glareor reflection, which could interfere with navigation.The range of the yardarm blinkers is limited and canonly be used effectively during hours of darkness.Figure 2-6.—Yardarm blinkers.Infrared equipment consists of the AN/SAT 2 IRtransmitting set or a searchlight fitted with an H hood.This equipment is popularly known as Nancy gear.Night vision sights (NVSs) make it possible tovisually detect the invisible IR rays of the lightspectrum. Together this equipment provides a measureof communication security.Like visible light, IR is limited in range to thehorizon, and range is further reduced by adverseweather conditions.AN/SAT 2 TRANSMITTING SETThe AN/SAT 2 IR transmitting set (see fig. 2-7) isdesigned to transmit signals in the IR region of thefrequency spectrum; that is, between 0.75 and 1.2microns. Infrared radiations are invisible, thusproviding a secure means for signaling at night underdarkened ship conditions. The two IR transmitters(beacons) may be operated as a steady source forpoint-of-train purposes, or they may be flashed inMorse code for signaling and recognition. Thebeacons are visible for 360 degrees and can bepositioned to transmit fore and aft or port andstarboard. For security, the beacons have beendesigned so they cannot be detected by the unaidedeye at distances greater than 400 yards. The beaconsare white-light tight; however, they are visible as dimred lights at short distances. The AN/SAT 2 is usedmainly for nondirectional communication.2-6

Figure 2-7.—AN/SAT 2 infrared transmitting set.The IR transmitting set consists of two IRtransmitters (beacons), a transmitter control panel, andtwo telegraph keys. The beacons may be operatedseparately or simultaneously by either manual key.Selection of the mode of operation is controlled by thetransmitter control panel. The IR transmitter consistsof a formed brass housing and a dome-shapedhomogeneous tempered glass filter, which encloses a300-watt, 110-volt, T20 clear bulb incandescent lampand reflector. The transmitter control consists of awatertight brass housing with a removable front cover,and contains a switch, four fuses, two indicator lights,two terminal boards, and associated wiring. The frontpanel has a gasket to ensure a watertight fit, and isfastened to the housing by means of eight machinescrews. Two locating pins ensure proper alignment ofthe door and housing. (This control panel is alsoutilized by the yardarm blinkers; however, this blinkeris powered by a separate ship's power supply to ensurethe circuit is inoperable during darken ship.) Thetelegraph key consists of a watertight brass boxcontaining a signaling key, a monitor indicator light,a terminal board, and a capacitor. The watertighthousing consists of a formed and welded steel boxwith a formed steel cover and key guard. The cover isattached to the housing by means of six machinescrews. A locating pin ensures proper alignment. Thebase of the housing has three mounting lugs. Thehinged key guard on the cover protects the key fromdamage when it is not in use. A hold-down leverpermits steady operation of the beacons when placedin the down position.Due to the constant exposure to the elements, strictcompliance with planned maintenance system (PMS)requirements is essential for this equipment.Normally, maintenance is the responsibility of theElectrician's Mates. Cleanliness and upkeep of thelight exteriors are tasks for Signalmen. This upkeepcan be hazardous. Before going aloft, check Man AloftProcedures covered later in this chapter.The most widely used IR transmitting equipmentis the standard 12-inch searchlight fitted with a type-Hhood containing the special filter lens (fig. 2-8). Thelens resembles a sheet of red glass. The light isoperated in the same procedure for regular directionalcommunication, but train must be more accurate.2-7

Figure 2-8.—Searchlight H hood.CHEMICAL WARFARE DIRECTIONALDETECTORLEARNING OBJECTIVE: Explain theprocedures for the use of the chemical warfare(CW) directional detector, includinginstallation, maintenance, and operations.The AN/KAS-1 chemical warfare directionaldetector system (fig. 2-9) is a passive IR imagingsensor that provides U.S. Navy ships with thecapability for detection and identification of chemicalwarfare (CW) agent attacks. The AN/KAS-1 can beused to detect and identify nerve agent attacks againstships in a task force, against waves of amphibiousassault ships/boats proceeding ashore, or againstassault forces in the vicinity of the landing area.Chemical warfare agent cloud detection andidentification can be accomplished against a skybackground for all conditions under which CW attacksmay be expected to occur. Detection of CW activityagainst a land background can be accomplished lesseffectively.The inherent characteristics of an IR sensor makethe AN/KAS-1 useful in low-visibility/night pilotageand area surveillance. The AN/KAS-1 operator candetect and provide relative bearing to prominent landfeatures (light house, water tower) and buoys.Detection of personnel on the water surface (manoverboard) can also be provided by the system.The AN/KAS-1 consists of a sensor unit, a pivotmount, a power conversion unit (PCU), acarrying/stowage case, a maintenance kit, and anoverboard lanyard.The sensor unit is equipped with the followingcontrols: a field-of-view switch, which enables theoperator to use both a wide field of view (WFOV) anda narrow field of view (NFOV); a range/focus knob; acontrast knob; a brightness knob; and a filter wheelswitch. The filter wheel switch allows the operator torotate a wheel positioned in the optical chain of theunit through four positions: filter 1, filter 2, filter 3,and filter out. These filters are used to identify CWnerve agent clouds.The pivot mount provides the mechanicalinterface between the sensor unit and the standardbracket and lock assembly. The pivot mount providesa minimum elevation of minus 35 degrees to plus 45degrees and 360 degrees of azimuth; the number ofazimuth rotations is limited only by the length of theinterconnecting cable. Handlebars are provided foroperator positioning of the sensor unit. Theinterconnecting cable provides electricalconnection/power transfer from the PCU to the sensorunit via a coiled, double-shielded cable.The PCU (fig. 2-10) provides operating power tothe sensor from the ship's 115-Vac, 60-Hz supply.Press-to-test switches/lights are included to verify thepresence of input and output voltages. The unitconsists of an electronics tray contained in a watertightprotective housing.2-8

Figure 2-10.—Power conversion unit.A carrying/storage case is provided fortransportation and storage of the AN/KAS-1. Space isalso provided in the case for the storage of the sensorunit, pivot mount, interconnecting cables, overboardlanyard, maintenance kit, and foul-weather cover.A foul-weather cover of waterproof canvas is usedfor protecting the sensor pivot mount when it is not inuse.A maintenance kit (fig. 2-11) (stowed inside thecarrying/storage case) is provided with theANKAS-1. The kit consists of the following:1. Spare bulbs and lensesFigure 2-9.—Chemical warfare directional detector.Figure 2-11.—Maintenance kit.2-9

2. Lens-cleaning solution3. Lens wipers4. Purge kit regulator/connector assembly5. Expendable nitrogen gas cartridges (six) topurge the sensor unit of moisture (30-dayrequirement)An overboard lanyard (vinyl-covered stainlesssteel cable) is used to secure the sensor/pivot mountto an eyelet on the PCU unit mounting plate prior toinstallation or removal. The overboard lanyard andassociated safety procedures will prevent accidentalover-the-side loss or severe damage (fall to a lowerdeck) during installation or removal.INSTALLATIONTwo mounting locations are to be established foreach AN/KAS-1 (fig. 2- 12). Each location should becarefully chosen to ensure that it has a wide field ofview (the view as wide as possible, and not blockedby other hardware). Care must be taken to avoidinterference with other ships' equipment. Locationsalready selected for the Mk 37 night vision sight(NVS) are usually excellent. When possible, themounting locations should be high on the ship, suchas the signal bridge or pilothouse bridge wings. Thelocations must be accessible to sound-poweredheadphones.The PCU mounting plate installation requiresseparation distance between the sensor unit and thePCU, and between the PCU and the deck when thePCU is mounted near the AN/KAS-1. Theseseparation distances are necessary to ensure that thepower cable will be neither too short nor too long andthereby create entanglement.MAINTENANCEThe AN/KAS-1 has been designed for minimummaintenance. Scheduled maintenance procedures willbe detailed on the MRC. Corrective maintenanceconsists of removal and replacement of the sensor/pivot unit or the PCU when a failure occurs. Thefailure will be handled on a repair-and-return basis anddoes not require a requisition for replacement.TRAININGEach AN/KAS-1 received will have a completetraining package. This training should be incorporatedinto the Signalman Personnel Qualification Standards(PQS).OPTICAL EQUIPMENTLEARNING OBJECTIVES: Identify opticalequipment. List procedures for the operation,maintenance, and handling of opticalequipment.Figure 2-12.—AN/KAS-1 system installation.2-10

You were born with the finest optical equipmentyou will ever use—your eyes. But even if you have20-20 vision, it often is impossible to read flaghoistand other signals accurately with the naked eye. Tomagnify distant signals, some of the following aids tovision are carried aboard Navy ships.SHIP'S BINOCULARSShip's binoculars (known as big eyes) have amagnification of 20-power, with an apparent field ofview of approximately 70 degrees. The binoculars aremounted on a height-adjustable carriage assembly thatis adjustable through 70 degrees elevation rangingfrom 10 degrees depression to 60 degrees elevationwith reference to the horizon, and that can rotatethrough 360 degrees in azimuth. Ship's binocularsconsist of the binocular assembly, carriage assembly,and the pedestal (fig. 2-13).The binocular assembly contains the opticsrequired to obtain the desired magnification.Eyeguards are provided to keep stray light from theobserver's eye when sighting through the eyepiece.The focusing knob enables the eyepiece to beindividually adjusted. Each focusing knob is providedwith a diopter scale, which is graduated from -3 to +lin 1/2-diopter increments. The interpupillary distance(IPD) of the eyepieces is controlled by an interocularhandle, and is adjustable from 56 to 74 millimeters.An INCREASE-DENSITY control is provided toadjust the polarized light filter. Inlet and outlet valves,located on top of the main housing assembly, areprovided to evacuate and recharge the binocularassembly with dry nitrogen.The carriage assembly enables the binocularassembly to be positioned in the proper azimuth andelevation. The carriage assembly contains a360-degree azimuth scale graduated in l-degreeincrements. The binoculars may be locked in anyposition from minus 10 degrees to plus 60 degrees bythe elevation or azimuth knobs. The carriage alsocontains a handcrank that allows vertical adjustmentof the binocular assembly through a range of 8 inches.The pedestal assembly is used to mount thebinoculars to the deckOperationFigure 2-13.—Ship's binoculars.Perform the following procedures to operate theship’s binoculars (fig. 2-14):1. Using the elevation handle, crank the binocularassembly to the desired height.2. Loosen the headrest assembly knob and adjustthe headrest to obtain proper relief and to center youreyes before the eyepieces. Tighten in position.3. Adjust the interocular adjust knob until the samefield is visible in both eyepieces.4. Loosen the azimuth carriage and binocularelevation lock knobs; using the control handles,maneuver the binoculars in either azimuth or elevationso that the rear sight and front pin are trained on theobject.5. Rotate the variable-density control knob toremove the density filter from the optical path.6. Individually move an eyepiece to the extremeplus diopter setting. Place your eyes into position andslowly move the eyepiece in until the image of the targetis clearly defined. If the eyepiece is allowed to go pastsharp definition, do not refocus; start over. Memorizeyour diopter scale readings. These readings can be usedto make future focusing adjustments.2-11

7. Rotate the variable-density control knob tocontrol light and glare from the target field. Fullclockwise rotation of the knob brings the polarizingfilter, aligned for maximum light transmission, into thelight paths. Gradual counterclockwise turns reduce lighttransmission to the minimum.8. To lock the binocular assembly in the desiredposition, tighten the azimuth carriage and carriageassembly elevation lock knobs. A slight amount offriction may be introduced by leaving the elevation lockknobs slightly loose.When the binocular is not in use, lower thecarriage to its lowest position, secure all locks, andinstall the canvas cover over the binocular assembly.MaintenanceMaintenance should be performed according tothe MRC. Scheduled maintenance includes routineinspection, cleaning, lubrication, and adjustments thatcan be made without removing the binoculars from theship.CAUTIONThe optical parts sealed within the bodyof binoculars may be seriously damaged bycontamination if the body seal is broken. Anyrepair or adjustment requiring opening thebody should be made by the appropriate facility.Figure 2-14.—Ship’s binoculars arrangement and operatingcontrols.Ship binoculars should be inspected daily to makesure they are in good working order both optically andmechanically. This includes checking the lockingmechanisms, elevation, and rotation; externalsurfaces; rubber components for deterioration; and allcontrols to ensure a snug fit between their respectiveshafts and preformed packing.The objective and eyepiece lenses are to becleaned using appropriate cleaning material accordingto the MRC. However, unnecessary cleaning shouldbe avoided. Wipe the metal parts of the binoculars withfresh water and detergent to prevent accumulation ofsalt and dirt.When lubricating, remove the old lubricant andresidue. Apply new lubricant sparingly as required.The angular elevation clamp, round boss, and lock pinshould be lubricated at each removal or replacement.Remove the access cover to lubricate the gear2-12

assembly. Take care to keep lubricant from the frictiondisc and the locking surfaces. Lubricate the yokeassembly by removing the binocular and removing thethree screws and lift dial support; then lift the yokefrom the carriage post and lightly coat the interiorbearing surface of the yoke.CAUTIONTwo persons should be used to lift eitherthe binocular or yoke assembly.BINOCULARSBinoculars (fig. 2-15) are the most commonlyused of all optical equipment. Although normally only7-power, they give a wide range of vision and are bestsuited for searching over a wide area or for followingmoving targets. They require the use of both eyes and,because both eyes do not always have the same vision,it is better to adjust the focus for each lens individually.Proper focus is essential. If the focus is off, eyestrainis increased greatly, and you will not get maximumefficiency from your optics.To obtain the proper focus for each eye, turn bothbinocular scales to the +4 setting. Hold the binocularsfirmly against your eyebrows. To get the focus foryour left eye (only one eye can be focused at a time),cup the right hand over the right lens, cutting all lightto that eye. Be sure to keep both eyes open, however,because closing one eye will give an incorrect focus.Train the binocular on a small well-defined object.Slowly turn the eyepiece from the +4 setting until theobject stands out in sharp detail.The reading on the scale gives you the correctfocus for your left eye. Now do the same for your righteye. The chances are the setting will be different.Repeat this step several times to make sure the focusesare correct.Once you get the glasses focused properly,remember your settings so you can focus yourbinoculars on a very dark night. The correct nightfocus usually is a -1 setting from your day focus foreach eye.The other adjustment for binoculars is the IPDadjustment. All Navy binoculars have the IPD scaleon the hinges between the barrels. Find out what yourIPD is and remember it. It may already be in yourhealth record. If not, have a medical officer measureyou for it. When you have set your correct IPD scale,you will see a complete circle, never overlappingcircles. At night, if you have the wrong IPD setting,you will cut out a lot of light that should be going toyour eyes.Take a look through a pair of binoculars notadjusted for your eyes, then look through a pair that isadjusted properly. Notice the difference. If possible,always use the same binoculars.Most glasses are treated scientifically to reduceglare, but there are times when the direct rays of thesun are so strong that it is almost impossible todistinguish shapes and colors. To overcome thishandicap, glasses usually have colored lens filters thatcan be inserted over the regular lenses, reducing glareconsiderably.CARE OF OPTICSOptical instruments require great skill andprecision in their manufacture. They are both delicateand expensive. As with all precision equipment,careless handling can render them out of adjustmentor useless. All maintenance should be accomplishedaccording to current MRCs.Figure 2-15.—7 × 50 binoculars.Your optics have many enemies. The major onesare dust, heat, light, and moisture. A severe shock,such as falling to the deck, may cause breakage eitherof lenses and prisms or mechanical parts. A sharpshock invariably causes the prisms and reticles tobecome misaligned.2-13

Prevent dust from getting on the lenses as muchas possible. Always leave the optics in their cases, orcovered, when not in use. When dust gathers on thelenses, clean them only with lens paper, and make surethat your supply of lens paper is kept clean. Don'tclean a lens when it doesn't need it. Repeatedlycleaning a lens, no matter how skillfully you do it,eventually dam ages the lens. Strong sunlight discolorsthe cement, and excessive heat often softens cementedlenses and filters and may allow them to separate.Moisture in any form, whether salt spray or theperspiration from your hand, causes film and chemicaldeterioration of the optical glass.To have a useful piece of optical equipment whenyou need it, follow these few simple rules:Handle your optical equipment carefully. Don'tlet it bang against another object.When the optical equipment is not in use, keepit stowed in its proper place.Keep it dry and out of the weather.Keep it clean; use only appropriate material toclean it.Don't hang optical devices over the side, andwhen you are using binoculars, always keepthem on a strap around your neck.Don't attempt to repair optical equipment. Sendit to a repair ship or tender where Opticalmenhave the proper equipment to make repairs.This section will acquaint you with the principlesof operation, maintenance, and safety precautions fornight vision devices.MK 37 NIGHT VISION SIGHTThe Mk 37 Mod 1 and Mod 3 NVS (fig. 2-16) arepassive sights that emit no visible or IR light. Animage intensifier tube is used to amplify receivedlight, thus enhancing or allowing vision undernighttime or similar conditions of low illumination.The primary function of the Mk 37 NVS is long-rangeobservation, such as enemy surveillance and targetdetection.NIGHT VISION DEVICESLEARNING OBJECTIVE: Explain proceduresfor operating, maintaining, and cleaning nightvision devices.Night vision devices belong to a family ofprecision instruments that use electronic optics forobservation, surveillance, and navigation. Nightvision sights (NVSs) can be used in conjuntion withthe IR equipment discussed previously in this chapter.Night vision devices are used to scan an areaaccurately and to detect enemy movement, to observefriendly forces, or to accomplish various other tasksassociated with night devices.Normally, night vision devices will be operated onships from the signal bridge and bridge level. As aSignalman, you will be required to maintain andoperate night vision equipment.Figure 2-16.—Mk 37 Mod 1 and Mod 3 night vision sights.2-14

The following steps are required to place the MK37 NVS in operation:1. Place the power switch in the ON position.2. Press your eye against the monocular lenseyeshield flap and view the image, or view theimage with both eyes through the binoculareyepiece.3. Adjust the diopter ring to create a sharp reticleimage.4. Adjust the focus ring for a clear image of theobject desired.AN/PVS-8The AN/PVS-8 (fig. 2-17) is a portable,shipboard-mounted, battery-operated NVS used forlong-range surveillance. The unit uses the mountingsystem common to the Mk 37 NVS. An eye shield isused to prevent the visible light emitted from theeyepiece from being externally visible on theoperator's face. Power is provided by two 1.5V AAbatteries with a life of 60 hours. Magnification of theunit is 6.2X with a 4.7-degree field of view. As withother NVSs, an internal image intensifier tubeamplifies available light such as moonlight, starlight,and skyglow, so the scene becomes visible to theoperator. An automatic brightness control is providedto automatically maintain the viewed sceneillumination contrast during periods of changing lightlevel conditions. The manual gain control (tubebrightness) will not function when the automaticbrightness control is in operation. The imageFigure 2-17.—AN/PVS-8 long range night vision sight.intensifier tube also has protection fromhigh-intensity, short-duration flashes of light.OPERATIONSetup and operation of the AN/PVS-8 is similar tothe Mk 37; actions required prior to installation are asfollows:1. Relieve air pressure inside the carrying case bypressing the core of the relief valve, beforereleasing the latches.2. Release all case latches and remove the cover.3. Inventory and inspect the contents to ensurethey are ready for installation.Setup of the NVS consists of mounting the sighton the appropriate operational location and installingthe batteries. Remove the NVS from the storage case.Secure the pintle in the bracket and locking assembly.Rotate the TUBE BRIGHTNESS control switch fullycounterclockwise to the OFF position. Insert thebatteries and replace the battery cap. The sight is nowready for operation.CAUTIONDo not leave the batteries in the equipmentduring storage, or corrosivedamage may result.Do not remove the cover in daylight.The following steps are required to place theAN/PVS in operation:1. Rotate the TUBE BRIGHTNESS controlclockwise to turn on the NVS.2. Press your face against the eyeguard and viewthe image.3. Adjust the TUBE BRIGHTNESS control to thesetting that provides good target to backgroundcontrast.4. Adjust the range focus ring for a clear image ofthe object desired.Now that you have the sights operational, youmust learn scanning procedures. A well-trainedoperator will see more than an inexperienced one.Targets that are readily identifiable by a trainedobserver will invariably escape detection by the2-16

untrained eye. You must learn to scan throughpractice. Detailed information to help developscanning skills is given in Basic MilitaryRequirements.MaintenanceTo make sure the sights are always ready foroperation, organizational maintenance personnel mustperform a systematic inspection to discover andcorrect defects before they result in equipment failure.Scheduled maintenance is to be performed asdescribed on current MRCs. If any part is defective ormissing, other than those authorized for replacementor repair, requisition a replacement sight according tonormal supply procedures.NIGHT VISION GOGGLESNight vision goggles, AN/PVS 5A, 5B, and 5C(fig. 2-18) provide improved night vision, usingavailable light from the night sky. An auxiliary IR lightsource provides illumination for close-up work whenambient light is low. The goggles enable the user toobserve from the air, as well as perform normal groundtasks such as reading, walking, and driving.The goggles are binoculars consisting of twoidentical monocular eyepieces mounted on anadjustable frame and may be moved sideways. Eachmonocular assembly consists of three primarysubassemblies: objective lens assembly, imageintensifier, and eyepiece lens assembly. The gogglesare mounted in a cushioned face assembly, which isstrapped on to the user. The goggles are approximately5 inches high, 7 inches wide, 6 inches deep, and weigh32 ounces without carrying case.The mechanical function of the goggles is toaccommodate differences in the physicalcharacteristics of individual users. This is done byadjusting the IPD, diopter setting, focus, and eyerelief.The two monocular assemblies are mounted in theframe and may be moved laterally to coincide withindividual user’s IPD. Lateral movement is performedby loosening the lever clamp, which releases tensionfrom the guide assembly and permits each monoculareyepiece to slide on flanges of the tube housing. Eachmonocular eyepiece is moved manually to the desiredIPD, and the lever clamp is tightened.Figure 2-18.—AN/PVS 5A, 5B, and 5C night vision goggles.To adjust the diopter setting, adjust each eyepieceby rotating the diopter adjust ring, which moves theeyepiece assembly nearer to or further from the user's2-17

eye. Each eyepiece is adjustable through a range of +2to -6.Each objective lens assembly is focused byrotating the focus knob. The objective lens is screwedinto the mounting collar and the knob is attached tothe lens and held in place by the focus knob retainer.Rotating the focus knob positions the objective lensfor viewing at desired ranges.The eye relief adjustment allows the binocularassembly to be moved within the frame for eye reliefand comfort. Clamp knobs, located on either side, canbe loosened by turning the knobs counterclockwiseand manually moving the frame to reposition thebinocular assembly with reference to the user's eyes.The assembly is tightened into place by turning theclamp knob clockwise.OperationThe principles of operation are the same for theAN/PVS 5A, 5B, and 5C. The operating phase of nightvision goggles consists of pre-operation, testoperation, and post-operation instructions.Pre-operation instructions:1. Release the air pressure as instructed on the sideof the storage case.2. Release the latches and open the storage caseand remove the goggles. Inspect the goggles fordamage.3. Ensure the rotary switch is in the OFF position.4. Use only one battery compartment at a time.Insert battery/batteries (AN/PVS 5A uses only onelithium battery; the AN/PVS 5B and 5C use either onelithium battery or two alkaline batteries in onecompartment) and replace the cap.5. Snap the headstrap to the face mask, makingsure all straps are extended to their maximum lengths.Place the head strap on your head, grasp the straps withboth hands and slowly pull until the face mask cushiontouches your face. Continue pulling until the gogglesfeel snug. Perform the same step for the vertical headstrap.6. Remove the objective and eyepiece lens caps. Ifdemisting shields are used, snap them over the eyepiecelens. Be careful not to smudge the eyepiece lens ordemisting shield.7. Loosen the lever clamp and adjust themonoculars for proper distance between your eyes.Tighten the clamps.8. Loosen the clamp knob and adjust the binocularassembly until the eyepieces are located a comfortabledistance from your eyes with proper tilt. Tighten bothclamps.Instructions for test operation:1. Position the rotary switch to the ON position.2. Loosen the lever clamp and adjust the gogglesfor proper spacing between the monocular eyepieces.Retighten the clamp.3. Loosen both clamp knobs and adjust the gogglesfor proper tilt and eye relief. Retighten the clamp knobs.4. On the AN/PVS 5A and 5B, turn the focus knobfully counterclockwise on each objective lens fordistant viewing. Adjust for the clearest view. The focusknob may be turned fully clockwise to adjust for aminimum focus of 10 inches. On the AN/PVS 5Cgoggles, the focus function is part of the objective lensassembly. To focus the goggles for the sharpest view,grasp the outside of each objective lens assembly andturn it to obtain the sharpest image.5. Adjust each diopter ring until the image is sharp(the diopter ring adjusts the diopter for each individualuser and does not require movement after initially set).6. Pull and turn the rotary switch for IR operation(optional test). Return the switch to ON for normaloperation. The rotary switch turns the goggles and IRilluminator on and off. Be sure it is turned to OFF whenthe goggles are not in use.Post-operation instruction:1. Remove the demisting shields, if installed, bygrasping them and pulling them off the eyepiece lenses.Return them to their case.2. Replace the objective and the eyepiece lens cap.3. Ensure the rotary switch is in its OFF position.Remove the battery (or batteries) from the batterycompartment(s) and return it to its case. Replace thebattery caps.4. Inspect the face mask cushion for tears, cracks,or missing snaps; also inspect the goggles for missingparts.5. Clean the goggles, carrying case, and shippingcase as necessary with fresh water. Ensure both casesand liner are dry prior to storing the goggles in them.2-18

6. Loosen the clamp knobs and the lever clamp.7. Store the goggles, batteries, and accessories inthe cases, making sure they are properly positioned toclose, and then latch the carrying case.8. Store the carrying case in the storage case if thegoggles are to be placed in prolonged storage. Latch thestorage case.AN/PVS-11 PocketscopeThe pocketscope (fig. 2-19) is a hand-held,submersible NVS equipped with either a 1X or 3Xmagnification lens used for short-range observation ineither passive or active mode. The power source is two1.5V AA batteries with a life of 40 hours. This NVSis provided with an IR source for close-up viewing. Itcan illuminate a man-size target at 15 meters in activemode. The unit also has an optional adapter for a35mm camera or closed circuit television.OPERATIONThis NVS is similar in operation to other NVSsused by the Navy. The same precautions should beexercised with it as with the others. For passiveoperation, set the OFF-ON-PULL IR switch to on andobserve that a green glow is visible in the eyepiece.Adjust the eyepiece and objective lens for properfocus. The pocketscope is ready for passive nightvision operation. For IR illuminator mode (active),pull out the OFF-ON-PULL IR switch and rotate it tothe PULL-IR position. Observe that the area in theimmediate front of the pocketscope is illuminated.CAUTIONThe IR source is a light that is invisible tothe unaided eye. However, the light from theilluminator can be detected by opposingforces using NVSs.MaintenanceRoutine maintenance for night vision goggles andthe pocketscope is basically the same as for the Mk 37and AN/PVS-8. Scheduled maintenance is to beperformed as described on current MRCs to discoverand correct any defects before they result inoperational failure. If any part is defective or missing,other than the parts authorized for replacement orrepair at the organization level, requisitionFigure 2-19.—AN/PVS-11A pocketscope.replacement units. Review the technical manualbefore performing any maintenance on night visiondevices.GENERAL SAFETY PRECAUTIONSNight vision devices are precision electro-opticalinstruments and must be handled carefully at all times.The image intensifier assembly phosphor screencontains toxic material. If an assembly becomesbroken, be extremely careful to avoid inhalation of thephosphor screen material, and do NOT allow it tocome in contact with the mouth or open skin wounds.If the phosphor screen material comes into contactwith the skin, wash immediately with soap and water.If phosphor screen material is swallowed or inhaled,induce vomiting and seek medical help.The batteries used in NVSs require specialhandling to avoid possible physical harm orequipment damage. Return all used or damagedbatteries to the property disposal officer. Thefollowing are the batteries used in NVS:1. BA 1567/U battery.2. Alkaline Battery BA 3058/U.3. Lithium Battery BA 5567/U. This batterycontains sulfur dioxide gas under pressure. Do not heat,puncture, disassemble, or otherwise tamper with thebattery. Turn off the equipment if the batterycompartment becomes too hot; wait until batteries havecooled before removing them. Batteries have a safetyvent to prevent explosion. When they are venting gas,you will smell gas, your eyes may become irritated, or2-19

you may hear the sound of gas escaping. When safetyvents have operated, batteries must still be handled withcare.Do not remove any covers during daylight. Duringnighttime operation do not leave sights pointed at abright light for extended periods of time, because theimage intensifier tube may be permanently damaged.Before using any NVSs, you must review thetechnical manual.FLAGS AND HALYARDSLEARNING OBJECTIVE: Identify theprocedures for the proper care and repair offlags, for going aloft, and for splicing andreeving halyards.Working with flags is an integral part of theSignalman's job. Flags are used to send messages andtactical signals during daylight, to identify a ship'snationality, and, on occasion, to indicate the seniorityof an officer or civil official on board. Individual flagsare discussed in other chapters. This section isconfined to describing flags and halyards in general.Bunting, the cloth of which flags are made, isavailable in cotton, wool, and nylon. Because cottoncosts less, it is usually used in simply designed flagsand pennants. Cotton bunting is not as durable as wooland will not stand as much weathering, but it is oftenless expensive to wear out two cotton flags than onewoolen flag. Flags and pennants that are in almostconstant use, however, usually are made of wool ornylon. Wool is also used in flags of complicated designwhen the original cost of material is less importantthan the labor involved.Figure 2-20.—Parts of flags and pennants.CARE OF FLAGSWind and moisture cause flags to deterioraterapidly. Unless stowed promptly and handledcarefully, flags quickly become dirty. The flagbag (fig.2-21) is designed to provide proper stowage for theFLAG NOMENCLATUREThe parts of flags and pennants are shown in figure2-20. The fly is the horizontal length of the flag, thehoist is the vertical width. Tabling is a reinforcedborder of light duck, stitched to the edge of the flag atthe hoist. A length of line leads through the tabling, atthe top of which a ring is spliced. The other end of theline, extending several inches below the tabling, is thetail line. A snap hook is attached to it. The tail lineserves as a spacer between flags, and the snap and ringare used to secure flags to each other in a hoist.Figure 2-21.—Flagbag.2-20

flags and rapid access to them. It also keeps them cleanand, with the canvas cover in place during inclementweather, dry. Flags should be washed in the ship'slaundry periodically. Only mild soap and warm water(not hot) should be used for cleaning flags. Greasespots can be removed with dry-cleaning solvents.Damp or wet flags are mildew prone. When flagsare wet, dry them as soon as possible by hoisting themon the signal halyards. This should not be done whenunder way or when in high winds. Air bunting is anexcellent way to dry flags. This can be done on requestfrom the senior officer present.REPAIR OF FLAGSAlthough ships carry spare sets of flags,Signalman strikers or third class petty officers may beassigned to repair bunting. If a bunting space isavailable, it will contain a sewing machine, bunting,thread, tapes, and tabling material. If a bunting repairspace is not available, repairs may be done by using asewing machine located in the deck spaces. Whenrepairing flags, never mix materials. Wool and cottonshrink differently, and combinations invariablybecome misshapen after the first wetting. For correctdimensions, refer to NTP 13, Flags, Pennants andCustoms.HALYARDSSignal halyards are made of either nylon or naturalcolor braided cotton line. The braided cotton line is nolonger used aboard ship, because it could not hold upunder the effects of ships' high speeds, stacktemperatures, and gases. Ashore, however, cottonhalyards are still used. Double-braided 1 l/8-inchnylon rope is required by the Board of Inspection andSurvey (INSURV). Double-braided 1 l/2-inch nylonrope is permitted alternately with twisted rope fordressing lines. The twisted nylon and double-braidednylon rope withstand the heat and gases much betterthan braided cotton line.Splicing double-braided nylon rope is explained andillustrated in the following section.At night and during inclement weather, ease offthe halyards to prevent unnecessary strain cased byshrinkage. At other times, however, keep halyardsclear and taut to give the signal bridge a sharpappearance. Periodically check the condition of thehalyards. Replace them before they become too worn.SPLICING DOUBLE-BRAIDED LINEWhen double-braided nylon line is being spliced,the end must be worked into the center, and specialtools are needed for the job. For line 3 inches incircumference or smaller, a fid and pusher are used.For line larger than 3 inches in circumference, only awire fid is used. Steps 1, 2, and 3 in figure 2-22 showhow to secure the fid to the line. Stamped on each fidis a number indicating the size of line for which thefid was made. Fids also serve as rulers to measure withwhile splicing is being done. The wire fid lengths infigure 2-23 are in l/2 and l/3 scale. Friction ormasking tape and a soft lead pencil, crayon, orpreferably, a wax marking pencil are needed.Sharp-pointed shears also are handy.The splice described here, and the line on whichit is used, were developed by the Samson CordageWorks of Boston, Massachusetts.Halyard blocks are single, roller-bushed sheaveblocks. They are attached by means of sister hooks toU-bolts welded to the yardarms. Those attached tostays and mastheads may be of other construction,adapted to the construction of the stay or masthead.CARE OF HALYARDSWhen reeving halyards through signal halyardblocks, always reeve forward to aft. Rings and snapson halyards are put on with a halyard eye splice.Figure 2-22.—Fids used for splicing double-braided line.2-21

Figure 2-23.—Measuring and taping.Standard Eye Splice in NewDouble-Braided LineThe standard eye splice can be performed onnew line only. It retains up to 90 percent of theaverage new line strength. Until you becomefamiliar with splicing this material, follow eachstep in detail. Figure 2-22 shows the fids andpushers used for splicing; steps 1 through 3explain how to secure the wire fid to the linethat is to be spliced. Figure 2-23 shows how tomark the line and extract the core.2-22

1. Tape the end to be spliced with one thin layer oftape. Then, measure one tubular fid length (two wire fidlengths, because the wire fid is l/2 size) from the endof the line and mark. (This is point R (reference), step 1of fig. 2-24.) From R, form a loop the size of the eyedesired and mark. (This is point X, where you extractthe core from inside the cover.)2. Tie a tight slipknot approximately five fidlengths from X. This must be done to keep the core andcover from becoming uneven. Bend the line sharply atX. With the pusher or any sharp tool, such as a ice pick,awl, or marlinespike, spread the cover strands to exposethe core (step 2 of fig. 2-24). First pry, then pull the corecompletely out of the cover from X to the taped end ofthe core. DO NOT pull cover strands away from the linewhen you are spreading the cover, as this will distort theline unnecessarily. To assure correct positioning ofmark 1, do the following: holding the exposed core,slide the cover as far back toward the tightly tiedslipknot as you can. Then, firmly smooth the cover backfrom the slipknot toward the taped end. Smooth againuntil all cover slack is removed. Then, mark the corewhere it comes out of the cover. (This is mark 1.)3. Again slide the cover toward the slipknot toexpose more core. From mark 1, measure along the coretoward X a distance equal to the short section of tubularfid (two short sections with wire fid) and make twoheavy marks. (This is mark 2.) From mark 2, measurein the same direction one fid length plus another shortsection of the fid (with wire fid, double measurements)and make three heavy marks. (This is mark 3, step 3 offig. 2-24.)4. Note the nature of the cover braid—it is madeup of strands, either one or two (pair). Notice that halfthe pairs revolve to the right around the rope and halfrevolve to the left. Beginning at R and working towardthe taped end of the cover, count eight consecutivestrands (single or pairs) that revolve to the right (or left).Mark the eighth strand. (This is mark T, step 4 of fig.2-24.) Make mark T go completely around the cover.Starting at T and working around the taped cover end,count and mark every fifth right and left strand (singleor paired) until you have progressed down to the end ofthe taped cover.5. Insert the fid into the core at mark 2. Slide itthrough and out at mark 3. (Step 5 of fig. 2-24.) Addextra tape to the tapered covered end, then jam it tightlyinto the hollow end of the fid (see insert). Hold the corelightly at mark 3; place the pusher point into the tapedend; push the fid and cover through from mark 2 andout at mark 3. With the wire fid, first press prongs intothe cover, then tape over. Then after the fid is on, milkthe braid over the fid while pulling the fid through frommark 2 to mark 3. Take the fid off the cover. Continuepulling the cover tail through the core until mark R onthe cover emerges from mark 3 (see step 6 of fig. 2-24).Then remove the tape from the end of the taped cover.6. Make sure the tape is removed from the coverend. Start with the last marked pair of cover strandstoward the end; cut and pull them out completely (seestep 7 of fig. 2-24). Cut and remove the next markedstrands and continue with each right and left markstrand until you reach point T; do NOT cut beyond thispoint. The result should be a gradual taper ending in apoint. Very carefully pull the cover back through thecore until point T emerges from mark 2 of the core (seestep 8 of fig. 2-24). From point X on the cover, measureapproximately one-half fid length toward the slipknoton the line and mark this point Z (see step 9 of fig. 2-24).7. You are now ready to put the core back into thecover from T to Z. Insert your fid at T (step 9 of fig.2-24). jam the taped core end tightly into the end of thefid. With the pusher, push the fid and core through thecover "tunnel," past point X, to, and through the coverat point Z. When using the wire fid, attach the fid to thetapered core. After the fid is on, milk the braid over thefid while pulling through from T to Z. When pushingthe fid past X to Z, make sure the fid does not catch anyinternal core strands.NOTEDepending on eye size, the fid may not belong enough to reach from T to Z in one pass.If not, bring the fid out through the cover, pullthe core through, and reinsert the fid into thesame hole it came out of. Do this as manytimes as needed to reach point Z.8. Alternately pull on the core tail at Z, then pullthe tapered cover at mark 3. The crossover should betightened until the crossover is equal to the diameter ofthe line. Remove all the slack from the eye area bysmoothing the cover from point T toward X. Mark wherethe core tail emerges through the cover at point X (seestep 10 of fig. 2-24). Pull the core tail out until the markjust made on the core is exposed at Z. The diameter ofthe core must now be reduced by cutting and removingone strand of each group around the completecircumference. Measure one-third fid length from thefirst reduction cut toward the end and make a mark. Cut2-23

Page 2-24.Figure 2-24.—Completing the double-braided eye splice (page 1 of 2).

Page 2-25Figure 2-24.—Completing the double-braided eye splice (page 2 Of 2).

off the remaining tail at this point. Make the cut on a45-degree angle to prevent a blunt end (see the insert ofstep 10). With one hand, hold the crossover part (markT). Smooth the cover section of the eye out firmly andcompletely from the crossover toward mark X. Thereduced-volume core tail should disappear into thecover at 2. Smooth out the core section from thecrossover toward mark 3, and the cover taper willdisappear into the core. Hold the rope at the slipknot,and with your other hand milk the cover toward thesplice, gently at first, then more firmly (see step 11 offig. 2-24). The cover will slide over mark 3, mark 2, thecrossover, T, and R. (It may be necessary to occasionallysmooth out the eye during milking to prevent thereduced-volume tail from catching in the throat of thesplice.)If bunching occurs at the crossover, preventingfull burying, smooth the cover from T to X. Grasp thecrossover at T with one hand, and then firmly smooththe cover slack (female side of eye) with the other handtowards the throat (X). Repeat as necessary untilbunching disappears. Continue milking until all of thecover slack between the knot and the throat of the eyehas been removed.9. Prior to whipping (see fig. 2-25), it is to youradvantage to stitch-lock the splice to prevent no-loadopening. You will need approximately one fid length ofnylon or polyester whipping twine. The twine should beabout the same size as the strands of line you arestitching. Strands cut from the line may be used. Tobegin the lock stitch, pass the twine (A) through the lineas shown in step 1, figure 2-25. Reinsert the twine as instep 2, figure 2-25. (Ensure that all stitching is just snug.DO NOT TIGHTEN.) Continue until you have fourcomplete stitches. After you have four stitches, turn theline 90 degrees and pass the remaining end (B) throughthe line perpendicular to the original stitches to makefour more stitches. The line should now look like step4, figure 2-25. Now take ends A and B, tie a square knot,and bury the ends in between the cover and the core.You may now whip the line or leave it.You will become more proficient at splicing lineeach time you do it. Remember to follow each step themanufacturer has laid down in the splicing manual.This must be done for safety reasons. The splicesdescribed and the methods for accomplishing themhave been tried and proven. They leave no margin forshortcuts.NOTEBefore burying the cover under thecrossover, you should do the following:Anchor the loop of the slipknot to astationary object before starting tobury the cover. You can then use bothhands and the weight of your body tomore easily bury the cover over thecore and crossover.Holding the crossover tightly, milk allexcess cover from R to X.Flex and loosen the line at the crossover pointduring the final burying process. Hammering thecover at point X will help loosen the strands.With larger ropes, it is helpful to securely anchorthe slipknot; attach a small line to the braided core atthe crossover; and mechanically apply tension witheither a block and tackle, capstan, come-a-long, orpower winch. Tension will reduce the diameter of thecore and crossover for easier burying.Figure 2-25.—Making the lock stitch.2-26

Eye SpliceTo make an eye splice with manila or syntheticropes, untwist the strands in the end of your line as youthink necessary, and splice them into the standing partof the line by tucking the unlaid strands from the endinto the standing part.Learn to estimate the length of line you need tounlay for your complete splice so you will not finishshort or waste a lot of line by cutting it off. An originalround of tucks plus three more complete rounds areenough for an ordinary eye splice.With large lines you must whip the ends of thestrands before you start; otherwise, they will unraveland become troublesome. Large lines also must beseized at the point where the unlaying stops, or youwill have trouble working them. With any line up toabout 2 inches, you can open the strands in thestanding part with your fingers. The fid must be usedfor larger lines.Your first round of tucks must be taken in properorder to avoid getting fouled up. Separate the strandsin the end and hold them as indicated in view 1 infigure 2-26. Always tuck the middle strand (facingyou) first. Be sure to keep the right-hand strand, shownin view 2 of figure 2-26, on the side of the line that istoward you. Tuck that one next, over the strand youjust tucked the other one under, and under the strandjust below it, shown in view 3 of figure 2-26.Now turn the whole thing over. In view 4 of figure2-26 you can see that you now have only one strand fromthe end left untucked, and only one strand in the standingpart that does not already have a strand under it. Do notforget to tuck the last strand from outboard toward you.The first round of tucks is the key to makingperfect eye splices; the rest is easy. Simply tuck eachstrand from the end over the strand of the standing partthat it is now above, and under the next strand belowthat one, until you tuck each strand twice more besidethe original tuck. Three tucks to each strand in all isenough for natural fiber rope. Four or five are neededfor synthetic fiber, especially the more slippery nylon.Going AloftSignalmen must be familiar with the proceduresfor going aloft, if for conducting maintenance,removing Irish pennants, or rigging for full dress ship.Whatever the reason, permission to go aloft must beFigure 2-26.—Making an eye splice.2-27

granted by the officer of the deck in port or thecommanding officer when under way. Guidance forrequesting permission should be included in the signalbridge standing orders.OPNAVINST 5100.19, Navy Occupational Safetyand Health (NAVOSH) Program Manual, containsinstructions and general precautions for going aloft.MAINTENANCE AND MATERIALMANAGEMENT (3-M) SYSTEMLEARNING OBJECTIVE: Explain the purposeof the 3-M system, the Hazardous MaterialUsers Guide and material safety data sheets(MSDS).Although this chapter points out that Electrician'sMates generally are responsible for electrical repairsof signal equipment, signal bridge personnel doperform routine upkeep and maintenance functions onassigned equipment. Periodic checks and adjustmentsmust be made, for example, and there are stipulatedtimes when equipment should be lubricated for bestperformance.To achieve maximum efficiency in the use ofmaterial, as well as manpower, the Navy implementedthe 3-M system. The basic purpose of the systems isto provide for managing maintenance andmaintenance support in a manner that will ensuremaximum equipment operational readiness. The 3-Msystem standardizes preventive maintenancerequirements, procedures, and reports on a fleetwidebasis.OPNAVNST 4790.4, Maintenance and MaterialManagement (3-M) Manual, is the basic source ofinformation on the 3-M system.HAZARDOUS MATERIALUSERS GUIDEThe Hazardous Material Users Guide wasdeveloped to provide Navy personnel, particularly thedeckplate sailor, with safety data for hazardousmaterials commonly used on ships. The Users Guideis written to avoid the need for technical jargon,chemical symbols, or coded information frequentlyfound in material safety data sheets (MSDS).The Users Guide gives control measures, safetyprecautions, health hazards, and spill control anddisposal guidelines for each of 20 hazardous materialgroups (for instance, adhesives, cleaners, greases,paints, and solvents).The Control Measures section identifies andprescribes personal protective equipment (PPE)that is appropriate for the chemical hazards in aparticular group.The Safety Precautions section gives safetyguidance for using and storing hazardousmaterials in the group.The Health Hazards section points out commonsigns and effects of overexposure to thehazardous materials and provides “‘what to do”instructions to the hazardous materials user.The Spill Control section provides informationfor responding to a spill.The Disposal Guidelines section givesacceptable methods for disposing of materialswithin the group.Materials not included in the Users Guide areitems such as ammunition, explosives, propellants,medical/pharmaceutical supplies, and radioactivematerials.Material Safety Data SheetsMSDSs are technical bulletins containinginformation about materials, such as composition,chemical and physical characteristics, health andsafety hazards, and precautions for safe handling anduse. MSDSs should be readily available for every itemof hazardous material aboard ship.When performing maintenance and working withhazardous materials, use of the Users Guide andMSDSs is mandatory. Guidelines contained thereinare vitally important and MUST NOT be ignored. Theinformation will help reduce the risk of injury andlong-term health effects.SUMMARYIn this chapter you were informed of some of theequipment you will come in contact with during yourdaily routine aboard the signal bridge. This equipmentranges from the 12-inch searchlight to the Mk 37 NVS.You were informed how to operate and maintain thisequipment. You were also informed about the care andmaintenance of flags, pennants, and halyard line. Asyou know by now, knowing how to operate signalbridge equipment is a valuable part of being aSignalman. Learn your equipment well!2-28

CHAPTER 3MESSAGESA message can be defined simply as acommunication sent from one person to another. TheNavy defines a message as "Any thought or idea brieflyexpressed in plain or cryptic language, prepared in aform suitable for transmission by established means ofrapid communication." The visual message, with whichyou are most concerned, is prepared for transmission bymeans of flashing light, flaghoist, or semaphore.Incidentally, a message that contains the names of signalflags in its text, regardless of the method by which it istransmitted, is a signal.ORIGINATING MESSAGESLEARNING OBJECTIVES: Explain theprocedure for originating, drafting, andreleasing messages. List the types of messagestransmitted by communications means.ORIGINATORThe originator of a message is the authority inwhose name a message is sent, or agency under directcontrol of the authority approving a message fortransmission. The originator is responsible for thefunction of the drafter and releasing officer. Otherresponsibilities of the originator include determiningwhether the message is necessary (a message is not tobe used when a letter or other form of communicationwill suffice), determining the addressees and type ofmessage, and determining the security classificationand precedence. The originator must make sure thatthe prescribed message form is properly used, that thetext is drafted according to procedure, and that themessage is signed by the releasing officer. Theoriginator is also responsible for forwarding themessage to the appropriate agency for transmission.DRAFTERThe drafter is a person who actually composes amessage for release.RELEASING OFFICERThe releasing officer is a person who authorizesthe transmission of a message for and in the name ofthe originator.TYPES OF MESSAGESThe types of messages transmitted by communicationmeans are the following:Single addressMultiple addressBookGeneralSingle AddressA single-address message is one destined for onlyone addressee.Multiple AddressA multiple-address message is one that is destinedfor two or more addressees, each of whom must beinformed of the other addressees. Each addressee mustbe indicated as ACTION or INFORMATION. Thenumber of multiple-address messages must bereduced to the essential minimum, since processingthem is one of the major factors contributing to delayin message handling. In addition, originators shouldalways consider specifically whether all addresseesmust be informed of the other addressees of eachmessage, and if not, a BOOK message should be used.BookA book message is one that is destined for two ormore addressees and is of such a nature that theoriginator considers that no addressee need beinformed of any other addressee. Each addressee mustbe indicated as action or information.GeneralGeneral messages are messages that have a widestandard distribution. They are assigned an identifyingtitle and usually a sequential serial number; example,ALCONCEN 50.Book and general messages are normally receivedby radio.3-l

ADDRESS OF MESSAGEMost messages have at least one addresseeresponsible for taking action on the contents and fororiginating any necessary reply. Other addressees withan official concern in the subject of the message butwho do not have the primary responsibility for actingon it receive the message for information. Do not beconfused by the term information addressee. Eventhough an information addressee usually is concernedonly indirectly with a message, frequently action ofsome nature must be taken within the command. Somemessages have only information addressees. Exemptaddressees are used when the originator desires toexclude one or more authorities from a collective title.PROSIGNSLEARNING OBJECTIVES: Define prosign.Match prosigns with their meanings.Procedure signs, or prosigns, consist of one ormore letters or characters or combination thereof, usedto aid communication by conveying, in a condensedform, certain frequently used orders, instructions,requests, and information relating to communication.Figure 3-1 is a list of prosigns, and their meanings, thatare authorized for use in visual signaling. No othersmay be used. An overscore (a line over two or moreletters) indicates that the letters overscored are to betransmitted as a single character (no pause betweenletters). ACP 129, Communications Instruction,visual Signaling Procedures, contains the proceduresfor the use of prosigns.NAVAL MESSAGE FORMATLEARNING OBJECTIVE: Identify the parts,components, and elements of the basic navalmessage format.Figure 3-2 shows a message copied as receivedby flashing light. Figure 3-3 represents the standardformat of naval messages. Study the figure andcompare it with the message.Each message prepared in either plaindress,abbreviated codress, or codress will have three parts:heading, text, and ending. Each message part hascertain components, which are broken down intoelements and contents. Format lines 2, 3, 4, 14, 15, and16 (fig. 3-3) identify the procedural portions of theFigure 3-1.—Authorized prosigns and their meanings.3-2

Figure 3-2.—Plaindress visual message.basic message format as designed for visualcommunications. Lines 5 through 13 are thenonchangeable elements of the basic message format.All format lines do not necessarily appear in everymessage; however, when used, they will be in the orderindicated.Of the three parts of a message, the most complex(as fig. 3-3 indicates) is the heading. Based on headingcontent, messages may be drawn up in one of threeforms: plaindress, as in figure 3-2; abbreviatedplaindress, featuring a shortened heading; andcodress, used for encrypted messages. We will pointout the differences following the discussion of theplaindress message.PLAINDRESS MESSAGESThe heading of a plaindress message is made upof four components: procedure, preamble, address,and prefix. These components provide operatingpersonnel with necessary information fortransmitting, identifying, delivering, and accountingfor each message.Procedure ComponentIn visual messages, the procedure componentconsists of three elements: call, transmissionidentification, and transmission instructions. The callcontains call signs of the station(s) called and thecalling station. Transmission identification is notnormally used in visual communications except inmessages being relayed. Transmission instructions areconcerned with routing, relaying, and delivering amessage.The beginning procedure component of themessage in figure 3-2 is OHWZ DE NQHS T. Of this3-3

Figure 3-3.—Parts of a naval message.3-4

portion, OHWZ DE NQHS constitutes the entire callelement.The call sign of the station called is OHWZ. Forillustrative purposes, OHWZ is assumed to be the callsign for Commander Amphibious Squadron Three.Call signs in Navy messages reduce the length oftransmission. Each ship, station, and command of theNavy (and of the other services) has one or more callsigns, that are listed in various communicationpublications. Call signs are discussed in mote detaillater in this chapter.The prosign DE in the message stands for "from."It is used only in the call. Its complete meaning is"This transmission is from the station whosedesignation follows." It indicates the station actuallytransmitting the message or signal and only indicatesthe originator when the call is serving as the address.In the example, the calling station is NQHS, theinternational call sign of USS Blue Ridge (LCC 19).International call signs for U.S. Navy and U.S. CoastGuard ships begin with the letter N.In figure 3-2, transmission instructions consist ofprosign T, meaning “Station called transmit thismessage to all addressees appearing in the addresscomponent.” OHWZ, therefore, is responsible fordelivering the message to XGHL. If the T wereimmediately followed by call signs or addressdesignations, it would assume the meaning of “‘Stationcalled transmit this message to the addressees whoseaddress designations follow.” Similarly, if the T werepreceded and followed by call signs, it would mean‘Station preceding T transmit this message to thoseaddressees whose address designations follow T.”Other prosigns that may appear in transmissioninstructions are G (“Repeat back”), F (“Do notanswer”), and L (“Relay”). Prosign G is used by atransmitting station to ensure that the receiving stationhas received the message as transmitted, particularlyif the message is of great importance or of a typedifficult to send or receive. If G appears alone in thetransmission instructions, all stations called repeatback the message; if G is preceded by call signs, itmeans that stations whose call signs precede G repeatback the message. Prosign F means “Do not answer.”It is used in a method of visual signaling that will bediscussed in chapter 4. Prosign L is the relay sign. Itsmeaning is similar to T, but is not as specific. Intransmission instructions, L means “Relay to thoseaddressees for whom you are responsible.” Its use alsorequires that the station called report to you that themessage has been relayed. The elements of theprocedure component are assigned bycommunications personnel to effectively deliver themessage or signal. The elements of the preamble,address, and prefix component, which follow, arereleased by the originator and are not altered bycommunications personnel.PreambleThe preamble of a plaindress message shows itsrelative importance; contains the date-time group, bywhich most messages are identified; and providesinformation relating to the message. The preamble infigure 3-2 is P 061933Z MAR 95. P is a precedenceprosign, and the remainder is the date-time group,including month and year, of transmission.The precedence assigned by an originator reflectsa judgment as to the speed required to deliver themessage to the addressee. By misusing the precedencesystem, you defeat its purpose, which is to assure rapidhandling of message traffic over available facilitieswith a minimum of backlog and delay resulting fromcompeting messages. The importance of a messagedoes not necessarily imply urgency. Figure 3-4 showsthe precedence categories, their speed-of-serviceobjectives, and examples of their assignments.Messages having both action and informationaddressees may be assigned a single or dualprecedence. If a single precedence is assigned to amultiple-address message, the precedence indicatesthe relative importance to all addressees. If assignedtwo precedences, one for action addressees and alower precedence for information addressees, themessage is of greater importance to the actionaddressees.If the message in figure 3-2 were assigned dualprecedence, the preamble would read P R 061933ZMAR 95. This would show that the message should betreated as a priority message for delivery to OHWZand as a routine message when delivered to XGHL.Dual-precedence messages, in visual signaling,normally are handled as single-precedence messagesbecause of the proximity of ships and signalingstations. If, however, the action addressee of adual-precedence (for example, P R) message were incompany but one or more information addressees werenot, relay would be required. In that instance, themessage would be sent immediately to the actionaddressee, but might be transmitted to a differentstation for relay to the information addressees, using3-5

Figure 3-4.—The precedence of a message indicates its relative importance. Note time standards for handling.3-6

Routine precedence. Transmission for relay, of course,would be delayed until all higher precedence traffic iscleared.The date-time group (DTG) indicates theapproximate time a message was readied fortransmission. Normally, the DTG is assigned by thecommunications watch officer or signal officer. TheDTG in figure 3-2 indicates the message was ready fortransmission at about 1933 Greenwich mean time (is thezone suffix) on the 6th day of March.Because the DTG serves as a positive means ofidentification, no DTG should be assigned by anystation to more than one outgoing message. If for somereason you have to assign a DTG, be sure to informthe communications center of the DTG you used.Figure 3-2 has no message instruction element.The use of operating signals and the prosign IX willbe discussed in chapter 4.Address ComponentThe address component of figure 3-2 is FM NQHSTO OHWZ INFO XGHL XMT NFZV. This componentshows who originated the message, the addressee foraction, the addressee for information, and the exemptaddressee. Provision is also made to show which, if any,addressees included in a collective call sign need notreceive the message. (A collective call sign representstwo or more ships, stations, or commands.)The address component of the message isdetermined by the drafter and originator. Communicationspersonnel are authorized to convert theplain-language addressees to call signs or addressgroups when processing messages for transmission.All four prosigns that can be included in theaddress component appear in the example message.The originator's sign, FM, means “The originator ofthis message is indicated by the designationimmediately following.” The prosign for actionaddressee, TO, means “Addressees indicated by thedesignation immediately following are addressed foraction.” The information addressee sign, INFO,followed by call signs, shows that the message is forinformation only.The exempted addressee sign, prosign XMT,means that addressees following XMT are exemptedfrom the collective address. If a collective call is alsoused, the prosign XMT must also appear in the callelement. It appears as the last element in the addresscomponent, following the action and informationaddressees’ designations.If the call element gives all the addressees, theaddress component of a message may be omitted. Inthe example message, if there were no informationaddressees, the call would serve as the address. Theaddress component could then be omitted.PrefixThe prefix of a plaindress message containsaccounting symbols and the group count.Accounting symbols are included in Navy messageswhen a possibility exists that they may be transmittedover commercial facilities. Instructions for the use ofaccounting symbols are found in JANAP 128.The group count of a message is the number ofgroups in the text. In a message, GR followed bynumeral(s) means "This message contains the numberof groups indicated." In a message containing a text of26 words, the group count is written GR26. If themessage were encrypted, the group count would indicatethe number of code groups in the text. The group countnormally appears in the message prefix, but in certaincases may appear in the final instructions. When amessage is transmitted before the group count isdetermined, the prosign GRNC may be used in lieu ofthe group count. The actual group count will then betransmitted in the final instructions and inserted in themessage prefix by the receiving operator.Rules to follow when counting groups are thefollowing:Count groups in the text only.Each sequence of characters uninterrupted by aspace is counted as one group.Punctuation is not counted unless abbreviated orspelled out.Count every word and every continuouscombination of letters, figures, and/or symbols as onegroup.Hyphenated words and hyphenated names, whentransmitted as one word, count as one group.A numerical group count always must be used inencrypted messages. The group count element may beomitted in messages where the text consists of plainlanguage.Long BreakThe long-break prosign, BT, marks the separationbetween the text and other parts of a message. Itimmediately precedes and follows the text. In3-7

abbreviated service messages, the BT is not usedexcept when a date-time/time group is employed.TextThe textual format of Navy messages is designedto make the messages easily readable yet keep themconcise to conserve time and facilities so that allnecessary messages can be sent. The text of theexample message in figure 3-2 conforms to thestandard format for plain-language messages. Whenprocessed by the communications center, the text isplaced in the form shown in figure 3-5.Exempt from the standard format are messageswith very short texts. Examples are tactical messagesand pro form messages using a firmly establishedformat, such as standard “reporting-type” messagesFigure 3-5.—Plaindress message processed by the communications center.3-8

that use letters of the alphabet to indicate aprearranged subject matter. If all elements arerequired, they appear in the following order:1. Classification or the abbreviation UNCLAS.The highest classification authorized for visual means,regardless of method, is Confidential.2. Special category marking (EXCLUSIVE,COSMIC, and the like).3. Special handling security markings (NOFORN,RESDAT, and so on).4. Exercise identification (EXERCISE MAINBRACE).5. Code name or nickname of special projects oroperations.6. Flag word (EXPRESS, REDLINE, and so on.)7. Passing instructions and other indications ofmessage distribution (FOR ) .8. Subject line, concise and untitled.9. References, identified by letter(s).10. Text:a. Paragraphs are numbered.b. Subparagraphs are indented and lettered ornumbered as appropriate.c. In a one-paragraph message, anysubparagraphs are lettered.d. If a message is classified, properdeclassification markings are included.If unclassified paragraphs or subparagraphsappear within a classified message, each numberand/or letter will be followed by the abbreviatedclassification in parentheses; for example, A.(C),l(U).Following is an example of a message using mostof the elements of the standard text format:UNCLAS //N01430//COMTWELVE PASS TO VADM SMITHREVISED CONFERENCE SCHEDULEA. MY091700-Z MAR 95B. COMTHIRTEEN 131530-Z MAR 951. REQUEST DESIGNATED COMMITTEEARRIVE COM TWELVE 24 HOURS PRIOR CNO2. AGENDA:A. ADD “LOGISTICS OF PROJECT.”B. DELETE “POSSIBLE LOCATIONFACILITIES.”3. CNO ITINERARY, 19 AUG, TIMES UNIFORMETA ETD LOCATIONORIG 1300 NAS SEATTLE1515 1800 NAS ALAMEDA2300 TERM CHICAGO-OHAREIf a message does not require all elements, theformat is adjusted accordingly by omittingnonessentials. Certain other exceptions are allowedwhen using the standard format.The subject line may be omitted if it requiresthat an otherwise unclassified message be classified;if it noticeably increases the length of what wouldbe a brief message; or if it increases commercialcharges when the message is addressed toactivities served by commercial communicationsfacilities.If a short message consists of only one paragraph,the paragraph is not numbered. When there is only onereference, the reference identification is included inthe body of the paragraph. For example:UNCLAS YOUR 100915Z MAR 95. BUDGETAPPROVED SUBJECT TO CNO CONCURRENCE.The first word of all plain language textmessages must be either the abbreviation UNCLAS(unclassified), or the security classification of themessage. Each message will be authorized by thecommanding officer for transmission by directionalvisual communications. As a Signalman, you mustbe alert to prevent the transmission of any classifiedmessage not authorized for transmission.Ending ProcedureThe procedure component of the ending of amessage contains three elements: time group, finalinstructions, and ending prosign. Normally a timegroup is not used in a plaindress message. Theelements of the ending procedure are assigned bycommunications personnel to complete delivery of themessage or signal.In figure 3-2, the ending is C WA DEBARKTROOPS K. The first two prosigns and the two wordsconstitute the final instructions of the message.3-9

Standing alone, prosign C means “Correct.” Becauseit is followed by other information in our example, itmeans ‘This is a correct version of the portion of themessage indicated.” Another prosign, WA, meaning“word after,” follows certain prosigns (including C) toidentify a portion of the text of a plain languagemessage. In figure 3-2, the portion of the textidentified is the word after DEBARK, which appearsin the text as GROUPS. Accordingly, the finalinstructions of the message mean “Correct word afterDEBARK to TROOPS.”Other prosigns may appear in the finalinstructions. Prosign C may be followed by AB, AA,or WB, instructing the receiving station to correctportions of the text. Prosign B used alone in the finalinstructions means “More to follow to all stationscalled." When B is followed by call signs, it means“More to follow to stations indicated.”Prosign G, for repeat back, may be used in the finalinstructions if, during transmission, its use is deemednecessary. Used alone, G directs all stations to repeatback the message. When G is preceded by a call sign(or signs), its meaning is “Stations whose call sign (orsigns) precede G are to repeat back.” In addition to itsuse in the transmission instructions and finalinstructions, G may be used in the text of a flashinglight message to indicate the addee is to repeat backthe previous group sent by the transmitter.Visual transmissions are completed by endingprosigns K or AR. The K means "This is the end of mytransmission to you, and a response is necessary.”Ending prosign AR means "This is the end of mytransmission to you, and no response is required orexpected."SERVICE MESSAGEA service message is one between communicationspersonnel and pertaining to any phase of traffichandling, communication facilities, or circuitconditions. It is prepared and transmitted inplaindress, abbreviated plaindress, or codress form.The abbreviation SVC following any securityclassification or UNCLAS in the beginning of the text,identifies a plain-language service message.An encrypted service message will always carry anumerical group and will only be identified as aservice message within the encrypted text.Service messages generally concern messagesoriginated at, destined for, or refiled by that station andnormally will be assigned a precedence equal to thatof the message to which they refer.Examples of plain-language service messages:1. Plaindress format: P 031500Z MAR 95 GR10BT UNCLAS SVC BRIDGE TO BRIDGE INOPCOME UP ON TGO BT K2. Abbreviated plaindress format: BT UNCLASSVC BRIDGE TO BRIDGE INOP COME UP ONTGO BT 1500ZABBREVIATED SERVICE MESSAGEThe text of an abbreviated service messagecontains only prosigns, operating signals, addressdesignations, identification of messages, parts ofmessages, and amplifying data as necessary. It may beoriginated by operators and may contain any of thecomponents shown in the basic format except that1. The long break is used only if the date-timegroup/time group is used; and2. The date time group/time group is to be employedonly when it is necessary to indicate the time at which themessage was originated or when it is considered thatfurther reference may be made to the message.Examples of abbreviated service messages:1. INT ZDK NKZO 062222Z MAR 95 K2. Abbreviated plaindress format: BT INT ZDKNKZO 062222Z MAR 95 BT 2300Z K3. Plaindress format: P 062323Z MAR 95 GR 6BT INT ZDK NKZO 06222Z MAR 95 BT KABBREVIATED PLAINDRESSMESSAGESOperational requirements for speed ofhandling—contact reports, for example—may dictatethe abbreviation of plaindress message headings. Atsuch times, any or all of the following may be omittedfrom the heading: precedence, date, DTG, and groupcount. If the DTG is omitted, a time group must be inthe ending procedure components.CODRESS MESSAGESA codress message is one in which the entireaddress, originator and all addressees except when theaddress indicating groups are used, is encryptedwithin the text. The heading of such a messagecontains only information necessary to enable3-10

communications personnel to handle it properly. Itcontains all the components shown in figure 3-3.STATION AND ADDRESSDESIGNATORSLEARNING OBJECTIVES: Define station andaddress designators; explain procedures forconstructing call signs and address groups. Listprocedures for establishing and maintainingcommunications.Station and address designators are anycombinations of characters or pronounceable wordsdesigned for use in message headings to identify acommand, authority, unit, or communications facility,or to assist in the transmission and delivery ofmessages. Station and address designators encompassfour categories: call signs, address groups, plainlanguage, and routing indicators.CALL SIGNSCall signs are letters, letter-number combinations,or one or more pronounceable words used forestablishing and maintaining communications. Callsigns may also be used as address designators whenthe call sign indicates the addressee or originator. Thefollowing list contains the different types of call signs:1. International2. Indefinite3. Net4. Tactical5. Voice6. Visual7. Signal letters of ships and signal lettersidentification numbers of aircraft when usedinternational call signsInternational Call SignsorasInternational call signs are assigned to radiostations in all countries—civil and military, afloat andashore—according to international agreement. Thefirst letter or first two letters of a call indicate thenationality of the station. The United States has thefirst half of the A block (through ALZ) and all of theK, W, and N blocks. The United States reserves A callsfor the Army and Air Force. The K and W blocks areassigned to commercial and private stations, merchantships, and others. The N block is for use by the Navy,Marine Corps, and Coast Guard.Naval shore communication stations havethree-letter N calls. If necessary, these calls may beexpanded by adding numerical suffixes. Thus,additional call signs are provided for facilities locatedremotely from the parent station. Examples are thefollowing:NAM. . . . .NAVCOMMSTA, NorfolkNAM1 . . . . Headquarters, CINCLANTFLT, NorfolkNAM2 . . . . Naval Shipyard, NorfolkInternational call signs assigned to U.S. navalships are four-letter N calls, which are usedunencrypted only. They have no security value; hencethey are authorized for use with Allied, civil, andmerchant stations. An example follows:NJUL. . . . .USS BAINBRIDGE (CG(N) 25)International call signs for USN, USMC, andUSCG aircraft are composed of the service designatorN, NM, or NC, respectively, followed by the last fourdigits of the serial number of the aircraft.Indefinite Call SignsIndefinite call signs represent no specific facility,command, authority, or unit, but may represent anyone or any group of these. Examples:NERKNAthrough NZ . . . . . (From) any U.S. Navy shipIndefinite call signs are used in codress messageheadings to conceal the identity of originators andaddressees. In such instances, the address componentis placed in the encrypted text.Net Call SignsNet call signs represent all stations within a net.(A net is a group of stations in direct communicationwith each other on a common channel.) Normally, netcall signs are not used in visual transmissions.Following is an example of a net call sign:NQN. . . . All U.S. Navy radio stations in thePacific guarding the ship-shore high-frequencycalling series3-11

Voice Call SignsVoice call signs are letters, numbers, or acombination of letters and numbers that identifycommands and units of commands. These includeships, aircraft squadrons and wings, shoreestablishments, type commanders, and taskorganization components. The voice call signs changedaily using the system that is in effect at the time ofthis writing. The Navy continues to strive to improvesecurity and at the same time provide an efficient andworkable system of call sign identification.Also available is JANAP 119, which contains shipand other joint armed forces voice call signs. Althoughthe publication is always kept up to date, normally itis not used. JANAP 119 provides an adequate backupsystem, but lacks the security needed today.Visual Call SignsVisual call signs are primarily used for visualsignaling. They are shorter than the other call signs oraddress groups assigned to an organization. Thisadvantage is highly significant in determining thelength of a flaghoist and reducing the transmissiontime of messages by other visual means.Visual call signs may be used (1) to establishcommunication between organizations, (2) in thetransmission instructions and address of a messagethat will be transmitted solely by visual means, and (3)for transmitting groups from authorized signal books,as follows:1. To address ships, units, or commands, in whichvisual call signs precede the signals2. To complete, amplify, or vary the meaning of asignal, in which case visual call signs are used inconjunction with the signal3. To denote or indicate ships, units, or commandsin which case visual call signs follow the signalVisual call signs will not be used in thetransmission instructions or address of a message tobe transmitted or relayed by other than visual means.They may be used in the text when the text consists ofsignal groups. Visual call signs are as follows:1. Calls for ships2. Shortened visual calls3. Unit or command call signs4. Numeral pennant call signs5. Special task organization call signs6. Signal stations7. Ships' boats8. ConvoysIn constructing visual calls to be transmitted byflaghoist, numerals are expressed by numeralpennants except when numeral flags are specificallyindicated. Numerals appearing in visual call signstransmitted by any visual means other than flaghoistrepresent numeral pennants and are written as pl, p5,p6, and so on, to distinguish them from numeral flags.By any visual means other than flaghoist, call signsare transmitted using the Morse code or semaphoreequivalents. All call signs (except radiotelephone) inthe text of signals from an authorized signal book arepreceded by the special sign PT transmitted as a Morseor semaphore equivalent meaning “call sign tofollow.” If more than one call sign appears in the text,each will be preceded by PT. Call signs in the text maybe spelled out when conditions make this advisable,spelled out call signs will also be preceded by PT.VISUAL CALLS FOR SHIPS.—Visual callsigns for ships are either assigned nationally orconstructed using the appropriate single-letter typeindicator plus the hull number of the ship. A list ofsingle-letter type indicators follows:A Auxiliary (oiler, cargo, tender, floating drydock,sloop, and so on.)BCDFGHKLMNPQBattleshipCruiserDestroyer/destroyer escortFrigateGovernment stationVisual signal station (military)Shore signal station (commercial) ormiscellaneous fleet units (NATO use only)Assault vessel (landing craft, amphibioustransport dock, tank-landing ships, and so on.)MinesweeperMinelayerFast motor craft (submarine chaser, patrolescort, motor gunboat, motor torpedo boat, andso on.)Boat3-12

R Aircraft carrierS SubmarineU Surface organizationW Coast Guard shipX Submersible craftY Support craftFor example, the visual call sign of USS Fanning(FF 1076) is Fp1p0p7p6; of USS Forrestal (CV 59),Rp5p9; of USS England (CG 22), Cp2p2.If it happens that visual calls are the same for twoor more ships in company or in the same port, theirinternational call signs are used.SHORTENED VISUAL CALLS.—Shortenedvisual calls are constructed by omitting unnecessarynumbers. If the Alamo (LSD 33) were the onlyamphibious-type ship in the vicinity with the finaldigit of its hull as 3, its visual call would be Lp3.UNIT INDICATOR CALL SIGNS.—Callsigns for organized groups/flotillas, squadrons,divisions, and subdivisions of ships are constructedas follows:Subdiv-subdivisionDiv-this divisionSquad-squadronGroup/flot-group/flotillaExample: Div—this divisionBy using the appropriate unit pennant with a typeindicator preceding the unit pennant and numeralpennants following, you form the following visual callsigns:Examples: R Squad p7—Carrier Squadron 7D Group/Flot p3—Destroyer Group/Flot 3In calling commands and ships in the same unit,the unit indicator may be used alone. Thus, DIV alonewould be the call for this division.Type indicators may be omitted from call signsif no confusion could result. If cruiser-destroyergroup 1 were in port with no other ship group 1present, the call for CruDesGru 1 could beFLOT/GROUP p1.To form the visual call sign of the commanders ofan organized group/flotilla, squadron, division orsubdivision of ships the unit indicator is followed bythe type indicator.Example:Squad D—Commander this destroyer squadronGroup/Flot CDp2—Commander crusier destroyergroup/flotilla 2Call signs for a group of ships associated withan individual ship that is not organized as a taskunit or element is constructed by prefixingSubdiv to the call sign of the identifying ship. Thecommand call is constructed by prefixing theship's call to Subdiv.Examples:Subdiv Rp6p9—USS Eisenhower SubdivisionRp6p9 Subdiv—Commander EisenhowerSubdivisionNUMERAL PENNANT CALL SIGNS.—Listed in figure 3-6 are numeral pennant call signs forgeneral use in tactical organizations. To form the callsign for the commander of one of these groups or units,precede the listed call with pennant 0. Thus, “Enteringor leaving harbor group No. 2" is p5p2. This callincludes all units of the group, as well as thecommander and subordinate commanders. To addressonly the commander of the group, the call sign isp0p5p2.To call the commander of the unit indicated,pennant 0 may be used preceding the unit indicatorcall signs.Similarly, to address subordinate commanders,p0p0 is used. A message to all squadron commandersunder a group commander could use the call sign p0p0SQUAD.Other numeral pennant call signs may be usedwith type indicators to designate the type of ships in aunit. The call sign for all destroyers, for instance, isp2D.SPECIAL TASK ORGANIZATION CALLS.—Visual call signs employing numeral flags andnumeral pennants are used only in flaghoistcommunications within task organizations. These callsigns always begin with a numeral flag followed bynumeral pennant(s) that indicate the number of thetask organization. Type indicator may be usedfollowing the call sign.3-13

Figure 3-6.—Numeral pennant call sign for use in tactical organizations.3-14

Following is the table of special task organizationvisual call signs listed in ACP 129.Call signMeaning(Numeral flag)Ø Commander Task Force No.1 *Commander Task Group No.2 *Commander Task Unit No.3 *Commander Task Element No.4 Commander Fleet56 Task Force No.7 *Task Group No.8 *Task Unit No.9 *Task Element No.* Within own task organizationExamples:6p4p5 . . . Task Force 458p3 . . . . . . Task Unit 3 (within own Task Group)9p2D . . . . Destroyers of Task Element 2 (withinown Task Unit)3p6. . . . . . Commander Task Element 6 (withinown Task Unit)The special task organization call signs in theprevious list have been extended to intra-USNmessages transmitted by flashing light.Examples:CTF 50. . . . . Zero p5p0CTG 50.3 . . . . . One p3COMSIXTHFLT. . . . . Four p6TF 50. . . . . Six p5p0TG 50.3.5 . . . . . Seven p5CONVOY VISUAL CALL SIGNS.—Convoyvisual call signs are contained in ATP 2, volume 2, orappropriate national or regional defense organizationpublications.GOVERNMENT SIGNAL STATIONS.—Onshore or on lightships, use the letter G as the visualcall sign to call any or all the senior men-of-war.SHORE SIGNAL STATION.—In compliance withinternational procedure, the letter K (with complement ifdesired) is used to call or address shore stations.MILITARY SIGNAL STATION.—Thefollowing assignments are reserved for the signalstation indicated:Call signHpØHp1Hp2Hp3Hp4Hp5Hp6Hp7Hp8Hp9Hp1pØHp1p1Hp1p2Hp1p3Hp1p4Hp1p5Hp1p6Hp1p7Hp1p8Hp1p9Hp2pØHp2p1Hp2p2Hp2p3Hp2p4Hp2p5Hp2p6Hp2p7Hp2p8Hp2p9Hp3pØ))))Hp3p9)MeaningCommander in chiefHarbor entrance control post/port warsignal station (HECP/PWSS) (mainsignal station)HECP/PWSS (secondary auxiliary signalstation)Port directorSenior officr present afloat (SOPA)(when ashore)SOPA administrative (whenashore)Flag officer, second in commandCommander naval districtCommander naval baseCommander naval operatingbaseCommander naval shipyardCommander sea frontierCommander air stationCommander amphibious baseCommander section baseCommander submarine baseDegaussing station No. 1Degaussing station No. 2Degaussing station No. 3Degaussing station No. 4Deperming station No. 1Deperming station No. 2Reserved for local assignment bycompetent authority to shore signalstations not covered herein.3-15

SHIPS' BOATS.—The following visual call signsare assigned for ships' boats.QpØQp1Qp2Qp3Qp4Qp5Qp6Qp7Qp8 )))Qp5pØ )All boatsAdmiral's bargeChief of staff barge or gigStaff gigs or motorboatsCaptain's gigBoats under powerBoats under sailBoats under oarsReserved for local assignment bycommanding officers. Calls aregenerated according to boat numbers.Boat calls consist of QUEBEC hoisted abovenumeral pennant(s). Together, they signify the type ofboat(s) called. Numeral flags following the call signindicates the individual number of the boat. Thus,Qp54 is the call sign a ship would use for its utilityboat number 4. To call another ship's boat, the call ofthe ship is hoisted below the boat call. For example,Qp4Rp1p4 is the captain's gig of carrier 14.ADDRESS GROUPSAddress groups are four-letter groups assigned torepresent a command, activity, or unit. Althoughaddress groups are used mainly in the messageaddress, they can be used in military communicationsto establish and maintain communications in the samemanner as call signs. In general, call signs and addressgroups are used by the Navy in the same way.Address groups never start with the letter N;hence, they are easily distinguishable from naval radiocall signs, Unlike international call signs, addressgroups follow no distinctive pattern. For example, youlearned the difference in call signs for naval ships andshore stations. In address groups, however, thearrangement of the four letters is not significant.All commands afloat (except individual ships) areassigned address groups. Address groups are assignedalso to shore-based commands, authorities, oractivities not served by their own communicationfacilities. More specifically, these are (1) seniorcommands and commanders ashore, such as theSecretaries of Defense and of the Navy, bureaus andoffices of the Navy Department, and districtcommandants; (2) fleet, type, or force commandersashore; (3) elements of operating forces permanentlyashore who are in frequent communication with forcesafloat; and (4) elements of the shore establishment(such as weather centrals) having a need for directaddressing and receipt of the messages.Among other uses, address groups aid in thedelivery of messages when a communications centerserves so many activities that its own call sign isinsufficient to identify the addressee.Address groups, like call signs, are divided intotypes. They are individual activity, collective,conjunctive, and geographic address groups, andaddress indicating groups.Individual Activity Address GroupsIndividual activity address groups are representativeof a single command or unit, either afloat orashore. Examples:DTCI . . . . . . COMPHIBLANTSSMW . . . . . CNOCollective Address GroupsCollective address groups represent two or morecommands, authorities, activities, units, orcombinations of these. Included in the group are thecommander and subordinate commanders. Examples:DSWN.. . . . . DESRON 16AMGK . . . . . . SIXTH FLT Conjunctive Address GroupsConjunctive Address GroupsYou must remember that conjunctive addressgroups have incomplete meanings. It is alwaysnecessary to complete the meaning by the addition ofother address groups denoting a specific command orlocation. For that reason, conjunctive address groupsare used only with one or more other address groups.The conjunctive address group XZKW, for example,means “All ships present at .” This particulargroup must be followed by a geographic address groupto complete the meaning.Geographical Address GroupsGeographic address groups should be included asa part of an address designator only when necessary tocomplete the titles of addressees or originators, in3-16

which case they are used in combination with aconjunctive address group. Except where ageographical address group is required to complete theconjunctive address group, geographical addressgroups should not be used with the name of naval ormerchant ships or the title of commands afloat.Address Indicating GroupsAn address indicating group (AIG) is a form ofmilitary address designator representing apredetermined list of specific and frequently recurringcombinations of action and/or information addressees.The identity of the originator may also be included ifthe AIG is used frequently by any one originator. EachAIG is numbered so it will be easy to identify. Anaddress group is assigned to each AIG for use as anaddress designator. AIG numbers may also be used asplain language address designators when appropriate.The purpose of AIGs is to increase the speed oftraffic handling and to reduce the length of the addresscomponent. Address indicating groups can be usedwhenever suitable, regardless of whether the messageconcerned is unclassified or classified, unencrypted orencrypted, or in plaindress or codress form.Special Operating GroupsSpecial operating groups comprised of four lettersand identical in appearance with address groups areprovided for use in the headings of messages to givespecial instructions. They are not to be used until anation or service has promulgated instructionsauthorizing their use. They must always be encrypted.They may be used singly, or with encrypted orunencrypted call signs or address groups.PLAIN LANGUAGE STATION ANDADDRESS DESIGNATORSPlain language address designators are the officialabbreviated, or short titles, of commands or activities.They are used in message headings in place of callsigns or address groups. Some abbreviated titles arewritten as single words, such as NAVSEA. Othershave conjunctive titles and geographical locations,such as NAVCOMMSTA PUERTO RICO.Plain language designators normally are confinedto the abbreviated title of commands and activitieslisted in the Standard Navy Distribution List. Theymay be used in communication with the U.S. Army,Air Force, and the armed forces of our Allies. Theymay not be used when addressing a message to anonmilitary activity, in the heading of a codressmessage, or in radiotelegraph messages originated bynaval forces afloat.INCOMING MESSAGE PROCEDURELEARNING OBJECTIVE: Discuss theprocedure for handling and distributingincoming and outgoing messages.The manner in which incoming messages arehandled and distributed aboard ship is in accordancewith stipulated shipboard communication doctrine oras determined otherwise by the OOD. Messagesbearing a higher precedence than Routine receiveparticular attention, whether they are administrative ortactical in nature. There may be special procedures forFlash and Immediate visual traffic.In general, incoming nontactical messages arerecorded on a message blank, shown to and initialedby the OOD, and delivered promptly to thecommunications center for distribution. In the case ofa high-precedence message, however, the OODusually orders the signal supervisor to have it shownimmediately to the captain.If you are the signal supervisor, relay all tacticalsignals to both the OOD and CIC (the latter byintercom, usually the 21MC circuit). The OOD orJOOD refers to the appropriate signal book tointerpret the signal's meaning. The signal is alsointerpreted in CIC. The CIC watch officer informsthe OOD of its meaning. If both interpretationsagree, the OOD will order you to indicate receipt forthe message.There are excellent reasons for requiring twointerpretations of each tactical signal. For one thing,the practice keeps CIC informed of the ship's possiblemovements. For another, there are many signals,particularly for maneuvering, and there must be noerror on the part of message addressees, because of thedanger of collision. When OOD and CIC agree to themeaning of a signal, the OOD orders the signalacknowledged. On the rare occasion when there isdisagreement, the OOD uses his or her judgment as tothe better interpretation.SUMMARYIn this chapter you learned how to originatemessages, and you became familiar with the many3-17

types of messages that you will be in contact with whileperforming your duties as a Signalman. You learned howto prepare messages for transmission using the standardnaval message format and how to construct call signsand what type and unit indicators are. You also learnedwhat prosigns are and how to use them. This chapteris very important to the Signalman rating. Learn allyou can about messages, and apply the knowledge asnecessary. Take the initiative to schedule practiceduring your spare time.3-18

CHAPTER 4ALLIED COMMUNICATION PROCEDURESIn addition to operating equipment andconstructing messages, you must use correctcommunication procedures to provide concise anddefinite language so that communications may beconducted accurately and rapidly. The method ofcommunicating may depend on a number ofconsiderations, ranging from security to requiredspeed of transmission. Whatever the condition, you asa Signalman must be able to perform to the best of yourability.Although Signalmen normally use only threemethods to communicate visually (flashing light,flaghoist, and semaphore) other methods such assound and pyrotechnics are available. This chapterexplains communication procedures used bycommunication personnel. Flaghoist procedures arecovered in chapter 5.GENERAL PROCEDURESLEARNING OBJECTIVES: Explain the use ofgeneral procedures to eliminate lengthytransmissions, to maintain proper signalingdiscipline, and to determine the rule of visualresponsibility.Visual communications procedures may besubdivided into Allied, international, and specialprocedures.Allied procedures are those used by the UnitedStates with its Allies and between Allied Nations.International procedures, discussed in chapter 6,are those designed for nonmilitary communicationsbetween civil stations, but may be adapted for militaryuse.Special signal procedures are those not includedunder Allied or international procedures, such as thosedescribed in ATP 2, volume II. Other special signalsinclude the following:Ship-shore movement signalsHarbor tug control signalsSignals for various foreign portsU.S. Navy and Allied fleet exercise signalsThe foundation for these signal procedures iscontained in ACP 129, Communication Instructions,visual Signaling procedures; ATP 2, volume II, AlliedNaval Control of Shipping Manual Guide to Masters;ATP 1, volume II, Allied Maritime Tactical Signal andManeuvering Book; and Pub 102, International Codeof Signals.OPERATING SIGNALSOperating signals provide a brevity code forpassing information pertaining to communication,aircraft operation, search and rescue, and so on.Although the signals eliminate the need for plainlanguage transmissions between operators, they haveno security and are in fact the equivalent of plainlanguage. Operating signals are contained in ACP131, Communication Instructions Operating Signals.DescriptionOperating signals consist of three letters that startwith either the letter Z or Q and may have figures,letters, abbreviations, or call signs following them.Most operating signals have complete meanings, butsome require information to complete their meanings.The following rules apply:1. Where a appears, it must be filled in.2. Where a ( ) appears, it is optional tocomplete.Numbered alternatives, if used, will be followedwithout spacing.Numeral flags must be used between Allied units.Numeral pennants must be used for the Q codes fornon-Allied military stations and merchants.AllocationsAllocations of operating signals are as follows:QAA-QNZ: Allocated to the International CivilAviation Organization (ICAO). The only civil stationsthat will have a copy of this series are those of theaeronautical service. Therefore, this series is not used4-1

with other civil stations unless it is known that thestation concerned is familiar with this series.QOA-QQZ: Reserved for the maritime service.QRA-QUZ: Allocated to the InternationalTelecommunications Union (ITU). All civil stationsshould have a copy of this series. Therefore, this seriesmay be used with all civil stations unless the stationconcerned indicates it is unfamiliar with the series.QVA-QZZ: Not allocated.ZAA-ZXZ: Allocated to the Allied military; heldby all military stations.ZYA-ZZZ: Reserved for temporary or permanentassignment of meanings on an intra-military basis byany nation, service, or command authorized use ofACP 131.Use of Operating SignalsOperating signals either answer a question, givean order, or give advice.Example:Order: ZJL—hoist the following signals.Info: ZJI NKZO—Call sign of ship incompany is NKZO.In Allied military stations, a question or requestcan be implied by preceding the signal with theprosign INT.Example:INT QRU—Have you anything for me?INT ZJI—What are the call signs of ships incompany with you?In reply to a question, an affirmative or a negativesense can usually be implied by using just the basicoperating signal.Example: The reply to INT ZOE would be ZOE.If desired though, the operating signal ZUE(affirmative) or ZUG (negative) may be used alone orin conjunction with the signal.Example:The reply to INT ZOE may be ZUG orZUG ZOE.In non-Allied military or civil stations, a questioncan be implied by use of the prosign IMI following thesignal.Example: QAR 10 IMI—May I stop listening on thewatch frequency for 10 minutes?In reply to a question in the affirmative or negativesense, the letter C (affirmative) or N (negative) is used.Example: The reply to QAR 10 IMI would be QAR 10C.Call signs normally will follow the Q or Z signals;however, they also may precede the operating signalfor separation or clarity.Q and Z signals with numbered alternate meaningswill be followed, without spacing, by the appropriatenumber to indicate the meaning intended.Example: ZJH1 means: Your light is unreadable,not trained correctly.Time groups used with Q or Z signals always willbe followed, without spacing, by a zone suffix.Any nation, service, or command may prohibit orrestrict the military use, within its area of jurisdiction,of any operating signal. However, when suchoperating signals are received from other users, theymust be recognized and acted upon.A knowledge of operating signals is a must for allSignalmen. Section J of ACP 131 contains visualoperating signals. Study this section to become moreefficient in your job.VISUAL RELAY RESPONSIBILITYIn visual communication, relaying is accomplishedautomatically when the call-up is made usingcollective call signs. A message should be relayedconcurrent with its reception, when possible, to cutdown the time delay between the end of theoriginator's transmission and its delivery to the finaladdressee.Chain of Visual ResponsibilityThe general rule for determining the responsibilityfor any situation is that each addressee is responsiblefor delivery of the message to addressees beyondthemselves in the general direction away from theoriginator. No rule set forth here, or prescribed byresponsible commanders, is to be interpreted asrestricting the initiative of any ship in relaying amessage to an addressee who does not respond whencalled. It is the duty of any ship to expedite thetransmission of a message by relaying when it isevident that she is in a better position to effect thenecessary relay than the ship specifically responsible.When a maneuver alters the position of units andships relative to the officer in tactical command(OTC), the responsibility for relaying the signals doesnot alter until completion of the maneuver by all ships.4-2

In single-line formations, any given ship isresponsible for the ships beyond and in the directionaway from the originating ship. In multiple-lineformations, the senior officer is responsible for shipsin his/her own line and line commanders of linesimmediately adjacent to his/her own line. The linecommanders in the multiple lines are responsible forships in their own line and line commandersimmediately adjacent but in a direction beyond andaway from the originating ship. Individual ships areresponsible for ships in their own line beyond andaway from their own line commander.In any operational formation or disposition, thechain of visual responsibility is governed by the rulesset forth previously unless modified by responsiblecommanders. It may be necessary for a commander toissue detailed relaying instructions or diagramsshowing sectors of visual responsibility, to make surevisual signals are cleared as quickly as possible. Inassigning responsibility, a commander considers therelative capabilities of various ships, such as the typeof visual equipment installed, personnel limitations,and type of formations.Repeating ShipA repeating ship is any ship through which amessage is relayed. A repeating ship is any of thefollowing:A ship specifically designated as a repeating shipA ship that automatically relaysA ship that elects to relay to facilitate signalingA ship through which a message is routedThe function of a ship specifically designated as arepeating ship is to act as a primary relay station tofacilitate communication.As you can see, visual relay responsibility can becomplicated; but it is a part of your job, so learn it.OPERATOR'S RESPONSIBILITIESReliability, security, and speed depend, to a largeextent, upon the operator. It is essential, therefore, thatoperators be well-trained, maintain signalingdiscipline, and understand thoroughly theirresponsibilities.You should always follow the prescribedprocedure. Unauthorized departures from orvariations in prescribed procedures invariably createconfusion, reduce reliability and speed, and tend tonullify security precautions. If an unusualcircumstance is not covered by set procedure,initiative and common sense should provide areasonable procedure. The following practices areforbidden:1. Violating visual silence when such condition isimposed.2. Transmitting the operator's personal sign. (Theoperator's initials or any other identifying signconstitutes a personal sign.)so.3. Using plain language when unauthorized to do4. Using profane, indecent, or obscene language.5. Using other than authorized prosigns.VISUAL PROCEDUREWhen transmitting a visual message, you musttransmit each character distinctly. The speed oftransmission is governed by prevailing conditions andthe capability of the receiving operators.Accuracy in transmission is far more importantthan speed. The difference in the time required to senda message at 10 words per minute and that required totransmit at 15 words per minute is slight. Even thisslight gain in time may be nullified by an added timerequired for repetitions. The speed at which thereceiving operator can copy without having to obtainrepetitions is the speed at which the transmittingoperator should transmit. When an operator istransmitting to more than one station, his/hergoverning speed is to be that of the slowest receivingoperator. The speed of transmitting the heading shouldbe slower than the speed of transmitting the text.Logs and FilesEvery signal transmitted or received by visualmeans must be logged, together with the time ofexecution, in a suitable record book. A file of allmessages transmitted or received by visual meansmust be kept to facilitate future reference. Logs andfiles are covered more in depth in chapter 8.Message TransmissionMessages are to be transmitted exactly as written.Abbreviations must not be substituted for plainlanguage or plain language substituted forabbreviations.4-3

Call SignsThe following call signs are authorized for use incalling and answering: visual, international, tactical,task organization, collective, and indefinite. Addressgroups may be used as call signs by Coast Guardand Navy commands (except in non-militarycommunications.)Call signs and address groups in message headingswill ordinarily be arranged in alphabetical order in theform in which they are transmitted, whether plain,encrypted, or mixed. For this purpose, / (slant sign)and figures Ø through 9 will be considered thetwenty-seventh through thirty-seventh letters of thealphabet. Care must be taken to avoid separatinggroups of related call signs or conjunctive addressgroups, which are interdependent.The different methods of visual signaling requirevariations in procedure for calling and answering. Thenecessary instruction for each method is prescribedthroughout this chapter.FLASHING LIGHT PROCEDURESLEARNING OBJECTIVES: Explain theprocedure for calling, answering, relaying,verifying, repeating, correcting, and receiptingusing directional and non-directional flashinglight. Identify procedures for communicatingwith aircraft, with daylight signaling lantern(DSL), and infrared.The two forms of flashing light used aredirectional and non-directional. Directional procedureis always employed when using a directional light. Itis also employed when using a non-directional lightwhen the call is that of a single station.Nondirectional procedure is one station transmittingto a number of other stations simultaneously by meansof a light showing over a wide area. See appendix IIfor tips for sending and receiving flashing light.USE OF SIGNAL LIGHTSIn wartime, the greatest care is to be taken whensignaling at night. Flashing light is to be used onlywhen necessary and a minimum of light employedexcept when making recognition signals. Then, a lightof sufficient brilliancy must be used to ensure its beingimmediately seen. You must, however, alwaysremember that in heavy weather small ships havetrouble reading dim lights.The background must always be considered, andcare should be taken not to use a signaling light closeto or in line with navigation lights. No upper-decklighting should be visible on or in the vicinity of thesignal deck.The use of signal lights at dusk and dawn must beavoided whenever possible. If, however, their use isunavoidable, you must pay constant attention to thebrilliancy of their light.At night, a constant watch is to be kept on the shipof the OTC by all other ships. It may be found, aftercommunication has been established, that thebrilliancy of the light can still be further reduced. It isabsolutely essential when using any type of directionallight to keep it trained accurately throughout thetransmission of the message.At all times, ships are to inform other shipssignaling to them when their lights are observed tobe brighter than necessary, by use of the prosign D.Frequently test sight arrangements of lights foralignment. To prevent masthead and yardarmsignaling lights from being accidently lighted, theswitch in the power supply line should be kept openuntil use of the light is actually required.DIRECTIONAL PROCEDUREThe transmitting station waits for the receivingstation to make a flash for each word, prosign, codedgroup, or operating signal. Should the receivingstation fail to flash for the group, it will be repeatedby the transmitting station until a flash is receivedfrom the receiving station. An exception to this rule isthat a flash is not necessary to the prosign K whenthere is an immediate response to K. A flash should bemade to K in the message ending when there will be adelay while checking the message to ensure itscompleteness.NON-DIRECTIONAL PROCEDUREThis procedure permits one station to transmit toa number of other stations simultaneously by meansof a light showing over a wide area. It is seldom usedat night in wartime because of the danger of enemyinterception. It may be used by day or night incircumstances where the risk is negligible. Theprocedure prescribed for the non-directional flashing4-4

light differs from that laid down for the directionalflashing light, as follows:1. The call consists of a collective call sign or anumber of call signs repeated until answered by allreceiving stations.2. Each receiving station answers by transmittinga continuous series of Ks until the calling station, seeingthat all the receiving stations have answered, stopscalling, waits a short time, then starts transmitting themessage. When practicable, receiving stations shoulduse a directional light of minimum brilliance.3. Where repeating ships are used, they will repeatthe originator's transmission word by word as received.4. During transmission of the message, allreceiving stations keep their signal lights out. Should areceiving station miss a portion of the message, thatstation is to request a repetition in the normal mannerupon completion of the transmission. A station that isrepeating the message as received but misses a portionmay substitute the operating signal ZEP for the missingportion and proceed with the transmission. When themissing portion is obtained, it is transmitted in the formof a correction.ZEP means this portion (or message) wasincompletely received. Each word or group missed,which is indicated by the position of ZEP in themessage, will be forwarded as soon as obtained.5. Receiving stations, after checking, receipt forthe message by making RRRR.6. When the prosign F is used in the nondirectionalprocedure, no ship is to make any responseto this call or to receipt for the message. Ships that missthe transmission or any portions thereof may requestrepetitions by directional flashing light from adjacentships. In requesting such repetitions, ships should bearin mind the danger of disclosing the tacticalcomposition of the formation.7. The separative sign is used between codedgroups.Where a special non-directional daylightsignaling lantern (DSL) is fitted, the procedure to beused by the transmitting station is the same asprescribed for the non-directional procedure.Receiving stations answer by hoisting DESIG.Repetitions are obtained in the same manner as for thenondirectional procedure. The message is receiptedfor by hauling down DESIG.CALLINGWhen calling another station, you are responsiblefor certain details. In visual communications, theidentity of the calling station is usually apparent, andit is necessary only to gain the attention of the stationbeing called. Normally this is done by directing thesignal light at the station and making the receivingstation's call sign until answered When it is desirableto identity the calling station, use the full call. Thisconsists of the call sign of the station called, and whenanswered, the prosign DE and the call sign of thecalling station. On occasion, when using theno-response procedure, it may be necessary for you totransmit the full call before or without being answeredExamples: Abbreviated call—D15 (untilanswered)Full call—D15 (until answered) DEA22 or D15 DE A22Collective or multiple calls may be used asrequired. A collective call sign consists of a single callsign representing more than one station: C Squad 2. Amultiple call may consist of two or more individual orcollective calls: C Squad 2 C40. Both collective andmultiple calls may be followed by the prosign DE andthe call sign of the calling station.Call signs and address groups that may be used inthe heading and/or ending are visual call signs fromACP 129, call signs from ACP 113, and addressgroups from ACP 100.The call may serve as the address. Whenabbreviated calls are used, it is assumed that themessage is addressed from and to the senior officerembarked. When this is not the case, use a full call orthe address component.ANSWERING AND RECEIPTINGThe answer normally consists of the prosign K.The calling station may flash for the series of Ks fromeach unit until all units have responded. If necessaryto distinguish which of several stations is beinganswered, the prosign K should be preceded by the callsign of the station answered.Where more than one station is being called in thesame direction or during low visibility, the answeringstation may need to indicate its own identity whenanswering. This is done by transmitting the prosignDE followed by own call sign and prosign K.4-5

When required, a full answer, consisting of the callsign of the calling station and the prosign DE followedby the call sign of the station answering, may be used.In the flashing light procedure when giving animmediate receipt to a message in response to theprosign K, use the prosign R singly without the endingsign K or AR.RELAYING INSTRUCTIONSWhen relaying responsibilities are automatic,relaying instructions need not be inserted in thetransmission instructions.The prosign T is to be used when signals/messagesare passed through a relay when the relayingresponsibilities are not automatic and the originatorrequires no report of delivery. The address componentis mandatory. When a message is received with theprosign T standing alone in the procedure componentof the heading, it means “Station called transmit thismessage to all addressees.”Examples: Suppose that C60 transmits a messageto R55, with instructions for R55 totransmit the message to F31; in thatcase, the heading would be as follows:R55 DE C6O T R 231210Z MAR 96 FMC87 TO R55 F31 BTProsign T followed by a call sign in the procedurecomponent means “Station called transmit thismessage to station(s) whose call follows T.” Assumethat C60 transmits a message to R55 with instructionsfor R55 to transmit the message to one of theaddressees—in this instance, B62:R55 DE C60 T B62 R 231210Z MAR 96 FM C60TO R55 F31 B62 GR4 BT UNCLAS RETURNHOME SOON. BT KProsign T both preceded and followed by callsigns means “The station indicated before T is totransmit this message to the station(s) indicatedimmediately following T.” Station C60, transmittinga message to R55 and F31, instructs R55 to transmitthe message to B62:F31 R55 DE C6O R55 T B62 R 231210Z MAR 96FM C60 TO B62 F31 R55 GR4 BT UNCLASRETLURN HOME SOON. BT KWhen transmission is accomplished, alladdressees (B62, F31, R55) will have received themessage.The prosign L is to be used when the originatorrequires relaying ships to report through the chain ofcommand when the message has been delivered.The prosign L is not to be used in the transmissioninstructions of executive method messages. Theprosign L must, however, be passed in to the originatorby relaying ships when the text of the executivemethod message has reached the last ship in the chainof visual responsibility. It is not to be passed in for theexecutive signal nor for messages where no responseprocedure is used.The prosign L must be passed to the originator bya ship that relays an emergency alarm signal to theOTC.NOTEVisual call signs must NOT be used in thetransmission instructions or address of messagesto be transmitted or relayed by otherthan visual means.SPECIAL PROCEDURESThe signals listed are signals used in specialcircumstances. ACP 129 covers procedures for usingthese special signals.Calling an unknown stationNo-response procedureDouble-flash procedureExchanging identities with the senior officerpresent afloat (SOPA)Alarm procedure for enemy reportingSpecial visual prosign OLSynchronizing timeCORRECTIONS AND REPETITIONSErrors or omissions noted by the transmittingoperator are to be corrected as follows:During transmission, the operator should transmitthe error prosign, repeat the last word, group, prosign,or operating signal correctly transmitted before theerror, followed by the correct word, group, prosign, oroperating signal, and continue on. When transmissionis completed but before a receipt is obtained, the4-6

operator should use the appropriate prosigns to correctany portion of the message.After transmission and after a receipt is obtained,a service or abbreviated service message should beused to send any correction.When errors or omissions are noted by thereceiving operator, corrections or repetitions are to beobtainedbefore a receipt has been given by theappropriate prosign, orafter a receipt has been given by a service orabbreviated service message.NOTEThe prosign IMI cannot be used to requestrepetition after a receipt has been given.A service or abbreviated service message used toobtain repetitions or send corrections is normallyassigned a precedence equal to that of the message towhich it refers.Corrections sent without a request are preceded bythe prosign C with appropriate identifying data wherenecessary, and transmitted in the same manner as thosesent in answer to a request for repetitions, corrections,or verifications.When repetitions of portions of a messagecontaining the call are made, the original call must berepeated in such repetitions except when only onestation was called originally.In accomplishing the previously mentionedprocedures, use the prosigns AA, AB, WA, and WB.These prosigns are used in service or abbreviatedservice messages in conjunction with IMI, INT, C, J,and some operating signals. IMI is used bycommunications personnel to obtain a repetition; J isused by an addressee to obtain a verification andrepetition of the entire transmission.Examples:MessageC3 DE F5-P-231010Z MAR 96-FM F5-TO C3-INFO B3GR9 BTSEAKY-YAMXZ-HINLP-MMIAP-YSBOU-QWJFD-LJGFX-VITZG-IQ BT KTo request repetition of the last transmission, C3 wouldsend:F5 DE C3IMI KTo request all before the text, C3 would send:F5 DE C3IMI AB BT KF5 would send:C3 DE F5AB BT-C3 DE F5-P-231010Z MAR 96-FM F5-TO C3-INFO B3GR9 BT KTo request repetition of all before TO, C3 would send:F5 DE C3IMI AB TO KF5 would send:C3 DE F5AB TOC3 DE F5-P-231010Z MAR 96-FM F5-TO KTo request repetition of the eighth group, C3 wouldsend:F5 DE C3IMI 8 KF5 would send:C3 DE F58-VITZG4-7

To request repetition of the second to fifth groups, C3would send:F5 DE C3IMI 2 TO 5 KF5 would send:C3 DE F52 to 5-YAMXZ-HINLP-MMIAP-YSBOU KTo request repetition of the second and fourth to seventhgroups, C3 would send:F5 DE C3IMI 2-4 to 7 KF5 would send:C3 DE F52-YAMXZ-4 TO 7-MMIAP-YSBOU-QWJFD-LJGFX KIn plain language messages, portions of thetext are identified as words rather than numberedgroups. The prosigns WA and WB are used asappropriate.VERIFICATIONSDuring certain conditions, addressees of amessage may wish to verify with the originatoreither the entire message or a portion of it. This canbe done with the use of a service, abbreviatedservice, or formal message. However, only theaddressee may request a verification, and the replymust be authorized by the originator. Operators arenot permitted to originate a request for a verificationor reply thereto.In most cases, a message will be receipted forbefore the need for a verification becomes evident. Inthose cases where it is apparent, prior to receipting fora message, that a verification will be required,verification may be requested at once instead of firstreceipting for the message.The prosign J after a call and followed byidentification data, when necessary, means “Verifywith the originator and repeat message or portionindicated.”Examples:Message:D3 DE A2-R-211355Z MAR 96-FM A2-TO D3-INFO W7BTCHANGE COURSE WHEN READY. DO NOTCHANGE SPEED. BT KTo request verification and repetition of the entiremessage, D3 would send:A2 DE D3J 211355Z MAR 96 KA2 would verify the message with the originator and ifcorrect as previously sent would repeat the entiremessage.To request verification and repetition of the heading, D3would send:A2 DE D3J 211355Z MAR 96 AB BT KA2 would verify with the originator and then reply:D3 DE A2C 211355Z MAR 96 AB BTD3 DE A2-R-211355Z MAR 96-FM A2-TO D3-INFO W7BT KEXECUTIVE METHODThe executive method is used when it is desiredto execute a signal at a certain instant; for example,to ensure that two or more units take action at thesame moment. Although the executive methodnormally is associated with signals from a signalbook, it may be used when appropriate for plainlanguage.There are two types of executive methods:1. Delayed executive method2. Immediate executive methodTactical signals may be sent by flashing light.When the OTC uses that method, however, the4-8

procedure for the executive method is governed by thefollowing rules:Only abbreviated plaindress messages may beused with the executive method.Executive method messages do not carry a timegroup.A message that requires a signal of executioncarries the prosign IX immediately before the first BT.When using the executive signal, IX (5-secondflash), the IX is effectively a stand by and should berepeated as often as necessary to ensure that all shipshave received the stand by and are awaiting the order toexecute. The moment of execution will be thecompletion of the 5-second flash. In both directionaland nondirectional procedures, all ships repeat the IXbeing made to ensure the signal is ready for executionand repeat the executive signal (5-second flash) toensure simultaneous execution.The executive signal IX (5-second flash) aloneafter a call means “Execute all unexecuted messagestransmitted by this station (by the executive method) tothe same call.”Requests for repetitions, corrections, orverifications of the texts of signals taken from a navalsignal book must be for the entire text or for thoseportions separated by TACK. If there are more than twoTACKS in any signal, further amplification by use ofthe nearest whole signal is required.Delayed Executive MethodWhen the delayed executive method is used,receiving stations receipt for the message, and thesignal of execution is made in a later transmission.Example: C8 transmits directly to C6:Immediate Executive MethodIn the immediate executive method, the text is senttwice separated by IMI. The executive signal, IX(5-second flash), is made at the end of thistransmission. As a receipt cannot be obtained beforeexecution of the message, the use of the immediateexecutive method must be authorized by the officeroriginating the message. Directional procedure maybe used with a single ship. Non-directional proceduremust be employed if signaling with two or more shipsat night. Immediate executive method is not normallyused during daylight when signaling two or more shipsunless the originating ship is fitted with DSL. It is notto be used with directional flashing light whenemploying no-response procedures. Examples ofimmediate executive signals are located in ACP 129;study these examples to better familiarize yourselfwith executive method procedures.Canceling MessagesOnce the executive signal has been made, amessage cannot be canceled. An executive methodmessage awaiting execution can only be canceled bya separate nonexecutive method message. To cancelall messages awaiting execution, the prosign NEGATis transmitted. NEGAT preceded by a call cancels allexecutive method messages addressed to that call. Tocancel only one message or portion of severalmessages awaiting execution, the prosign NEGATmust be followed by identification data, consisting ofa repetition of the text that is desired to be canceled.COMMUNICATING WITH AIRCRAFTWhen communicating with aircraft, keep thefollowing points in mind:1. Flashing is only possible when the aircraft isoccupying certain positions relative to the line of sightfrom the station from which the flashing is taking place.Because of the aircraft's rapid movement, the timeduring which it is in a favorable position for signalingis very short.2. The signaler in the aircraft may have no one towrite down the message for him/her. He/she may haveto read the whole message, and write it down frommemory or write down each word before sending aflash. It may, therefore, be advisable with a longmessage to use the double-flash procedure.4-9

3. The aircraft should be maneuvered into afavorable position so that the signaler can have anunobstructed view for as long a period as possible.4. Accurate training of the light by the operator atall times is most important.Aircraft are called by the means of the prosign AA,the unknown station. Many aircraft cannot signal byflashing light, and an answer should not always beexpected. If no answer is seen, the message is to bemade through at least twice; repetitions are to bepreceded by the prosign IMI. Receipt may be indicatedby the aircraft rocking its wings.INFRARED COMMUNICATIONSInfrared communications are divided into twoforms: directional and non-directional. Directional isthe use of the standard searchlight fitted with the Hhood. Nondirectional is the use of the AN/SAT 2system located on the yardarm.Infrared communication between separate ships isgenerally directional. A station having traffic for widedistribution will normally use non-directionalprocedures.The OTC may prescribe calling periods duringwhich infrared traffic may be passed without a specialsignal to attract attention. For example, stations maybe required to monitor for infrared signaling for 15minutes beginning on the hour and half hour. Suchinstruction may be found in the operation orders,communications plan, or message traffic callingperiods. At the beginning of the calling period, theOTC may transmit the appropriate operating signaland the call signs of the stations the traffic is for.Stations not included in the traffic list may secure theirequipment unless they have traffic for the OTC orother units in company.To transmit infrared traffic outside calling periodsor when calling periods have not been prescribed, thestations may be alerted by the code word NANCYHANKS on voice radio, the appropriate signal fromATP 1, volume II, or an operating signal.The point of train (POT) light is a steadyinfrared light used to assist the sender in locating thereceiving station and in keeping his/her light properlytrained. It is turned on to indicate that a station iscommunicating or is ready to communicate withinfrared. It is turned off at all other times. In the eventof non-directional procedure, the originator's POTlights will become its Nancy beacons, and thereceiving stations will be able to train their receiverson the actual transmission.SEMAPHORE PROCEDURESLEARNING OBJECTIVES: Explain theprocedure for calling, receipting, andrequesting repetitions, interruptions, and relaysby semaphore. Explain procedure fortransmitting, rate of signaling, and the use ofnumerals. List special characters andsemaphore abbreviations.Semaphore and flashing light can be usedinterchangeably. Semaphore is much faster andgenerally more secure than flashing light forshort-distance transmission in clear daylight.Semaphore may be used to transmit messages toseveral addressees at once if the sender is in a suitableposition. Because of its speed, it is better adapted forlong messages than other visual methods. Semaphorecan be used at night with the use of wands attached toflashlights. See appendix II for semaphore drills andprocedures.Semaphore signaling procedures are similar tothose used in flashing light. The general rules of visualresponsibility apply; call signs are the same; andmessage parts are unchanged. Because of the differentequipment used, some differences in procedure doexist.Care is to be exercised in selecting a goodbackground from which to send a semaphore message.The better the background, the greater the signalingdistance.The characters are to be formed in the same planeas the sender's shoulders, with staffs at their fullextent, forefingers along the staff. When the sender ismaking the front sign, the flags should be crossed infront of the body.A distinct pause is to be made at each characteraccording to the rate of signaling. Whentransmitting prosigns, operating signals, andabbreviations, make this pause of double duration.A double-duration pause is also recommended whensending coded messages.The front sign is made at the end of each word,group, prosign, or operating signal. Where doubleletters occur, the arms are to be dropped to the front4-10

sign after the first letter is made, and moved to thesecond letter without pausing.NUMERALSNumerals occurring in all components of asemaphore message must be spelled out. If it is desiredthat numerals be recorded as digits, they must bepreceded and followed by the numeral sign except inthe heading and ending, where numerals or numeralpennants are always recorded as digits.SPECIAL CHARACTERSThe following is a list of semaphore specialcharacters. You must know these characters to becomea semaphore operator.1. The answering sign is used to answer a call. Ifnecessary, the answering sign may be preceded by a callsign to denote the station answered.2. The attention sign is used as a preliminary callby semaphore and to establish communication.3. Front sign.4. The numeral sign is used before and after eachgroup of numerals, or group of mixed letters andnumerals in the text that are to be recorded and countedas a single group consisting of letters and digits.5. The separative sign in semaphore is a specialcharacter made by sending the character II as one group.It is used to prevent mistakes in reception, which mightoccur if letters or figures of adjacent groups are runtogether.SPECIAL SEMAPHORE ABBREVIATIONSThe abbreviation SEM may be used in calling andanswering by flashing light to indicate that asemaphore message will follow or that thetransmitting station is to use semaphore.Move signs are also special semaphoreabbreviations. The four move signs are as follows:MD—move downML—move to your left, as you face meMR—move to your right, as you face meMU—move upMove signs are used by the receiving station todirect the transmitter to move to a better transmittingposition.CALLINGA station may be called by semaphore, flashinglight, or flaghoist.SemaphoreA call by semaphore is made by transmitting thecall sign of the station called or by just making theattention sign. It may be answered either by makingthe answering sign C by semaphore or by transmittingthe prosign K by flashing light.Flashing LightThe call for a semaphore message may be madeby flashing light, in which case it is answered byflashing light. After being answered, the transmittingstation then indicates a semaphore message willfollow by use of the abbreviation SEM.FlaghoistTo call by flaghoist, hoist the call sign of thestation called above flag JULIETT. If the message isintended for all ships in visual range, hoist only flagJULIETT. DESIG hoisted below JULIETT indicatesthat a priority message awaits transmission. If it isdesired to indicate a higher precedence, theappropriate precedence prosign (Z or O) may behoisted below DESIG.The receiving station hoists the call sign of thetransmitting station above ANS at the dip; when readyto receive the transmission, the receiving station willclose up ANS, and then will haul ANS down to receiptfor the transmission. The ANS pennant may be usedwithout the call when no confusion will result.RECEIPTINGSemaphore messages are receipted for by sendingthe prosign R by semaphore or flashing light or byhauling down the ANSWER pennant after thetransmitting station hauls down the call.If the transmitting station has more semaphoremessages to send and is using the flaghoist call, thecall is dipped on completion of each message. Theprosign B is made followed by the prosign K. Thereceiving ship dips the ANS pennant to receipt for themessage sent. When the transmitting station is readyto transmit the next message, it closes up the hoist, and4-11

the receiving station follows suit when ready toreceive.REPETITIONSReceiving stations request repetitions only whenthe transmitting station completes the message. Theprocedure to request repetitions by semaphore isbasically the same as for flashing light. Chapter 4 ofACP 129 contains procedures for receiving and givingrepetitions.INTERRUPTIONSThe transmitting station may dip the call sign ofthe receiving station to indicate that it is required towait. The receiving station should then dip itsanswering hoist until the transmitting station againhoists the call sign close up. The transmitting stationmay also use the prosign AS by semaphore. Thereceiving station may dip the answering hoist toindicate that it is unable to receive.RELAYRelay procedures are basically the same as thosefor flashing light except that the relay station need notwait for the end of the message before beginning torelay.EXECUTIVE METHODThe use of the executive method by semaphore isNOT authorized.PYROTECHNICSLEARNING OBJECTIVES: State the meaningof pyrotechnics and colored lights. List thelimitations and characteristics of each.PYROTECHNICSPyrotechnic signals are contained in PyrotechnicSignals, ACP 168. Pyrotechnic light, flares, androckets for international emergency situations arefound in the Intemational Code of Signals, Pub 102.The meaning of a pyrotechnic signal depends on thecolor rather than the type of pyrotechnic used. Limitationsof pyrotechnic signals must be fully recognized bySignalmen. Following are some characteristics that serveas guidelines for using pyrotechnics:1. Simplicity, instead of complicated colorcombinations, is essential. Signals composed of asuccession of pyrotechnics or a combination of colorsshould be avoided because there is always danger thatan observer may not see the whole signal and,consequently, may misinterpret it.2. Experiments have proved that the standard colorsred, white (or yellow), and green are the only satisfactorycolors under varying conditions of visibility.3. Under certain atmospheric conditions, whitesignals may appear yellow. Likewise, a white signalmay be mistaken for a green signal under certain humidconditions. It is easy for tracer signals to be confusedwith red ones. Therefore, take care when identifyingthese signals.4. Pyrotechnic signals are easily copied by theenemy, either for their own purposes or to confuse theiropponents. Little reliance can be placed on them unlessthe source or origin can be definitely identifed.5. At a distance, it is difficult to identify the exactlocation from which a pyrotechnic was fired. A singlepyrotechnic fired by each of two separate originatorsmay appear to an observer as two pyrotechnics firedsimultaneously or in succession from one originator.6. The originator of a pyrotechnic signal has noway of knowing whether the signal was observed bythe receiver for whom it was intended. Unless theaction taken by the receiver indicates receipt, thesignal should be confirmed by other means ofcommunication. Once a pyrotechnic signal has beenfired, there is no method of canceling except by usinga different pyrotechnic device or by some othermethod of communication.7. The range of visibility for a pyrotechnic signalis variable and unreliable because it depends largely onweather conditions.Pyrotechnic signals may be used either by day ornight unless otherwise specified. Being a Signalman,you must be very familiar with pyrotechnic signals;one day you will serve as a boatcrew Signalman. Oneof your duties as a member of a boatcrew is identifyingthe different pyrotechnic signals.SOUND SIGNALINGLEARNING OBJECTIVES: Identifyprocedures for transmitting, receipting, andexecuting sound signals. Identify limitations ofsound signaling.4-12

The International Morse Code and special signalsare used for this means of communication. Whentransmitting by whistle, siren, fog horn, or otherdevices in which the length of sound can be controlled,you use a short blast to represent a dot and a long blastto represent a dash. When transmitting with a devicethat is struck to create sound, such as a bell, gong, ordrum, use a single stroke to represent a dot and tworapid strokes to represent a dash.No heading or ending is used in sound signaling.The text is to be made twice, separated by a pause.LIMITATIONSThe use of sound communication is normallylimited to certain specified sound signals. The onescommonly used are those prescribed for vessels in theRules of the Road. When sound signals are used inspecial circumstances, care must be exercised thatthey do not conflict with the more commonly usedsignals and thereby confuse ships and stations notfamiliar with the special signals.Sound signals other than those included in theRules of the Road are not to be employed in pilotagewaters and are only to be used in an emergency whenshort range radio is not available, or for soundingvisual call signs on occasions when the OTC may wishto ascertain which ships are within hearing distance.Sound signals may only be used by the OTC or byan individual ship having vital information for theOTC. Signals made by any ship other than the OTCare to be followed by the call sign of that ship.RECEIPTINGWhen The OTC signals by sound, one ship usuallyis directed to repeat back or receipt for the signal.When sound is used by an individual ship, the OTC isalways to receipt for the signal with that ship's callsign followed by the prosign R. The OTC may directanother ship to receipt by making that ship's call signfollowed by the prosign K. The designated stationreceipts by making the prosign DE followed by theprosign R. No ship is to relay a sound signal.EXECUTIVE METHODThe executive signal consists of a 5-second blastimmediately following the repetition of the text. Theexecute to follow sign (IX) is not to be sent either inthe text or preceding the 5-second blast. The signal isexecuted on termination of the 5-second blast. Shipsare not to wait for any ship that may be ordered torepeat back or receipt. When ships are ordered torepeat back, they are to include the executive signal ifone has been used.IDENTIFICATION OF SHIPSOn occasion the OTC may wish to determinewhich ships are within hearing distance. This may bedone by the OTC sounding the appropriate signal onlyonce.On hearing this signal, ships are to reply bysounding their visual call signs once only as follows:1. If addressed to one ship, immediately on hearingthe signal.2. If addressed to more than one ship, the ships willanswer in alphabetical order of call signs. If no shipsounds within 30 seconds, the next ship in order is tosound.RADIOTELEPHONELEARNING OBJECTIVES: Define radiotelephone(R/T). Describe the procedures foroperating the radiotelephone and maintainingsecurity; list precautions that should beobserved when communicating byradiotelephone.Radiotelephone (R/T) is used for voice tacticaland administrative communication by ships andaircraft.The time will come when, as a Signalman, youwill need to use the R/T. Study this section to improveyour ability to use voice communication procedures.There can be certain drawbacks to using the R/T.Poor voice communications (whether because offaulty equipment, adverse atmospheric conditions, orinept performance by an operator) can createconfusion, reduce reliability and speed, and adverselyaffect operations. It is essential that all users observeestablished operating procedures.Basic guidance for voice radio communication iscontained in Communications Instructions RadiotelephoneProcedures, ACP 125. Various navalpublications prescribe procedures for specificenvironments.4-13

SECURITYIn the interest of security, transmission by R/Tshould be as short and concise as possible. Alloperators must be cautioned that transmission by R/Tis subject to enemy interception, and care must betaken when passing information.The following basic rules are essential totransmission security and are to be strictly enforced:1. No transmission will be made unless it has beenauthorized by proper authority.2. The following practices are forbidden:Violation of radio silenceUnofficial conversation between operatorsTransmitting on a direct net withoutpermissionExcessive tuning and testingTransmitting the operator's personal signUnauthorized use of plain languageUse of other than authorized prowordsLinkage or compromise of classified callsigns and address groups by plain languagedisclosures or association with unclassifiedcall signsProfane, indecent, or obscene language3. The following practices are to be avoided:RADIO NETUse of excessive transmitting powerExcessive time consumed in tuning,changing frequency, or adjusting equipmentTransmitting at a speed beyond thecapabilities of receiving operatorsA radio net is the organization of two or morestations in direct communication on a commonchannel. Usually the senior station in the circuit is netcontrol, and it directs the operation and flow of trafficon the net. The type of net and method of operation isdetermined from consideration of operational factorsinvolved.In a free net, the net control station (NCS)authorizes stations to transmit traffic to other stationswithout first obtaining permission from NCS.However, the NCS is not relieved of responsibility formaintaining circuit discipline.In a direct net, stations must obtain permissionfrom NCS before communicating with otherstations. When two or more stations have traffic tosend, NCS grants permission in order of messageprecedence. An exception is that flash messagesmay be sent direct.A net is deemed to be a free net unless otherwiseordered. To change the type of net in effect, the NCSwill transmit, “This is a free net” or "This is a directednet," as appropriate.Free and direct nets are generally associatedwith, but are not restricted to, administrativecircuits in port. They are a means of net operationand should not be confused with specificallynamed circuits; for example, task group reportingnet, naval gunfire control net, task group tactical/warning net.CIRCUIT LOGSCircuit logs are maintained, when possible, on allR/T nets or circuits. The log should show a completerecord of all transmitted and received traffic and ofoperating conditions. The log should also include thefollowing:Time of entering and leaving the circuitCauses of delays on the circuitFrequency adjustments and changesUnusual occurrences, such as procedures andsecurity violationMessages addressed to, or relayed by, the receivingstation are written in full on a message blank.Only sufficient data needs to be entered in the logto identify the message (originator, time ofreceipt, and the date-time group). Other messagesshould be logged with as much detail as possible.A watch-to-watch record of circuit operators iskept, with each operator signing the log on beingrelieved.No entries will be erased. Necessary changes aremade by drawing a single line through the originalentry and then entering the change adjacent to thelined-out entry. The operator making the changeinitials the correction. All entries must he legible.Abbreviations may be used, but they must be readilyunderstood.4-14

In connection with circuit logs, the followingterms identify the requirements of different types ofradio watches:Guard—A continuous receiver watch with atransmitter ready for immediate use. A complete logis kept.Cover—A continuous receiver watch. Atransmitter is tuned and available, but not necessarilyimmediately. A complete log is required.Copy—A continuous receiver watch with acomplete log.Table 4-1.—Phonetic AlphabetListen—A continuous receiver watch. A completelog is optional, but all traffic of interest to own shipmust be logged.Although logs may be kept manually, automaticrecording devices should be used whenever possibleon circuits requiring complete logs.PHONETIC ALPHABETBecause it is easy to confuse the sound of certainletters, such as B and D, or C and Z, letters of thealphabet are never spoken as such. Instead, theirphonetic equivalents are used. See table 4-1 for thephonetic alphabet. When signals from naval signal4-15

ooks are transmitted by voice radio, the voiceequivalents of the flags are used.NUMERALSTo distinguish numerals from words similarlypronounced, the proword FIGURES may be usedbefore such numbers. Numerals are pronounced asshown in the following examples:NumeralSpoken As0 ZE-RO1 WUN2 TOO3 TREE4 FOW er5 FIFE6 SIX7 SEV en8 AIT9 NIN-ERNUMBERPronounced12 Twelve44 Fower Fower90 Niner Ze-ro136 Wun Tree Six500 Fife Ze-ro Ze-ro1,478 Wun Fow-er Seven Ait7,000 Seven Tou-zand16,000 Wun Six Tou-zand812,681 Ait Wun Too Six Ait WunThe numeral 0 is always spoken as zero, never oh.Decimal points are spoken as day-see-mal.In general, numbers are transmitted digit by digitexcept that exact multiples of thousands are spoken assuch. However, there are special cases when thenormal pronunciation is prescribed and this rule doesnot apply.PROWORDSProwords are pronounceable words or phases thathave been assigned meaning to expedite messagehandling on R/T circuits. Prowords are not to besubstituted for textual words.The prowords contained in table 4-2 areauthorized for general use. For R/T communicationbetween units of different nationalities, equivalentprosigns may be used instead of prowords. When soused, they are transmitted phonetically.GENERAL PROCEDURESACP 125 contains the general procedures for R/Tcommunication. To become a good operator, you mustfollow these procedures and instructions. A few of thegeneral procedures follow:Listen before transmitting. An unauthorizedbreak in transmitting causes confusion and often blocksa transmission in progress.Speak clearly and distinctly. Both slurredsyllables and clipped speech are hard to understand. Awidespread error among untrained operators is thefailure to emphasize vowels sufficiently.Speak slowly. Give the recorder a chance to getit all down. That way you save time and avoidrepetitions.Avoid extremes of pitch. A high voice cutsthrough the interference best, but is shrill andunpleasant if too high. A lower pitch is easier on the ear,but is difficult to understand through background noisesif it is too low.Be natural. Maintain a normal speaking rhythm.Group words in a natural manner. Send your messagephrase by phrase instead of word by word.Use standard pronunciation.Speak in a moderately strong voice to overrideunavoidable background noises and prevent dropout.Keep correct distance between lips andmicrophones. A distance of about 2 inches is correct formost microphones.There are many more general procedures thatcould make for better transmission. Take time tobecome familiar with these procedures.AbbreviationsDates within the text should be spoken digit bydigit, and the month, in full.Example: 19 Mar is spoken as one nine March.Initials used alone or in conjunction with shorttitles are to be spoken phonetically.4-16

Table 4-2.—ProwordsPROWORD EXPLANATION EQUIVALENT TOACKNOWLEDGE An instruction to the addressee that the message must be acknowledged. ZEV(ACK)ADDRESS GROUP The group that follows is an address group. —ALL AFTER The portion of the message to which I have reference is all that which AAfollows .ALL BEFORE The portion of the message to which I have reference is all that which ABprecedes .ANSWER AFTER The station called is to answer after call sign when answering ZGOtransmissions.ASSUME CONTROL You will assume control of this net until further notice.AUTHENTICATE The station called is to reply to the challenge which follows. INT ZNBAUTHENICATION The transmission authentication of this message is . ZNBISBREAK I hereby indicate the separation of the text from other portions of the BTmessage.BROADCAST Link the two nets under your control for automatic rebroadcast. —YOUR NETCALL SIGN The group that follows is a call sign. —CLOSE DOWN Stations are to close down when indicated. Acknowledgements are ZKJrequired.CORRECT You are correct, or what you have transmitted is correct. CCORRECTION An error has been made in this transmission. Transmission will continue EEEEEEEEwith the last word correctly transmitted .ZKDAn error has been made in this transmission Ior message indicated).The correct version is .That which follows is a corrected version in answer to your request forverification.CCDISREGARD THIS This transmission is in error. Disregard it. (This proword is NOT to be EEEEEEEETRANSMISSION-OUT used to cancel any message that has been completely transmitted an forwhich receipt or acknowledgment has been received.)DO NOT ANSWER Stations called are not to answer this call, receipt for this message, or Fotherwise transmit in connection with this transmission. When thisproword is employed, the transmission shall be ended with the prowordOUT.EXECUTE Carry out the purpose of the message or signal to which this applies. (To IX (5 sec dash)be used only with the executive method.)EXECUTE TO Action on the message or signal which follows is to be carried out upon IXFOLLOWreceipt of the proword EXECUTE. (To be used only with the delayedexecutive method.)EXEMPT The station(s) immediately following is (are) exempted from the collective XMTcall or from collective address.FIGURES Numberals or numbers follow. —4-17

Table4-2.—Prowords—ContinuedPROWORD EXPLANATION EQUIVALENT TOFLASH Precedence FLASH. ZFROM The originator of this message is indicated by the address designator FMimmediately following.GRID The portion following is a grid reference. —GROUPS This message contains the number of groups indicated by the numeral GRfollowing.GROUPS NO The groups in this message have not been counted. GRNCCOUNTI AM ASSUMING I am assuming control of this net until further notice. ZKAI AUTHENTICATE The group that follows is the reply to your challenge to authenticate. ZNBIMMEDIATE Precedence IMMEDIATE. OIMMEDIATE Action on the message or signal following is to be carried out on receipt of IXEXECUTE the word EXECUTE. ("To be used only with the immediate executivemethod.)INFO The addressees immediately following are addressed for information. INFOI READ BACK The following is my response to your instructions to read back. —I SAY AGAIN I am repeating transmission or portion indicated. IMII SPELL I shall spell the next word phonetically. —I VERIFY That which follows has been verified at your request and is repeated. (To Cbe used only as a reply to VERIFY.)MESSAGE A message that requires recording is about to follow. (Transmitted ZBOimmediately after the call. This proword is not used on nets primarilyemployed for conveying messages. It is intended for use when messagesare passed on tactical or reporting nets.)MORE TO FOLLOW Transmitting station has additional traffic for the receiving station. BNEGATIVE (NEGAT) Cancel message(s) sent by the delayed executive method. (NEGAT may —be used to cancel a single message or a group of messages awaitingexecution.)NET NOW All stations are to net their radios on the unmodulated carrier wave that I ZRC 2am about to transmit.NOTHING HEARD To be used when no reply is received from a call station. ZGNNUMBER Station serial number. NROUT This is the end of my transmission to you, and no answer is required or ARexpected.OVER This is the end of my transmission to you, and a response is necessary. Go NRahead, transmit.PRIORITY Precedence PRIORITY. PREAD BACK Repeat this entire transmission back to me exactly as received. GREBROADCAST Link the two nets under your control for automatic rebroadcast. —YOUR NET4-18

Table 4-2.—Prowords—ContinuedPROWORD EXPLANATION EQUIVALENT TORELAY (TO) Transmit this message to all addressees (or addressees immediately T OR ZOFfollowing this proword). The address component is mandatory when thisproword is used.RELAY THROUGH Relay you message through call sign . ZOKROGER I have received your last transmission satisfactorily. RROUTINE Precedence ROUTINE. RSAY AGAIN Repeat all of your last transmission. Followed by identification data IMImeans "Repeat (portion indicated)."SEND YOUR I am ready to receive your message, report, etc. (Used only in reply to the Koffer of a message, etc., on tactical or reporting nets.)SERVICE The message that follows is a SERVICE message. SVCSIGNALS The groups that follow are taken from a signal book. (This proword is not —used on nets primarily employed for conveying signals. It is intended foruse when tactical signals are passed on non-tactical nets.)SILENCE (Repeated Cease transmissions on this net immediately. Silence will be maintained HM HM HMthree or more times) until lifted. (Transmissions must be authenticated by use of aself-authentication system, code word, etc.)SILENCE LIFTED Silence is lifted. (Transmissions must be authenticated by means of a ZUG HM HM HMself-authentication system, code word, etc.)SPEAK SLOWER Your transmission is too fast. Reduce spped of transmission. QRSSTOP Cut the automatic link between the two nets that are being rebroadcast and —REBROADCASTING revert to normal working.THIS IS This transmission is from the station whose designator immediately DEfollows.THIS IS A From now until further notice this net is directed. ZKBDIRECTED NETTHIS IS A FREE From now until further notice this net is free. ZUG ZKBNETTHROUGH ME Relay your message through me. ZOETIME That which immediately follows is the time or date-time group of the message. QTRTO The addressees immediately following are addressed for action. TO—TO— The portions of the message to which I have reference is all that which —appears between the groups and .UNKNOWN The identity of the station with whom I am attempting to establish AASTATIONcommunication is unknown.USE ABBREVIATED Call signs are to be abbreviated until further notice. —CALL SIGNSUSE ABBREVIATED As conditions are normal, all stations are to use abbreviated procedure —PROCEDURE until further notice.USE FULL CALL Call signs are to be sent in full until further notice. —SIGNS4-19

Table 4-2.-Prowords—ContinuedPROWORD EXPLANATION EQUIVALENT TOUSE FULL As conditions are not normal, all stations are to use full procedure until —PROCEDURE further notice.VERIFY Verify entire message (or portion indicated) with the originator and send Jcorrect version. (To be used only at the discretion of, or by, the adresseeto which the questioned message was directed.)WAIT I must pause for a few seconds. ASWAIT-OUT I must pause longer than a few seconds. AS ARWILCO I have received your signal, understand it, and will comply. To be used —only by the addressee. Since the meaning of ROGER is included in thatof WILCO, the two prowords are never used together.WORD AFTER The word of the message to which I have reference is that which WAfollows .WORD BEFORE The word of the message to which I have reference is that which WBprecedes .WORDS TWICE Communication is difficult. Transmit each phrase (or each code group) QSZtwice. (This proword may be used as an order, request, or as information.)WRONG Your last transmission was incorrect. The correct version is . ZWFExample: ACP is spoken phonetically as AlfaCharlie Papa.Personal initials are spoken phonetically prefixedby the word INITIALS.Example: W.C. Williams is spoken as INITIALSWhiskey Charlie Williams.Abbreviations frequently used in normal speechmay be used in the same manner when transmitted byvoice radio.Example: USS Forrestal may be spoken as USSForrestal.Punctuation marks are pronounced as they appearin the text, with the following exceptions:PAREN/UNPAREN or OPEN BRACKETS/CLOSEBRACKETS; an oblique stroke is called SLANT;quotation marks are spoken QUOTE/UNQUOTE.Call SignsVoice call signs are letters, numbers, orletter/number combinations that identify commandsand units of commands. These include ships, aircraftsquadrons and wings, shore establishments, typecommanders, and task organization components. Thevoice call signs change daily.In addition to the daily changing of the call signs,JANAP 119 contains ship and other joint armed forcesvoice call signs. Although the pub is always kept upto date, it is not normally used. JANAP 119 providesan adequate backup system, but lacks the securityneeded today.Voice calls do not provide any degree ofidentification security, so they should not be used overharbor common circuits. In ports not under U.S.control, international call signs will be used. InU.S.-controlled ports overseas, names of ships andabbreviations of administrative activity titles serve asvoice calls. As a general rule, the USS prefix, hullnumber, and first name or initial of ships need not beincluded in the voice call unless it is essential forclarity. Even when necessary for clarity, it isunnecessary to use the phonetic equivalents for lettersand initials.Establishing CommunicationsThe basic methods for establishing andconducting communications are defined in ACP 121.Abbreviated call signs are not to be used inestablishing communication. Before conductingregular traffic over R/T circuits, you may have to makecontact with the stations involved to ascertain thatcommunication is possible.4-20

Example:M15B transmits:Alfa One Six Two—THIS IS Mike One FiveBravo—OVERAl62 answers:Mike One Five Bravo—THIS IS Alfa One SixTwo—OVERM15B having nothing for A162, transmits:Alfa One Six Two—THIS IS Mike One FiveBravo—OUTEstablishing a NetFull call signs are used when opening a net,reopening a net, or reporting into a previouslyestablished net. Proper control by the NCS andadherence to operating rules by all stations within thenet enable the net to begin and maintain an exchangeof traffic with minimum delay. The NCS is alsoresponsible for maintaining security on its net.Appropriate security guidance will be furnished by theNCS to all stations prior to establishing a net.Example:When ready to establish a net, the NCS transmits:Yankee One Six Charlie—THIS IS Mike One FiveBravo—OVEREach subordinate station then answers the call inalphabetical order:Mike One Five Bravo—THIS IS Alfa One SixTwo—OVERMike One Five Bravo—THIS IS Bravo One NineEight—OVERMike One Five Bravo—THIS IS Delta Two ThreeFour—OVEROnce the net has been established, it will normallywork with abbreviated procedures and call signs. TheNCS will, however, order the net to work full or withabbreviated procedures or call signs, as required bythe conditions.MESSAGESAlthough R/T uses three messageforms—plaindress, abbreviated plaindress, andcodress—the form most used is the abbreviatedplaindress. However, the three parts are still used(heading, text, ending).The procedures for use of the above mentionedmessages are the same as for the use of the visualmessage.PlaindressA plaindress message is one in which theoriginator and addressee designators are indicatedexternally of the text. It contains all components of thebasic message format (unless the call serves as theaddress) and must always include the precedence anddate-time group. The group count will always beincluded when the accounting symbol is used.Abbreviated PlaindressOperational requirements for speed and handlingmay require abbreviations of plaindress headings. Insuch cases, any or all of the following may be omitted:CodressPrecedenceDateDate-time groupGroupcountA codress message is one in which the entireaddress is encrypted within the text. The headingcontains only information necessary to enablecommunications personnel to handle it properly.Service MessagesService and abbreviated service messages aremessages used between communications personneland pertain to any phase of traffic handling,communication facilities, or circuit conditions. Seechapter 3 for more information concerning servicemessages.GENERAL OPERATING PROCEDURESThe procedures for conducting radio checks,repetitions, cancellations, corrections, andverifications are contained in ACP 125; take time tostudy these procedures.4-21

EXECUTIVE METHODThe executive method is used when it is desired toexecute a tactical message at a given instant; that is,to ensure that two or more units take action at the samemoment. An abbreviated plaindress format isnormally used for transmitting messages by theexecutive method. When conditions are good, it isnecessary to have all stations called acknowledgereceipt of tactical message. In these circumstances,only those call signs preceding the proword OVERreceipt for the message. Messages sent by theexecutive method are never to have a time groupincluded in the message ending. There are twoexecutive methods:DelayedImmediateDelayed Executive MethodA tactical message sent by the delayed executivemethod will carry the warning proword EXECUTETO FOLLOW in the message instructions,immediately preceding the text. The executive signalwill be sent later in the form STANDBY—EXECUTE, the latter word being the instant ofexecution. The text of the message being executedmust be repeated prior to the transmission of theproword EXECUTE when:1. It is a portion of, or one of, several outstandingsignals; or2. A considerable time has elapsed between thetransmission of an EXECUTE TO FOLLOW messageand the transmission of the executive signal.Example:M15B transmits:Six Charlie—THIS IS Five Bravo—EXECUTETO FOLLOW—Corpen Mike One OneTwo—OVERAll stations respond in alphabetical order to full callsigns:Six Two—ROGER—OUTNine Eight—ROGER—OUTThree Four—ROGER—OUTAfter a considerable period of time has elapsed M15Btransmits:Six Charlie—THIS IS Five Bravo—Corpen MikeOne One Two— Standby—EXECUTE—ThreeFour—OVERThree Four responds:Three Four—ROGER—OUTImmediate Executive MethodIn cases of urgency, the executive signal may betransmitted in the final instruction element of themessage. This type of message does not allow stationsto obtain verifications, repetitions, acknowledgements,or cancellations before the message isexecuted. Messages made by the immediate executivemethod should be in plain language, or should belimited to basic TURN, SPEED, and CORPENsignals.The warning proword is IMMEDIATEEXECUTE. The text is sent twice, separated by theproword I SAY AGAIN. The executive signal is sentin the final instructions.Example:M15B transmits:Six Charlie—THIS IS Five Bravo—IMMEDIATEEXECUTE—BREAK—Turn Port—Tack-SpeedOne Four—I SAY AGAIN—Turn Port—Tack—Speed One Four—Stand by—EXECUTE—NineEight—Three Four—OVERB198 and D234 transmit:Nine Eight—ROGER—OUTThree four—ROGER—OUTBEADWINDOWBeadwindow is a simple, rapid procedure for use bycircuit operators to police the security of insecure voicenetworks. It brings to the immediate attention ofoperators the fact that an Essential Element of FriendlyInformation (EEFI) has been disclosed on the circuit.Additionally, the beadwindow report serves to alert otheroperators on the net of the EEFI disclosure and thus actsas an educational aid, producing increased securityawareness among operators and an overalI improvementin the security of insecure voice radio.The beadwindow procedure uses a code word(beadwindow) and a number combination, which are4-22

transmitted immediately to the station disclosing anEEFI. When a station on the net transmits informationlisted in an EEFI, the net control operator transmitsthe code word beadwindow, followed by the numberof the EEFI that has been disclosed.Approved broad EEFIs for general use are listedin ACP 125, chapter 5. Additional specific operationsand exercises may be developed and broad EEFIsexpanded by individual nations or by operationalcommanders. The EEFI list should be posted in clearsight of the operator at all secure voice positions forrapid reference.SUMMARYIn this chapter you were taught how tocommunicate by flashing light, semaphore, radiotelephone,sound, colored lights, and pyrotechnics.You were taught general procedures; visualresponsibility; how to use operating signals; how tochallenge and reply; and how to call, answer, requestrepetitions, and acknowledge. You were taught thedifference between the delayed executive method andthe immediate executive method and the time whenyou should use each. Now it is up to you to exercisethis knowledge. Practice is the key. So when you havea little extra time, pick up a pub to further broaden yourknowledge.4-23

CHAPTER 5ALLIED FLAGHOIST PROCEDURESA large percentage of all tactical messagesreceived by a ship are signaled by flaghoist. Therefore,a broad knowledge of flaghoist communicationprocedures on the part of every Signalman is essential.As you will learn in chapter 6, flaghoist is also used forinternational signaling. It comes into play, for example,when your ship exchanges messages with a merchantship under U.S. flag or otherwise; then somewhatdifferent procedures apply than those governingexchanges of messages between Allied naval units.Flaghoist signaling provides a rapid and accuratesystem of passing tactical and administrative informationduring daylight. Flaghoist is rapid because, by hoistingone or more flags that have a predetermined meaning, youcan communicate simultaneously with all ships incompany. It is accurate because addressees are required torepeat the signal, flag for flag, allowing the originator tosee if addressees have read the hoist correctly. Flaghoistsignaling aptly meets the provisions of security, anotherprime requirement of naval communications. Not only isthe range limited, but the meanings of many signalsare contained in a classified signal publication.Flaghoist signaling is especially well suited totactical signals. All vessels can read the signal at thesame time, and all can take action in unison with aminimum chance of error.To perform effectively as a Signalman, for bothmilitary and international situations, you must acquirea solid background in procedures, methods, and rulespertaining to flaghoist communications. The mainpurposes of this chapter are to illustrate the flags andpennants used; explain how to construct, read, raise,and lower hoists; and discuss partial contents of theAllied Maritime Tactical Signal and ManeuveringBook, ATP 1, volume II, from which most tacticalsignals are derived.SIGNAL FLAGS AND PENNANTSLEARNING OBJECTIVES: List the flags andpennants in a standard naval flag bag. List thephonetic name for each letter of the alphabet.Define tackline and state its purpose.The standard Navy flag bag consists of 68 flags:the 26 letters of the alphabet, 10 numeral flags, 10numeral pennants, 18 special flags and pennants, and4 substitutes.Each alphabet flag has the phonetic name of theletter it represents. A numeral flag takes the name ofthe numeral it represents; numeral pennants are usedonly in calls. Special flags and pennants are used intactical maneuvers to direct changes in speed,position, formation, and course; to indicate andidentify units; and for specialized purposes. Flags andpennants are spoken and written as shown in figures5-l and 5-2.One good way to learn flags and pennants is topractice sketching each of them, labeling eachaccording to its proper color or colors. When you feelyou know every flag and pennant, ask someone to testyou. Ask the person testing you to call at random thevarious letters of the alphabet, and you name anddescribe the corresponding flags. When you aretopside, pay particular attention to flaghoists flyingfrom other ships. Test your ability to recognize andname those flaghoists. Many flags and pennants maybe learned as opposites. Number flags can be learnedby color and design sequence.In addition to the 68 flags in the bag, you havea tackline. A tackline is a length of halyardapproximately 6 feet long; the exact length dependsupon the size of flags in use. The tackline istransmitted and spoken as tack and is written as a dash(hyphen) "-". It is used to avoid ambiguity. It separatessignals or groups of numerals that, if not separated,could convey a different meaning from that intended.Example:If the signal SL2 means “Prepare to receivepersonnel casualties,” TACK would be insertedbetween the digit 2 and the given number ofcasualties: SL2 TACK 27.TACK also is used to separate range and bearingfigures. If C3 means “Investigate possiblesighting,” the signal might be C3 TACK 345 TACK20, indicating the sighting at a bearing of 345 anda distance of 20 miles.5-1

Figure 5-1.—Alphabet and numeral flags.5-2

Figure 5-2.—Numeral pennants; special flags and pennants.5-3

FLAGHOIST TERMINOLOGYLEARNING OBJECTIVES: Explain flaghoistterminology and the use of it whencommunicating with flaghoist.Every rating has its own vocabulary; theSignalman rating is no exception. You may already befamiliar with some of the terms discussed in thissection.Signal flags are stowed in the flag bag. It is notactually a bag, but derives its name from the metalframe covered with canvas, in which flags formerlywere stowed. Most ships today are equipped withall-metal bags, which are fireproof and afford moreprotection for the flags.Halyards are numbered from outboard to inboard(1, 2, and so on). Hence, No. 1 starboard would be theoutboard halyard on the starboard yardarm.When the end of a hoist gets away from you andflies out of your reach, you can recover it by using aretriever. A retriever is a separate line attached by ametal ring to each halyard. The retriever may bemoved up and down by separate lines attached as partof such rigging.The Signalman who keeps a lookout for signalsand calls them out to personnel handling the flags atthe flag bag is called the spotter. The spotter will callout, “Stand by your bags,” when a signal is being madeon another ship. That warning tells those personnel onthe bags that a signal is being made and they shouldbe ready to repeat it. The spotter calls out the completehoist twice, then calls out, “Going up.”An example of an incoming signal is as follows:The spotter calls out, “Stand by your port/starboardbag. Signal in the air from the OTC. First hoist,BT—FORM 3, I say again BT—FORM 3, going up tothe dip; second hoist, CORPEN STBD 275, I say againCORPEN STBD 275, going up to the dip; third hoist,SPEED 15—T13, I say again SPEED 15—T13, goingup to the dip. End of hoist, end of signal.”Signal flags are bent onto the uphaul part of thehalyard. The piece of halyard that is made fast to thelast flag in a hoist (so the flags can be hauled down) iscalled the downhaul. When personnel on the bags havethe downhaul secured to the last flag and are ready forthe signal to be hoisted, they tell the person on theuphaul to “Take it up.”HOISTING SIGNALSA flaghoist is said to be “closed up” when its topis touching at the point of hoist. The point of hoist isthe block attached to the yardarm through which thehalyard carrying the hoist is rove. It is the highest pointto which the signal can be raised. Signals when hoistedby the originator are normally hoisted closed up.A flaghoist is said to be “at the dip” when hoistedthree-fourths of the way up to the point of hoist(fig. 5-3). Flaghoists made in answer to or to repeatthe original signal are normally hoisted at the dip untilunderstood; then they are hoisted close up. Relayingships are always to repeat the flaghoist at the dip untilit has been acknowledged by the ships for which theyare responsible, after which they close up the signal.A flaghoist is said to be “hauled down” when it isreturned to the deck. The moment of hauling down isthe moment of execution unless the time of executionis otherwise indicated. The signal is to be acted uponas soon as understood, or the signification of a signalindicates that it is to be executed on dipping.Best results are achieved in flaghoist communicationwhen signals can be made as a single hoist andhauled down before another signal is hoisted. If thehoist is too long (when it cannot be displayed on onehalyard), it is to be broken where a tack wouldnormally be inserted. If the entire signal cannot bemade on three halyards, it is usually advisable to maketwo or more hoists. When this is done, the heading ishoisted and left flying close up until completion of thesignals.Figure 5-3.—Flaghoist close up and at the dip.5-4

More information on the hoisting of flaghoistsignals is contained in ACP 129.READING FLAGHOISTSIt is not enough to know every flag and pennantby sight; you have to read flags in their propersequence to interpret their meaning correctly.When several flaghoists are displayedsimultaneously, they are read in the following order:masthead, triatic stay, starboard yardarm, and portyardarm. Locations of halyards vary on ships becausesuperstructure characteristics differ. Figure 5-4 showsthe locations.You should read flags of a single hoist from thetop down. If a signal flown on a yardarm is dividedinto more than one hoist, read from the top down andfrom outboard in, as in figure 5-5. A flaghoist that isto be read before another that is flying at the same timemay be described as being in a superior position. If aflaghoist is to be read after another, it is referred to asbeing in an inferior position.Read flags hoisted at the triatic stay from forwardto aft. (See fig. 5-6.)FLAGHOIST ESSENTIALSStrive for the following essentials in flaghoistsignaling:1. Always bend on the correct flag.2. Hoist rapidly and smoothly.Figure 5-5.—Reading a flaghoist.3. Send all flags up clear, unfouled by rigging orby themselves.4. Haul down signals sharply and smoothly,without allowing them to stream to leeward or over theside.5. Restow flags rapidly and accurately so you areready for the next signal to be made.FLAG BAG OPERATIONSThe day will soon come when it is your turn tostand in front of the flag bag and bend on the flags.You should know the flag bag so well that you canclose your eyes and still come close to hitting the slotwhere a particular flag is stowed. The ability to bendFigure 5-4.—Flaghoist locations.Figure 5-6.—Reading a flaghoist at the triatic stay.5-5

on flags with accuracy and speed comes only withpractice.There are many correct ways to bend on the flags.The best way is the method that enables YOU to dothe fastest and most accurate job possible. Adescription of one method of doing the job follows:To bend on, lead the uphaul part of the halyardunder the upper part of your right arm, with the snapon the end of the uphaul grasped firmly in your righthand. The ring on the end of the downhaul is in yourleft hand. (When standing by for a hoist to be calledout by the spotter, you can hook the snap on the uphaulinto the ring on the downhaul. This method preventsthe snap from accidentally being pulled out of yourhand and swinging out of reach.)As the first flag is called out by the spotter, hookthe halyard snap into the ring on the correct flag. Pullthe ring out of its slot with the snap and let go. Thengrasp the snap of the flag and pull it out. You are nowready to hook into the ring of the next flag. Continuethis process until the spotter calls out, “Going up.”Then hook the snap, which you are holding in yourright hand, into the ring on the downhaul, which youhave in your left hand. You are now ready to tell theperson on the uphaul to “Take it up.” The actualhoisting of a signal is generally a two-man job.Be sure there is sufficient slack in the halyard toprevent the snap from pulling out of your hand. In astrong wind, put the downhaul ring over a belaying pinto free your left hand, and use both hands to handle theflags. Never make fast a halyard in use. These halyardsmust be free for hoisting or lowering at an instant'snotice.NOTEAll Signalmen should know the locationof the emergency radar cutoff switches fortheir signal bridge. In the event of a lost hoist,this can prevent extensive equipment damge.When you call out to the person on the uphaul,“Take it up,” keep a slight strain on the halyard so thehoist goes almost straight up, not out with the wind.The person on the uphaul should haul away quicklyand speedily, hoisting the signal to the dip or close-upposition, as appropriate. PQS for flag bag operator iscontained in NAVEDTRA 43354B, PersonnelQualification Standards for Visual Communications.HAULING DOWN SIGNALSWhen a signal is hauled down, the person on theuphaul should keep a slight strain on the halyard asyou lower the hoist; otherwise, the hoist might fly outwith the wind and become fouled.Haul in quickly and evenly on the downhaul. Asthe ring on the downhaul comes to your hand, graspit. Then grasp the snap on the bottom flag, and unhookit from the halyard ring. Place the downhaul ring onthe belaying pin located in the fife rail on the flag bagfront. Keep hauling the rest of the hoist down to thedeck. As the topmost flag passes, unhook the snap endon the halyard, and hook it on the ring located on ornear the flag bag.As soon as the flags are on deck, the person on theuphaul should unsnap them one from another and handthem to you for restowing in the bag. As the flags arehanded to you, the name of each flag is called out toassist you in getting them stowed. When all flags arestowed and the halyards are made ready for the nexthoist, call out to the spotter, “Ready on thestarboard/port bag.”PARTS OF A FLAGHOIST MESSAGELEARNING OBJECTIVES: Identify andexplain the parts of a flaghoist message.A flaghoist signal or message consists of twoparts, heading and text. The heading may be specifiedby hoisting a visual call sign. Normally, a flaghoistsignal or message hoisted without call signs isaddressed to all units within visual contact or to thecommander of the unit.HEADINGThe heading of a flaghoist message is hoistedsuperior to the text. That is, it is displayed in a positionthat is read before the text of a message. So long as theheading appears before the text, it may be flown fromthe yardarm on outboard hoists (as in fig. 5-5) or at thetriatic stay or masthead.Modification of HeadingThe heading of a flag signal may be modified bythe use of the four substitutes as follows:FIRST SUB over the call sign of the originatorhoisted where best seen means "The originator of thissignal is .” Intervening ships relay this signal5-6

to the addressees or to the OTC if there are noaddressees.SECOND SUB in place of the address means “Forgeneral information, no specific address, no answerrequired.”THIRD SUB preceding the address means “Thissignal, in addition to being addressed to certain shipsfor action, is for general information and is to berelayed and answered as an all ships signal.”FOURTH SUB at the yardarm means ”Accompanyingsignals are taken from ATP 2, volume II” or nationalor regional defense organization publications.Construction of HeadingIn constructing flaghoist calls, numerals areexpressed by numeral pennants except when numeralflags are specifically indicated.The heading consists of the address. Ordinarily,only action addressees are indicated, but informationand exempted addressees may be included. Flag Wand the NEGAT pennant, respectively, are used forinformation and exempted addressees. The addressmay be omitted under the following situations:Signals to all ships from the OTC or senior officerpresent afloatBy ships addressing the OTC that are in directvisual communication with him/her and no relay isrequired and no confusion would resultBy ships or commands addressing emergencysignals to the OTCA tackline must often be used to separate call signs toavoid ambiguous combinations of flags in the heading.It will always be used to separate flag W from the callsign preceding and/or following it in the same hoist.Address designations used in flaghoist messagesare call signs, address groups, and sequence numbers.TEXTExample of a heading:ACTION—All shipsINFO—Main bodyEXEMPT—Amphibious forceHOIST—p2 TACK W TACK p3 NEGAT p3p2The text of flaghoist messages will consist of suchprescribed signals and plain language as may benecessary to convey the subject matter expressed bythe originator. Usually the message is made up ofsignals from the Allied Maritime Tactical Signal andManeuvering Book, ATP 1, volume II, or theInternational Code of Signals, Pub 102. Internationalsignaling is discussed in chapter 6.ALLIED MARITIME TACTICALSIGNAL AND MANEUVERING BOOKLEARNING OBJECTIVES: Explain theprocedure for the use of the Allied MaritimeTactical Signal and Maneuvering Book, ATP 1,volume II, including general procedures, listingchapters, the use of the supplementary tables,single flags and pennants, substitutes, andsupplementing signals. Describe proceduresfor encoding and decoding signals.ATP 1, volume II, is the origin of most tacticalcommunications between Allied naval units.The signal book consists of instructions, tabulatedsections of code, and special tables. The 34 chaptersof the signal book are constituted as follows:Chapter l—General Instructions for Use of theBookChapter 2—Single Flags and Special PennantsChapter 3—Emergency Alarm and Action SignalsChapters 4-9—Maneuvering Signals UsingPennantsChapters 10-34—Two-Letter and Number-LetterSignals, Special Tables (Operational andAdministrative), and Main Signal VocabularyThe overall security classification of the signalbook is NATO Restricted, but groups containedtherein are a simple unchanging code and have nosecurity. If the system of signaling is subject tointerception, only unclassified information should besent in the code. Unless specified otherwise, signalsfrom the signal book may be used with anycommunication media, including flashing light, voiceradio, and flaghoist.Chapter 1 is a must for all Signalmen. It containsthe general instructions for use of this publication.Take time to thoroughly study this chapter.Signals relating to certain important types ofactions are grouped in flag action tables. For instance,signals relating to ASW are located in one table. Thereare six flag action tables; each flag action table has a5-7

number flag indicator assigned to it. This flag may beleft flying in a superior position when successivesignals from the same table are being used.Participants then may keep their books open to onetable instead of searching through the book each timea signal is hoisted. This practice permits greater speedin signaling.Supplementary tables are used primarily toexpand the meaning of certain basic groups; they maybe used with any governing or basic group asappropriate. When an item from the supplementarytable is used by itself, it must be preceded by the basicgroup BV.CONSTRUCTING FLAGHOIST SIGNALSWords are seldom spelled out in Navy flaghoistsignaling because of the length and number of hoistsrequired and the time required to handle the hoists. Thesignal book provides chapter and basic groups andsuffixes. A chapter group is a two-letter group allocatedto a particular chapter and the main vocabulary fromwhich all signals in that chapter are derived.Example: CM—communicationA basic group is a signal consisting of the chaptergroup followed by one or more figures.Example: CM1Suffixes are provided so that the basic meaningcan be varied. When a suffix is used, it must followthe last figure of the group, separated by a tack. Thetack may be omitted if no ambiguity will arise.Example: CMl—1, CMl—l—lSignals from ATP 1, volume II may he supplementedor modified by the use of the following:1.2.3.4.5.6.7.8.Governing pennantsGoverning groupsCall signs, sequence numbers, and unitindicatorsDescription signalsPlain textOperating signalsInternational Code of SignalsTablesGoverning PennantsThree governing pennants—PREPARATIVE,INTERROGATIVE, and NEGATIVE—are availableto impart a different sense to a signal. When hoistedwith signals, their meanings are as follows:PREP—Prepare toINT—Questions or inquiriesNEGAT—Cease, do not; or to give a negative senseto an otherwise affirmative (informatory)statement.In the following examples, EXl means“Commence run”:PREP EXl—Prepare to commence run.INT EXl—Are you commencing run?NEGAT EXl—Do not commence run.A governing pennant governs all signal groups whenseparated from those groups by TACK or when hoistedalone on an adjacent halyard. If the pennant is to governonly one of several signal groups, it must immediatelyprecede the group governed. The other groups must beseparated from the governed group by TACK.Governing GroupsGoverning groups are two-letter signals used inmuch the same fashion as governing pennants. Thegoverning group followed by a tack, precedes thesignal and governs that signal only. The governinggroup may be used alone when no ambiguity willresult. The following list contains the governinggroups:BABBBCBDBEBFBGBHBIBJBKBLBMBTBUBVBXBZAction is being carried out (or I am)Action completed (or I have)I recommendReport time you will be ready (to )Report wben ready (to )Am ready (to )(at )My present intention is toRequest permission toAction is not being carried out (or I am not)If you desireWhen you desireWhen readyEnemy/opponent is or I am beingFor use see ATP 1, volume II (articles 164e and 164g)Unable toTake action or information as indicated fromappropriate supplementary table (ATP 1, volumeII, chapter 33)Indicates end of series of groups governed bygoverning groupsWell done5-8

Example:If a junior commanding officer requests permissionto proceed on duties assigned by signaling BHTACK the signal, his/her superior would reply C,signifying “Permission granted to proceed on dutiesassigned”When the governing group applies to two or moresignals following it, BX is inserted after the last of thesignals to which it is to apply.Call Signs, Sequence Numbers,and Unit IndicatorsCall signs, address groups, and sequence numbersmay be used in conjunction with groups from ATP 1,volume II to complete, amplify, or vary the meaningof the signal. Generally, call signs used to indicateships, units, or commanders referred to in the meaningof the signal, follow the entire signal. An exception isthose signals indicating bearing and distance from aunit, where the call sign appears within the signal.A unit indicator (GROUP/FLOT, SQUAD, DIV,SUBDIV) following a signal indicates the unitcarrying out the meaning of the signal.Description SignalsA description signal, used to supplement a signalgroup, normally describes own or enemy forces orconveys other information. A description signalconsists of DESIG, followed by numerals, letters, orgroups necessary to amplify the meaning of the signal.For example, a flaghoist reporting the sighting ofenemy forces might be supplemented by DESIG 2C,which would indicate the forces were composed oftwo light cruisers.Plain LanguageWhen appropriate, DESIG followed by lettersand/or numerals indicates that such a group is to beinterpreted literally. DESIG is to immediately precedethe group to be interpreted, and only that group. Whenmore than one group is to be governed, DESIGseparated by TACK will govern those groups.Exceptions are when a plain number must be used tocomplete the meaning of a signal or when used in themeaning of a signal.Words may be spelled out within the text of asignal to complete or modify the meaning. Forexample, to spell out the word yes, the hoist would beas follows:DESIG pennantYANKEE flagECHO flagSIERRA flagBecause spelling out words requires a number offlags, plain text is never used in flaghoist signals whenthe same information can be conveyed by code.Operating SignalsThe Q and Z communication operating signalscontained in ACP 131 may be used alone or tosupplement groups in ATP 1, volume II.International Code of SignalsSignals contained in International Code ofSignals, Pub 102, may be used alone or in conjunctionwith signal groups from ATP 1, volume II. Wheneverinternational groups are used alone in flaghoist,international procedure is to be used in answering.Whenever military use is made of International Codeof Signals, groups will be preceded by CODE whentransmitting by flaghoist, or by INTERCO by Morse,voice, or semaphore.When communicating with non-military ships orstation or non-Allied warships, refer to InternationalCode of Signals.TablesThe supplementary tables are located in chapter33 of ATP 1, volume II. These tables are primarilyintended to expand the meaning of certain basicgroups, but they can be used with any signal withinthe volume. When adding an item from thesupplementary tables to the basic group, the tableidentifying letter must follow the item number. Whena signal from the supplementary tables is used byitself, it will be preceded by the governing group BVexcept for the supplementary table X, where it may bepreceded by the second substitute. Numeral flags 1through 9 are not to be used with the supplementarytable.BASIC MANEUVERING FLAGSNavy signal flags and pennants include six thatpertain directly to maneuvering: CORPEN,FORMATION, SPEED, STATION, SCREEN, and5-9

TURN. Signals using these basic maneuvering flagsare called maneuvering signals.A complete maneuvering signal contains one ormore maneuvering flags and pennants, followed orpreceded by numeral flags. Three numeral flagsindicate a true course or a true bearing, dependingupon the maneuvering flag or pennant with which theyare displayed. When fewer than three flags are hoisted,they indicate a relative change of course or bearing in10-degree units. The ANSWER pennant indicates halfunits, 5-degree increments, a fraction (l/2), or adecimal point. If the OTC desires to send a signal fora change of speed to 16.5 knots, for example, theSignalmen would hoist SPEED ONE SIX ANS. For aspeed of 12.7 knots, however, they would hoistSPEED ONE TWO ANS SEVEN.The CORPEN pennant is spoken, written, andtransmitted CORPEN. It is used to change the courseof ships in succession (known as column movementor wheeling) or, with a modifier, to indicate a courseof a ship formation. When CORPEN is used to altercourse by wheeling in a relative direction from deadahead, it precedes the PORT flag or STARBOARDpennant and one or two numeral flags, which indicatethe number of tens of degrees; three numeral flagswould indicate the course on which to steady.Examples:CORPEN STBD 9—Alter course by wheeling tostarboard 90 degreesCORPEN PORT 090—Alter course by wheelingto port to course 090 degreesCORPEN PORT 4 ANS—Alter course bywheeling to port 45 degreesThe TURN pennant, spoken, written, andtransmitted TURN, may be used in any formation. Itrequires that all addressees put over their rudderssimultaneously when the execute signal is given.Interpretation of these signals is always a turn togetherto starboard or to port.The direction and specified amount of the turnmust be indicated. TURN precedes the PORT flag orSTARBOARD pennant and one or two numeral flagsthat indicate the amount of degrees of the turn in tensof degrees relative to the present course; three numeralflags indicate the course on which to steady.Examples:TURN STBD—Ships turn together to starboard90 degreesTURN PORT 270—Ships turn together to port tocourse 270 degreesTURN STBD 1 ANS—Ships turn together tostarboard 15 degreesThe FORMATION pennant, spoken FORMATIONbut written and transmitted FORM, is used to assembleships in a formation or to change a formation. The mostcommon use of a FORM signal is to order a group ofships to arrange or rearrange themselves on an indicatedline of bearing from the guide. When the desireddirection is true, the usual three numeral flags arehoisted. When indicated bearing is relative, inclusion ofthe PORT flag or STARBOARD pennant determineswhether the line of bearing is to the right or left of theguide.Examples:FORM 225—Ships are to form on true bearing of225° from guide.FORM PORT 9—Ships are to form on relativebearing indicated in tens of degrees from guide (inthis instance, 090° relative to port side of the guide).Relative bearings are always 000° to 359°clockwise around the ship. For purposes of formingup, however, these bearings run only to 180°—bow tostem—and may be on either side of the ship. A goodreason for that is there are a number of standard formsignals consisting simply of FORM and a number. Forinstance, FORM 9 without a direction pennant means“Form divisions in line abreast to starboard, divisionguides bearing astern,” a signal entirely different fromFORM PORT 9.Although execution of a FORM signal mayrequire a change of course to carry out the maneuver,the final course always is the same as the originalcourse. The only element that changes is themaneuvering ship's position relative to the guide.The STATION pennant—spoken, written, andtransmitted STATION—is used mainly to assignposition or station to a ship or unit that is joininganother ship or unit, or to move a ship or unit from onestation to another. When accompanied by a distanceor interval signal, the pennant indicates the distance aship or unit is to be stationed from the guide or fromthe ship indicated in the signal.When accompanying a ship's call sign, STATIONalone directs that ship to take its proper and assignedstation.5-10

The SCREEN pennant is spoken, written, andtransmitted SCREEN. It is used in signaling variousscreening situations.SUBSTITUTESWhenever possible, substitutes are used to preventalphabet flags, numeral flags, or numeral pennantsfrom appearing more than once in the same hoist. Astheir names imply, they are substitutes for other flagsor pennants used in the hoist.FIRST SUB repeats the first flag or pennant in thehoist.SECOND SUB repeats the second flag or pennantin the hoist.THIRD SUB repeats the third flag or pennant in thehoist.FOURTH SUB repeats the fourth flag or pennant inthe hoist.To illustrate, the signal CORPEN PORT ZEROZERO ZERO would read CORPEN FORT ZERO 3rd4th.THIRD SUB repeats the third flag, and FOURTHSUB repeats the fourth flag, which already repeatsZERO.When more than one halyard is used to hoist asignal, each hoist is considered separately as regardssubstitutes. When a tackline separates hoistcomponents, it is disregarded in the substitute count.Substitutes also are used as “absence indicators”when a ship is not under way. This is discussed inchapter 10, “Honors and Ceremonies.”UNITS OF REFERENCEWhen a signal makes reference to numbers,distances, ranges, heights, depths, speeds, or weights,the unit of reference is as indicated (see fig. 5-7)unless otherwise stated in the meaning of the signal.However, for clarity, the units of reference are statedagainst some groups using the standard units, whichotherwise would not need such a statement.SIGNALING TIMES AND DATESWhen the originator desires to have a signalexecuted at a specific time instead of when the signal ishauled down, the time indicator, TANGO flag, is used.In the text of signals, times are expressed as fournumerals; the first two denote the hours (00-23) andAltitude ......... hundreds of feetDistance ......... nautical miles (2,000yards)Range .......... hundreds of yardsHeight .......... feetDepth .......... feetspeed .......... knotsWeight ..........tons (2,000 pounds)Sector boundaries .... tens of degreesSector limits ....... thousands of yardsFigure 5-7.—Reference units of measurement.the second two the minutes. ANSWER, instead of thelast two figures of a time signal, may be used toexpress 30 minutes. Thus, 1630 is sent as 16 ANS.Date-time groups in the text of signals areexpressed as six numerals plus the zone indicator; thefirst set of two numerals denotes the date, the secondset the hour, and the third set the minutes. Whenunable to make this display in one hoist, you maybreak it between the date and the time group.When time is sent together with a signal group,TANGO has the following meanings:T preceding numerals—Action will commence atthat time.T following numerals—Action will be completedby that time.T between numeral groups—Time by which actionis to be completed and time at which action is tocommence, respectively.CO2 means “Assume command.”Examples:CO2 TACK T1845—Commence assumingcommand at 1845.CO2 TACK 1845T—Complete assumingcommand by 1845.CO2 TACK 19T1845—Commence assumingcommand at 1845; complete assuming by 1900.When time is referred to in the meaning of thesignal group, the flag indicator TANGO may beomitted, provided no confusion results.A time signal applies only to the groupimmediately preceding it. If signaled time applies tomore than one group, flags BRAVO TANGO (BT) are5-11

inserted before the first of the groups to which the time BT—FORM 3—CORPEN STBD 275—SPEEDsignal applies. 15—T13NEGAT over a time signal cancels all signalsgoverned by that time signal.BRAVO TANGO separated from the remainder ofthe hoist or display indicates that all signals betweenBT and the time group are governed by the time group.Thus, as shown in the following display:FORM3—CORPEN STBD275—SPEED—T13,FORM 3 and CORPEN STDB 275 are to be executedwhen hauled down, but speed 15 will be carried out at1300. To make the signaled time apply to the entiredisplay, the display would read as follows:When BT is flown separately as the first hoist andleft flying during several succeeding displays, allsignals made during that period will be executedwhen BT is hauled down. No time signal is neededwith that method of execution.TIME ZONE INDICATORSAll time signaled in ATP 1, volume II refer toGMT unless otherwise indicated; suffixes, therefore,are not required except to indicate the exception (seefig. 5-8).Figure 5-8.—Time zone indicators5-12

The letter N is also used for minus 13; this isprovided for a ship in zone minus 12 keeping daylightsaving time.BEARING, DIRECTION, AND DISTANCETrue bearing is signaled by three numerals. Sucha signal may be used in conjunction with any signalgroup to indicate the bearing of the subject of thatgroup.Relative direction may be signaled by the PORTflag or STARBOARD pennant. One or two numeralsmay be used to indicate the number of tens of degreesfrom right ahead.Bearing and distance, unless otherwise stated, areindicated by the numeral group for bearing, followedby the position or unit indicated (if required) and thenumeral group for distance in miles.SINGLE FLAGS AND PENNANTSSome single (including basic maneuvering) flagsand pennants are in almost constant use by ships inport as well as under way. Many are used so commonlythat all hands aboard ship soon know them. WheneverBRAVO is seen flying, for instance, all hands shouldknow that flammable or explosive material is beinghandled and that the smoking lamp is out.When two or more single flags or pennants areshown in the same hoist, they must be separated byTACK. Single flags or pennants may be hoisted alsowith groups from the signal book if separated from thegroup and themselves by TACK. Signals from thesingle flag and pennant tables are not to be precededby EMERGENCY. Individual flags followingEMERGENCY have different meanings. Example:OSCAR, when hoisted alone, means man overboard,which is certainly an emergency situation. However,EMERGENCY O has an entirely different meaning.Its meaning may be found in chapter 3 of the signalbook.Single flags also are used in internationalsignaling; do not confuse the meanings of signalsunder the two procedures.EMERGENCY SIGNALSWhen an emergency exists, or when the tacticalsituation is such that speed is the main considerationin executing a maneuver, the originator hoists theEMERGENCY pennant as the first flag on the hoist.Any received signal preceded by EMERGENCYis acted upon as soon as understood. The originatorsounds six short blasts on the ship's whistle to callattention to the hoist and, if other than the OTC, passesthe signal to the OTC by the most expeditious meansauthorized.Emergency signals made by flaghoist are repeatedby all ships. FIRST SUB and the originator's call signare only used with emergency alarm signals.Emergency action signals are repeated flag for flag.When EMERGENCY is shown with severalsignal groups, it governs all groups when eitherseparated from them by TACK or hoisted in a superiorposition on an adjacent halyard. If EMERGENCY isrequired to govern only one of several groups, itimmediately precedes the group to be governed.EMERGENCY preceding a call executes allsignals flying under a similar call sign as soon asunderstood. Used without a call, EMERGENCYexecutes all signals flying without a call.FLAG HOIST PROCEDURESLEARNING OBJECTIVES: Explain theprocedures for acknowledging, answering,canceling, correcting, and relaying flaghoistsignals.ANSWERING AND ACKNOWLEDGINGIn transmitting a flaghoist signal, the originatorhoists the flags close up with the upper (first) flag againstthe block. Addressees answer the signal by repeating thehoist, flag for flag, at the dip. Heavy ships and unitcommanders will always repeat flag for flag. Small shipswill normally act in the same manner; but when signalingconditions warrant, they may use ANS alone or belowthe call of the originator if necessary to avoid confusion.A flag officer or unit commander may answer a flaghoistaddressed to him/her from a ship or unit commanderjunior to him/her by hoisting ANS at the dip, either aloneor below the originator's call. This action tells theoriginator that an addressee has read the signal correctly.It does not, however, mean that the addressee knowswhat the message says. The signal watch supervisorshould assist in verifying the accuracy of incoming andoutgoing signals.An addressee keeps the hoist at the dip while theOOD and CIC compare interpretations of the signal.When the OOD, by using the term Understood, signalunderstood, or a similar phrase, orders you to5-13

acknowledge the signal, do so by hoisting the signalclose up, bearing in mind the ship's visualresponsibility. This notifies the originator that yourship understands the signal and is ready to carry outany required action. When the originator lowers thehoist, haul down your hoist smartly and inform theOOD that the signal has been hauled down.When an addressee desires to question a signal,the signal or ANS shall be kept at the dip, and theINTERROGATIVE pennant hoisted on an adjacenthalyard. Normally, an address over INT will not berequired when communication is only between theoriginator and the addressee questioning the signal.When necessary to refer to the signal of a specificoriginator, a call may precede INT.NOTEINT signals need not be acknowledged ifthe signal in question can be clarified,hoisted, or canceled immediately. However,when answered and brought close up on bothships, INT signals should be hauled down tofree the halyards for additional signals.In addition to the provisions for the use of theINTERROGATIVE pennant used alone, it may beamplified and used as follows:INT l—Signal now flying not distinguishable.INT 2—You are repeating signal incorrectly.INT 3—I am repeating signal incorrectly.These signals are most effective in expeditingflaghoist signaling when passed by flashing light.Once a problem has been identified, regardless of ship(be it the originator, repeating ship, or last ship invisual chain of responsibility), adherence to theprocedures for canceling or correcting a hoist are ofparamount importance in avoiding early execution ordelay and/or confusion in the receipt of the intendedsignal.Requests may be acknowledged by a senior officerby hoisting flag CHARLIE or NEGAT below the callof the ship making the request. Such signals constituteboth receipt and answer.CANCELING A SIGNALFlaghoist signals are canceled by the followinguses of NEGAT:When only one flag signal is flying, NEGAThoisted on an adjacent halyard cancels the signal.When two or more flag signals are flying underthe same call, NEGAT hoisted on an adjacent halyardcancels all signals flying. If only one signal is to becanceled, it must be repeated preceded by NEGAT.When “all ships” signals and specificallyaddressed signals are flying at the same time, NEGATwithout a call preceding it cancels all signals withouta call, and NEGAT with a call preceding it cancels allsignals under a similar call. If only one signal ofseveral signals under the same call is to be canceled,it must be repeated and preceded by NEGAT under thesame call.The canceling signal and the signal canceled areto be hauled down together when all addressees haveacknowledged.CORRECTING A SIGNALFlaghoist signals are corrected as follows:An originating ship cancels the signal in question,then hoists the correct signal.A repeating ship hoists the signal meaning “Signalis repeated incorrectly” on an adjacent halyard, thenhauls down both signals. The correct signal is thenhoisted.EXPEDITING OF FLAGHOISTSIGNALINGAn originating ship may pass its signal by flashinglight if there is doubt that its flags can be seen clearly.Directional or nondirectional light, using properprocedure, can be used. The operating signal ZJLmeaning “Hoist the following signal” can be included.DirectionalIf directional procedure is used, the signal will bereceipted for by light and acknowledged in the normalflaghoist manner. The executive signal need not bemade by light when the signal is hauled down.NondirectionalIf nondirectional procedure is used and no shipwill answer, the signal may be repeated as often asnecessary, with repetitions being separated by theprosign IMI. Ships will acknowledge by flaghoist. The5-14

executive signal will be made by light as the flag signalis hauled down.Task Organization Call SignIf a special flaghoist task organization call signappears in the hoist, the numeral flag will be spelled outand the numeral pennant transmitted in Morse code.Example: Task Force 56—Six 56Substitutes, when used as the first flag in the hoist,will be transmitted as FIRST, SECOND, THIRD, orFOURTH.RELAYINGGeneral relaying procedures are discussed inchapter 4. The following paragraphs containadditional instructions for flaghoist.Signals are to be relayed by any ship in positionto help do so. Whenever practicable, ships repeatingthe OTC's signal are to do so on halyardscorresponding to his/hers.If the OTC hauls down a signal before all shipshave acknowledged, ships that have answered thesignal (at the dip) hoist it close up and haul downimmediately. Relaying ships are to pass the signal bylight to ships for which they are responsible that havenot acknowledged the signal.Signals relayed from the OTC are relayed at thedip, then hoisted close up when the ships addressedhave acknowledged. The originator is not indicated.In relaying signals from ship to ship, the originatingship hoists FIRST SUB followed by her call sign, theaddressees' call signs, and the text. FIRST SUB may beomitted if the identity of the originator will be evident toall ships within visual communication range. Therelaying ship hoists FIRST SUB above the call sign ofthe originator close up, followed by the addressees’ callsigns and the text at the dip.When individual ships relay signals to the OTC,the procedure is the same as for ship-to-ship relayingexcept that the call sign of the OTC is considered tobe understood and is omitted.The practice of “breaking” pre-positioned flagsand pennants has been followed for many years and isa sign of a smart ship. Flags and pennants should bemade up and ready for the break in the followingsituations:Man overboardBreakdown of the shipAssuming the guideDisplaying absence indicatorsDisplaying personal flags and pennantsBreaking ROMEO, BRAVO, EMERGENCYBREAKAWAY, and PREP during replenishmentoperationsThe first two occasions, in particular, signalemergencies requiring fast action.To make up a flag for the break, follow the stepsillustrated in figure 5-9. The numbered stepscorrespond to the numbers under each part of theillustration.MAKING UP A FLAG FOR THEBREAKLEARNING OBJECTIVES: Explain theprocedures for making up a flag for the break.List flags that should be always made up for thebreak.Figure 5-9.—Making up a flag for the break.5-15

1. Usually two people hold the flag while foldingit into proper form. If no one is available to assist you,lay the flag on deck, hoist end away, with the ring toyour left and snap to your right.2. Fold the flag to your right so that the left halfjust covers the right half.3. Repeat step 2.4. Fold up the fly end to a position aboutthree-quarters of the way toward the hoist.5. Roll the flag tightly from the fold toward thehoist.6. About 2 inches from each end of the resultingroll, wrap two turns of white twine around the roll. Tiesecurely.7. Repeat step 6.8. With the tail line, take a full turn around thetwine near the ring, repeating the operation for the twineat the other end of the roll.9. Repeat step 8.The flag is now ready for the break. Clear thehalyard, bend on the flag, and run it up smartly. Asharp downward pull on the halyard will snap thetwine and break the flag.The national ensign is never made up for thebreaking, but is always hoisted briskly and smartly.SUMMARYIn chapter 5 you were taught flaghoistterminology, flaghoist essentials, how to readflaghoists, the parts of a flaghoist message, and howto execute flaghoist signals. You were given a briefdescription of the Allied Maritime Tactical Signal andManeuvering Book and were taught how to answer,acknowledge, relay, receipt, and cancel a flaghoistsignal. You were given the meanings of single flagsand pennants and emergency signals. You were taughtthe basic maneuvering flags and how to use them. Youwere taught how to make up a flag for the break andwhat flags should be made up. FLAGS, it’s up to youto put forth the effort to become the best!5-16

CHAPTER 6INTERNATIONAL SIGNALINGIn wartime and peacetime, communications arenecessary between U.S. Navy ships and merchantmensailing throughout the world. Vessels of many nationscome in contact with one another, exchangingmessages of varying degrees of importance.This chapter discusses some of the facets ofinternational signaling, such as the manner of callingand answering, message construction, and use ofprocedure signals and signs. International signalingprocedures are in many respects similar to those usedby allied naval units. Every signalman must be aware,however, there are significant differences.When communicating with a merchantman, youmust remember to use international procedure.Merchantmen do not have access to all of ourpublications, nor are they required to know Navyprocedure. So take a little extra time and learn how tocommunicate with merchantmen.Much of the information you will need to know tocommunicate with merchantmen is contained in theInternational Code of Signals, Pub 102.SIGNALING INSTRUCTIONSLEARNING OBJECTIVES: Explain theprocedure for signaling from the InternationalCode of Signals, using explanation and generalremarks, definitions, and general instructions.Explain the procedures for signaling usingflags, flashing lights, sounds, radiotelephones,and hand flags or arms to communicate withmerchantmen.EXPLANATION ANDGENERAL REMARKSThe purpose of the International Code of Signalsis to provide ways and means of communication insituations related essentially to safety of navigationand persons, especially when language difficultiesarise. In the preparation of the Code, account wastaken of the fact that wide application ofradiotelephony and radiotelegraphy can providesimple and effective means of communication in plainlanguage whenever language difficulties do not exist.The Code consists of four chapters, an appendix, andtwo indexes:1.2.3.4.5.6.Chapter l—Signaling InstructionsChapter 2—General Signal CodeChapter 3—Medical Signal CodeChapter 4—Distress and Lifesaving Signals andRadiotelephone ProceduresAppendix—U.S/Russia Supplementary Signalsfor Naval VesselsIndexes—Signaling Instructions and GeneralSignal Code, and Medical Signal CodeDEFINITIONSWhen a man-of-war and a merchant ship desire tocommunicate, it is extremely important for thoseinvolved in the use of the Code to follow theprescribed terminology. The following terms have themeanings indicated:1. Sound signaling: Any method passing Morsesignals by means of siren, whistle, foghorn, bell, orother sound apparatus.2. Identity Signal: The group of letters and figuresassigned to each station by its administration.3. Station: A ship, aircraft, survival craft, or anyplace at which communications can be effected by anymeans.4. Station of origin: Station where the originatorsubmits a signal for transmission, regardless of themethod of communication used.5. Station of destination: Station in which thesignal is finally received by the addressee.6. Receiving station: The station by which a signalis actually being read.7. At the dip: A hoist or signal is said to be at thedip when it is about half of the full extent of the halyards.8. Group: Denotes more than one continuous letterand/or numeral that together compose a signal.6-1

9. Numeral group: One or more numerals.Definitions of the following terms agree inmeaning with allied signaling instructions:Visual signalingOriginatorTransmitting stationAddresseeProcedureProcedure signalHoistTacklineMETHODS OF SIGNALINGThe methods of signaling that may be used are asfollows:Flag signalingFlashing light signalingSound signalingVoice over a loud hailerRadiotelegraphyRadiotelephoneSignaling by hand flags or armsFlag SignalingThe international flagbag consist of 40 flags: 26alphabetical flags, 10 numeral pennants, 3 substitutes,and the ANSWER pennant.Flashing Light and Sound SignalingThe Morse symbols representing letters andnumerals are signaled as in any other form of Navycommunications.In flashing light and sound signaling, it is best toerr on the side of making the dots shorter in theirproportion to the dashes. The distinction between theelements is then clearer. The standard rate of signalingby flashing light is 40 letters per minute.Voice Over a Loud HailerWhenever possible, plain language should be usedwhere a language difficulty exists; groups from theInternational Code of Signals could be transmittedusing the phonetic spelling tables.Radiotelegraph and RadiotelephoneWhen radiotelegraph or radiotelephone is used forthe transmission of signals, operators should complywith the Radio Regulations of the InternationalTelecommunications Union in force at that time.GENERAL INSTRUCTIONSUnless otherwise indicated, all signals betweenvessels are made from the master (or commandingofficer) of the vessel of origin to the captain of thevessel of destination.Identification of Ships and AircraftIdentity signals for ships and aircraft are allocatedon an international basis. The identity signals maytherefore indicate the nationality of a ship or aircraft.Use of Identity SignalsIdentity signals may be used for two purposes:1. To speak to, or call, a station2. To speak of, or indicate, a stationExamples:YP LABC—I wish to communicate with vesselLABC by . (Complements Table 1, chapter 2,page 108)HY 1 LABC—The vessel LABC with which I havebeen in collision has resumed her voyage.Names of Vessels and/or PlacesNames of vessels and/or places are spelled out, asfollows:RV GIBRALTAR—You should proceed toGibraltar.IT2 SS MICHIGAN—SS Michigan is on fire.How to Signal NumbersNumbers are signaled as follows:Flag signaling: By the numeral pennants of theCode.6-2

Flashing light or sound signaling: Usually by thenumerals in the Morse code; they may also bespelled out.Radiotelephone or loud hailer: By the code wordsof the Figure Spelling Table in chapter 1, section10, page 18.Figures that form part of the basic signification ofa signal are to be sent together with the basic group.Examples:DI 20—I require boats for 20 persons.FJ 2—Position of accident (or survival craft) ismarked by sea marker.A decimal point between numerals is to besignaled as follows:Flag signaling: By inserting the ANSWER pennantwhere it is desired to express the decimal point.Flashing light and sound signaling: By “decimalpoint” signal AAA.Voice: By use of the word decimal (pronouncedDAY-SEE-MAL).Wherever the text allows depth to be signaled infeet or in meters, the figures should be followed by theletter F to indicate feet or by the letter M to indicatemeters.Azimuth or BearingAzimuth or bearing is expressed in three figuresdenoting degrees from 000 to 359, measuredclockwise. If there is any possibility of confusion,the figures should be preceded by the letter A. Theyare always true unless expressly stated to beotherwise.Examples:LW 005—I received your transmission on bearing005°.LT A120 T1540—Your bearing from me is 120° at(local time) 1540.CourseCourse is expressed in three numerals denotingdegrees from 000 to 359, measuring clockwise. Ifthere is any possibility of confusion, the numeralsshould be preceded by the letter C. They are alwaystrue unless expressly stated to be otherwise.Examples:DateMD 025—My course is 025°.GR C240 Sl8—Vessel coming to your rescue issteering course 240°, speed 18 knots.Dates are signaled by two, four, or six numeralspreceded by the letter D. The first two numeralsindicate the day of the month; when used alone, theyrefer to the current month.Example:D15—Transmitted on the 15th of the currentmonth.The two numerals that follow indicate the month ofthe year.Example:D1504 means 15 April.Where necessary, the year may be indicated bytwo further numerals.Example:Latitude181096 means 18 October 1996.Latitude is expressed by four figures preceded bythe letter L. The first two figures denote the degreesand the last two the minutes. The letter N (north) or S(south) follows if it is needed; however, to keep thingssimple, the letter may be omitted if there is no risk ofconfusion.Example:L3740S—Indicates latitude 37°40'S.LongitudeLongitude is expressed by four or, if necessary,five figures preceded by the letter G. The first two (orthree) figures denote the degrees and the last two theminutes. When the longitude is more than 99°, noconfusion will normally arise if the figure indicatinghundreds of degrees is omitted. However, where it isnecessary to avoid confusion, the five figures shouldbe used. The letter E (east) or W (west) follows if it isneeded; otherwise it may be omitted, as in the case oflatitude.Example:G13925E—Indicates longitude 139°25'E.6-3

A signal requiring the indication of position tocomplete its signification should be signaled asfollows:CH L2537N G4015W—Vessel indicated isreported as requiring assistance in lat. 25°37'Nlong. 40°15'W.DistanceFigures preceded by the letter R indicate distantin nautical miles.Example:OM A080 Rl0—Bearing and distance by radar ofvessel indicated are bearing 080°, distance 10miles.The letter R may be omitted if there is nopossibility of confusion.SpeedSpeed is indicated by figures preceded by1. the letter S to denote speed in knots, or2. the letter V to denote speed in kilometers perhour.Examples:TimeBQ S300—The speed of my aircraft in relation tothe surface of Earth is 300 knots.BQ V300—The speed of my aircraft in relation tothe surface of Earth is 300 kilometers per hour.Times are to be expressed in four figures, of whichthe first two denote the hour (from 00—midnight upto 23—11 p.m.), and the last two denote the minutes(from 00-59). The figures are preceded by1. the letter T, indicating local time, or2. the letter Z, indicating Greenwich mean time.Examples:BH T1045 L2015N G3840W C125—I sighted anaircraft at local time 1045 in lat. 20°15'N long.38°40'W flying on course 125°.RX Z0830—You should proceed at GMT 0830.Time of OriginThe time of origin may be added at the end of thetext. It should be given to the nearest minute andexpressed by four figures. Apart from indicating thetime a signal originated, it also serves as a convenientreference number.Communication by Local Signal CodesWhen a vessel or a coast station wishes to make asignal in a local code, the signal YV1—“The groupswhich follow are from the local code”—shouldprecede the local signal in order to avoidmisunderstanding.FLAG SIGNALINGA man-of-war desiring to communicate with amerchant vessel will hoist the CODE pennant in aconspicuous position and keep it flying during theentire time that signals are being made. This indicatesthat the signal groups are from the International Codeof Signals.Groups from the International Code of Signalsmay also be used between allied naval ships. They maybe used alone or to supplement basic signals from theAllied Maritime Tactical Signal and ManeuveringBook, ATP 1, volume II. Whenever military use ismade of the Code, groups will be preceded by CODEwhen transmitted by flaghoist, or INTERCO whentransmitted by Morse, voice, or hand flags. When onlyinternational signals are used, CODE/INTERCOfollowed by TACK are to be used as the first group toindicate that all of the following groups are taken fromthe Code. When used to supplement other signals,CODE/INTERCO immediately precedes the signalgroup to indicate that only the one group is taken fromthe Code. When using international signals tosupplement signals from ATP 1, volume II, or wheninternational signals are preceded by a naval callsign, naval procedure is used. Under all othercircumstances, international procedure is to be used.As a general rule, only one hoist should bedisplayed at a time. Each hoist or group of hoistsshould be kept flying until it has been answered by thereceiving station. When more than one group areshown on the same halyard, they must be separated bya tackline. The transmitting station should alwayshoist the signal where it can be most easily seen by thereceiving station; that is, in such a position that theflags will blow out clear and free from smoke.6-4

CallingThe identity signal of the station(s) addressed ishoisted with the signal. If no identity signal is hoisted,it will be understood that the signal is addressed to allstations within visual signaling distance. If it is notpossible to determine the identity signal of the stationthat it is desired to call, the transmitting station shouldhoist the group:VF—“You should hoist your identity signal.”CS—“What is the name or identity signal of yourvessel (or station)?”At the same time, the transmitting station will hoist itsown identity signal.YQ—“I wish to communicate by.. . (Complementstable 1, chapter 2) with vessel bearing.. . from me”can also be used.AnsweringAll stations to which signals are addressed willhoist the answering pennant at the dip as soon as theysee each hoist (the dip is defined as being one-half thefull extent of the halyard). Close up immediately whenthe signal is understood (closed up is the full extent ofthe halyard). The answering pennant is returned to thedip as soon as the hoist is hauled down by thetransmitting station.How to Complete a SignalThe transmitting station hoists the answeringpennant singly after the last hoist of the signal, toindicate that the signal is completed. The receivingstation will answer this in the same manner as for anyother signal. When the transmitting station hauls downthe answering pennant, the receiving station will hauldown its answering pennant at the same time.How to Act When Signals AreNot UnderstoodYou cannot question the meaning of a hoist bydisplaying the INTERROGATIVE pennant used innaval procedure. If the receiving station cannot clearlydistinguish or understand the signal, it keeps theanswering pennant at the dip and hoists one of thefollowing signals:ZK—"I cannot distinguish your signal."ZQ—"Your signal appears incorrectly coded. Youshould check and repeat the whole."ZL—"Your signal has been received but notunderstood."If the originating ship hoists a wrong signal group,it cannot cancel it with the NEGAT pennant. Althoughinternational procedure does not provide for specialpennants, it does have signal groups that fulfill thesame purpose. In this case, for example, theoriginating ship would hoist the signal groupYN—“Cancel my last signal/message” orZP—“My last signal was incorrect. I will repeat itcorrectly.”SubstitutesThe basic reason for using substitutes ininternational signaling is the same as in navalprocedure: a signal flag can be repeated one or moretimes in the same group, while the ship may carry onlyone or two sets of flags. Without substitutes, forinstance, it is obvious that such a group as AAA or 1000can be made only if three sets of signal flags areavailable. By using up to three substitutes, any two-,three-, or four-letter group can be hoisted with onlyone set of flags.The FIRST SUBSTITUTE always repeats theuppermost signal flag of that class of flags thatimmediately precedes the substitute.The SECOND SUBSTITUTE always repeats thesecond signal flag and the THIRD SUBSTITUTErepeats the third signal flag, counting from the top ofthat class of flags that immediately precedes them. Nosubstitute can ever be used more than once in the samegroup.There is an important difference between the useof substitutes in naval and international procedures.As you learned in chapter 5, in naval procedure asubstitute repeats ANY flag or pennant that precedesit on the base hoist. In international signaling, asubstitute repeats only a flag or pennant of the sameclass (that is, alphabet or numeral) immediatelypreceding it. The signal VV, for example, would bemade as follows:VFIRST SUBSTITUTEThe number 1100 would be made by numeralpennants as follows:1FIRST SUBSTITUTE0THIRD SUBSTITUTE6-5

The signal L 2330 would be hoisted as follows:L23SECOND SUBSTITUTE0In this case, the SECOND SUBSTITUTE followsa numeral pennant and, therefore, can only repeat thesecond numeral in the group.No substitute may be used more than once in thesame group. For example, the signal AABA would beAFIRST SUBSTITUTEBSECOND SUBSTITUTEThe FIRST SUBSTITUTE, used to repeat the firstA, cannot be used again. But, having been used it isequivalent to having hoisted A as the second flag.Consequently, it is the second flag that is required tobe repeated as the last flag of the group. Hence, theSECOND SUBSTITUTE is used.When the ANSWER pennant is used as a decimalpoint, it is disregarded in determining the substitute touse.Plain languageNames in the text of a signal are spelled out bymeans of alphabet flags. The signal YZ—"The wordswhich follow are in plain language"—can be used, ifnecessary.FLASHING LIGHT SIGNALINGA signal made by a flashing light is divided intothe following parts:1.2.3.Call—Consists of the general call or identitysignal of the station to be called. It is answeredwith the answering signal.Identity—Transmitting station makes DEfollowed by its identity signal or name. This isrepeated back by the receiving station, whichthen signals its own identity signal or name.This also is repeated back by the transmittingstation.Text—Consists of plain language or Codegroups. When Code groups are to be used, theyCSRPTWBshould be preceded by the signal YU. Words ofplain language may also be in the text when thesignal includes names, places, and so on. Receiptof each word or group is acknowledged by T.4. Ending—Consists of ending signal AR, whichis answered by R.If the entire text is in plain language, the sameprocedure is followed. Call and identity may beomitted when two stations have establishedcommunications and have already exchanged signals.Use of Procedure Signals and SignsThe following is the list of procedure signals forflashing light transmissions.AAABARASBNCDEKNOOKRQRWA“All after...“(used after the “repeat signal” (RPT))means “Repeat all after....”“All before...“(used after the “repeat signal” (RPT))means “Repeat all before....”Ending signal or end of transmission or signal.Waiting signal or period.“All between...and...” (used after the “Repeat signal”(RPT)) means “Repeat all between...and....”Affirmative—YES or “The significance of theprevious group should be read in the affirmative”.“What is tbe name or identity signal of your vessel (orstation)?”“From...” (used to precede the name or identity signalof the calling station.“I wish to communicate with you” or “Invitation totransmit”Negative—NO or “The significance of the previousgroup should be read in tbe negative.” When used invoice transmission the pronunciation should be “NO.”Acknowledging a correct repetition or “It is correct”Interrogative or “The significance of the previousgroup should be read as a question.”“Received” or “I have received your last signal.”Repeat signal “I repeat” or “Repeat what you havesent” or “Repeat what you have received.”“Word or group after...“(used after the "Repeat signal”(RPT)) means “Repeat word or group after....”"Word or group before..." (used after the "Repeatsignal" (RPT)) means “Repeat word or groupbefore...."Although the use of these signals is selfexplanatory,the following notes might be founduseful:6-6

These examples illustrate the convenience ofinternational procedure signals and signs:1.2.The general call signal (or call for unknownstation) AA AA AA is made to attract attentionwhen wishing to signal to all stations withinvisual signaling distance or to a station whosename or identity signal is not known. The call iscontinued until the station addressed answers.The answering signal TTTT is made to answerthe call and it is continued until the transmittingstation ceases to make the call. The transmissionstarts with the signal DE followed by the nameor identity signal of the transmitting station.Example: When one of the stations is other thanan Allied naval ship,STATION "A" TRANSMITSAA AA (until answered)DE NABCARSTATION "B" TRANSMITSTTTTT (until call ceases)DE NABC KFLN KFLNR3. The letter T is used to indicate the receipt of eachword or group.4. The erase signal EEEEEE indicates that the lastgroup or word was signaled incorrectly. It is answeredwith the erase signal. When answered, the transmittingstation will repeat the last word or group that wascorrectly signaled and then proceed with the remainderof the transmission.5. The repeat signal RPT is used as follows:By the transmitting station to indicate that it isgoing to repeat ("I repeat"). If such a repetition doesnot follow immediately after RPT, the signal shouldbe interpreted as a request to the receiving station torepeat the signal received ("Repeat what you havereceived”).By the receiving station to request a repetition ofthe signal transmitted (“Repeat what you have sent”).The special repetition signals AA, AB, WA, WB,and BN are made by the receiving station asappropriate. In each case, they are made immediatelyafter the repeat signal RPT.Examples:RPT AB KL—"Repeat all before group KL."RPT BN BOATS SURVIVORS—"Repeat allbetween words boats and survivors."If a signal is not understood or, when decoded, isnot intelligible, the repeat signal is not used. ‘Thereceiving station must then make the appropriatesignal from the Code, indicating “Your signal has beenreceived but not understood.”6. A correctly received repetition is acknowledgedby the signal OK. The same signal may beused as an affirmative answer to a question ("It iscorrect").7. The ending signal AR is used in all cases toindicate the end of a signal or the end of a transmission.The receiving station answers the signal R—“Received”or “I have received your last signal.”8. The transmitting station makes the signal CSwhen requesting the name or identity signal of thereceiving station.9. The waiting signal or period signal AS is usedas follows:When made independently or after the end of asignal, it indicates that the other station must wait forfurther communications (waiting signal).When it is inserted between groups, it serves toseparate them (period signal) to avoid confusion.10. The signal C should be used to indicate anaffirmative statement or an affirmative reply to aninterrogative signal; the signal RQ should be used toindicate a question. For a negative reply to aninterrogative signal or for a negative statement, thesignal N should be used in visual or sound signaling,and the signal NO should be used for voice or radiotransmission.When the signals N or NO and RQ are used tochange an affirmative signal into a negative statementor into a question, respectively, they should betransmitted after the main signal.Examples:CY N (or NO, as appropriate)..."Boat(s) is (are) notcoming to you."CW RQ—“Is boat/raft on board?The signals C, N or NO, and RQ cannot be used inconjunction with single-letter signals.SOUND SIGNALINGBecause of the apparatus used (whistle, siren,foghorn), sound signaling is necessarily slow.Moreover, the misuse of sound signaling could create6-7

serious confusion at sea. Sound signaling in fogshould, therefore, be reduced to a minimum. Signalsother than the single-letter signals should be used onlyin extreme emergency and never in frequentednavigational waters.The signals should be made slowly and clearly.They may be repeated, if necessary, but at sufficientlylong intervals to ensure that no confusion can arise andthat one-letter signals cannot be mistaken fortwo-letter groups.Under international procedures, a transmittingship calls in the same manner as by flashing light;the receiving ship replies with the answering sign.(No call or answer is sent, however, when transmittingsingle-letter signals.) The transmitting shipthen sends the entire message. Unless the receivingship misses a word or group, it does not answer untilthe ending AR is made; it then indicates receipt bysending R.If the receiving ship misses a word or groupduring the transmission, it immediately signals RPTto indicate the omission; the transmitting ship goesback a few words or groups, then continues themessage. Ships do not exchange identities in thisform of communication despite use of the generalcall AA.RADIOTELEPHONEWhen using the International Code of Signalsin cases of language difficulties, the principles of theRadio Regulations of the International TelecommunicationsUnion then in force have to beobserved. Letters and figures are spelled outaccording to phonetic spelling tables. When coastand ship stations are called, the identity signals ornames shall be used.CallingThe call consists of the call sign or name of thestation called, the group DE, and the call sign or nameof the calling station.Difficult names of stations should be spelled.After contact has been established, the call sign orname need not be sent again.AnsweringThe reply to a call consists of the call sign of thecalling station, the group DE, and the call sign or nameof the station called.General InformationWhen calling all stations in the vicinity, the groupCQ is used.To indicate that groups are from the InternationalCode of Signals, the word INTERCO is inserted. Thegroup YZ will be used when plain language is used inthe text.The signal AS is used when the station called isunable to receive traffic immediately.To receipt for a transmission, the signal R is used.Repetitions are obtained by RPT followed byprowords if needed.To end a transmission, the signal AR is used.MORSE SIGNALING BY HANDFLAGS OR ARMSA station that desires to communicate withanother station by Morse signaling using hand flags orarms may indicate the requirement by transmitting tothat station the signal K1 by any method. The callsignal AA may be made instead.On receipt of the call, the station addressed shouldmake the answering signal or, if unable tocommunicate by this means, should reply with thesignal YS1 by any available method.The call signal AA AA AA and the signal T shouldbe used, respectively, by the transmitting station andthe addressed station.Normally both arms should be used for thismethod of transmission, but in cases where this isdifficult or impossible, one arm can be used.All signals will end with the ending signal AR.Figure 6-1 shows positions for Morse signaling byhand flags or arms.SINGLE-LETTER SIGNALSInternational single-letter signals, which may bemade by any method of signaling, have specificmeanings that in most cases do not parallel the same6-8

Figure 6-1.—Morse signaling by hand flags or arms.6-9

single-letter signals from ATP 1, volume II. Theseimportant and commonly used signals are as follows:AB*C*D*E*FG*H*JI*KLMNOPQS*T*UVWXYI have a diver down; keep well clear at slow speed.I am taking in, discharging, or carrying dangerous goods.Yes (Affirmative or "The significance of the previousgroup should be read in the affirmative.")Keep clear of me; I am maneuvering with difficulty.I am altering my course to starboard.I am disabled; communicate with me.I require a pilot. When made by fishing vessels operatingin close proximity on the fishing grounds, it means "I amhauling nets.”I have a pilot on board.I am altering my course to port.I am on fire and have dangerous cargo on board, keep wellclear of me.I wish to communicate with you.You should stop your vessel instantly.My vessel is stopped and making no way through thewater.NO (Negative or "The significance of the previous groupshould be read in the negative.") This signal may be givenonly visually or by sound. For voice or radio transmission,the signal should be “NO.”Man overboard.In harbor—All persons should report on board as thevessel is about to proceed to sea. At sea—It may be usedby fishing vessels to mean “My nets have come fast uponan obstruction.”My vessel is “healthy” and I request free pratique.My engines are going astern.Keep clear of me; I am engaged in pair trawling.You are running into danger.I require assistance.I require medical assistance.Stop carrying out your intentions and watch for mysignals.I am dragging my anchor.Signals of letters marked by an asterisk (*),when made by sound, may only be made incompliance with the requirements of theInternational Regulations for PreventingCollisions at Sea.Signals K and S have special meanings as landingsignals for small boats with crews or persons indistress.SINGLE-LETTER SIGNALS WITHCOMPLEMENTSThese signals can be transmitted by any methodof signaling. A list of the single-letter signals withcomplements are listed below:AZIMUTH OR BEARINGCOURSEDATELONGITUDECOMMUNICATE ( I wishto communicate with youby (complement table 1))LATITUDEDISTANCE in nauticalmilesSPEED in knotsLOCAL TIMESPEED in kilometers perhourGMTA with three numeralsC with three numeralsD with two, four, or sixnumeralsG with four or ficenumerals (the last twonumerals denote minutes,and the rest, degrees)K with one numeralL with four numerals (thefirst two numerals denotedegrees, and the rest,minutes)R with one or more numeralsS with one or more numeralsT with four numerals (thefirst two numerals denotehours, and the rest, minutes)V with one or more numeralsZ with four numerals (thefirst two numerals denotehours, and the rest, minutesGENERAL SIGNAL CODELEARNING OBJECTIVES: List and explain 10sections contained in the General Signal Code.Each section in the General Signal Code coversspecific actions. For example, section 1, Distress-Emergency, ranges from abandon ship to search andrescue; and section 3, Aids to Navigation, ranges fromcourse to water depth. The sections and their contentsare as follows:1.2.3.4.DISTRESS—EMERGENCYCASUALTIES—DAMAGESAIDS TO NAVIGATION—NAVIGATION—HYDROGRAPHYMANEUVERS6-10

5. MISCELLANEOUS6. METEOROLOGY—WEATHER7. ROUTING OF SHIPS8. COMMUNICATIONS9. INTERNATIONAL SANITARY REGULA-TIONS10. TABLE OF COMPLEMENTSYou can see that almost every situation possible iscovered in the General Signal Code. This code is veryimportant, so familiarize yourself with it.MEDICAL SIGNAL CODELEARNING OBJECTIVES: Explain proceduresfor encoding and decoding medical signals.List procedures for instructions to Masters andDoctors.Chapter 3 of the International Code of Signalscovers the Medical Signal Code. This code is dividedinto the four following sections:1. Explanations and Instructions2. Request for Medical Assistance3. Medical Advice4. Table of ComplementsMedical advice should be sought and given inplain language whenever possible, but if languagedifficulties arise, the Code should be used.Even when plain language is used, the text of theCode and the instructions should be followed as far aspossible.Reference is made to the procedure signals C, Nor NO, and RQ, which when used after the main signal,change its meaning into affirmative, negative, andinterrogative, respectively.Example:MFE RQ—Is bleeding severe?MFE N—Bleeding is not severe.INSTRUCTIONS TO MASTERSThe master should make a careful examination ofthe patient and should try to collect, as far as possible,information covering the following subjects (underchapter 3 of the Code):1. Description of the patient2. Previous health3. Localization of symptoms, diseases, or injuries4. General symptoms5. Particular symptoms6. DiagnosisSuch information should be coded by choosing theappropriate groups from the corresponding sections ofthe Code. It would help the recipients of the signal ifthe information were transmitted in the order shownin the previous list.After a reply from the doctor has been receivedand the instructions therein followed, the master cangive a progress report by using signals fromchapter 3.INSTRUCTIONS TO DOCTORSAdditional information can be requested by usingchapter 3, section 3A.Example:MQB—I cannot understand your signal. Please usestandard method of case description.For diagnosis, chapter 3, section 3B should be usedExample:MQE 26—My probable diagnosis is cystitis.Prescribing should be limited to the “List ofMedicaments” which comprises table M-3 in chapter3, section 4.For special treatment, signals from chapter 3,section 3C should be used.Example:MRP 4—Apply ice-cold compress and renewevery 4 hours.When prescribing medication, three signals foundin chapter 3, section D, should be used as follows:1. The first (chapter 3, section 3D-1 and table M-3in chapter 3, section 4) signifies the medicationitself.Example:MTD 32—You should give aspirin tablets.2. The second (chapter 3, section 3D-2) signifiesthe method of administration and dose.6-11

Example:MTI 2—You should give by mouth twotablets/capsules.3. The third (chapter 3, section 3D-3) signifies thefrequency of the dose.Example:MTQ 8—You should repeat every 8 hours.The frequency of external applications is coded inchapter 3, section 3D-4.Example:MTU 4—You should apply every 4 hours.Advice concerning diet can be given by usingsignals from chapter 3, section 3E.Example:MUC—Give water only in small quantities.As an example, two cases of request for assistance andthe corresponding replies follow:CASE ONEREQUEST FOR MEDICAL ASSISTANCE. “Ihave a male age 44 years. Patient has been ill for 2days. Patient has suffered from acute bronchitis.Onset was sudden. Patient is delirious. Patient hasfits of shivering. Temperature taken in mouth is40°C. Pulse rate per minute is 110. The rate ofbreathing per minute is 30. Patient is in pain (chest).Part of the body affected is right (chest). Pain isincreased on breathing. Patient has severe cough.Patient has bloodstained sputum. Patient has beengiven penicillin injections without effect. Patienthas received medication in last 18 hours. Myprobable diagnosis is pneumonia.”MEDICAL ADVICE. “Your diagnosis isprobably right. You should continue giving penicillininjections. You should repeat every 12 hours. Putpatient to bed lying down at absolute rest. Keep patientwarm. Give fluid diet, milk, fruit juice, tea, mineralwater. Give water very freely. Refer back to me in 24hours, or before if patient worsens.”CASE TWOREQUEST FOR MEDICAL ASSISTANCE. “Ihave a male aged 31 years. Patient has been ill for 3hours. Patient has had no serious previous illness.Pulse rate per minute is 95. Pulse is weak. Patient issweating. Patient is in pain in lumbar (kidney) region.The part affected is left lumbar (kidney) region. Painis severe. Pain is increased by hand pressure. Bowelsare regular.”REQUEST FOR ADDITIONAL INFORMATION.“I cannot make a diagnosis. Please answer thefollowing questions. Temperature taken in the mouthis (number). Pain radiates to groin and testicle. Patienthas pain on passing water. Urinary functions normal.Vomiting is present.”ADDITIONAL INFORMATION. “Temperaturetaken in mouth is 37°C. Pain radiates to groin andtesticle. Patient has pain on passing water. Patient ispassing small quantities of urine frequently. Vomitingis absent. Patient has nausea.”MEDICAL ADVICE. “My probable diagnosis iskidney stone (renal colic). You should givemorphine injection. You should give bysubcutaneous injection 15 milligrams. Give waterfreely. Apply hot water bottle to lumbar (kidney)region. Patient should be seen by doctor when nextin port.”DISTRESS AND LIFESAVING SIGNALSLEARNING OBJECTIVES: List and definedistress and lifesaving signals. Explain distresstransmitting procedures.Chapter 4 of the International Code of Signalscovers distress signals, lifesaving signals, and distressradiotelephone transmitting procedures.DISTRESS/LIFESAVINGThe following signals, to be used or displayedeither together or separately, indicate distress and needof assistance (see fig. 6-2):A gun or other explosive signal fired at intervals ofabout a minuteA continuous sounding with any fog-signalingapparatusRockets or shells, throwing red stars fired one at atime at short intervalsA signal made by radiotelegraphy or by any othersignaling method consisting of the group ...---...(SOS) in the Morse code6-12

Figure 6-2.—Distress signals.A signal sent by radiotelephony consisting of thespoken word “Mayday”The international code signal of distress indicatedby NCA signal consisting of a square flag having aboveor below it a ball or anything resembling a ballFlames on the vessel (as from a burning tar barrel,oil barrel, and so forth.)A rocket parachute flare or a hand flare showing ared lightA smoke signal giving off orange-colored smokeSlowly and repeatedly raising and lowering armsoutstretched to each sideThe radiotelegraph alarm signalThe radiotelephone alarm signalSignals transmitted by emergency positionindicatingradio beaconsVessels in distress may use the radiotelegraphalarm signal or the radiotelephone alarm signal tosecure attention to distress calls and messages. Theradiotelegraph alarm signal, which is designed toactuate the radiotelegraph auto alarms of vessels sofitted, consists of a series of 12 dashes sent in 1 minute.6-13

The duration of each dash is 4 seconds, and theduration of the interval between two consecutivedashes is 1 second. The radiotelephone alarm signalconsists of two tones transmitted alternately overperiods of from 30 seconds to 1 minute.The use of any of the foregoing signals except forthe purpose of indicating that a vessel or seaplane isin distress, and the use of other signals that may beconfused with any of the previously mentioned signalsare prohibited.Attention is drawn to the relevant sections of theMerchant Ship Search and Rescue Manual, and thefollowing signals:A piece of orange-colored canvas with either ablack square and circle or other appropriatesymbol (for identification from the air)A dye markerSignals used in situations of distress and searchand rescue are shown in figure 6-2 (Distress) andfigure 6-3 (Lifesaving signals).Figure 6-3.—Lifesaving signals (page 1 of 4).6-14

Figure 6-3.—Lifesaving signals (page 2 of 4).RADIOTELEPHONE PROCEDURESAny message you hear prefixed by one of thefollowing words concerns SAFETY:MAYDAY (Distress)—Indicates that a ship,aircraft, or other vehicle is threatened by graveand imminent danger and requests immediateassistance.PAN (Urgency)—Indicates that the calling stationhas a very urgent message to transmit concerning thesafety of a ship, aircraft, or other vehicle, or the safetyof a person.SECURITE (Safety)—Indicates that the stationis about to transmit a message concerning the safetyof navigation or to give important meteorologicalwarnings.6-15

Figure 6-3.—Lifesaving signals (page 3 of 4).If you hear these words, pay particular attentionto the message and call the master or the officer onwatch.Distress transmitting procedures are to be usedonly when immediate assistance is required. Use plainlanguage whenever possible. If language difficultiesare likely to arise, use appropriate tables from theInternational Code of Signals.U.S. AND RUSSIA SUPPLEMENTARYSIGNALSLEARNING OBJECTIVES: List and defineU.S./Russia supplementary signals for navalvessels, special warning signals, and warningsignals to submarines.6-16

Figure 6-3.—Lifesaving signals (page 4 of 4).On the 25th of May 1972, an agreement betweenthe governments of the United States and the SovietUnion on the prevention of incidents on the highseas was signed. This agreement was called theINCSEA agreement. The purpose of thisagreement is to reduce the number of unintendedserious confrontations between the United Statesand Soviet Forces on or over the high seas, topromote safety of operations where the UnitedStates and Soviet Naval and Air Forces operatein proximity, and to avoid the breaking ofdiplomatic relations.As a part of this agreement, the U.S. and Russianwarships and auxiliary vessels will use the signalslisted below:IRIRIRIRJH1 I am engaged in oceanographic operatians.2 I am streaming/towing hydrographic surveyequipment...meters astern.3 I am recovering hydrographic surveyequipment.4 I am conducting salvage operations.5 I am attempting to retract a grounded vessel.6-17

MHNB 1PJ 1PJ 2PJ 3PP 8QF 1QS 6QV 2QV 3RT 2RT 3RT 4RT 5RT 6RTRT78RT 9RU 2RURU34RU 5RU 6RU 7RU 8TX 1SL 2UY1 Request you not to cross my course ahead ofme.I have my unattached hydrographic surveyequipment bearing in a direction from me asindicated...(table 3 of ICS).am unable to alter course to my starboard.I am unable to alter course to my port.Caution I have a steering casualty.Dangerous operations in progress. Requestyou remain clear of the hazard which is in thedirection from me as indicated...(table 3 ofICS).Caution I have stopped engines.I am proceeding to anchorage on course...I am in a fixed multiple leg moor using two ormore anchors or buoys fore and aft. Requestyou remain clear.I am anchored in deep water withhydrographic survey equipment streamed.I intend to pass you on your port side.I intend to pass you on you starboard side.I will overtake you on your port side.I will overtake you on your starboard side.I am/Formation is maneuvering. Request youremain clear of the hazard which is in thedirection from me as indicated...(table 3 ofICS).I shall approach your ship on starboard side toa distance of...100’s of meters yards).I shall approach your ship on port side to adistance of...100’s of meters (yards).I shall cross astern at distance of...100’s ofmeters (yards).I am beginning a port turn in approximately...minutes.I am beginning a starboard turn inapproximately...minutes.The formation is preparing to alter course toport.The formation is preparing to alter course tostarboard.I am engaged in maneuvering exercises. It isdangerous to be inside the formation.I am preparing to submerge.A submarine will surface within 2 miles of mewithin 30 minutes. Request you remain clear.I am engaged in fisheries patrol.Request your course, speed, and passingintentions.UYUYUYUYUYUYUYUYUYUYUYZLZL2I am preparing to conduct missile exercises.Request you remain clear of the hazard whichis in the direction from me as indicated...(table3 of ICS).3 I am preparing to conduct gunnery exercises.Request you remain clear of the hazard whichis in the direction from me as indicated...(table3 of ICS).45678910111212SIGNALINGI am preparing to conduct/am conductingoperations employing explosive chargesI am maneuvering in preparation for torpedolaunching exercises. Request you remainclear of the hazard which is in the directionfrom me as indicated..(table 3 of ICS)I am preparing to conduct/am conductingunderway replenishment on course... Requestyou remain clearI am preparing to conduct extensive smallboat and ship to shore amphibious trainingoperations.I am maneuvering to launch/recover landingcraft/boats.I am preparing to conduct/am conductinghelicopter operations over my stern.I am testing my gun systems.I am testing my missile systems.I am preparing to conduct/am conductinggunnery/bombing exercises from aircraft on atowed target. Request you remain clear of thehazard which is in the direction from me asindicated...(table 3 of ICS).I have received and understood your message.Do you understand? Request acknowledgment.The INCSEA signals may be signaled by thefollowing methods authorized by the ICOS:FlaghoistFlashing lightVoiceMorse signaling by hand flags or armsSignals taken from the INCSEA agreement arepreceded by the local code indicator “YVp1.” Yvp1and the signal will be separated by a tack.Acknowledge1 I am preparing to launch/recover aircraft on To acknowledge signals from the INCSEA, usecourse....the signal YVp1 TACK ZLp1. The acknowledge6-18

signal is not hoisted to the dip; instead it is hoistedclosed up after the signal is understood by theappropriate personnel.QuestionTo question signals from the INCSEA agreement,the signal YVpl TACK ZLp3 will be used.CancelTo cancel signals from the INCSEA agreement,the code pennant followed by either YN or ZP mustprecede the group that cancels.SPECIAL WARNING SIGNALSTo inform foreign naval vessels that they haveviolated Soviet spaces, will use the warning signalslisted below:SNGSNOSNPSNRYou have violated the state border of the SovietUnion. I demand that you leave Soviet Unionwaters immediately.I demand that you leave the waters of the SovietUnion immediately. Unless you do so, a forceof arms will be used against you.You are violating the regulations for navigatingand remaining in Soviet Union waters. Idemand that you cease violations.Despite warnings, you continue to violate theregulations for navigating and remaining inSoviet Union waters. You are to leave themimmediately.During the day, these signals will be made byflags. During nighttime, these signals are made byMorse code using a signal lamp. Radiotelephone mayalso be used to transmit the signal, as well as voiceusing a megaphone or any other amplifying device.WARNING SIGNALS TO SUBMARINESThe signal of two series of explosions with threeexplosions in each series (where the interval betweenthe explosions in a series is 1 minute and the intervalbetween the series is 3 minutes) means “You are inSoviet Union waters. I demand you surfaceimmediately. Unless you comply with this orderwithin 10 minutes, a force of arms will be used againstyou.”An acoustic signal by sonar may be givensimultaneously, with the same meaning as statedpreviously. The signal will consist of five dashes, eachdash 3 seconds long, and the interval between dashes,3 seconds.INDEXLEARNING OBJECTIVES: Explain theprocedures for the use of the index.The index is divided into two separate indexes:Index 1 is the Signaling Instructions and GeneralSignal Code and Index 2 is the Medical Signal Code.USE AND CONSTRUCTION OF GROUPSThe types of signals used are the following:Single-letter signals—Indicate very urgent,important, or very common useTwo-letter signals—The general codeThree-letter signals—Begin with M and indicatethe medical codeThe Code follows the basic principle that eachsignal should have a complete meaning. This principleis followed throughout the Code. In certain cases,complements are used when necessary to supplementthe available group.To find a certain group when encoding, alwaysturn first to the signal index or medical index, asappropriate, and pick out the key word or phase.Examples:Do you require a boat? KEY WORD: BoatExplosion has occurred in tank KEY WORD:ExplosionCOMPLEMENTS EXPRESSThe use of complements is explained in thefollowing paragraphs. You as a Signalman must knowhow to use complements to effectively communicatewith merchantmen.Variations in the meaning of the basic signal:CP—I am (or vessel indicated is) proceeding toyour assistance.6-19

CP 1—SAR aircraft is coming to your assistance.Questions concerning the same basic subject orbasic signal:DY—Vessel (name or identity signal) has sunk inlat. . . long. . .DY 4—What is the depth of water where vesselsank?Answers to question or request made by the basicsignal:HX—Have you received any damage in collision?HX 1—I have received serious damage above thewaterline.Supplementary, specific, or detailed information:IN—I require a diver.IN 1—I require a diver to clear propeller.General signal complements appearing in the textare grouped into three tables. These tables should beused only as and when specified in the text of thesignals. The tables of complements are as follows:Table 1—Communication1. Morse signaling by hand flags or arms2. Loud hailer (megaphone)3. Morse signaling lamp4. Sound signalsTable 2—Logistics0. Water1. Provisions2. Fuel3. Pumping equipment4. Fire-fighting appliances5. Medical assistance6. Towing7. Survival craft8. Vessel to stand by9. IcebreakerTable 3—Compass Directions0. Direction unknown (or calm)1. Northeast2. East3. Southeast4. South5. Southwest6. West7. Northwest8. North9. All directions (or confused or variable)The medical signal complements are grouped intothree separate tables. As for the general signalcomplements, the tables should be used only as andwhen specified in the text of the signals. The medicalsignal complement tables are as follows:Table M-1—Regions of the bodyTable M-2—List of common diseasesTable M-3—List of medicamentsCROSS-REFERENCESCross-references should be used when you aredealing with signals of same subject. These referencesare found in the right column. Before makingadditional reference to the index, use extensivecross-references to facilitate coding.Example:EL—See right column for cross-referenceSUMMARYIn this chapter you learned how to communicatewith merchantmen using flaghoist, flashing light,Morse signaling by hand flag or arms, sound, andradiotelephony. You were taught the internationaldistress signals and about the use of the U.S./Russiasupplementary signals. Now it is up to you to put whatyou have learned to use.6-20

CHAPTER 7CONVOY COMMUNICATIONSAlthough now generally accepted, convoys wereonce the subject of bitter but sincere arguments byprofessional seamen. Many felt that concentratingtargets in one area merely made it easier for the enemy.Statistics, however, prove the worth of the convoysystem of ocean transit.When many ships steam in company, communicationis difficult. In a convoy the predicament is even moreextreme because merchant vessels, as well as Navyvessels, are involved. Navy personnel spend most oftheir years at sea steaming in company with otherships, whereas people serving in the merchant marinesduring peacetime steam independently.Communication is further complicated by thelanguage barrier. Convoys are usually made up ofships of many different nations, traveling in companyfor mutual safety and manned by people who speakdifferent languages.NAVAL CONTROL OF MERCHANTSHIPPINGLEARNING OBJECTIVES: Explain the NavalControl of Shipping Organization (NCSORG)and identify the structure within.In time of peace, merchant shipowners andoperators direct and control the movement of theirships to meet commercial requirements worldwide.During periods of mounting tension wheremerchant ships might be subjected to harassment atsea, governments may take preliminary measures tobring merchant ships under voluntary naval control inpreparation for the assumption of full allied navalcontrol when the situation warrants. In this period,only the movement of the ships will be controlled, andthat only in the limited area where it may be necessaryto offer some form of protection. The use of the shipwould still be up to the owner/operator.In time of war, full naval control of merchantshipping will be instituted by governments to operateunder the Allied Naval Control of Shipping. Thecontrol of merchant shipping in war is based on theconcept that the control of the use of merchant shipswill be by the Civil Direction of ShippingOrganization (CDSORG) and that the control of themovement of merchant ships will be by the(NCSORG).CIVIL DIRECTION OF SHIPPINGORGANIZATION (CDSORG)At or just before the outbreak of war, theCDSORG will assume the responsibility for theemployment of all oceangoing merchant ships ofNATO countries. The term employment is intended tocover cargo, loading, maintenance, discharging,repair, manning, harbor movement, and so forth.These operations are similar to those performed byowners and operators during peacetime but aredirected to the fulfillment of allied requirements forocean transport in the prosecution of the war.Employment of merchant ships under the controlof the Commander Military Sealift Command(COMSC) will not be determined by the CDSORG.Employment of those ships will be determined by theCOMSC.NAVAL CONTROL OF SHIPPINGORGANIZATION (NCSORG)The NCSORG exercises authority for the controland direction of ship movement. Control is effectedthrough Naval Control of Shipping offices establishedin most primary and secondary ports throughout theworld. The control of ship movement includesselection of routes, organization of convoys, tacticaldiversions, movement reporting, and so forth.OPERATIONAL CONTROLAUTHORITY (OCA)The operational control authority (OCA) is thenaval commander responsible for the movement andthe protection of allied merchant ships within his/hercommand area. The OCA is required to do thefollowing:1. Maintain adequate systems of communication,intelligence, and plotting to ensure rapid and securedissemination of operational intelligence.7-1

2. Sail ships in convoy or as independentsaccording to policies set forth.3. Arrange protection in port and at sea formerchant ships under his/her control.4. Maintain operational control of the NavalControl of Shipping officers and reporting officers inhis/her area.NAVAL CONTROL OF SHIPPINGOFFICER (NCSO)The NCSO controls and coordinates the routingand movement of merchant ship convoys andmerchant ships moving independently out of assignedports. The NCSO deals indirectly with the ships'masters from the time the masters report for routing tothe time they depart to a convoy anchorage to awaitinclusion in a convoy. If the ship is independent, theNCSO deals indirectly with the master until the shipleaves the harbor for its next port designation. TheNCSO's operational duties include the following:Briefing mastersObtaining and checking data prior to sailingChecking vessel's convoy eligibilityInspecting communications equipmentIssuing sailing permits and ordersOrganizing convoy conferencesAssisting masters with local operating problemsProviding instructions on the Crypto systemArranging for pilotsArranging convoy anchorage berthRouting and movement of vesselsChecking and issuing publicationsChecking and issuing charts and hydrographicpublicationsVOLUNTARY NAVAL CONTROLOF SHIPPING (VNCS)During periods of international tension,provocative incidents, particularly at sea, are a realpossibility. Should this occur, it is hoped there can bea voluntary, smooth, and gradual progression from apeacetime organization to full naval control ofshipping if required.Command StructureFor operations, the seas of the world have beendivided into merchant shipping areas, eachcommanded by an area commander. The areacommander is responsible for Naval Control ofShipping measures both in port and at sea in his/herarea.Detailed operational control may be delegated bythe area commander to subordinate commanders whoare known as OCAs.The NCSO is the OCA's representative at a port.Escalating SituationWhen in peacetime a situation develops thatrepresents a threat to the passage of allied merchantshipping through a particular area or areas, theNCSORG is established. First they are to advise, andif the situation escalates to what is considered to be adangerous level, they are to direct allied merchantshipping so that, when necessary, protection can beprovided. With the establishment of the NCSORG,National Shipping Administration/Ministries willencourage shipowners/operators to consign theirvessels to voluntary naval control.Advice to ShippingMerchant ships will be advised of the situation byan instruction to open an envelope (envelope T),carried by the ships in peacetime and containing a setof instructions for VNCS.If the ship is in a port where there is an NCSO, themaster will be visited by an officer of the NCSO'sstaff, whose task is to make sure the master has anup-to-date briefing on the situation and to collectinformation on the ship's voyage that will enable a plotto be kept ashore. Subsequently, a further briefing willtake place at each port. If the ship is not contacted onarrival, the ship's master should contact the NCSO.Control of ShippingThere is little action required of the merchant shipother than to accept the briefing and to supply the plotinformation. There will be no positive form of controlof shipping until it becomes necessary to establish andpromulgate clearly designated danger zones where thethreat is high. The establishment of such a zone (calleda MERZONE) will be made at the highest political/military level.7-2

Ships that pass through the MERZONE will begiven a route to follow through the zone. Only thoseships whose passage must take them into the zone willbe controlled this way, and then only while actuallywithin the boundaries of the zone.VNCS is, as its name states, voluntary throughoutand can only be imposed with the consent of theshipowner, who may withdraw his or her ship fromNavy control at any time.NAVAL CONTROL OFSHIPPING IN WARAt the declaration of war or at the point when it isdecided to place merchant shipping on a war footing,all oceangoing merchant ships will be committed toemployment by the CDSORG for the prosecution ofwar and survival of Allied Nations. This will involvethe pooling of ocean shipping resources andcompulsory acceptance by masters of the control ofmovement by the Allied NCSORG.Command StructureThe command structure for NCS will be similar tothat specified for periods of tension. The CDSORG,for the employment of merchant ships, will be staffedby officials drawn from peacetime governmentshipping agencies and shipping companies.Coastal vesselsShips below 1600 GRT and those larger vesselsdeclared solely to coastal operation will not be pooled, butwill remain under national control throughout the war.Control of ShippingWhether or not ships are sailed in convoy, therewill be positive control of merchant ship movementsof all types. The level of control will vary accordingto the tactical situation at the place and time, but in itsvery lowest form will require that each merchant ship1. obtain permission to sail, and2. be given a route to follow.COMMAND AND RESPONSIBILITIESLEARNING OBJECTIVES: Identify andexplain the duties of the officer in tacticalcommand (OTC), convoy commodore, vicecommodore, and the rear commodore.The safe passage of a convoy depends on theorganization of the convoy before sailing, themanagement and control of the convoy at sea, and theskillful handling of each ship while in convoy. Convoyoperations must be understood by every master andwatchkeeping officer if each ship is to play herindividual part.OFFICER IN TACTICALCOMMAND (OTC)The OTC is the senior naval officer present or theofficer to whom command has been delegated. TheOTC is responsible for the defense of the convoy andthe enforcement of such instructions and orders as arerelated to the defense of the convoy.CONVOY COMMODOREThe convoy commodore is the officer, naval ormerchant, designated by naval authority to commandthe convoy. The convoy commodore is subject toorders of the OTC. In the absence of an escort, he/shetakes entire command.The convoy commodore is responsible for theinternal operations of the convoy. This responsibilityincludes the assignment of stations to ships in theconvoy after the convoy leaves the harbor, the issue ofinstructions and regulations for the convoy, the safenavigation of the convoy as a whole, and for thecommunication organization of the convoy within thepolicy of the OTC. The convoy commodore shouldconsult with OTC, whose navigational facilities arenormally superior, regarding safe navigation,particularly in channels and mineable waters. Undernormal conditions, the convoy commodore willcontrol the convoy tactically, following standardinstructions for convoys and such additionalinstructions as may be received from competentauthority. He/she is responsible for the readiness foraction and conduct in action of the merchant shipsunder his/her command. If the convoy commodore isincapacitated or forced to relinquish command of theconvoy, his/her duties are assumed by the vicecommodore. After the vice commodore, the rearcommodore takes over.When required to make good a specified course orto follow a specified route, the commodore must beparticularly careful that allowance is made for windand tide. The commodore must also ensure that theguide of the convoy steers an accurate course and thatthe remaining ships maintain their ordered stations.7-3

When conditions, such as travel through narrowwaters, make a commodore's control of the convoyimpracticable, the convoy must be ordered to proceedindependently. The masters will then know theyshould no longer look for guidance.Although the commodore is responsible for thesafe conduct and information of the convoy,MASTERS, INDIVIDUALLY, ARE AT ALL TIMESRESPONSIBLE FOR THE SAFE NAVIGATIONAND HANDLING OF THEIR SHIPS.The commodore will issue maneuvering orders toships in convoy. The OTC may request thecommodore to order a maneuver, and the transmissionbe overheard. Care must be exercised by merchantships to ensure that only those orders addressed tothem are obeyed. Orders from the OTC to thecommodore are not intended for the ships in convoyuntil relayed by the commodore and addressed to shipsin the convoy.VICE COMMODOREThe vice commodore, if assigned, will sail in aship other than that in which the convoy commodoresails. His/her duties are to assist the commodore andto assume the duties of convoy commodore should theconvoy commodore's ship become incapacitated. Ifthe convoy splits, he/she may take charge ascommodore of a section.REAR COMMODOREThe rear commodore, if assigned, assists thecommodore and vice commodore in their tasks andacts for them in their absences. If the convoy splits,he/she may take charge of a section.SPECIAL CONVOY FLAGSLEARNING OBJECTIVES: List and definespecial flags flown in convoy formations.The majority of flags used in convoycommunications will be familiar to signalmen becauseof their normal use in international and Alliedcommunications.COMMODORE’S FLAGA large XRAY flag is flown by the commodore'sship while the convoy is forming up or reforming orwhenever the commodore wishes to make the shipreadily identifiable. It is flown on similar occasions bythe vice or rear commodore's ship when such officerhas assumed command of the convoy or is actingindependently of the commodore when in charge ofsome of the convoy.CONVOY FLAGThe NCSO at the port of departure of a convoywill assign a distinguishing flag to be flown by allships and escorts in a particular convoy. It only haslocal and temporary significance to assist in mutualrecognition.GUIDE FLAGThe commodore's ship normally acts as the guideship of the convoy, but he or she may have anothership to take over as guide. A ship ordered to take overas guide will immediately hoist her largest merchantensign and keep it flying as long as she remains guide.CONVOY FORMATIONLEARNING OBJECTIVES: Explain theprocedures for the forming of ships in a convoyformation.The arrangement of ships in a convoy is termedconvoy formation. While convoys have traditionallybeen formed in columns in line ahead on a broad front,higher speeds and different types of merchant ships,and the modern vehicles, weapons, and sensors ofopposing forces may require convoys to be of any sizeor shape in order to get the best protection possible.CONVOY GRID SYSTEMA formation grid is shown in figure 7-1; the gridallows almost total variation of ship stations within aconvoy. The formation grid also allows for thesituation where it is considered that several small butinterrelated convoys are required.Escorts may or may not be stationed on the samegrid system. Convoy station designators are used asconvoy internal call signs (see fig. 7-1).The convoy will be formulated by the OCA, OTC,commodore, NCSO, and the Sailing Order Folderissued to each ship before sailing. Once at sea, the7-4

Figure 7-1.—Convoy formation grid.OTC is responsible for the convoy formation, and atany time he/she may require alterations to it.COLUMN NUMBERINGWhen a convoy is formed in a broad formation(fig. 7-2), each column is numbered sequentially fromleft to right and prefixed with zero, commencing with01, for the left column.LANE NUMBERINGLanes are the spaces between the columns (see fig.7-2) and the adjacent areas to the left of column 01 andFigure 7-2.—Column and lane numbering.7-5

to the right of the right column. Internal lanes take anumber composed of the adjacent column numbersless the prefix 0. The left lane is numbered 01, and theright lane takes the number of the right less the prefix0 but with the suffix 0 added.COLUMN CALL SIGNSThe column number is to be used as the collectivecall sign for ships in that column, preceded by theword column.Example:Column zero fourLIGHT REPEATING SHIPSIf the convoy is large, special light repeating shipsmay be designated to relay flashing-light messagesfrom the commodore.GUIDES OF A CONVOYOne ship in the formation will be designated as theconvoy guide. The duty of the guide is to maintainaccurately the course and speed ordered. If the shipsare in a single column, the leading ship will be theguide. If, for any reason, the leading ship falls out ofline, the ship next astern of it becomes the guide of thecolumn.If the convoy consists of two or more columns,one of the column guides also must act as convoyguide. The convoy guide must maintain the course andspeed ordered, and guides of columns must keep theircorrect station on the convoy guide. Ships in eachcolumn are to keep station on the guide of theirrespective column.Should the guide be disabled and becomeincapable of acting as guide, the leading ship of thenext column to starboard is immediately to becomeconvoy guide without further orders. If there is nocolumn to starboard, the leading ship of the nextcolumn to port is to become the guide. If the convoyis in any formation other than columns in line ahead,a new guide will be detailed by signal. A shipbecoming guide will immediately hoist her largestmerchant ensign at the masthead.If the commodore has detailed some other ship toact as convoy guide and later wishes to make a furtherchange, he/she will make a signal indicating whichship is to become convoy guide. When this signal isexecuted, the ship that has been acting as guide willhaul down her merchant ensign and cease to act asguide. At the same time, the new guide is to hoist herlargest merchant ensign and become the guide. If thenew guide is the commodore's flagship, execution ofthe signal will indicate that the commodore hasreassumed the guide.The convoy guide and column guides remain thesame if the convoy alters course by any of thefollowing methods:1. By all ships turning simultaneously less than 90°to starboard or port2. By wheeling (altering course in succession)3. By column leaders turning simultaneously, theremainder in successionCHANGES OF THE GUIDETo assist station-keeping in a convoy formed incolumns, the convoy guide is to change automaticallywhen all ships turn simultaneously through 90° or more.If the convoy alters course, with all ships turningsimultaneously exactly 90° to starboard or port,forming line abreast, the port or starboard wing shiprespectively of the new leading line abreastautomatically becomes the convoy guide and withoutfurther orders hoists its largest merchant ensign. Theprevious guides of columns, however, do not changebut become guides in the line abreast. In figure 7-2, ifships turn together 90° to starboard, number 61automatically becomes convoy guide. Numbers 11,21, 31, 41, 51, and 61 remains guide of the respectivelines abreast.If the convoy alters course, with all ships turningmore than 90°, the ship now leading the columnoriginally led by the convoy guide automaticallybecomes the convoy guide. The ships now leading thecolumns become the new guides of their respectivecolumns. Thus, in figure 7-2, if the ships turn togethermore than 90°, number 44 automatically becomes theconvoy guide, and numbers 14, 24, 34, 44, 54 and 64become the new guide of their columns.When a convoy is in a formation other thancolumns in line ahead, it may be desirable for theconvoy commodore to designate certain ships asgroup guides. Such ships are to take charge of theirgroups in cases of emergency and, if necessary, act ontheir own initiative.7-6

TAKING UP FORMATIONWhen forming a convoy, ships should get to theircorrect station as quickly as possible, relative to theguide of the convoy.If the convoy is in columns in line ahead or in aformation involving small groups of ships, eachcolumn/group guide will take station on the guide ofthe convoy and station themselves on the guide of theirown column/group.Ships should maintain their station in the formationtheir guide, and should not be influenced by the movementof other ships unless the danger of collision occurs.While forming up, ships are to hoist their convoystation (convoy internal call sign) and keep it flyinguntil all ships are in station.In narrow waters, each ship should make fullallowances for wind and tide so as to pass over the sameground as the leading ship. This will not necessarily beachieved by following the wake of the next ship ahead.COMMUNICATION INSTRUCTIONSLEARNING OBJECTIVES: List and explainthe primary and secondary means of convoycommunications. Explain the use of externalship/shore communication. List theresponsibilities of the master and communicationplan. List pubs used for convoy signals.List day and night signals for open and closedports.The following types of communications areavailable:1. Primary: Radiotelephone2. Secondary: Flashing LightRADIOTELEPHONEThe voice radiotelephone (R/T) procedureprescribed in ATP 2, volume II, is to be used for allvoice radio communication. The convoy commodoreis net control for voice radio communications. As wasstated for allied voice communications, adherence tothe prescribed procedure and good circuit disciplineare essential to being efficient.Phonetic AlphabetWhen necessary to identify any letter of thealphabet, the standard phonetic alphabet is used. Thecorrect pronunciation may be found in theInternational Code of Signals.Numeral PronunciationNumerals, in transmission, are to be spoken in theEnglish language. Only in cases of difficulty is theINTERCO system used.Numerals are to be transmitted DIGIT BY DIGIT.ProwordsThe prowords found in ATP 2, volume II, ingeneral, correspond to those in ACP 125, with thefollowing exceptions:ALARM—This ship has sighted or been attackedby hostile or suspicious forces.KICK—Carry out antijamming procedures.REPEAT—Repeat transmission or portionindicated, or I repeat.CALL SIGNSIndividual ship call signs vary according to thecircumstances in which they are used. Where no otherinstructions have been received, the following rulesapply:1. In harbor, for communications with local harborauthorities, use ship name or international call signs.2. Independently routed ships, see thecommunications supplement of ATP 2, volume II.3. In convoy, ships use their convoy stationdesignations as their R/T and visual call sign. Whentransmitted by R/T, the station designation is precededby the word ship.Special call signs for use within a convoy areshown in figure 7-3.EXECUTIVE MESSAGESExecutive-type messages that are sent over theconvoy radiotelephone net will include the prowordEXECUTE TO FOLLOW immediately after the call,and the text is repeated twice. If there is a delay ofseveral minutes between the transmission and the7-7

SHIP OR AUTHORITYVOICE RADIO/FLASHING LIGHTCOMMODOREBULLVICE COMMODORECALFREAR COMMODORECOLTCONVOY (COLLECTIVELY)TEAMTHIS, OR SECTION . . .SACKOTCBOSSESCORT SHIPS (COLLECTIVE) GANGESCORT SHIPS (INDIVIDUAL) SODARESCUE SHIPSCORK*GUIDED MISSILE SHIPSHOTESCORTING AIRCRAFTPLANKSTRAGGLERSLAZY*followed by 1,2,3, etc. as necessaryFigure 7-3.—Convoy special call signs.execution, the text may be repeated prior to sending“STANDBY-EXECUTE.”FLAG SIGNALINGFlag signaling procedures are based on thosefound in Pub 102, with the following additional rules:A flaghoist without a call is addressed to thecommodore when made by a ship in the convoy,or it is addressed to the convoy when made bythe commodore.The moment of execution is the moment whenthe hoist is hauled down.When hoisted by a warship, signals from ATP2, volume II, will be preceded by the 4 THsubstitute.Signals from Pub 102 will be preceded by thecode pennant.All flag signals are to be repeated flag for flag.Remember flags, merchant ships do not carry4TH substitute.FLASHING LIGHTFlashing light should be restricted to minimumuse. Both directional and non-directional light may beused.These procedures are based on those found in theInternational Code of Signals, except for thefollowing procedure signs:FFFF—Used preceding a call to order the calledstation not to answer this transmission.IX—Action on the message or signal which followsis to be carried out upon receipt of the prosign IX 5SECOND FLASH.IX 5 SECOND FLASH—Carry out the purpose ofthis message or signal to which this applies.Executive method is normally used fortransmitting a maneuvering signal or other signalsrequiring simultaneous actions.PYROTECHNICSPyrotechnics are designed for use at night in caseof extreme urgency, threat of enemy attack, or whenthick weather justifies their use for maneuvering.The use of pyrotechnics for maneuvering inconvoy is left entirely to the commodore's discretion,and if used, they are for emphasizing the urgent natureof the maneuver.With the possible danger of cargo explosion fromfumes, masters with dangerous cargos should exercisetheir discretion in regard to the firing of rockets andpyrotechnics.Independently routed merchant ships are to fireNO LESS THAN TWO WHITE ROCKETS if they aredamaged by enemy action between dusk and dawn.This should, in good visibility, serve to attract theattention of naval vessels and aircraft, as well as warnother merchant ships in the area. Masters ofindependently routed ships should turn directly awayupon sighting this signal.A ship in convoy that sighted a previouslyundetected enemy submarine or surface craft or whichis torpedoed must immediately tire at least TWOWHITE ROCKETS IN QUICK SUCCESSION.If a ship in convoy accidentally fires a rocket orother pyrotechnic device, that ship shouldimmediately make the colored signal for negative(white over red over green). In addition, the letters NOmay be sounded on the ship's siren (ship's whistle).This should prevent the escort from taking the usualcountermeasure against enemy attack.Rocket and pyrotechnic signals and theirmeanings are contained in ATP 2, volume II, tableII-V.7-8

RADIOTELEGRAPHRadiotelegraph messages are to be sent over theradiotelephone net. The entire radiotelegraph versionof the message is to be passed as the text of theradiotelephone message.SHIP/SHORE TRANSMISSIONShip/shore radiotelephone transmissions are to bemade according to the International TelecommunicationsUnion Regulations, article 33.MASTER'S COMMUNICATIONSRESPONSIBILITIESThe master, like the allied commanding officer,has overall responsibility for all communicationsmaintained by his/her ship. He/she therefore has theauthority and the obligation to order or prohibit anytransmission being made from his/her ship. He/shedecides whether or not to break radio silence and topermit or refuse participation in distress traffic.On arrival in an allied port, the master reportsimmediately to the NCSO all defects in communicationsequipment that cannot be repaired on boardbefore the ship sails again.The master is also responsible for ensuring that allcommunications personnel are knowledgeable of theinstructions necessary for the performance of theircommunication duties, and to ensure that any ordersreceived are passed to them.The master will be furnished with the necessarypublications by the NCSO. He/she is responsible forthem and must ensure all instructions for themaintenance and security of the pubs are observed andthat amendments are inserted.COMMUNICATIONS PLANThe communications plan is an important partof the Sailing Order Folder. Basic radio communicationsorganization and procedures for allships, sailing independently or in convoy, uponwhich the radio communications plan will be based,are found in the communications supplement of ATP2, volume II.SIGNALS USED IN CONVOYShips in convoy are to use the signals provided inATP 2, volume II, the International Code of Signalsor the International Q code. Subject to thetransmission policy in force, these signals may betransmitted by voice radio or visually.The majority of the signals required in convoyoperations can be found in ATP 2, volume II, chapters11, 12, and 12A.When warship Signalmen make use of thosesignals, they will be preceded with the 4 TH substitute.VocabularyThe vocabulary, chapter 12, consists of threelettersignal groups, each starting with the letter X.Groups are arranged in alphabetical sequence for easeof reference. This chapter is used for encoding.Chapter 12A is used for decoding.Maneuvering SignalsChapter 11 contains maneuvering signals,maneuvering instructions, supplementary signals, andsingle-letter signals.Single-Letter SignalsSingle-letter signals in ATP 2, volume II, arecontained in table 11 -VI. Flags T and W will precedethe port or starboard pennant and three numerals toindicate the direction of the alteration of course.Single-numeral pennant signals are also found inchapter 11, table 11 -VII.NOTEThe Code pennant is to precede signalstaken from INTERCO. It should be noted thatsingle-letter signals from the INTERCO havedifferent meanings than signals fromATP 2, volume II.CLASSIFIED RECOGNITION SIGNALSExtracts of recognition material will be issued toeach ship by the NCSO. The current period signal mustbe given to the officer of the watch. Ships mustidentify themselves promptly when challenged byallied warships, aircraft, examination vessels, or thesignal station.TIME USED IN SIGNALSGMT is to be used in all communication. Clocksare to be set and so labeled.MAN OVERBOARDA ship that loses a person overboard mustimmediately make the signal “MAN OVERBOARD”7-9

on voice radio, and hoist flag “OSCAR” by day, andflash O to ships astern both day and night.The ship is to put the rudder over to avoid strikingthe person; she also will not try to pick the overboardperson up. The last ship in the column will try to pickup the person. The escort forces will also try to pickup the person.PORT EXAMINATION SERVICEIn certain circumstances, it may be necessary fornational authorities to control the entrance of shipsinto certain ports. The signals in figure 7-4 should bedisplayed by signal stations or by port examinationservice vessels.Examination-service vessels will, in addition, flyby day a distinguishing flag (fig. 7-5).COMMUNICATION CONFERENCESLEARNING OBJECTIVES: Explain the,purpose of the convoy communication andSignalman conferences.SIGNALREDREDREDGREENGREENGREENGREENGREENWHITEGREENWHITEGREENMEANINGFIXED—Do not proceed/Port is closedFLASHING— Emergency. Do notproceed/port is closedPort is openYou may proceedOne-way trafficPort is openYou may proceedTwo-way trafficPort is openYou may only proceed when orderedto do soFigure 7-4.—Port traffic signals.Uniformity of communications procedures is ofthe utmost importance in convoy communications.General communications instructions, radio and radarwatches, electronic emissions, communicationssecurity policies, and recognition and identificationare the minimum that should be covered by allcommunications personnel prior to a convoy sailing.CONVOY COMMUNICATIONCONFERENCEThe NCSO will arrange a conference to beattended by merchant ship radio officers, navalcommunication officers, and senior rating. It willnormally take place immediately after the convoyconference and will deal with convoy communicationsin detail.CONVOY SIGNALMANCONFERENCEThis conference is normally held after thecommunication conference for Signalmen.The communications officer conducting theconference will ensure that Signalmen are familiar withvisual signaling used in convoys, especially executivemethod signaling, identification procedures, andprocedures for sending signals.Figure 7-5—Examination-service flag.SUMMARYIn this chapter you learned how to communicate ina convoy using radiotelephone, flashing light andflaghoist. You learned the function of the convoyorganization, including that of the OCA, CDSORG, andthe NCSORG. You learned about the different convoyformations and how to change guides. You learned aboutthe port examination services and communicationconferences. Review this chapter frequently to becomefamiliar with convoy communication. To become evenmore knowledgable, study ATP 2, volume II.7-10

CHAPTER 8WATCHSTANDING DUTIESVisual communications at sea usually involvemessages that require specific and often immediatecompliance. Through tactical communications, shipsare joined in formation and maneuvered together as aunit; combat information, passed rapidly betweenships, weapons, and aircraft, are coordinated for attackor mutual defense of the group.Because of their importance, tactical communicationsare handled by specially trained, responsiblepersonnel. Usually the staff communications officeror staff watch officer on a flagship disseminatessignals for the officer in tactical command (OTC) byvoice radio located in the flag plot, or through theflagship signal bridge. On other ships in the force,tactical communications are handled by key personnelthat assist the commanding officer in receiving andinterpreting communications. These personnelinclude the OOD, JOOD, CIC personnel, and thesignal watch.The signal officer, if one is assigned, takes directcharge of the signal bridge during maneuvers, tacticaldrills, general quarters, and when the ship is leavingor entering port.Basic communications doctrine stipulates thatvisual signaling, in preference to radio, be used forcommunicating whenever practicable. Visualcommunications, therefore, constitutes an integralpart of the overall communications effort of the ship.The signal bridge plays an important role in theeffectiveness of communications as a function of thecommand.The point of this introduction is to emphasize theimportance of your job as a watch stander on the signalbridge. During periods of independent steaming andwhen the task force is not maneuvering, the watch isnecessarily slow. When maneuvers begin, the pace israpid and requires “instant response.” When the OTCputs a signal in the air, the sign of a smart ship is toanswer, acknowledge, and execute with minimum lossof time. A signal watch aboard a ship with afast-maneuvering task force can be a major challenge.This chapter describes the major responsibilitiesof the signal force, including lookout duties and ashort discussion of forms and publications you willuse. It also discusses signals that a boatcrewSignalman must be familiar with, and explainsUNREP procedures.DUTIES OF THE WATCHLEARNING OBJECTIVES: List and explainthe duties of the signalbridge watch, includingthe duties of the signal supervisor, spotter, andrecorder. Explain the procedures for using amaneuvering board to locate ships and to plotformations.Frequently, the duties of Signalmen, spotters, andrecorders may be rotated to better qualify strikers.When the pace is quick, however, the supervisormakes sure the best qualified personnel are in the mostimportant spots.SIGNAL SUPERVISORA Signalman 3 or 2 frequently is assigned theduties of signal supervisor. During the watch, thesupervisor is in complete control of signal personnelon watch and of signal material in use, and ensures thata proper lookout is kept at all times. When the ship isunder way, the signal supervisor is subject to theleading Signalman and the signal officer. Thesupervisor stations the watch so as best to carry on thesignal activities and to attain watch discipline. Thesupervisor's primary concerns are with traffichandling and watch discipline, and only secondarily(as necessary) with actual operation. It is thesupervisor's responsibility to make sure instructionsare complied with for internal routing and filing ofmessages applicable to the signal section.Any person assigned as a watch supervisor mustbe thoroughly familiar with CommunicationsInstructions, Visual Signaling Procedures, ACP 129;Allied Maritime Tactical Signal and ManueveringBook, ATP 1, volume II; Call Sign Book for Ships,ACP 113; International Code of Signals, Pub. 102,and all other applicable instructions and publicationspertaining to visual communications. The supervisorshould be proficient in all forms of visual8-1

communications and be able to draft a message fortransmission in any visual system. The supervisormust know the watch standers' duties in variousemergency bills, with emphasis on man overboard.During the watch, the supervisor is required to dothe following:Ensure that an alert watch is maintained at alltimes.Coordinate and supervise operations andactivities of the watch in such a way as to maintainefficiency in handling visual message traffic withminimum noise and confusion.Know the recognition signals that are in effect.Keep the watch informed of the disposition,organization, formation, and location of all units invisual company.Know the visual responsibility of own ship forrelaying and repeating signals and messages.Safeguard communications publications on thesignal bridge; make sure a watch-to-watch inventory ismaintained.Conduct training and instruction for personnel onwatch, as practicable, under existing operatingconditions.Assume responsibility for cleanliness andorderliness of the signal bridge and personnel on watch.Acquaint the watch with the location and use ofemergency signal equipment.Make all required reports to the bridge orquarterdeck. These reports include ships or objectssighted, status of signals on own ship and ships in thevicinity, execution of signals, and casualties to signalbridge equipment.Make sure receipts are obtained for messagesaccepted by the watch for delivery or relay.Maintain the visual station file and visual log.Before becoming a Signalman supervisor, youmust complete Personnel Qualification Standard forVisual Communications, NAVEDTRA 43354A.SIGNALMENSignalmen should be proficient in all means ofvisual communications and have knowledge of thefollowing:Correct visual procedures, including the uses ofprocedure signals, procedure signs, and callsignsRecognition procedures and recognition signalsin effectThe organization, disposition, formation, andlocation of all units in companyLog and file maintenanceMeanings of all special flags and pennantsThe location and method of operation of allemergency signaling gearSignalmen should be able to compose and breakdown any visual or radio message heading in navalform. They also must know how to communicate byvisual means with a merchant ship at sea and shouldhave a basic knowledge of visual communicationswith aircraft.Signalmen should pay particular attention to thefollowing conditions:Keep halyards taut in fair weather. In fog orinclement weather and when it is too dark for flaghoist,slack the halyards off to prevent unnecessary strainfrom shrinkageDo not leave Irish pennants, loose equipment, orpersonal gear about the signal bridgeReport lost, damaged, or inoperable equipment atonce, and take steps to repair or replace itKeep bunting dry and covered in bad weather, andair it as often as necessary to prevent mildew. Beforeairing bunting, obtain permission from the seniorofficer present afloat (SOPA)Signalmen must always be mindful that an alertsignal force is the mark of a smart ship. The followingitems make for smartness in flaghoist signaling:Accuracy in bending on the correct flag the firsttimeSmoothness in hoisting and making a quick turnwith the uphaulSpeed in hauling up the hoistAssurance that all flags are sent up clearCertainty that the signal is kept visible while thehoist is flying. The downhaul is kept fairly tautSignals are hauled down sharply, smoothly, andin such manner that they are not allowed tostream to leeward or over the side8-2

Signalmen must be alert to respond to a flashinglight or semaphore call without delay.At night, Signalmen must use extreme care toavoid illuminating the ship's bridges and aircraft.Such illumination reduces the night visual acuity ofpilots and conning officers. Whenever practicableduring carrier night-flight operations, infrared (IR)systems should be used instead of visible flashinglight.LOCATING SHIPS IN FORMATIONBefore you can send a visual message to anothership, you first must know where that ship is located.A Signalman with a message in hand, not knowing thelocation of the addressee, would be in the same plightas a postman trying to deliver a letter that has noaddress.When operating with only one other ship, there isno great difficulty. Operating with a large force,however, does present a problem, and the problembecomes even more complex at night. Infraredcommunications during darken ship operations wouldbe impossible without some method of keeping trackof ships in the formation or locating them.Signalmen on the signal bridge maintain anup-to-date plot of all ships in company. One of the bestsystems for plotting ships is a formation plot drawn ona maneuvering board. The maneuvering board itself isa compass rose with range circles, containing speed,distance, and time scales. Your only interest in theboard at this time is how to use it in plotting andlocating other ships in formation. You will learn moreabout how to solve maneuvering board problems inSignalman, volume II.The different formations and their componentstations are contained in Allied Maritime TacticalInstructions and Procedures, ATP 1, volume I. Usingthe formation in figure 8-1, imagine yourself as theSignalman on USS Farragut (DDG-37) with amessage for USS Dewey (DDG-45).By checking the formation plot, you find thatDewey is in station No. 4 and that your own station isNo. 8. Place a set of parallel rulers so they intersectyour station and that of Dewey (single dashed line infig. 8-1). Move the parallel rulers to the center of theplot (along the paths of the double lines). Where theparallel rulers cross the outside ring of themaneuvering board is the true bearing (330°T) ofDewey from your ship. The formation course is 050°T,so the relative bearing of Dewey is 280° (true bearingless course), or just forward of your port beam. Nowthat you have located the addressee, you can deliveryour message.SPOTTERSWhen operating in company, spotters are stationedon the signal bridge from dawn to dark to watch forsignals from the OTC and other ships in company.They must be alert at all times.Spotters must be able to read flaghoist accurately.They call out each flag in the signal in a loud, distinctvoice so that personnel on the flag bags and personnelrelaying the signal to those responsible fordetermining the meaning of the signal can hear thesignal clearly.If the originating ship maneuvers in such a mannerthat its signals cannot be distinguished, the spottershould immediately inform another member of thesignal force to spot the ship from another position onthe signal bridge. Where there are obstructions suchas smoke, haze, fouled flags, or sun glare, the spottershould be given assistance. Regardless of the effortinvolved or the means necessary, the signal must beobtained with minimum delay. Chapter 5, coveredflaghoist terminology used by the spotter.RECORDERS/MESSENGERAn important duty of Signalmen and strikers is torecord signals and messages being read by anotherSignalman. The date, time of transmission or receipt,reference numbers, date-time group, means oftransmission, transmitting and receiving ships, andrelaying ships or stations all must be carefullyrecorded.Messages are initialed by the operator andsupervisor at the time of receipt or transmission.Normally, originals of nontactical messages, afterbeing initialed, the signalbridge messenger, usuallythe same person that recorded the message, routes itto the OOD or captain, after which a copy is sent tothe communications center for write-up and internaldistribution. The method for handling tactical signalswas discussed in chapter 5. Personnel QualificationStandard for Visual Communications, NAVEDTRA43354A, section 301 must be completed to performthe duties of signalbridge recorder/messenger.8-3

Figure 8-1.—Locating a ship by use of the formation plot.LOOKOUT DUTIESLEARNING OBJECTIVES: Explain theimportance of maintaining a good visuallookout. Define night vision and darkadaptation.On every ship, the lookout has an extremelyimportant job. A Signalman's duties also requirekeeping a sharp lookout. As a matter of pride, theSignalman should be the first to sight and identifyobjects, even on ships with an assigned lookoutteam.A good lookout has to be plenty sharp on a lot ofthings. Not only must lookouts be able to sight andidentify objects, but they must be able to report themcorrectly, using relative bearings, distances, targetangles, and in the case of aircraft, position angles.Report everything you observe; a normal tendency isto hesitate until you are certain an actual contact hasbeen sighted. Do not hesitate. Many importantsightings have been made on hunches.Navy radar is the best that can be built; but thereare many things that even radar cannot always detect,such as small buoys, planes low on the water, smalllife rafts and flares, and many other kinds of danger tonavigation. There have been a number of occasions8-4

where persons have fallen overboard and have beensaved because of the timely action of a good lookout.Also, as a Signalman, you must be familiar withthe international distress signals (covered in chapter6). Recognition of ships and aircraft, both U.S. andforeign, is another important part of your duties(covered in chapter 13).You also have to know the different aids tonavigation and their purposes; and naturally, as aSignalman, you must keep a sharp eye on the ships incompany for signals. It sounds like a tough job, and ifdone correctly, it is. But remember, it is a part of yourjob, so apply yourself.NIGHT VISIONIf you were to go on night watch directly from alighted compartment, you would be almost blind for afew minutes. As your eyes become accustomed to theweak light, your vision gradually improves. After 10minutes you can see fairly well. After 30 minutes youreach your best night vision. This improvement ofvision in dim light is called dark adaptation.DARK ADAPTATIONEffective dark adaptation must be planned well inadvance. Exposure to excessive glare during the daywill hamper the ability of the eyes to adapt to the dark.This effect may last for several days if severe;therefore, you should wear sunglasses as much aspossible in the daylight.Dark adaptation before going on watch consists ofspending at least 30 minutes in darkness or with theeyes protected by red goggles. Wearing red goggles iseffective because red light does not affect the eyes. Tocomplete adaptation for a night watch, spend 5minutes on deck before relieving the watch. These 5minutes allow your eyes to adjust to the amount ofillumination in which they will work.Once you have your night vision, be careful thatyou do not ruin the effect by looking into a white light.If you have to record a message or make a log entry,always use a light with a red lens. Dim red light doesnot spoil your night vision.Lookout duties, and reporting procedures arediscussed in the training manuals Basic MilitaryRequirements and Lookout Training Handbook.LOGS AND FILESLEARNING OBJECTIVE: Explain proceduresfor maintaining the visual communications log,the visual station file, and the watch-to-watchinventory.Naval Telecommunications Procedures FleetCommunications, NTP 4, requires that an accurate andcomplete record be maintained of all events that occurduring each watch. Included in these records are visuallogs, visual station files, and publications custody logsfor the purpose of maintaining accuratewatch-to-watch publication inventories.VISUAL COMMUNICATIONS LOGThe visual communications log is maintained in aledger-type record book or other bound book printedfor that purpose. The visual log will contain acomplete, accurate, and chronological record of allvisual traffic except operator-to-operator ZWC andservice messages that do not contain the prosign BTsent and received by the command.The visual log is to be safeguarded and maintainedby the watch supervisor when the visual watch is set,and by the duty Signalman or person qualified as theduty Signalman when the visual watch is not set.Before assigning any security classification to thevisual log, consult OPNAVINST 5510.1.The visual log is retained and disposed ofaccording to the SECNAVINST 5212.5 (Disposal ofNavy and Marine Corps Records). At the minimum,the visual log must be retained for 1 month. However,the visual log may be disposed of when the ship isdecommissioned provided the log does not meet anyof the special criteria specified in SECNAVINST5212.5.Visual Log GuidelinesThe guidelines for the visual log entries are basedupon usages. The following guidelines do not coverevery situation. For situations not covered, goodjudgment by the watch supervisor or duty Signalmanshould suffice.Use black ink and print legibly.Leave no blank spaces between lines.8-5

Correct errors by drawing a single line throughthe error and inserting personal sign.Close out the page at 2359Z. Begin a new pageat 0001Z each day. This procedure is notapplicable when visual watch is not set.Sign in when assuming the watch/duty. Sign outwhen relieved of watch/duty.Enter all traffic, including challenge and reply,exchanging call signs, casualties to personneland equipment, time zone changes, day shapes,setting or securing visual watch, and any otherevents pertaining to visual communications.Use local time to indicate watches (00-04,16-20).Lengthy plain language addresses denoting taskorganizations may be converted to special taskorganization call signs before entry in the visuallog.Visual transmission abbreviations are asfollows:FL—Small signal searchlightSL—Large signal searchlightBK—Yardarm blinkersNFL—Infrared directionalNBK—Infrared nondirectionalSEM—SemaphoreFH—FlaghoistMPL—Multipurpose lightVisual Log EntriesVisual log entries will include the time ofreceipt/delivery and, as applicable in the case ofsignals, the time the signal is executed/hauled down.It will also show the method used, from whom thetraffic was received, to whom the traffic wastransmitted, including the originator, the actionaddressee(s), the information addressee(s), and theexempted addressee(s). Even though traffic is nottransmitted to an exempted addressee, exemptedaddressee(s) must be recorded in the log. The visuallog starts at the beginning of each new day, 0001Z, andends at 2359Z. The first entry will be “assumed thewatch,” and the supervisor signs in. At 2359Z, theday's log is to be closed out and the watch entriescontinued on the next page. All entries except thewatch identification (for example, 00-04, 04-07) areto be made in Greenwich mean time (GMT).The last column in the visual log is used to recordvisual numbers. This is a convenient method ofaccountability. As each message is logged, it isassigned a visual number. After a message has beeninternally routed or, if required, relayed, it is finallyplaced in the visual station file and its number circledin the visual log.No blank lines are to be left between entries in thevisual log. The log is to be kept in black or blue ink.Errors must be corrected by drawing a single linethrough the error and relogging the correct entry. Theperson making the correction must initial the entry,adjacent to the correction. The visual log must belegible if it is to perform its function as a record.All narrative entries must be logged under theText/Remarks column. Shipboard events andevolutions recorded in other official records (forexample, ship's deck log) need not be logged.Corresponding signals paralleling shipboardevolutions must be entered.Figure 8-2 is an example of a page from a visuallog. This example is not intended to cover everysituation that could arise. If there is any doubt as towhether something should or should not be logged, logit. Supervisors must continually monitor the visual logto ensure that it is correct. As a general rule, theleading Signalman should check the visual log onceevery day.Drills and Exercise LogA separate log is maintained for recording visualcommunications drills and exercises. The format forthis log is basically the same as the official log, but thelog must be clearly labeled "Visual CommunicationsDrill Log." There are no retention requirements forthe drill log. Signals and messages used to begin orend drills are logged in the official log.VISUAL STATION FILEThe visual station file contains all outgoing andincoming messages handled visually except thosesignal and service messages that do not contain theprosign BT. It includes either the original copy ofunclassified messages or a filler for classifiedmessages. These messages/fillers are filed indate-time-group order.8-6

Figure 8-2.—Visual communications log (page 1 of 2).On a flagship, if the embarked flag so desires, aseparate visual station file will be maintained for flagtraffic. If separate ship and flag files are maintained,many messages originated by and filed in theembarked flag's file must, if the address so indicates,also be filed in the ship's file. Duplicate filing is alsorequired when incoming messages are addressed toboth the embarked flag and the ship.The visual station file must be classified,safeguarded, and stored according to the highestclassification of its contents. The visual station file isretained and disposed of according to SECNAVINST5212.5. The visual station files must be retained for aminimum of 30 days.COMMUNICATIONS CENTERMASTER FILEThe communications center master file willcontain a copy or filler of every message sent orreceived by the center, including visual messagesprocessed by the communications center.Messages/fillers will be filed in date-time-grouporder. Separate incoming and outgoing communicationscenter master files may be maintained at thecommand's discretion.CRYPTOCENTER FILEThe cryptocenter file will contain a copy of eachmessage sent or received by the communicationscenter that is TOP SECRET, SPECAT, or designatedfor special privacy regardless of classification. Thesemessages are to be in date-time-group order, andfillers for these messages will be filed in appropriatefiles.GENERAL MESSAGE FILESGeneral message files will contain a copy of alleffective general messages that require retention8-7

Figure 8-2.—Visual communications log (page 2 of 2).based on the communications center's current guardlist. This file is subdivided by general message titleand filed in serial number order. General message filesare given the classification of the highest classifiedmessage contained within.To learn more about the communications centermaster file, cryptocenter file, and general message file,you need to visit your local radio shack.WATCH-TO-WATCH INVENTORYThe signal supervisor is responsible for allpublications issued to the signal bridge. Because manyof the publications are classified, they must besafeguarded. Others may be in limited supply. All areessential for efficient operation of the signal bridge.To provide positive control of communicationspublications, a watch-to-watch inventory similar tothe one shown in figure 8-3 should be used.At the change of each watch, the watches willjointly conduct a sight inventory of every publication.Some loose-leaf publications require a page check atthe change of the watch in addition to the sightinventory. These loose-leaf publications will bespecifically indicated on the watch-to-watchinventory. The signing of the watch-to-watchinventory by the relieving watch certifies that thepublications were sighted, that the required pagechecks were conducted, and that the relieving watchstander is responsible for them. Any discrepanciesnoted must be resolved before the watch is relieved.All signatures must be in ink. Watch-to-watchinventories of communications publications may bedestroyed after 30 days provided they are no longerrequired for local reference. On board ships, if aninventory is not conducted on a watch-to-watch basis,a daily inventory is required.8-8

Figure 8-3.—Watch-to-watch inventory sheet.HANDLING CLASSIFIED MATERIALClassified material available on the signalbridge while under way involves not only signalpublications as such, but may include suchdocuments as encrypted call signs and task forcecall signs.Classified material is made available topersonnel only on a “need-to-know” basis. Inother words, the material is on the signal bridgeonly because Signalmen need it to perform theirduties. As a signal supervisor, you are directlyresponsible for the classified matter on the signalbridge during your watch. If possible, keep thematerial out of sight until needed. Do not allowlookouts, telephone talkers, or other watchstanders to have access to it. In the first place,they have no need for the information. Secondly, youhave no way of knowing whether they have beengranted the appropriate security clearance.When the ship is not under way, classified matterrequired for use by the signal bridge generally isretained in the communications spaces where facilitiesare available to provide adequate security. Neededmaterial is delivered to the signal bridge by thecommunications officer when the ship gets under wayand is removed by the communications officer whenthe ship enters port. In ships having proper stowagefacilities on the bridge, the signal officer is responsiblefor delivering, collecting, and securing the classifiedmaterial.8-9

EMERGENCY SIGNALSLEARNING OBJECTIVES: List and explainemergency signals for aircraft, submarines, andships.While on the bridge, you should be particularlyalert for emergency signals in your area.AIRCRAFT EMERGENCIESAn aircraft in distress will rock its wings initiallyto attract attention and to establish visual contact, andsubsequently to acknowledge receipt of signals. Anaircraft pilot may also rock the aircraft's wings on across-wind leg to indicate that he/she is unable to takea wave-off.The signals contained in table 8-1 may be givenby pilots in emergency situations over the seas:A ship capable of recovering an aircraft in distresswill Make use of the visual signals shown in table 8-2.Special signals used by a ship not capable ofrecovering an aircraft in distress are the following:Flashing a white R is used initially to confirmvisual contact and subsequently to acknowledgereceipt of the signal.Flashing a red G indicates that the OTC hasgiven permission for the aircraft in distress toapproach the recovery ship.1. Rocking wings.SIGNALTable 8-1.—Signals from an aircraft in distressMEANING OR PURPOSEInitially, to attract attention and help establish visualcontact. Subsequently to acknowledge receipt ofsignals. On crosswind leg of landing circuitsindicates inability to take a wave-off.2. Firing RED flare. Require emergency landing. ConsideredIMMEDIATE unless other information is received.3. Firing GREEN flare. Any early landing is necessary in the interest of safetybut can orbit for a short time.4. Series of SHORT flashes.5. Series of LONG flashes.Require IMMEDIATE emergency landing.Require emergency landing but can accept shortdelay.6. Fly up the port side of the ship, low and close aboard, rocking wings, I desire immediate landing.in a landing configuration with hooks DOWN. Navigation lightsBRIGHT & STEADY with anti-collision lights ON. If turning final inthe VHF pattern or approaching final on a CCA, momentarily turn ontaxi light, if available.7. Fly up the port side of the ship with landing gear UP, hook DOWN, I desire to land but can wait for the next recovery.navigation lights BRIGHT & STEADY, and anti-collision light OFFwhile abeam the ship.B. Fly up the port side of the ship, rocking wings, with landing gear and I am proceeding to the BINGO field.hook UP, navigation lights BRIGHT & STEADY, and anti-collision lightON. If fuel state and nature of the emergency permit, continue makingpasses until joining by a wingman. Upon reaching BINGO fuel state,proceed alone, setting IFF/SlF to emergency when departing.9. Flashing R. To acknowledge receipt of message.10. (Helicopter) fly close aboard starboard quarter, remaining clear of I require immediate landing.other traffic, with gear DOWN and floodlights/landing light ON. Withcomplete electrical failure, fire a red flare to seaward.11. (Helicopter) fly or hover on the starboard side of the ship, low and I desire to land but can wait for the next recovery.close aboard with navigation lights BRIGHT & FLASHING andanticollision lights ON.8-10

SIGNALTable 8-2.—Signals from a Ship to an Aircraft in DistressOPTICAL LANDING ** ALDIS LAMP BLINKERSYSTEMMEANING AND PURPOSE1. Flashing cut and wave off Flashing RED light. M,M * BINGO—to alternate landing field.lights.2. Flashing, cut lights. N/A3. N/A Steady GREEN light4. Flashing landing area lights. Steady RED light5. Landing area lights off. (night N/Aonly)6. N/A ZN/ACDN/AZAdd power—(jets and turbo props only).CHARLIE—Cleared to boardDELTA-Delay in landing. Enter DELTA pattern andmaintain visual contact with the ship.Closed deck. Do not land.Do not land. Ditch or bail out/eject in the vicinity of theship.7. Steady (3 sec.) cut lights. N/A N/A LSO has control of the aircraft on final approach atapproximately 1 l/2 miles.8. N/A H H Lower hook.9. N/A W W ILower wheels.10. N/A F11. N/A G12. N/A QFGQOTHERLower flaps.Jettison disposable fuel tank.Jettison ordinance.13. Series of GREEN FLARES (day only in wartime). Ship ready to receive aircraft for IMMEDIATEemergency landing.14. Series of RED FLARES. Do not land even if previous authorization has beengiven.15. Flag: EMERGENCY FOXTROT (aircraft) EMERGENCY Have emergency landing in progress. (Aircraft notHOTEL (helicopter)involved keep clear.)SUBMARINE EMERGENCIESThe following signals are prescribed forsubmerged submarines in emergency situations inwhich the submarine must come to periscope depth orsurface:A yellow or white smoke bomb fired into the air,followed by a second yellow or white smokebomb 3 minutes later indicates that thesubmarine is coming to the surface. Ships are toclear the immediate area but should not stoppropellers. (White and yellow are synonymousbecause, under certain atmospheric conditions,white signals may appear yellow.)One red smoke bomb repeated as often aspossible indicates “Keep clear, I am carrying outemergency surfacing procedures.”ACP 168, Pyrotechnic Signals, is an excellentreference to locate the different types of pyrotechnicsignals.SURFACE SHIP EMERGENCIESInternational emergency signals for surface shipsare discussed in chapter 6.For a man-overboard situation, the daytimedisplay is the OSCAR flag, flown at the foretruck orwhere it can best be seen (remember, as you learned8-11

in chapter 5, the OSCAR should always be made upfor the break). When a person is lost over the side atnight, the peacetime procedure is to display twoflashing red lights arranged vertically. These two redlights, visible 2 miles all around the horizon, are thenot-under-command lights. They are pulsated 50 to 60times a minute by means of a crank on the light panelin the pilothouse.In addition to the two red lights, the ship losingthe person sounds, either by day or night, at least sixshort blasts on the ship's whistle and/or fires one whitestar.Another surface ship emergency is emergencybreakaway, which is covered later in this chapter.SIGNALMAN AS A MEMBER OF THEBOATCREWLEARNING OBJECTIVES: List and explainthe duties of the boatcrew Signalman, includingday and night movements, the use of the Mk135 pyrotechnic signaling kit, and safetyprecautions for using the pyrotechnic kit.One of the most important single billets you canfill in your naval career is that of boat Signalman. Youwill be on your own; you won't have any otherSignalmen on whom to rely. The success of aparticular mission depends on your ability to send andreceive communications, both by visual means and byvoice radio. Your ability to recognize and interpretsignals will have a direct bearing on the success of thatmission.The normal boatcrew allowance does not includea Signalman; however, there will be one assignedwhenever the boat is used for distress or emergencypurposes.In the event of a man overboard, a downed aircraft,or other cases where personnel are to be rescued, aSignalman is assigned to the boat. In a small boat, therange of visibility is very limited, because of the lowheight of eye. For this reason, other personnel areassigned to stations high in the ship to keep the personin sight. The ship can then direct the lifeboat to thevicinity of the person in the water by means offlaghoist, semaphore, flashing light, pyrotechnics, orvoice radio. It is your job to receive these directionsand pass them on to the boat officer and coxswain.The emergencies that arise at sea that require aboat Signalman are many. So that you will not befound wanting in one of these emergencies, you mustbe familiar with all phases of visual communicationsand proper voice radio procedures.DIRECTING THE BOAT BYVISUAL SIGNALSMost boat signals are made by pyrotechnics(signal flares fired by the Mk 135 signal kit),multipurpose lights, semaphore, and flaghoist.Vari-Color Illumination Signal KitThe Vari-color Illumination kit (fig. 8-4) or Mk135 is a small, lightweight unit used primarily fordistress signaling. A complete kit consists of aprojector and a plastic bandoleer containing three redsignals, two white signals, and two green signals. Aninstruction sheet is included with each kit. Othercombinations of signals and projectors are alsoavailable. When fired from the projector into the air,the flare burns for a minumum of 4.5 seconds at aaltitude of no less than 250 feet. The signal in thesekits produces a single red, green, or white star.OperationTo operate the Mk 135, first cock the firing pin ofthe projector by moving the trigger screw to thebottom of the vertical slot and slipping it to the rightso that it catches at the top of the safety slot. Bend theprotective tab away from a signal in the bandoleer toallow removal of the signal flare. Signalmen must befamiliar with the arrangement of colors in thebandoleer in the case of night operations to preventfiring of the incorrect color signal. A good practicewould be to arrange the signals in the bandoleer withthe green signals to starboard (right), the red to port(left), and the white in the middle.CAUTIONThe projector must not be loaded untilimmediately before firing. If after loading asignal it is not used, it must be removed andreturned to the bandoleer.After locating the correct color signal, mate theprojector with the signal. Hold the projector over thehead with the arm fully extended. The projector should8-12

Figure 8-4.-Vari-color signal illumination kit (Mk 135).be pointed at a slight angle to the body. While firmlygripping the projector, fire the signal by slipping thetrigger screw to the left out of the safety slot and intothe firing slot. If the signal fails to fire, try again bydepressing the trigger screw to the bottom of the firingslot with the thumb and releasing it quickly. Unscrewthe spent signal case or a signal that has failed to fire.Discard by throwing it overboard.8-13

The following signals are designed to direct theship's boat during recovery operations and to help theSignalman relay information to the ship:Ship to Boat—The following signals are given atnight to direct a recovery operation:One white star—Steer straight away from the shipOne red star—Steer left (to port)One green star—Steer right (to starboard)Two green stars—Steer straight toward the shipTwo red stars—Return to shipTwo white stars—Steady on present courseBoat to Ship—The following signals arenighttime boat signals used to inform the ship of thesituation:One white star—Have recovered manOne red star—Need assistanceOne green star—Cannot find manThe kits are kept in a specially designed stowage boxthat is retained on the bridge while at sea. All signalpersonnel must know the exact location of the stowagebox and must know how to load and fire the projectorproperly.Pyrotechnic ammunition is a fire hazard. It formsa hot fire that is difficult to extinguish. Most typesfurnish their own oxygen upon combustion.Pyrotechnic ammunition must be protected against thedirect rays of the sun, high temperatures, absorptionof moisture, corrosion, and rough handling.The signal projector's trigger screw must bechecked frequently to ensure that it is tight. A loosetrigger can release prematurely and cause injury.Pyrotechnic ammunition must be inspectedperiodically to ensure that they are not dented orcorroded. Damaged signals should be reported at onceto the signal officer, who will make the necessaryreport to the weapons officer.Flashing LightTable 8-3 shows ship-to-boat and boat-to-shipflashing light signals.Table 8-3.—Flashing Light Signals.SHIP-TO-BOAT FLASHING LIGHT "TAPS CODE”MEANING SHIP BOATSteer straight away from ship. Flash series of 'A's. Answer with series of ‘A's.Steer straight toward ship. Flash series of 'T's. Answer with series of ‘T's.Standby for port turn. Flash series of 'P's. Answer with series of 'P's.Commence slow port turn. Steady light. Steady light.Stop turn, steady on present course. Drop steady. Drop steady.Standby for stbd turn. Flash series of ‘S's. Answer with series of ‘S's.Commence slow stbd turn. Steady light. Steady light.Stop turn, steady on present course. Drop steady. Drop steady.Return to ship. Flash series of ‘Q's. Answer with series of ‘Q's.BOAT-TO-SHIP FLASHING LIGHT “ARC CODE"MEANING BOAT SHIPNeed assistance. Flash series of ‘A's. Flash ‘RRR'.Have recovered man. Flash series of ‘R's. Flash ‘RRR'.Cannot find man. Flash series of ‘C's. Flash ‘RRR'.8-14

Multipurpose LampWhen using the portable multipurpose light(discussed in chapter 2) in a small boat, bear in mindthat (1) it requires extra effort to keep the lightaccurately trained because of the boat's possibleextreme pitch and roll, and that (2) consequently yourrate of sending must be slower than normal.SemaphoreWhen signaling by semaphore, use normalprocedure but, again, transmit at a reduced rate ofspeed. If you have a poor background for sending,Signalmen on the ship may have difficulty readingyour message.FlaghoistThe following signals are used to direct a lifeboatby flaghoist:EIGHT—Steer straight away from the ship.EIGHT PORT—Steer left; when hauled down,cease turn and steady on present course.EIGHT STBD—Steer right; when hauled down,cease turn and steady on present course.EIGHT SCREEN—Steer straight toward ship.QUEBEC—Return to ship.Personnel Qualification Standard for VisualCommunications, NAVEDTRA 43354A, section 308,must be completed before a person can be qualified asa boat Signalman.IN-PORT DUTY SIGNALMANLEARNING OBJECTIVE: Explain the dutiesof the in-port duty Signalman.The duties of the in-port duty Signalman rangefrom standing a visual watch on the signal bridge tobeing a member of the rescue and assistance detail.Whatever your duty is, you as a Signalman mustperform it to the best of your ability. Some of the dutiesyou will perform in port are discussed in the followingparagraphs.VISUAL WATCHSignal watches in port are normally stood betweenthe hours of sunrise and sunset unless SOPA requiresthat a 24-hour visual watch be maintained.Signalmen on watch are required to report to theOOD all ships departing and arriving in port and themovement of small boats in the harbor, and to providethe OOD with advance warning of possible passinghonors.COLORS/ABSENTEE PENNANTSThe in-port duty Signalman is responsible forhoisting and hauling down PREP for sunrise, morning,and evening colors, and frequently signals morningand evening colors by whistle.The Signalman on watch also assures that theappropriate absentee indicator flies when the seniorofficers are ashore, and hauls it down when the officersreturn to the ship.Semaphore and flashing light are used in port foradministrative traffic. Signal watches in port are asimportant as those at sea. Because fewer personnel areavailable for each watch, a signal watch in port can bemore difficult than one at sea.Occasionally, a destroyer or smaller ship may geta tender to take its visual guard. Another possibility isthat the squadron flagship may assign a rotating guardamong ships in a nest. More frequently—especiallyaboard larger ships—each ship maintains its ownvisual watch in port.Before standing the duty as an in-port dutySignalman, you must complete PersonnelQualification Standard for Visual Communications,NAVEDTRA 43354A, section 307.STORM-WARNING SIGNALSLEARNING OBJECTIVES: List and defineday and night storm-warning signals.The combinations of storm-warning flags,pennants, and light signals in figure 8-5 are hoisted ordisplayed at weather bureau facilities and other shorestations in the United States and its possessions towarn and indicate the severity of storms in the area. Itshould be noted that the four day and nightstorm-warning signals and their meanings are notinternational in their usage. The ability of a Signalman8-15

on watch to recognize and know the meanings of thesestorm-warning signals will prove invaluable to bridgepersonnel both in leaving and in entering port.UNDERWAY REPLENISHMENTLEARNING OBJECTIVES: Explainprocedures for day and night underwayreplenishment (UNREP). List ships involved.Explain the use of flag signals, transfer stationmarkers, distance line marker, emergencybreakaway, and communications alongside.Another part of your duties as a Signalman is tobe able to communicate effectively during night andday UNREP. To be able to communicate duringreplenishment, you first must understand whatFigure 8-5.—Day and night storm-warning signals.UNREP is all about. This section defines UNREP,including the ships involved and the day and nightsignals used to communicate.Underway replenishment is a broad term appliedto all methods of transferring fuel, munitions,supplies, and personnel from one vessel to anotherwhile under way.SHIPS INVOLVEDThere are usually two ships involved in anUNREP. One serves as the control and delivery ship,the other as the approach and receiving ship.Control ShipThe control ship is normally the ship deliveringthe product. She maintains replenishment course andspeed and normally serves as the guide.8-16

Approach ShipThe approach ship maintains station on the controlship. The approach ship furnishes the bridge-to-bridgephone/distance line.Delivery ShipThe delivery ship, normally the control ship,furnishes the rigs and the station-to-station phone lines.Receiving ShipThe receiving ship, normally the approach ship,handles all phone lines.REPLENISHMENT SIGNALS(FLAGHOIST)Figure 8-6 shows flaghoist signals used duringUNREP. These signals will be hoisted on request ofthe OOD.NOTEAt night, signals must be signaled byflashing light.REPLENISHMENT PROCEDURES(DAYTIME)Daytime replenishment procedures include theprocedures of approaching, alongside procedures, andemergency breakaway.Approaching ProceduresThe control ship steadies on course and speed andhoists ROMEO to the dip on the side rigged whenpreparing to receive a ship alongside and closes upROMEO when ready to receive the approach ship.Figure 8-6.—Flaghoist replemishment signals.8-17

The approach ship when on station and ready tomake an approach on the control ship hoists ROMEOat the dip on the rigged side and closes up ROMEOwhen starting its approach.The control and approach ships will display thedayshape signal for restricted movement(BALL-DIAMOND-BALL) when the approach shipcloses up ROMEO. The dayshapes will be hoisted onthe unrigged side or centerline and hoisted from 30minutes prior to sunrise until 30 minutes after sunset.Alongside ProceduresROMEO is hauled down by both ships when themessenger is in hand.BRAVO is closed up by both ships where best seento indicate the transfer of fuel or explosives. BRAVOmay be brought to the dip during the transfer toindicate a temporary interruption.PREP is hoisted to the dip by the receiving ship toindicate that disengagement is expected in 15 minutes.PREP is closed up to indicate completion ofreplenishment and disengaging at final station. PREPis hauled down when all lines are clear.DAYSHAPES are hauled down when each ship isclear and free to maneuver in an unrestricted manner.Emergency Breakaway ProceduresEmergency breakaway can be initiated by eitherthe delivery or the receiving ship. The initiated shipwill hoist the emergency breakaway signal(EMERGENCY SIX). This signal is answered by allships engaged in the emergency breakaway. Alongwith the flaghoist signal, the initiating ship will soundsix short blasts on the ship’s whistle.Emergency signals will be passed to ships inwaiting and to screen commanders.NIGHTTIME PROCEDURESNighttime UNREP procedures require specialequipment. The equipment is as follows:Signal lights fitted with screening hoods with ared filter and a 3-inch reducing diaphragmInfrared equipmentFlashlights and wandsMultipurpose lightsAdequate supply of power sourcesApproach/Alongside ProceduresThe position of ROMEO is passed between thecontrol and approach units. This is usually done byflashing light or voice radio.PREP is passed to the control vessel, ships inwaiting station, and screen commanders. Either visualor voice communication can be used, depending uponthe OOD's preference.Make sure when you are using flashing light notto train the light on the conning stations. This couldblind the OOD. The use of the yardarm blinkers mustbe avoided.Restricted MovementThe control ship and the approach ship willdisplay the nighttime signal for restricted movement(special-task lights, RED over WHITE over RED) inthe same manner as for the dayshapes.TRANSFER-STATION MARKERSTransfer-station markers are displayed to indicatethe type of commodity that is being transferred at thatstation. Commodity being transferred by day (fig.8-7) is indicated by a 3-foot-square piece of bunting,metal, or painted area. By night a light box (fig. 8-8)that has nine holes, each fitted with a red lens, is used.DISTANCE MARKERSDistance markers on the bridge-to-bridge distanceline are arranged as shown in figure 8-9. The distanceline markers are used to let appropriate personnelknow the distance between the approach ship andreceiving ship when alongside. The daytime andnighttime use of distance markers are described in thefollowing paragraphs.DaytimeThese markers are colored cloth, nylon-coatedfabric, or painted-canvas; each is 8 inches by 10inches; they are spaced at 20-foot intervals, from 0 to300 feet. The markers are color coded beginning withgreen, followed by red for 20 feet, yellow for 40 feet,blue for 60 feet, and white for 80 feet. The cycle thenrepeats itself, green for 100 feet, red for 120 feet, andso forth.NighttimeAt nighttime, two blue chemical lights are used,one on each side of the 60-, 100-, 140-, and 180-foot8-18

Figure 8-7.—Transfer-station markers.8-19

markers. One red chemical light should be lashed onthe approach-ship side of the other marker.COMMUNICATIONSBeing alongside another ship is an excellentopportunity for you, as a Signalman, to sharpen yourskills in semaphore and flaghoist. So when alongside,take the time to call up a striker and practice, practice,practice, or pull out those flaghoist signals you havemade up in your drill log and commence exchangingsignals. It’s a good way to become an efficientoperator. Remember, though, that before exchangingflaghoist signals, you must first request permissionfrom the OOD.SUMMARYFigure 8-8.—Station-marker light box.In this chapter you were taught the watchstandingduties of the Signalman. As you have read, Signalmanduties cover a wide range, from locating ships information to recognizing the nighttime UNREP signalfor ammunition. This chapter is a need-to-know for allof the Signalman community. Study and learn!Figure 8-9.—Distance line markings.8-20

CHAPTER 9NAVIGATIONAL DUTIESNavigation is the art or science of determining theposition of a ship or aircraft and directing that ship oraircraft from one position to another. It can beregarded as an art because its application involves theexercise of special skills and fine techniques, whichcan be perfected only by experience and carefulpractice. On the other hand, navigation can beregarded as a science inasmuch as it is knowledgedealing with a body of facts and truths systematicallyarranged and showing the operation of general laws.Navigation has been practiced for thousands of years;however, modern methods date from the 18th centuryinvention of the chronometer, a precision timepiece.As a Signalman, you may be required to assist thenavigator by taking bearings, using the bearing circleor alidade. You may assist the officer of the deck(OOD) by sounding whistle signals and by being alertto aids to navigation.To better prepare you for your navigational duties,this chapter contains information on navigationalequipment, aids to navigation, and Rules of the Road.NAVIGATIONAL EQUIPMENTLEARNING OBJECTIVES: List and explainthe use of navigational equipment that you willcome in contact with as a Signalman.The equipment described in this section is theequipment most likely to be used by you in performingnavigational duties.COMPASSESThere are two types of compasses in generalshipboard use: the magnetic compass, which dependson Earth's magnetic field for its directive force, andthe gyrocompass, which operates on the gyroscopicprinciple of the spinning wheel.When you studied as a seaman, you learned thatthe magnetic compass points to the magnetic ratherthan the true North Pole, and that the magnetic pole islocated some distance away from the true pole. Youalso discovered how the Navy standard compass ismade, and how its needle is deflected by magneticmaterials either in a ship itself or by magneticmaterials brought near the compass.The gyrocompass, on the other hand, points to truenorth by operation of the gyroscopic principle. It may,however, have a slight mechanical error of a degree ortwo, which is known and for which due allowance ismade.Magnetic CompassThe ship’s magnetic compasses are named orclassed according to their use.The standard compass is the magnetic compassused by the navigator as a standard for checking othercompasses on the ship. It is so located that it is leastaffected by the internal magnetism of the ship.Courses or bearings given from it are designated perstandard compass (PSC).The steering compass is located near thehelmsman. Along with the gyro repeater, it is thecompass by which the ship is steered. Courses orbearings given from it are designated per steeringcompass (PSTCO).GyrocompassThe gyrocompass is not affected by variation anddeviation. Headings or bearings from it are designatedper gyrocompass (PGC).When in proper running order, the gyrocompasspoints constantly to true instead of magnetic north. Itmay have a slight mechanical error, called gyro error,which is computed easily and remains constant for anyheading.Despite the excellence of the gyro mechanism, itis the magnetic compass—not the gyro—that isstandard aboard ship. The reason is the magneticcompass operates through the attraction exerted byEarth. Consequently, the magnetic compass will nevergo out of commission because of power failure.The gyrocompass, on the other hand, is poweredby electricity. If the supply is cut off, the gyro isuseless. Being an extremely complicated and delicateinstrument, it is also subject to mechanical failure.9-1

Some gyros, for instance, become erratic after the shipmakes a series of sharp turns at high speeds. Thepossibility of a gyro malfunction does not mean,however, that great confidence cannot be placed in thegyro. When running properly, it can be depended uponto point faithfully and steadily to true north. But themagnetic compass, being more reliable, is usedconstantly to check the gyro's performance.Typical shipboard installations of gyrocompassesconsist of one or more master gyros, whose indicationsare transmitted electrically to repeaters located inconning stations, on bridge wings, and at othernecessary points.BEARING AND AZIMUTH CIRCLESStrictly speaking, azimuth and bearing are thesame in meaning: the horizontal angle that a linedrawn from your position to the object sighted makeswith a line drawn from your position to true north. Theword azimuth, however, applies only to bearings ofheavenly bodies. For example, it is not the bearing, butthe azimuth of the Sun; and not the azimuth, but thebearing of Brenton Reef Tower.A bearing circle is a nonmagnetic metal ringequipped with sighting devices that is fitted over agyro repeater or magnetic compass. The bearing circleis used to take bearings of objects on Earth's surface.The azimuth circle (fig. 9-1) is a bearing circleequipped with additional attachments for measuringazimuths of celestial bodies. Either bearings orazimuths may be taken with the azimuth circle.Taking a BearingAssume that you are getting a bearing on alighthouse. Install either a bearing or azimuth circleon the gyro repeater, and make sure that the circlerotates freely. Train the vanes on the lighthouse so thelighthouse appears behind the vertical wire in the farvane. Drop your gaze to the prism at the base of thefar vane, then read the bearing indicated by a hairlinein the prism.Taking an AzimuthThe azimuth circle may be used in two ways tomeasure the azimuth of a celestial body. The first methodis used with a brilliant body such as the Sun. At the uppercenter in figure 9-2, you see a concave mirror; and at thelower center, a prism attachment. Sight with the mirrornearest you, and the prism toward the observed body.Light from that body is reflected from the concave mirrorinto the prism. The prism, in turn, throws a thin beam onthe compass card. This beam strikes the graduation thatindicates the azimuth.The second method is used for azimuths of bodieswhose brightness is insufficient to throw such adistinct beam. Behind the far vane on the azimuthcircle is a dark glass that may be pivoted so as to pickup celestial bodies at various altitudes. When a bodyis sighted, its reflection appears behind the verticalwire in the far vane, and its azimuth may be read underthe hairline in the prism.The inner lip of the azimuth circle, in figure 9-2,is graduated counterclockwise in degrees. It isFigure 9-l.—Azimuth circle.Figure 9-2.—Taking an azimuth.9-2

possible, then, to obtain relative bearings of objects bymerely training the vanes on an object, then readingthe graduation on the inner circle alongside thelubber’s line on the pelorus or repeater.Each of the far vanes contains a spirit level toindicate when the circle is level. Bearings taken whenthe azimuth or bearing circle is not on an even keel areinaccurate.TELESCOPIC ALIDADESAnother means of taking bearings is by using analidade, which, like the bearing circle, is mounted ona repeater. The telescopic alidade (fig. 9-3) is merelya bearing circle with a small telescope attached to it.The image is magnified, making distant objects appearlarger to the observer. A series of prisms inside thelow-power telescope enables the bearing-taker to readthe bearing directly from the compass card withoutremoving the eye from the eyepiece.Bearings and azimuths may be true, pergyrocompass (PGC), magnetic, or per steeringcompass (PSTCO). When you are helping thenavigator in piloting, you probably will reportbearings directly from the gyro repeater, and thenavigator will correct them to true.CHARTS AND PUBLICATIONSLEARNING OBJECTIVES: Explain the use ofnavigational charts and publications. Explainchart scales, chart sounding marks, and how tomake chart corrections.A map represents pictorially all or part of Earth'ssurface. Maps specially designed for navigators arecalled charts. Navigational charts show water depthsand the nature of the bottom, together with atopography of adjacent land.A chart is a printed reproduction of a portion ofEarth's surface depicting a plan view of the land andwater. A chart uses standard symbols, figures, andabbreviations that supply data on water depth,characteristics of the bottom and shore, location ofnavigational aids, and other information useful innavigation. Figures indicating water depth are placedthroughout the water area to indicate the shape of thebottom. Normally the density of sounding on a chartincreases as you approach land. A chart is normally linedwith a network of parallels of latitude and meridians oflongitude, which aid in locating various features.LOCATING POSITIONS ON CHARTSEarth is approximately an oblate (flattened at thepoles) spheroid. However, for most navigationalpurposes, Earth is assumed to be a sphere, with theNorth Pole and South Pole located at opposite ends ofthe axis on which it rotates. To establish a feature'slocation geographically, it is necessary to use tworeference lines, one running in a north-south directionand the other in a east-west direction. Numericaldesignators are applied to these reference lines. Thenumerical system used is circular and consists of 360°,with 60 minutes or 3,600 seconds in a degree.Lines running in the north-south direction, calledmeridians, start at one pole and end at the oppositepole. (See fig. 9-4.) Lines running east-west areparallel lines and are called parallels.MeridiansFigure 9-3.—Telescopic alidade.The prime (0°) meridian, which is the referenceline for all meridians, passes through the RoyalObservatory located at Greenwich, England. Earth isdivided into Eastern and Western Hemispheres. Allmeridians are numbered between 0° and 180° east andwest of the prime meridian. In addition to the numbervalue, each line is identified by the letter E or W,denoting the proper hemisphere.9-3

ParallelsFigure 9-4.—The terrestrial sphere.Parallels also require a reference: the Equator.The Equator (0°) is located halfway between the poles,and divides the world into Northern and SouthernHemispheres. The letter designator (N or S) must alsobe used in referencing a position. The principle of thenumbering system is similar to that used for meridiansexcept that parallels range from 0° at the Equator to90° N or S at the poles.Latitude and LongitudeEvery spot on Earth is located at the point ofintersection between a meridian and a parallel. Everypoint's location is describable in terms of latitude andlongitude.Latitude (parallel) is the angular position indegrees, minutes, and seconds of arc north or south ofthe Equator, measured along the meridian of the point.(See fig. 9-5.)Longitude (meridians) is the angular position indegrees, minutes, and seconds of arc east or west ofthe 0° meridian, measured along the parallel of thepoint. (See fig. 9-5.)For navigational purposes, accuracy demands arerigid. The exact position must be designated.Consequently, in giving navigational position, 1° isdivided into 60 minutes, and 1 minute is divided into60 seconds. Thus, a latitude may be 45° 12 minutes 22seconds N (or S). The same system is used for east orwest longitude. In all reports concerning navigationhazards and positions of lightships, buoys, and the likereceived on radio nets or read in Notices to Mariners,positions are given in latitude and longitude.Nautical DistanceOn Earth's surface, 1° of latitude may beconsidered 60 nautical miles in length; whereas thelength of 1° of longitude varies with latitude. Hence,the latitude scale must be used for measuring distance.Although this scale is expanded on a Mercator chart,the expansion is exactly equal to the expansion ofdistance at the same latitude. Therefore, in measuringFigure 9-5.—Earth on the Mercator projection.9-4

distance on a Mercator chart, one must be careful touse the latitude scale at the proper place.Distance is measured by placing one end of thedividers at each end of the line to be measured and,without changing the setting of the dividers,transferring them to the latitude scale with the middleof the dividers at about the middle latitude of the twopoints between which the distance is desired.TYPES OF CHARTSOf the types of charts used today, Mercatorprojection charts are the most commonly usednavigational charts. Other charts used include thetransverse Mercator, polyconic, and gnomonicprojections. For more information on the use of thesecharts, consult Dutton‘s Navigation and Piloting or theAmerican Practical Navigator, Pub. No. 9.CHART SCALESThe scale of a chart refers to a measurement ofdistance-not area. A chart covering a relatively largearea is called a small-scale chart, and one covering arelatively small area is called a large-scale chart.Scales may vary from 1:1,200 for plans to1:14,000,000 for world charts. Normally, the majortypes of charts fall within the following scales:Harbor and Approach Charts—Scales larger than1:50,000. These charts are used in harbors, anchorageareas, and the smaller waterways. Those charts used forapproaching more confined waters are called approachcharts.Coastal Charts—1:50,000 to 1:150,000. Thesecharts are used for inshore navigation, for entering baysand harbors of considerable width, and for navigatinglarge inland waterways.General and Sailing Charts—l:150,000 orsmaller. These charts are used for coastal navigationoutside outlying reefs and shoals when the vessel isgenerally within sight of land or aids to navigation andits course can be directed by piloting techniques. Theyare also used in fixing the position as the shipapproaches the coast from the open ocean and forsailing between distant coastal ports.The size of the area portrayed by a chart variesextensively according to the scale of the chart. Thelarger the scale, the smaller the area it represents. Itfollows then that large-scale charts show areas ingreater detail (fig. 9-6.) Many features that appear onFigure 9-6.—Comparison of small- and large-scale charts.a large-scale chart do not show up on a small-scalechart of the same area.The scale to which a chart is drawn usuallyappears under its title in one of two ways: 1:25,000or l/25,000. These figures mean that an actual featureis 25,000 times larger than its representation on thechart. Expressed another way, an inch, foot, yard, orany other unit on the charts means 25,000 inches, feet,or yards on Earth's surface. Thus, the larger the figureindicating the proportion of the scale, the smaller thescale of the chart. A chart with a scale of 125,000 ison a much larger scale, for instance, than one whosescale is 1:4,500,000.You must exercise more caution when workingwith small-scale charts than with large-scale charts. Asmall error, which may be only a matter of yards on alarge-scale chart, could amount to miles on a chartdepicting a much more extensive area. Whennavigating the approaches to land, use the largest scalecharts available.9-5

CHART SOUNDING MARKSScattered over the water area of each navigationalchart are many tiny figures, as in figure 9-7. Eachfigure represents the depth of water in that locality.Depths on charts are shown in feet, fathoms, or meters.A notation under the title of the chart provides the keyto its depth; for example, “Sounding in feet at meanlow water,” or “Sounding in fathoms at . . . .” Mostcharts also contain broken lines called fathom curves,marking the limits of areas of certain depths. A10-fathom (60-foot) curve and a 15-fathom (90-foot)curve can be seen in figure 9-7.CHART ISSUECharts used in the Navy may be prepared by theDefense Mapping Agency Hydrographic/Topographic Center (DMAHTC), the National OceanService (NOS), the British Admiralty, or otherhydrographic agencies. Whatever the source, allcharts used by the Navy are issued by the DefenceMapping Agency (DMA).The Defense Mapping Agency (DMA) Catalog ofMaps, Charts, and Related Products is a four-partcatalog published by the Defense Mapping AgencyOffice of Distribution Services (DMAODS). Itprovides a comprehensive reference of all DMA maps,charts, and related products that are available forinformation.NOTICES TO MARINERSThe chart and publication correction system isbased on the periodical Notices to Mariners, publishedweekly by the DMAHTC to inform mariners ofcorrections to nautical charts and publications. ThisFigure 9-7.—Navigational chart showing depths and fathom curves.9-6

periodical announces new nautical charts andpublications, new editions, cancellations, and changesto nautical charts and publications. It also summarizesevents of the week as they affect shipping, advisemariners of special warning or items of generalmaritime interest, and includes selected accounts ofunusual phenomena observed at sea. Distribution ofNotices to Mariners is made weekly to all U.S. Navyand Coast Guard ships and to most ships of themerchant marines.The classified chart and publication correctionsystem is based on Classified Notices to Mariners,published on an as-needed basis by the DMAHTC toinform mariners of corrections to classified nauticalcharts and publications.HAND CORRECTIONSCorrections on charts in writing should be keptclear of water areas as much as possible unless theobjects referred to are on the water. When you areinserting written corrections, be careful not toobliterate any of the other information already on thechart.When cautionary, tidal, and other such notes areto be inserted, they should be written in a convenientbut conspicuous place where they will not interferewith any other details.The year and number of each Notices to Marinersfrom which corrections have been made are to beentered in ink at the lower left corner of the chart.Temporary changes should be made in pencil. Formore information on chart corrections, visit your localQuartermaster.AIDS TO NAVIGATIONLEARNING OBJECTIVES: Identify andexplain the aids to navigation, including lights,lighthouses, buoys, daybeacons, ranges, andfog signals.In piloting, a ship's position is determined bybearings or ranges of objects whose exact locationis shown on the area chart. Such objects are aids tonavigation, and may be natural or man-made.Examples of natural objects are prominent hills,rocks, and mountains. Man-made objects includebuildings, TV towers, and smokestacks that arecoincidentally located where they can be ofassistance to a navigator.Aids to navigation are lighthouses, lightships,minor lights, buoys, and daybeacons. Aids are placedso that, insofar as possible, they provide a continuousand unbroken chain of charted marks for coast andchannel piloting. Most harbors and some coasts arewell marked with man-made aids to navigation, yet noattempt has ever been made to mark every mile of theworld's coastline. Such marking would be impracticalbecause many regions are seldom navigated. In someareas, the lack of artificial aids makes it necessary touse landmarks.LIGHTSA ship cannot suspend piloting operations whendarkness falls and daytime navigational aids no longercan be seen. For this reason, aids to navigation arelighted whenever it is necessary. For purposes ofidentification, lights have individual characteristicsregarding color, intensity, and system of operation.Some of a light’s characteristics may be printed nearits symbol on the chart. Detailed information,including the height—which, combined with intensityand observer's height, determines the light'svisibility—is set forth in either List of Lights or LightLists.The DMAHTC publishes seven volumes of Listof Lights. The volumes are divided geographically,but exclude the United States and its possessions.This list contains a description of lighted aids tonavigation (except harbor-lighted buoys) and fogsignals. Storm signals, signal stations, radiodirection finders, and radio beacons located at ornear lights are also mentioned in this list.Lights located in the United States and itspossessions are described in Light Lists, published bythe U.S. Coast Guard.LIGHT CHARACTERISTICSWhite, red, green, and yellow are the fourstandard colors for lights on aids to navigation. Thesignificance of the different colors is importantchiefly with regard to channel buoys; thissignificance is discussed later in the sections dealingwith buoys.Some navigational lights are fixed, meaning theyburn steadily. The most important lights, however, gothrough repeated periods of systematic changes oflight and darkness. Those characteristics of anavigational light are the most valuable for9-7

identification purposes. Figure 9-8 illustratescharacteristics of lights on lighthouses and lightships.VISIBILITY OF LIGHTThe visibility of a light is the distance in nauticalmiles that a navigator can expect to see the aid tonavigation.When speaking of a light, the following terms willapply:Geographic range: The maximum distance alight can be seen under conditions of perfect visibility,limited only by the curvature of Earth. It is expressed innautical miles for the height of the observer's eye at sealevel.Nominal range: Maximum distance at which alight can be seen in clear weather. Clear weather ismeteorologically defined as a visibility of 10 nauticalmiles. Nominal range is listed for all Coast Guard listedaids except range and direction lights.CLASS ABBREVIATION GENERAL DESCRIPTION ILLUSTRATIONFixed light F A continuous and steady light.Occulting light Oc, Occ The total duration of light in a period islonger than the total duration ofdarkness and the intervals of darkness(eclipses) are usually of equal duration.Eclipse regularly repeated.Group - occulting light Oc (2), Gp Occ (2) An occulting light in which a group ofeclipses, specified in number, is regularlyrepeated.Composite group - Oc (2 + 1), Gp Occ A light similar to a group-occulting lightocculting light (2 + 1) except that successive groups in a periodhave different numbers of eclipses.Isophase light Iso A light in which all the durations oflight and darkness are clearly equal.Flashing light F1 A light in which the total duration oflight in a period is shorter than the totalduration of darkness and the appearancesof light (flashes) are usuallyof equal duration (at a rate of less than50 flashes per minute).Long - flashing light L F1 A single-flashing light in which an appearanceof light of not less than 2 sec.duration (long flash) is regularlyrepeated.Group - flashing light F1 (3), Gp F1 (3) A flashing light in which a group offlashes, specified in number, is regularlyrepeated.Composite group - F1 (2 + 1), Gp F1 A light similar to a group-flashing lightflashing light (2 + 1) except that successive groups in a periodhave different numbers of flashes.Quick light Q, k F1 A light in which a flash is regularlyrepeated. Flashes are repeated at a rateof not less than 50 flashes per minutebut less than 80 flashes per minute.Group quick light Q (3), Gp F1 (3) A light in which a specified group offlashes is regularly repeated. Flashesare repeated at a rate of not less than 50flashes per minute but less than 80Q (9), Gp F1 (9) flashes per minute.Q (6) + LF1, Gp F1 (6)Period 12sPeriod 14sPeriod 12s5s 5sPeriod10sPeriod10sPeriod 15sPeriod 20sPeriod 10sPeriod 15sPeriod 15sFigure 9-8.—Characteristics of lights—sheet 1.9-8

CLASS ABBREVIATION GENERAL DESCRIPTION ILLUSTRATIONInterrupted quick light IQ, Int Qk Fl A light in which the sequence of quickflashes is interrupted by regularlyrepeated eclipses of constant and longduration.Continuous very quick light VQ, Qk Fl A very quick light in which a flash isregularly repeated. Flashes are repeatedat a rate of not less than 80 flashes perminute but less than 160 flashes perminute.Group very quick light VQ (3), Gp Fl (3) A very quick light in which a specifiedgroup of flashes is regularly repeated.VQ (9), Gp Fl (9)VQ (6) + LFl, Gp Fl6 + LFlInterrupted very quick light IVQ, Int Qk Fl A light in which the sequences of quickflashes is interrupted by regularlyrepeated eclipses of constant and longduration.Continuous ultra quick light UQ, Qk, Fl An ultra quick light in which a flash isregularly repeated. Flashes are repeatedat a rate of not less than 160 flashes perminute.Interrupted ultra quick light IUQ An ultra quick light in which the sequenceof flashes is interrupted byeclipses of long duration.Morse code light Mo (U) A light in which appearances of light oftwo clearly different durations aregrouped to represent a character orcharacters in the Morse Code.Fixed and flashing light FFl A light in which a fixed light is combinedwith a flashing light of higherluminous intensity.Alternating light A1, A1t A light showing different colors alternately.Notes: 1. Alternating lights may be used in combinedform with most of the previous classes of lights.2. The second abbreviation shown for a light ifany, is alternate U.S. useage.Figure 9-8.—Characteristics of lights—sheet 2.Luminous range: Maximum distance at which alight can be seen under the existing visibility conditions.It depends only on the intensity of the light itself andis independent of the elevation of the light, theobserver's height of eye, or the curvature of Earth. Itshould be noted that luminous range and nominalrange are equal with a meteorological visibility of 10nautical miles.Computed visibility: Determined for a particularlight, taking into account its elevation, intensity, heightof eye of the observer, and the curvature of Earth.Computed range: The geographic range plus theobserver's distance to the horizon based on theobserver's height of eye.LIGHTHOUSES AND LIGHTSTRUCTURESLighthouses are numerous on all the coasts of theUnited States, on the Great Lakes, and along manyinterior waterways. They are placed wherever apowerful light may be of assistance to navigators, orwherever a danger requires a warning beacon oflong-range visibility. Visibility increases with height;9-9

thus, the principal purpose of a light structure is toincrease the height of a light above sea level.NOTERemember that a light placed at a greatelevation is more frequently obscured byclouds, mist, and fog than one near sea level.A lighthouse may also contain fog signaling andradio beacon equipment. In lighthouses still staffed bykeepers, the lighthouse may also contain theirquarters, or the operating personnel may be housed inseparate buildings grouped around the tower. Such agroup of buildings is called a light station. Many lightsformerly operated by keepers are now automatic.Secondary, minor, and automatic lights are locatedin structures of various types. Those structures rangefrom towers that resemble those of important seacoastlighthouses to such objects as a small cluster of pilessupporting a battery box and lens.Solid colors, bands, stripes, and other patterns areapplied to lighthouses and light structures to makethem easier to identify. Lighthouses and lightstructures may also be painted in contrasting colorsand various patterns to their background. (See fig.9-9.) Minor structures sometimes are painted red orblack, like channel buoys, to indicate the side of thechannel on which they are located.LIGHTSHIPSA lightship is a floating lighthouse located whereconditions make it impossible or impractical to builda permanent structure.Lightships in U.S. waters are painted red on thehull, with the name of the station in large white letterson either side. Other parts of the lightship that arepainted include the following: superstructure iswhite; mast, ventilators, lantern galleries, and stacksare buff.The lights, fog signals, and radio beacon signalson lightships are given various characteristics forpurposes of identification. Like lighthouses,lightships are described briefly on the charts and indetail in Light Lists.A lightship under way or off station hoists theinternational code signal “LO.” This indicates that thelightship is not in the correct position. The lightshipFigure 9-9.—Various patterns of typical lighthouses.must then observe the requirements of the Rules of theRoad for a vessel of that class.At night when anchored on station, a lightshipshows only its beacon light and a less brilliant light onthe forestay to indicate the heading.When a regular lightship goes in for overhaul orrepairs, the lightship's place is taken by a relieflightship whose lights and signals have, as nearly aspossible, the same characteristics as the ship shereplaces. Relief lightships are distinguished by theword RELIEF painted in white on either side.SECTOR LIGHTSSectors of red glass are placed in the lanterns ofcertain lighthouses to indicate danger bearings, withinwhich a ship will be in danger of running onto rocks,shoals, or some other hazard. The arcs over which thered light shows are the danger sectors whose bearingsappear on the chart. Although the light is red withinthe danger bearings, its other characteristics remainthe same.9-10

Sectors may be only a few degrees wide, markingan isolated obstruction, or they may be so wide as toextend from the direction of deep water to the beach.A narrow green sector may indicate a turning point orthe best water across a shoal. The exact significanceof each sector must be obtained from the chart.All sector bearings are true bearing in degrees,running clockwise around the light as a center. Infigure 9-10, for instance, the bearings of the redsectors from the light are 135° to 178°. This sector isdefined in Light Lists in terms of bearings from theship. These bearings are 315° to 358°, the reciprocalsof the preceding bearings. The light shown in thediagram would be defined thus: Obscured from landto 315°, red thence to 358°, green thence to 050°, andwhite thence to land.On either side of the line of demarcation betweencolored and white sectors, there is always a smallsector whose color is doubtful because the edges ofthe sector cannot be cut off sharply in color. Moreover,under some atmospheric conditions a white light itselfmay have a reddish appearance. Consequently, lightsectors must not be relied upon entirely, but positionmust be verified repeatedly by bearings taken on thelight itself or by other fixed objects.When a light is cut off by adjoining land, the arcof visibility may vary with a ship's distance away fromthe light. If the intervening land is sloping, forexample, the light may be visible over a wider arc froma far-off ship than from one close inshore.Figure 9-10.—Light sectors.BUOYSBuoys are perhaps the most numerous aids tonavigation, and they come in many shapes and sizes.These floating objects, heavily anchored to thebottom, are intended to convey information by theirshapes or color, or by the characteristics of a visibleor audible signal, or by a combination of two or moreof such features.Large automatic navigational buoys (LANBY) aremajor aids to navigation. They provide light, soundsignal, and radio beacon services, much the same as alightship. Some LANBYs today are replacinglightships in U.S. waters. The LANBY is an all steel,disc-shaped hull, 40 feet in diameter. The light, soundsignal, and radio beacon are located on the mast.Although buoys are valuable aids to navigation,as was stated for sector lights, they must never bedepended upon exclusively. Buoys frequently moveduring heavy weather, or they may be set adrift whenrun down by passing vessels. Whistles, bells, andgongs actuated by the sea's motion may fail tofunction in smooth water, and lights on lighted buoysmay burn out.MARITIME BUOYAGE SYSTEMUntil recently, there were numerous buoyagesystems in use around the world. In 1982, most of themaritime nations signed an agreement sponsored bythe International Association of LighthouseAuthorities (IALA). This agreement adopted a systemknown as the IALA Maritime Buoyage System. Twosystems were developed because certain basiclong-established international differences precludedadoption of a single system worldwide. Both systems,designated region A and region B, use a combinationof cardinal marks and lateral marks plus unique marksfor isolated danger, safe-water areas, and specialpurposes. The cardinal and unique marks are the samein both systems; the lateral marks are the majordifference between the two buoy regions.To convey the desired information to thenavigator, the IALA system uses buoy shape, color,and if lighted, the rhythm of the flashes. Buoys alsoprovide for a pattern of “topmarks,” small distinctiveshapes above the basic aid, to facilitate itsidentification in the daytime from a distance, or underlight conditions when the color might not be easilyascertained. Figure 9-11 show the internationalbuoyage regions A and B.9-11

9-12Figure 9-11.

Figure 9-12.—IALA Maritime Buoyage System lateral marks, region A.Region ARegion A (fig. 9-12) is used in Europe, Africa, andmost of Asia, including Australia and New Zealand.The major rule to remember when using region A isthat the lateral mark will be red buoys to port and greenbuoys to starboard when entering from seaward.Region BRegion B (fig. 9-13) is used in North, Central, andSouth America, plus Japan, South Korea, and thePhilippines. The rule to remember when using regionB is the exact opposite from using region A: Lateralmarks will be red to starboard and green to port whenentering from seaward.Types of MarksThe Maritime Buoyage System provides fivetypes of marks, which may be used in any combination.1. Lateral marks—indicate the port and starboardhand sides of channels.2. Cardinal marks—used in conjunction with thecompass, indicate that the navigable waters lie to thenamed side of the mark.3. Isolated danger marks—erected on, or mooreddirectly on or over, dangers of limited size.4. Safe water marks—used to indicate there is safewater for navigation all around the position (example:midchannel).9-13

Figure 9-13.—IALA Maritime Buoyage System lateral marks, region B.5. Special marks—call attention to an area orspecific feature. Explanation of special marks may befound on the chart or in Sailing Ditrections or CoastPilots.Distinguishing MarksThe meaning of distinguishing marks dependsupon one or more of the following features:Buoy ShapeBy day—color, shape, and topmarkBy night—light color and phase characteristicsThere are five basic buoy shapes (fig. 9-14): thecan, nun, spherical, pillar, and spar. With the exceptionof the pillar and the spar buoys, the shape of the buoysindicates the correct side on which to pass. Can buoysFigure 9-14.—Types of buoys.are sometimes referred to as cylindrical buoys and nunbuoys are referred to as conical buoys. The term pillar9-14

is used to describe any buoy that is smaller than alighthouse buoy and has a tall, central structure on abroad base. Lighted buoys in the United States arereferred to as pillar buoys.TopmarksThe IALA Maritime Buoyage System makes useof can, nun, spherical, and X-shaped topmarks only.Topmarks on pillar and spar buoys are particularlyimportant to indicate the side on which they will bepassed and will be used, whenever practical.LightsWhere marks are lighted, red and green lights arereserved for port and starboard or starboard and portlateral marks. Yellow lights are for special marks, andwhite lights are used for other types that will bediscussed later in this chapter.Buoy ColorUnder region B of the IALA system, red buoysmark the starboard side of the channels, or the locationof wrecks or obstructions that must be passed bykeeping the buoy on the starboard (right) hand whenreturning from sea. Green buoys mark the port side ofthe channels, or the location of wrecks or obstructionsthat must be passed by keeping the buoy to port (left)hand when returning from sea.Red and green horizontally banded buoys are usedto mark obstructions and channel junctions. They maybe passed on either side, but sometimes the channel onone side is preferable. If the top band on the buoy isred, the preferred channel will be followed by keepingthe buoy to starboard. If the top band is green, thepreferred channel will be followed by keeping thebuoy on the port. However, in some instances it maynot be feasible for larger vessels to pass on either sideof such a buoy, and the chart should always beconsulted. The colors indicated above would bereversed for the region A buoy system.Red and white vertically striped buoys are“safe-water marks,” used to indicate the mid-channel,a fairway, or a landfall. These buoys are also used atthe beginning of some vessel Traffic SeparationSchemes at the entrances to busy ports, or in narrowpassages congested with heavy traffic.Solid yellow buoys are special-purpose buoystypically marking anchorage, fishnet areas, anddredging sites. These buoys have no lateral systemsignificance; but as most are shown on charts, they canoften serve to assist in determining one's position.Solid yellow buoys can be any shape.Buoy NumberingMost buoys are given numbers, letters, orcombinations of numbers and letters, which arepainted conspicuously on them or applied in whiteretroreflective material. These markings facilitateidentification and location of the buoys on the chart.Solid red or green buoys are given numbers orcombinations of numbers and letters. Other coloredbuoys are given letters. Odd numbers are used only onsolid green buoys; even numbers, on solid red.Numbers increase sequentially from seaward;numbers are sometimes omitted when there are morebuoys of one type than another.DAYBEACONS/DAYMARKSWhere daybeacons are substituted for unlightedbuoys, the color of the daymark will be the same andthe shape similar. Red daymarks will be triangular,approximating the shape of the top of a nun buoy.Square daymarks, corresponding to can buoys, will begreen.Daymarks equivalent to spherical buoys areoctagonal. The daymarks on a daybeacon replacing ayellow special-purpose buoy are diamond-shape.Daybeacons will be numbered or lettered withretroreflective material in the same manner as a buoyand will have a border of that material. Many havepanels of red and green reflective material. Somechannels may be marked with a combination of buoys,daybeacons, and lights.LATERAL MARKSLateral marks are generally used for well-definedchannels. They indicate the route to be followed andare used in conjunction with a conventional directionof buoyage. This direction is defined in two ways, asfollows:Local direction of buoyage—The direction takenby a mariner when approaching a harbor, river estuary,or other waterway from seawardGeneral direction of buoyage—In other areas, adirection determined by the buoyage authorities,following a clockwise direction around continental9-15

landmasses given in Sailing Directions, and, ifnecessary, indicated on charts by a symbolCARDINAL MARKSA cardinal mark is used in conjunction with thecompass to indicate the best navigable water. It isplaced in one of four quadrants (north, east, south, orwest) from the best water. A cardinal mark takes itsname from the compass point in which it is placed.Figure 9-15 shows the IALA Maritime BuoyageSystem cardinal marks.The mariner is safe if he/she passes north of anorth mark, east of a east mark, south of a south mark,and west of a west mark. A cardinal mark may be usedto do the following:Indicate that the deepest water is an area on thenamed side of the mark.Indicate the safe side on which to pass a danger.Draw attention to a feature in a channel, such asa bend, junction, branch, or end of a shoal.Figure 9-15.—IALA Maritime Buoyage System cardinal marks.9-16

TopmarksBy day, topmarks are the most important featuresof cardinal marks. The arrangement of the cones mustbe memorized. For north, the points of the cones is up;and for south, the points of the cones is down. An aidto help you memorize the west topmark is that itresembles a wineglass. Cardinal marks carrytopmarks, whenever practical, with cones as large aspossible and clearly separated.ColorBlack and yellow horizontal bands are used tocolor cardinal marks. The position of the black band,or bands, is related to the point of the black topmarks.The black and yellow horizontal bands are used asfollows:North—Black bands above yellow bandsSouth—Black bands below yellow bandsWest—Black band with yellow bands above andbelowEast—Black bands above and below yellowbandThe shape of a cardinal mark is not important; butin the case of a buoy, it will be pillar or spar.Light CharacteristicsWhen lighted, a cardinal mark exhibits a whitelight. The characteristics are based on a group of quick(Q) or very quick (VQ) flashes, which distinguishes itas a cardinal mark and indicates its quadrant. Thedistinguishing quick or very quick flashes are asfollows:North—Very quick flashing (VQ) or quickflashing (Q)East—Very quick flashing every 5 seconds (VQ(3) 5s) or quick flashing every 10 seconds (Q (3) 10s)South—Very quick flashes followed by a longflash every 10 seconds (VQ FL (6) + LFl 10s) or quickflashing followed by a long flash every 15 seconds(Q (6) + LFl 15s)West—Very quick flashing light every 10 seconds(VQ (9) 10s) or quick flashing every 15 seconds(Q (9) 15s)As a memory aid, associate the number of flashesin each group with a clock face (3 o'clock, east; 6o'clock, south; and 9 o'clock, west).The long flash immediately following the groupof flashes from a south cardinal mark is to ensure thatits six flashes cannot be mistaken for three or nine.Quick flashing lights flash at a rate of either 50 or60 flashes per minute. Very quick flashing lights flashat a rate of either 100 or 120 flashes per minute. It isnecessary to have a choice of quick or very quickflashing light to avoid confusion. Two north buoysthat are placed near enough to each other to bemistaken is one example where the quick flashing orvery quick flashing lights would be needed.ISOLATED DANGER MARKSAn isolated danger mark (fig. 9-16) is erected on,or moored above, an isolated danger of limited extent.An isolated danger mark has navigable water allaround it. The extent of the surrounding navigablewater is not important. The isolated danger mark can,for example, indicate either a shoal that is wellFigure 9-16.—IALA Maritime Buoyage System isolated danger marks.9-17

offshore or an islet separated by a narrow channel fromthe coast.A black double-sphere topmark is, by day, themost important feature of an isolated danger mark.Whenever practical, this topmark will be carried withthe spheres as large as possible, mounted vertically,and clearly separated.Black, with one or more red horizontal bands, isused for isolated danger marks. The shape of anisolated danger mark is not significant, but in the caseof a buoy, it will be either pillar or spar.When lighted, a white flashing light showing agroup of two flashes (FL (2)) is used to denote anisolated danger mark. The association of two flashesand two spheres in the topmark may be a help inremembering these characteristics.SAFE-WATER MARKSA safe-water mark (fig. 9-17) is used to indicatethere is navigable water all around the mark. Such amark may be used as a centerline, midchannel, orlandfall buoy.Red and white vertical stripes are used forsafe-water marks. The vertical stripes are used todistinguish them from the black-banded dangermarks. Spherical, pillar, or spar buoys may be used assafe-water marks. Whenever practical, a pillar or sparbuoy used as a safe-water mark will carry a single redsphere topmark.When lighted, a safe-water mark exhibits a whitelight. The phase characteristics of the light will beocculting, equal intervals, one long flash every 10seconds, or Morse A. The association of a single flashand a single sphere in the topmark may help you toremember its characteristics.SPECIAL MARKSA special mark (fig. 9-18) may be used to indicateto the mariner a special area or feature. The nature ofthe special area or feature may be found by consultingthe chart, Sailing Directions, or Notices to Mariners.The use of a special mark includes the following:Ocean Data Acquisition System (ODAS) buoyscarrying oceanographic or meteorologicalsensorsTraffic separation marksFigure 9-17.—IALA Maritime Buoyage System safe-water marks.Figure 9-18.—IALA Maritime Buoyage System special marks.9-18

-Spoil ground marksMilitary exercise zone marksCable or pipeline marks, including outfall pipesRecreation zone marksAnother function of a special mark is to define achannel within a channel (for example, a channel fordeep-draft vessels in a wide approach area where thelimits of the channel for normal navigation are markedby red and green lateral buoys).Yellow is the color used for special marks. Theshape of a special mark is optional but must notconflict with a lateral or a safe-water mark.When a topmark is carried, it takes the form of asingle yellow X. When a light is exhibited, it is yellow.The phase light characteristics may be any other thanthose used for white lights of cardinal, isolated danger,and safe-water marks.NEW DANGERA newly discovered hazard to navigation, not yetshown on charts or included in Sailing Directions orsufficiently announced by Notices to Mariners, iscalled a “new danger.” New danger covers naturallyoccurring obstructions, such as sandbanks and rocks,or man-made dangers, such as wrecks.A new danger is marked by one or more cardinalor lateral marks, following the IALA MaritimeBuoyage System guidelines. If the danger is especiallygrave, it will be marked by two marks that are identicaluntil the danger has been announced.If a lighted mark is used for a new danger, it mustbe a quick flashing or very quick flashing light. If it isa cardinal mark, it must exhibit a white light; if alateral mark is used, it must exhibit a red or green light.AIDS IN THE INTRACOASTAL WATERWAYThe Intracoastal Waterway, called the inlandwaterway, is a channel in which a lightdraft vessel cannavigate coastwise from the Chesapeake Bay almostto the Mexican border, remaining inside natural orartificial breakwaters for almost the entire length ofthe trip. The following paragraphs describe specialmarkings for the Intracoastal Waterway proper and forthose portions of connecting or intersectingwaterways that must be crossed or followed innavigating it.Every buoy, daymark, or light structure along theIntracoastal Waterway has part of its surface paintedyellow, the distinctive coloring adopted for thiswaterway. Lighted buoys have a band or border ofyellow somewhere.Red buoys and daymarks are to the right, andgreen to the left, as you proceed from the ChesapeakeBay toward Mexico. As in other channels, red buoyshave even numbers; green buoys, odd numbers.Because the numbers would increase excessively insuch a long line of buoys, they are numbered in groupsthat usually contain no more than 200 buoys. Atcertain natural dividing points, numbering beginsagain at 1.Lights on buoys in the Intracoastal Waterwayfollow the standard system of red or white lights onred buoys, and green lights on green buoys. Lights onlighted aids besides buoys also agree with the standardrules for lights on aids to navigation.RANGESTwo daybeacons located some distance apart on aspecific true bearing constitute a daybeacon range.Two lights similarly located comprise a lighted range.When a ship reaches a position where the two lightsor beacons are seen exactly in line, it is on the range.Ranges are especially valuable for guiding ships alongthe approaches to or through narrow channels.Lights on ranges may show any of the fourstandard colors, and they may be fixed, flashing, orocculting, the principal requirement being that theystand out distinctly from their surrounding. Rangelight structures are usually fitted with coloreddaymarks for daytime use. Range lights appear to losebrilliance rapidly as a ship veers from the range lineof bearing.Ranges should only be used after a carefulexamination of the charts; it is particularly importantto determine how far the range line can be followedsafely. This information is available on the chart.FOG SIGNALSMost lighthouses, light towers, and largenavigational buoys are equipped with fog-signalingapparatus, generally sounded automatically bymechanical means. For purposes of identification,each station has its own assigned number of blasts,recurring at specified intervals. A definite time isrequired for each station to sound its entire series ofblasts, providing additional identification.9-19

The different types of apparatus used will producecorresponding variances of pitch and tone, thus givingyour ear a chance to compare the sound of a stationwith its description in Light Lists. The types ofapparatus and the sounds produced are as follows:Diaphones create sound by means of slottedreciprocating pistons actuated by compressed air. Theresulting sound consists of two tones of different pitch,the first part of the blast being high-pitched, theremainder low.Diaphragm horns are sounded by a diskdiaphragm that is vibrated by compressed air, steam, orelectricity. Duplex or triplex horn units of differingpitch give a time signal.Reed horns emit sound through a steel reed thatis vibrated by compressed air.Sirens produce sound by either a disk or acupshaped rotor. They are actuated by compressed air,steam, or electricity.Whistles make sound by compressed air or steamadmitted through a slot into a cylindrical chamber.Bells are sounded by gas or electricity, or possiblyby a hand-hammer; on buoys, wave action is used.RULES OF THE ROADLEARNING OBJECTIVES: Identify andexplain the differences between Internationaland Inland Rules of the Road.As a Signalman, you must become acquaintedwith basic Rules of the Road. Rules of the Road arepublished by the Coast Guard in a booklet entitledNavigation Rules, International—Inland,COMDTINST M16672.2B. You should use it tobecome more familiar with the different Rules of theRoad.International Rules are specific rules for allvessels upon the high seas and on connecting watersnavigable by seagoing vessels. Inland Rules apply toall vessels upon the inland waters of the United Statesand to vessels of the United States on the Canadianwaters of the Great Lakes to the extent that there is noconflict with Canadian law.International Rules were formalized at theConvention on the International Regulations forPreventing Collisions at Sea, 1972. These rules arecommonly called 72 COLREGS.The Inland Navigational Rules discussed in thischapter replace the old Inland Rules, the WesternRivers Rules, the Great Lakes Rules, their respectivepilot rules, and parts of the Motorboat Act of 1940.The new rules went into effect on all United Statesinland waters except the Great Lakes on 24 December1981. The Inland Rules became effective on the GreatLakes on 1 March 1983.The International/Inland Rules contain the 38rules that comprise the main body of the rules, andfive annexes, which are regulations. The International/Inland Rules are broken down into five parts asfollows:Part A—GeneralPart B—Steering and Sailing RulesPart C—Light and ShapesPart D—Sound and Light SignalsPart E—ExemptionsSTEERING AND SAILING RULESYou must understand the Steering and SailingRules and be able to apply them to various trafficsituations. Although all Rules of the Roads areimportant, the steering and sailing are the mostessential to know to avoid collision. The risk ofcollision can be considered to exist if the bearing ofan approaching vessel does not change within reason.In International Rules, whistle signals are signalsof actions; and in Inland Rules, they are signals ofintention. The following is a list of International andInland whistle signals.SIGNALS INTERNATIONAL INLAND RULESRULESOne short blast I am altering my I intend to leave youcourse to starboard on my port sideTwo short blasts I am altering my I intend to leave youcourse to port on my starboard sideThree short blasts I am operating astern (Same aspropulsion International)Five or more short Danger signal (Same asblastsInternational)One prolonged blast Will be sounded by a (Same asvessel when nearing International)a blind bend aroundwhich vision isobscured9-20

Head-on SituationWhen two ships meet head-on or nearly so (fig.9-19), each ship must change course to starboard andpass port-to-port. In international waters, a whistlesignal is sounded only when a course change isactually made. If the meeting ships are already farenough off from each other to pass clear on theirpresent courses, no signal is needed. Rule 14 of theInternational Rules of the Road applies here.Crossing SituationWhen two power-driven vessels are crossing so asto involve the risk of collision (fig. 9-20), the vesselhaving the other to starboard must keep out of the wayand will avoid, if circumstance permits, crossingahead of the other vessel. Rule 15 applies here.Overtaking SituationAny vessel overtaking another must keep clear ofthe overtaken vessel. An overtaking vessel is one thatis approaching another vessel from any direction morethan 22.5° abaft its beam (fig. 9-21). When in doubt,assume you are overtaking and act accordingly. Rule13 applies here.Sailing VesselA sailing vessel has the right-of-way overpower-driven vessels except when the power-drivenvessel is engaged in fishing, is not under command or isrestricted in her ability to maneuver. Rule 12 applies here.Stand-on/Give-away SituationFigure 9-19.—Meeting (head-on) situation.The stand-on vessel is the vessel that stays oncourse and speed. The give-away vessel is the vesselthat keeps out of the way of the other vessel. In ahead-on situation, both vessels are the give-awayvessel. Each vessel shall alter her course to starboard,so that they will pass on the port side of each other.Rules 16 and 17 apply here.Take a little time and learn these rules. They willbe useful to you.Figure 9-20.—Crossing situation.Figure 9-21.—Overtaking situation.9-21

LIGHTS AND SHAPESRules for lights must be complied with in allweather, from sunset to sunrise, as specified by bothInternational and Inland Rules of the Road.Navigational lights and dayshapes of anothervessel convey information such as clues to the typeand size of vessel, its heading in relation to yourvessel, type of operation in which it may be engaged,and other data that is helpful in determining right ofway and preventing a collision.Various navigational light and dayshape displaysprescribed by the rules are discussed in the followingtopics.Running LightsWhen the rules refer to a power-driven vessel,they mean one propelled by any kind of machinery, asdistinct from a sailing ship under sail. A vessel underway means a ship not at anchor, not made fast to theshore, or not aground. The ship does not actually haveto be making headway.Both rules state that the rules for lights must becomplied with in all weather from sunset to sunrise, andshould also be exhibited from sunrise to sunset inrestricted visibility. These lights may be exhibited in allother circumstances when it is deemed necessary. Shipsusually are darkened during wartime conditions; buteven then, lights are kept ready for immediate display.MASTHEAD LIGHT.—You are aware that apower-driven vessel underway carries a white light(masthead light) placed over the fore and aft centerlineof the vessel, showing an unbroken light over an arcof the horizon of 225° and so fixed as to show the lightfrom right ahead to 22.5° abaft the beam on either sideof the vessel. The light at the fore masthead, or someother elevated point forward, is between 20 and 40 feetabove the deck. This light must be visible from 2 to 6miles, depending on the length of the vessel. Youknow, too, that under both rules, a power-driven vesselover 50 meters in length shows another white light aft,at least 15 feet higher than the fore masthead light. Thehorizontal distance between these lights should not beless than one-half the length of the vessel but need notbe more than 100 meters. The after light, called the aftmasthead light, is mandatory under both rules exceptfor vessels less than 50 meters in length. Apower-driven vessel less than 12 meters may show anall-round white light in lieu of the masthead light.SIDELIGHTS.—Sidelights mean a green lighton the starboard side and a red light on the port side,each showing an unbroken light over an arc of thehorizon of 112.5° and so fixed as to show the lightfrom right ahead to 22.5° abaft the beam on itsrespective side. In a vessel of less than 20 meters, thesidelights may be combined in one lantern carried onthe fore and aft centerline of the vessel.Side lights must be visible from 1 to 3 miles,depending on the size of the vessel. A sailing vessel ora ship being towed displays side lights and a stern lightonly—never masthead lights. A vessel under oars or asailing vessel of less than 7 meters in length need carryonly a lantern showing a white light, which it mustexhibit in time to prevent collision. If practicable, asailing vessel of less than 7 meters must exhibit the lightsprescribed for a sailing vessel under way.STERNLIGHT. —A white light placed as nearlyas practicable at the stern, showing an unbroken lightover an arc of the horizon of 135° and so fixed as toshow the light 67.5° from right aft on each side of thevessel.TOWING LIGHT.—The towing light is a yellowlight having the same characteristics as a sternlight.Lights, Pilot VesselsAn OOD or conning officer often is most anxiousto sight the pilot boat and signal it alongside withoutbeing forced to lie to when conditions may be settingthe ship toward a lee shore. Signalmen shouldrecognize a pilot vessel the instant it is sighted.Pilot vessels, when engaged on their stations onpilotage duty, should not show the lights required forother vessels. A pilot vessel should exhibit at or nearthe masthead two all-round lights in a vertical line, theupper being white and the lower red, and when underway (fig. 9-22), in addition, sidelights and a sternlight.When at anchor, in addition to those lights previouslydescribed, the pilot vessel should show the anchorlight, lights, or shape prescribed for anchored vessels.The daytime display for a pilot vessel is the display ofthe HOTEL flag.Pilot vessels, when not engaged on pilotage duty,should exhibit the lights or shapes prescribed forsimilar vessels of their length.Vessel at AnchorA vessel at anchor (fig. 9-23) should show, whereit can best be seen, an all-round white light or one ballin the forepart of the vessel, and, at or near the stern,9-22

Figure 9-22.—Pilot vessel, under way.an all-round white light at a level lower than the lightin the forepart of the vessel. Rule 30 applies here.NOTEA vessel less that 50 meters may substituteone white light where best seen. A vessel100 meters or greater is required to illuminateits decks.Towing VesselsThere are various light signals for towing (fig.9-24). We will discuss a few in the followingparagraphs.LESS THAN 50 METERS.—A power-drivenvessel less than 50 meters that is towing astern and thelength of the tow does not exceed 200 meters isrequired to display two masthead lights, sidelights,and a yellow-over-white sternlight.GREATER THAN 50 METERS.—A powerdrivenvessel greater than 50 meters that is towingastern and the length of tow does not exceed 200meters is required to display two masthead lights, anafter masthead light, sidelights, and a yellow-overwhitesternlight.LESS THAN 50 METERS, TOW EXCEEDS200 METERS.—A vessel less than 50 meters that istowing astern with the length of tow exceeding 200meters must display three masthead lights, sidelights,and a yellow-over-white sternlight. The dayshapedisplay will be a DIAMOND.TOWING, RESTRICTED MOVEMENT.—Avessel unable to deviate from its course and the lengthof tow does not exceed 200 meters is to display twomasthead lights, sidelights, a yellow-over-whitesternlight, and the light signal RED-WHITE-RED.The dayshape display will be BALL-DIAMOND-BALL and a DIAMOND.When the length of tow exceeds 200 meters, thevessel is to display three masthead lights, sidelights, ayellow-over-white sternlight, and the light signalRED-WHITE-RED. The dayshape display will be thesame as above. Rule 24 applies here.Not-Under-Command LightsA vessel not under command (fig. 9-25) shoulddisplay the following lights: RED-RED displayedvertically, sidelights, and a sternlight. The sidelightsand sternlight are only displayed when making waythrough the water. The dayshape signal for a vessel notunder command is two black balls displayedvertically. Rule 27 applies here.9-23

Figure 9-23.—Vessels at anchor: (A) vessel less than 50 meters; (B) vessel greater than 50 meters.9-24

Figure 9-24.—Towing vessels less than 50 meters in length: (A) length of tow is 200 meters or less; (B) length of tow exceeds 200meters.9-25

Figure 9-25.—Vessels not under command: (A) making way; (B) not making way.9-26

Dredging/Underwater OperationWhen a vessel is dredging or is involved inunderwater operations (fig. 9-26), the following lightsignals are required: RED-WHITE-RED displayedvertically, RED-RED on the obstructed side,GREEN-GREEN on the clear side, a masthead light,a sternlight, and sidelights. The masthead, sternlight,and sidelights are only used when making way. Thedayshape signal is BALL-DIAMOND-BALLdisplayed vertically, two black balls verticallydisplayed on the obstructed side, and two blackdiamonds displayed vertically on the clear side. Rule27 applies here.Figure 9-26.—Vessels engaged in dredging or underwater operations: (A) making way; (B) not making way.9-27

Vessel AgroundThe light display for a vessel aground (fig. 9-27)is RED-RED displayed vertically and the normalanchor lights for a vessel of her length. The dayshapedisplay is three black balls displayed vertically. Rule30 applies here.Pushing Ahead or AlongsideThe International and Inland Rules differ when itcomes to pushing (fig. 9-28). The international displayis two masthead towing lights, sidelights, and asternlight. The inland display is two masthead lights,sidelights, and a yellow-over-yellow sternlight. Rule24 applies here.DraftNOTEWhen the pushing vessel and the vesselbeing pushed are connected into a compositeunit, they are regarded as a power-drivenvessel and must exhibit the lights for thatclass of vessel.A vessel constrained by draft (fig. 9-29) isrequired to display the following lights: normal lightfor a power-driven vessel and three red lightsdisplayed vertically. The required dayshape is acylinder. Draft display is for International use only.Rule 28 applies here.ConclusionAs you can see, there are numerous lights anddayshapes to be displayed. For more detailedinformation, see Navigation Rules, International—Inland, COMDTINST M16672.2B.NOTEWhen you are using lights and dayshapes,remember that they should always be displayedwhere best seen.SOUND SIGNALS INRESTRICTED VISIBILITYRestricted visibility is defined as anything thatreduces visibility below the range that a vessel wouldnormally be visible. It can be caused by rain, fog, smoke,hail, snow, or any other condition that reduces visibility.Rules to remember during restricted visibility arethe following:The vessel must proceed at SAFE speed. Safespeed is determined by factors such as state of visibility;the maneuverability of the vessel; the state of the wind,sea, and current; the proximity of navigation hazards;draft in relation to the available depth of water; thetraffic density, including the concentration of fishingvessels; and the characteristics and capabilities of radar,if installed.Power-driven vessels must have their enginesready for immediate maneuver.Figure 9-27.—Vessel aground.9-28

Figure 9-28.—Pushing ahead or towing alongside: (A) International and (B) Inland.9-29

Figure 9-29.—Vessel constrained by her draft.Navigation lights must be exhibited from sunriseto sunset.Except when it has been determined that a risk ofcollision does not exist, every vessel that hearsapparently forward of the beam the fog signal of anothervessel must reduce her speed to the minimum that shecan be kept on course; take all way off if necessary; ornavigate with extreme caution until the risk of collisionis over.LookoutIn restricted visibility, lookouts are placed as farforward and as low to the water as possible. Theremust be two at each station, one to serve as the lookoutand the other as the phone talker. They reporteverything they see or hear.Give-way VesselsAll vessels are give-way vessels in restrictedvisibility. They are required to maneuver to avoid eachother and to avoid turning towards any fog signalsheard. Only the required fog signals will be soundedunless vessels sight each other, in which case thenormal steering and sailing whistle signals will besounded.EquipmentEach power-driven vessel must have a whistle, abell mounted in the forward part of the vessel, and fora vessel 100 meters or more in length, a gong in theafter part of the vessel. Vessels less than 12 meters arenot required to have the whistle, bell, and gong, butthey must have the means to make an efficient signal.Types of Sound SignalsA prolonged blast is one of from 4 to 6 seconds induration; a short blast is about 1 second in duration.As can be seen in figure 9-30, fog signals are soundedat 2-minute intervals unless otherwise noted.A power-driven vessel making way through thewater in a fog or thick weather of any kind is requiredby the International and Inland Rules to sound aprolonged blast at intervals of not more than 2minutes. Under both sets of rules, a power-drivenvessel under way but stopped, and having no way onsounds two prolonged blasts, with about 2 secondsbetween them, at intervals of not more than 2 minutes.9-30

INTERNATIONALMAKING WAYINLANDMAKING WAYUNDERWAY BUT STOPPED ANDMAKING NO WAYVESSEL NOT UNDER COMMAND,VESSEL RESTRICTED IN HERABILITY TO MANEUVER, VESSELCONSTRAINED BY DRAFT, SAILINGVESSEL, VESSEL ENGAGED INFISHING, VESSEL ENGAGED INTOWING OR PUSHINGVESSEL BEING TOWED OR LASTVESSEL OF TOWRAPIDRAPIDRINGING OFRINGING OFBELL FOR 5 BELL FOR 5SEC. EV. MIN. ANCHORED SEC. EV. MIN. ANCHOREDUNDERWAY BUT STOPPED ANDMAKING NO WAYVESSEL NOT UNDER COMMAND,VESSEL RESTRICTED IN HERABILITY TO MANEUVER UNDERWAYOR AT ANCHOR, SAILING VESSEL,VESSEL ENGAGED IN FISHINGUNDERWAY OR AT ANCHOR, VESSELENGAGED IN TOWING OR PUSHINGANOTHER VESSELVESSEL BEING TOWED OR LASTVESSEL OF TOWRAPID ANCHORED OVER 100 METERS RAPID ANCHORED OVER 100 METERSRINGING OFRINGING OFBELL FOR 5 BELL FOR 5SEC.SEC.FOLLOWEDFOLLOWEDBY RAPIDBY RAPIDRINGING OFRINGING OFGONG EVERYGONG EVERYMINUTEMINUTE3 SEPARATE & AGROUND 3 SEPARATE & AGROUNDDISTINCTDISTINCTSTROKES ONSTROKES ONBELLBELLIMMEDIATELYIMMEDIATELYBEFORE &BEFORE &AFTER RAPIDAFTER RAPIDRINGING OFRINGING OFBELLBELLPILOT VESSEL ENGAGED ONPILOT VESSEL ENGAGED ONPILOTAGE DUTYPILOTAGE DUTYNOTE: SIGNAL INTERVALS ARE 2 MINUTES UNLESS OTHERWISE NOTED.Figure 9-30.—Sound signals in restricted visibility.A vessel not under command; a vessel restrictedin her ability to maneuver, whether under way oranchored; a sailing vessel; a vessel engaged infishing, whether under way or anchored; and a vesselengaged in towing or pushing another vessel willsound one prolonged blast, followed by two shortblasts at 2-minute intervals.A vessel at anchor must, at intervals of not morethan a minute, ring the bell rapidly for about 59-31

seconds. On a vessel of 100 meters or more, the bellmust be sounded in the fore part of the ship, followedimmediately by the rapid ringing of the gong for 5seconds in the after part of the ship. A vessel at anchormay, in addition, sound three blasts insuccession—one short, one prolonged, and oneshort—to give warning of its position and of thepossibility of collision with an approaching vessel.SUMMARYIn this chapter, you learned about some of yournavigational duties. You learned about the compass,bearing and azimuth circle, and telescopic alidades.You learn about navigational charts and publicationsand the different aids to navigation. You learned aboutthe Rules of the Road, including steering, sailing,lights, shapes, and sound signals for restrictedvisibility. This chapter is just an introduction to yournavigational duties, so it is up to you to learn as muchas you can when you get the chance. While steamingindependently, ask your supervisor if you may godown to the bridge to stand watch with theQuartermaster of the watch. On some ships today,Signalmen stand Quartermaster watches.9-32

CHAPTER 10HONORS AND CEREMONIESFrom the days when the United States first cameinto being as an independent nation, tradition hasplayed an important role in the ceremonial functionsof our Navy. At first, most of the honors andceremonies rendered by our Navy were carried overfrom the British Navy. Before many years, however,the U.S. Navy began changing them to conform to itsown concepts. The U.S. Navy now has a very rigid setof rules that covers all phases of ceremonial functions.Of all the ratings aboard ship, Signalman is mostdirectly concerned with rules for rendering honors andceremonies. When the occasions for rendering themarise, there is often insufficient time to search throughthe regulations for needed information. That is whySignalmen must know, in advance, what, when, how,where, and by whom honors are rendered. This chapterattempts to answer some of those requirements.Additional information is contained in Flags,Pennants and Customs, NTP 13, and U.S. NavyRegulations, chapter 12.FLAG DISPLAYSLEARNING OBJECTIVE: Explain theprocedures for the display of the nationalensign, union jack, U.S. Navy flag, and UnitedNations flag.A national flag is the flag flown to represent anational government. The ensign is a flag designatedby a country to be flown by its men-of-war. In theUnited States, the designs of the two are identical. Asused in this section, national flag and ensign aresynonymous. Aboard ship, however, the national flagalways is referred tothe rectangular bluecontaining the stars.NATIONAL FLAGas the ensign. The union jack ispart of the United States flagThere are numerous rules for displaying of thenational flag, some of which are discussed in thefollowing paragraphs. See NTP 13 for moreinstructions on the display of the national flag.GroupThe national flag must be at the center and at thehighest point of the group when a number of flags orpennants of states, localities, or societies are groupedand displayed from staffs.Crossed StaffThe national flag, when displayed with anotherflag against a wall from crossed staffs must be on theright—the flag's own right—and its staff must be infront of the staff of the other flag.Church ServicesNo other flag or pennant is to be placed above or,if on the same level, to the right of the national flag.The only exception to this rule is during churchservices conducted by naval chaplains at sea forpersonnel of the Navy. Then the church or Jewishworship pennant may be flown above the national flag.The term at sea is interpreted to mean on board a shipof the U.S. Navy.Covering a CasketWhen the national flag is used to cover a casket,it must be so placed that the union is at the head overthe left shoulder. The flag must not be lowered into thegrave or allowed to touch the ground.Behind a SpeakerWhen used on a speaker's platform, the nationalflag, if displayed flat, is displayed above and behindthe speaker.Half-MastThe national flag, if flown at half-mast, must firstbe hoisted to the peak. On the last note of the nationalanthem or "To the Colors," it is then lowered smartlyto that position. Before the flag is lowered from thehalf-mast position, it is hoisted smartly to the peak onthe first note of the music and then ceremoniouslylowered.10-1

NATIONAL ENSIGNThe following rules govern the display of thenational ensign in port and under way.In PortWhen not under way, commissioned ships displaythe ensign from the flagstaff at the stern and the unionjack from the jackstaff at the bow from 0800 to sunset.In the case of a mastless ship, the ensign will bedisplayed from the loftiest hoist on board. Afterentering a foreign port during darkness, a Navy shipbriefly displays the ensign from the gaff at first lightto establish nationality. Other ships of war presentcustomarily display their ensigns in return.According to SECNAVINST 10520.4, the oldestship in the Navy, as identified by the Chief of NavalOperations, is to display the first Navy jack, in lieu ofthe union jack, at the jackstaff.Under WayWhen flown under way during peacetime, theensign normally is displayed during daylight from thegaff (or triatic stay in the case of those ships withmast-mounted booms and stays, which wouldinterfere with the hoisting, lowering, or flying of thenational ensign) under the following situations unlessotherwise directed by the senior officer present:Getting under way or mooring/anchoringFalling in with other shipsCruising near landWhen engaged in battleWhen cruising under wartime conditions, it iscustomary to fly the national ensign continuously atsea, since battle action may be regarded as alwaysimminent.The union jack is not flown under way except inthe case to denote a general court-martial or court ofinquiry is in session. In that case, it is flown from asignal yardarm.Size of Ensign/Jack for Shipboard UseTable 10-l shows the appropriate size of theensign and jack to be used aboard your ship.Remember that the union jack must be the same sizeas the union portion of the ensign being flown fromthe flagstaff.Shore Display of the National EnsignThe national ensign is displayed from 0800 untilsunset at all U.S. naval activity headquarters. Thefollowing are additional rules that apply to the displayof the national ensign:No other flag or pennant will be displayed aboveor, if on the same level, to the right of the ensign.Table 10-1.—Sizes of Ensigns and Jacks for Shipboard UseLENGTH HOLIDAY DAILYSHIP FLAG JACK S ENSIGN JACK S ENSIGN JACKSTAFF STAFF I DIMENSION DIMENSION I DIMENSION DIMENSIONZZEELess 100' 10' Jackstaffs with 8 3'6" 1' 10 9/16" 10 2' 4 7/16" (See Note 1)anchor lights× × ×mounted thereon 6' 7 3/4" 2' 7 5/16" 4'6"shall be of100'-150' 12'8sufficient height3'6" 1' 10 9/16" 10 2' 4 7/16" (See Note 1)so as to conform× × ×to Rules of tbe6' 7 3/4 2' 7 5/16" 4'6"151'-200' 15' Road 7 5' 0" 2' 8 l/4" 8 3'6" 1' 10 9/16"× × × ×9' 6" 3' 9 5/8" 6' 7 3/4" 2' 7 15/16"201'-450' 17' 7 5' 0" 2' 8 l/4” 8 3'6" 1' 10 9/16"× ××9'6" 3' 9 5/8"6' 7 3/4" 2' 7 15/16"451'-UP 22' 5 8' 11 3/8" 4' 9 13/16" 7 5'0" 2' 8 l/4"× × × ×17' 0" 6' 9 5/8" 9'6" 3' 9 5/8"10-2

When displayed with foreign ensigns, the U.S.ensign must be displayed to the extreme right and on thesame level. International usage forbids displaying the flagof one nation over that of another nation in time of peace.The national ensign of other nations is displayed to the leftof the U.S. ensign, beginning in alphabetical order. Theonly exception to this rule is when the U.S. naval activityis in a foreign country, in which case that country's flagwill be to the immediate left of the U.S. ensign withoutregard to alphabetical listing.In a semicircular grouping, all flags other than theU.S. ensign are displayed in alphabetical order startingfrom left and reading clockwise. The U.S. ensign isdisplayed in the middle of the semicircle.The display of the national ensign from variousflagpoles is contained in NTP 13; as a general rule, theright side of a flagpole is determined by looking fromthe main entrance of a building towards the pole.Flagpoles at naval shore activities are topped with abrass ball of appropriate size.Flag Size for ShoreThe following dimensions may be used indetermining the size of the ensign to be flown. A largersize is flown on Sundays and holidays and a smallersize flown daily if such a choice is available.Height of flagpoleRecommended sizeLess than 35 feet #8 (3' 6" × 6' 7 3/4")35 to 55 feet# 7 (5' × 9' 6")Greater than 55 feetMiscellaneous Information#5 (8' 11 3/8" × 17')The union jack is not displayed ashore. The churchor Jewish pennant is not displayed above the nationalensign ashore, but separately if desired. The followingsites have been authorized to fly the national ensign24 hours a day:U.S. Capitol, Washington, D.C.White House, Washington, D.C.Fort McHenry, Baltimore, MarylandHome of Betsy Ross, Philadelphia,PennsylvaniaU.S. Marine Corps Iwo Jima Memorial,Arlington, VirginiaBattle Green, Lexington, MassachusettsWashington Monument, Washington, D.C.Customs Ports of EntryHOISTING AND LOWERINGThe national ensign is never broken, but alwayshoisted briskly and smartly and lowered ceremoniously.The only exception to this practice is when the nationalensign is hauled down briskly and smartly from the gaffas a ship shifts colors to the flagstaff when anchoring ormooring between the hours of 0800 and sunset. On boardships and crafts of the Navy, the union jack at thejackstaff is hoisted, lowered, and half-masted with thenational ensign at the flagstaff.HALF-MASTING THE ENSIGNWhen half-masting the national ensign, it must, ifnot already hoisted, first be hoisted to the peak, thenlowered to the half-mast position. Before loweringfrom half-mast, the flag must be hoisted to the peakand then lowered.When the President directs that the national ensignbe flown at half-mast at military installations andaboard ships, it must be flown at half-mast whether ornot the ensign of another nation is flown close-upalongside the U.S. ensign.When the national ensign is flown half-mast inships or crafts of the Navy, the church or Jewishworship pennant, if flown, is hoisted just above thenational ensign.If holiday colors are to be displayed on days otherthan Sundays and holidays, or if colors are to bedisplayed at half-mast on days other than MemorialDay, the senior officer present, at 0745, hoists theappropriate signal. If such signal is hoisted after 0800,colors must be shifted or half-masted when the signalis hauled down. If half-masting is ordered duringperiods of dress or full-dress ship, only the nationalensign at the flagstaff is half-masted.NOTEOn board ship or at a shore command,upon all occasions of hoisting, lowering, orhalf-masting of the national ensign, the motionof the senior officer present must befollowed except as prescribed for answeringa dip or firing a gun salute.Table 10-2 shows the occasions when the flag ishalf-masted as a symbol of mourning. As you can seeby table 10-2, there are occasions when ships under10-3

Table 10-2.—Occasions When the National Flag is Half-Masted as a Symbol of Mourning10-4

way do not half-mast the ensign although those notunder way do so. The ensign is also half-masted on thefollowing occasions:The United States honors its war dead onMemorial Day by half-masting the flag from 0800 untilthe last gun of a 21-minute gun salute that begins at noonor until 1220 if no gun salute is rendered.During burial at sea, the ensign is at half-mastfrom the beginning of the funeral service until the bodyis committed to the deep. A longer period for displayingthe ensign at half-mast may be prescribed, according tocircumstances, by the senior officer present. Boatsparticipating in a funeral procession also fly the nationalensign at half-mast.DIPPING THE NATIONAL ENSIGNU.S. Navy Regulations stipulates that when anyship under United States registry or the registry of anation formally recognized by the United Statessalutes a U.S. Navy ship by dipping its flag, thecourtesy is to be returned, dip for dip. If a salute isrendered to a naval vessel when the ensign is notalready displayed, such as before 0800 or after sunset(in port), the national ensign shall be hoisted for thepurpose of answering the dip and, after a suitableinterval, hauled down. If displayed at half-mast, thenational ensign must first be hoisted to the peak beforeanswering the dip, then returned to half-mast after asuitable interval.No U.S. Navy ship shall dip the national ensignunless in return for such compliment. U.S. naval ships(USNS) of the Military Sealift Command do not dipthe national ensign to Navy ships, since they are publicships of the United States.Formal recognition does not necessarily mean thatdiplomatic relations must exist. Moreover, the fact thatdiplomatic relations have been severed does not meanthat the United States no longer recognizes theexistence of the state or the government concerned.According to the State Department (Protocol)listing of 6/86, the following governments (fig. 10-l)were not formally recognized by the United Statesand, therefore, are not entitled to a salute:AlbaniaAngolaCubaFigure 10-1.—Flags of nations not formally recognized by the United States.10-5

KampucheaIranLibyaMongoliaNorth KoreaSouth Yemen (Peoples Democratic Republic of)Vietnam (Social Republic of)Dips by yachts displaying a yacht ensign are alsoreturned. The yacht ensign is similar in design to theU.S. ensign except that the blue field contains a whitefouled anchor surrounded by 13 white stars.Submarines, or such other ships of the line inwhich it would be considered hazardous for personnelto do so, are not required to dip the ensign.Of the colors carried by a naval force on shore,only the U.S. Navy flag and the Battalion Colors aredipped in rendering or acknowledging a salute.UNION JACKThe union jack, when displayed from the jackstaff,is the same size as the union of the ensign displayedfrom the flagstaff.When a naval ship is not under way, the unionjack is flown from the jackstaff from 0800 to sunset. Itis also hoisted at the yardarm to indicate that a generalcourt-martial or a court of inquiry is in session. It ishoisted when the court meets and is hauled down whenthe court adjourn.When displayed from the jackstaff, the union jackis half-masted when the ensign is half-masted. It is notdipped, however, when the ensign is dipped in returnfor such honor being rendered it.The union jack is flown in boats as follows:When a diplomatic representative of the UnitedStates of or above the rank of charge d'affaires isembarked in a boat of the U.S. Navy and is within thewaters of the country to which he/she is accreditedWhen a governor general or governor commissionedas such by the President is embarked in a boat inan official capacity and is within the area of jurisdiction(for example, the Governor of the Virgin Islands)PERSONAL FLAGS ANDCOMMAND PENNANTSLEARNING OBJECTIVES: Identify proceduresfor the displaying of personnel flags andcommand pennants from ships, shorecommands, vehicles, and aircraft. Explain theuse of the commission pennant.Figure 10-2 shows personal flags, personalcommand pennants, and several miscellaneous flagsand pennants.The distinctive mark of a ship or craft incommission in the Navy is either a commissionpennant, a personal flag, or a command pennant of anofficer of the Navy eligible for command at sea. Thedistinctive mark of a Navy hospital ship incommission is the Red Cross flag.Only one distinctive mark is displayed by a shipor craft at one time. If a personal flag, including thatof a civil official, or command pennant goes up, thecommission pennant comes down. Except asprescribed in Navy Regulations for certain occasionsof ceremony, the distinctive mark must remain at theafter masthead day and night or, in a mastless ship,from the loftiest and most conspicuous hoist.Ceremonial occasions may require the shifting of thedistinctive mark to another masthead or to thestarboard yardarm.DISPLAY OF PERSONAL FLAGSAND COMMAND PENNANTSA flag officer or unit commander afloat mustdisplay his/her personal flag or command pennantfrom his/her flagship. At no time must he/shedisplay it from more than one ship. When a flagofficer, eligible for command at sea, is embarked forpassage in a ship of the Navy, his/her personal flagmust be displayed from such ship unless there isalready displayed a personal flag of an officerhis/her senior.There are any number of civil officials entitled toshow personal flags that go with their offices. Theflags of interest to a Signalman, however, are thosebelonging to civil officials whose personal flags areauthorized for display during official visits. (Visits arediscussed later in this chapter.) Personal flags ofprincipal civil officials are shown in figure 10-3.10-6

Figure 10-2.—Personal flags and command pennants of officers eligible for command at sea.The commission pennant is hauled down when thepersonal flags of the following civil officials aredisplayed at the main truck during official visits andduring the time they are officially embarked forpassage in a Navy ship:PresidentVice PresidentSecretary of State, when acting as a specialforeign representative of the PresidentSecretary, Deputy Secretary, and AssistantSecretaries of DefenseSecretary, Under Secretary, and AssistantSecretaries of the NavyWhen more than one civil official is aboard, onlythe flag of the senior is displayed.RESTRICTIONSA ship under way must not display a personal flagor command pennant unless a flag officer or unitcommander is aboard. Should a flagship get under wayduring the absence of the flag officer, the personal flagor command pennant is hauled down and replacedwith a commission pennant. Should the flag officer orunit commander depart his/her ship at sea for a briefcall to another ship, his/her personal flag or commandpennant should remain hoisted.A personal flag or command pennant may behauled down during battle or at any time the officer10-7

10-8Figure 10-3.

concerned, or the senior officer present, considers theneed to render the flagship less distinguishable. Ifhauled down, it will be replaced with a commissionpennant.Personal flags or command pennants of militaryofficers other than U.S. naval officers eligible forcommand at sea are not displayed from ships or craftsof the U.S. Navy.An officer of the Navy commanding a shipengaged otherwise than in the service of the UnitedStates must not display a personal flag, commandpennant, or commission pennant from such ship or inthe bow of a boat.BROAD AND BURGEE COMMANDPENNANTSPersonal command pennants of an officer of theNavy, not a flag officer, commanding a unit of shipsor aircraft are of two types: broad and burgee. A broadcommand pennant indicates command of1. A force, flotilla, squadron, or group of ships ofany type (PHIBGRU, DESRON), or2. An aircraft wing.The burgee command pennant indicates commandof a division of ships other than aircraft carriers orcruisers, or a major subdivision of an aircraft wing.The broad and burgee command pennants areshown with numerals to indicate the organizationalnumber of the command within a type, when numeralsare assigned. When two commanders within a type areentitled to display the same command pennant andhave the same organizational number, the senior of thetwo uses Roman numerals on the pennant. In all othercases, Arabic numerals are used. For more informationconcerning the use of the broad and burgee commandpennants, refer to NTP 13, chapter 9.SIZE OF PERSONAL FLAGS ANDCOMMAND PENNANTSA vessel under 600 feet in length shall display asize 6 command pennant or a size 7 personnel flag. Avessel 600 feet or greater in length shall display a size4 command pennant or a size 6 personal flag.DISPLAY OF TWO PERSONALFLAGS SIMULTANEOUSLYWhen the personal flag of a civil official isdisplayed aboard a ship or craft of the Navy, thepersonal flag or command pennant of the embarkedcommander must be displayed as follows:Aboard a single-masted ship, at the starboardyardarmAboard a two-masted ship, at the fore truckAboard a ship with more than two masts, at theafter mastWhen the personal flag of a civil official and thepersonal flag or command pennant of an officer of theNavy are displayed at the starboard yardarm, the flagof the civil official shall be displayed outboard.DISPLAY OF A PERSONAL FLAG ANDPENNANT WHEN NATIONAL ENSIGN ISAT MASTHEADThe President's flag, if displayed at a mastheadwhere the national ensign is required to be displayedduring an official visit or during periods of dress orfull-dress ship, must remain at that masthead to portof the United States ensign and to starboard of aforeign national ensign.Except as just mentioned, a personal flag orcommand pennant must not be displayed at the samemasthead with the ensign, but should be displayed asfollows:During periods of dressing or full-dressing, ifdisplayed from the fore truck or from the masthead ofa single-masted ship, it should be shifted to thestarboard yardarm; if displayed from the main truck, thepersonal flag or command pennant is shifted at the foretruck in lieu of the national ensign at that mast; and ifdisplayed from the after truck of a ship with more thantwo masts, it remains at the after truck in lieu of thenational ensign.During gun salutes in which the ensign is hoistedat the main truck, however, the personal flag or pennantis simply lowered clear of the ensign.During an official visit, the personal flag orcommand pennant is shifted to the starboard yardarm ina single-masted ship and to the fore truck in atwo-masted ship.10-9

ASHORE DISPLAY OF PERSONALFLAGS AND COMMANDPENNANTSPersonal flags and command pennants are flownday and night at a suitable and conspicuous place atnaval shore installations. When the points for displayof two or more personal flags ashore are in such closeproximity as to make their separate displayinappropriate, that of the senior officer is displayed.When two officials entitled to display personal flags Flagstaff height Personal Flag Broad/Burgeeare at the same command, only the senior officer Less than 35 feet #7 1'10" by 2'8" #8 1'2" by 1' 6"displays his/her flag.Greater than #6 3'7" by 5' 1 1/2" #6 2' by 2' 7"Official VisitsDuring an official visit by a foreign president orsovereign, the national ensign of that nation is flownduring the visit. A visit by any other foreign officialsrequires the display of the foreign national ensign orpersonal flag during the gun salute only, as follows:If the foreign visitor is a military official orofficer, his/her personal flag, if provided, is flownduring the salute and from automobiles. If no flag isprovided, the foreign ensign of such nation is flownduring the salute, and an equivalent personal flag of aU.S. naval officer may be flown from automobiles, anda comparable plate shown on a military planetransporting the dignitary.U.S. personal flags for specific positions (CNO,VCNO) are not used for foreign visitors. In these cases,either the military rank equivalent flag or foreignnational ensign is used for colors.During all first official visits for foreign servicechiefs, the rank of the visitor is equal to that of his/herU.S. counterpart. Therefore, a U.S. Navy line officerfour-star flag is flown for foreign navy Chiefs (insteadof the CNO personal flag), regardless of the foreignservice chiefs’ rank.Flagpole Configurations andSize of Flags FlownThe following information is provided in selectingthe proper halyard for displaying a personal flag orcommand pennant with the U.S. flag:Polemast—Personal flag/command pennant notflownPolemast with Crosstree—Outermost halyard,right-hand crosstreePolemast with Gaff—Peak of polePolemast with Crosstree and Gaff—Peak of poleNow that you know the proper halyards for thedisplay of the personal flag and command pennant,you now must know what size to use. The followinginformation indicates the appropriate size of personalflag or command pennant to be flown at shoreactivities from flagstaffs of various height.35 feetPERSONAL FLAGS ON VEHICLESAn officer entitled to display a personal flag orcommand pennant may, when riding in a governmentvehicle on official occasions, display such flag orpennant forward on the vehicle. The staff used forvehicle flags is topped by an acorn, regardless of therank of the official or officer in the vehicle.All flag officers are authorized to show stars oftheir rank on their assigned vehicle. The method ofshowing such stars should be plates resemblingcivilian license plates in shape and size. Coloring willcorrespond to that of the personal flag. Personal flagsmust not be painted on the vehicle.PERSONNEL FLAGS ON AIRCRAFTCivil and military official aircraft plates arefacsimiles, less fringe, of individual personal flags ofthe official concerned, reduced in scale andreproduced on a metal plate, 11 by 14 inches.Normally, the civil or military official's aide will beresponsible for ensuring that the individual's aircraftplate is available for display.Personal flags may also be printed on aircraftassigned to flag officers acting in flag billets. Sheetmetal replicas inserted in metal slots are alsoauthorized. The flag should be located on each side ofthe forward fuselage and must conform in size.NTP 13 contains a list of personnel authorized todisplay a personal flag from an aircraft.COMMISSION PENNANTWith exceptions already noted, the commissionpennant is the distinctive mark of a Navy ship in10-10

commission that has no flag officer or other unitcommander embarked. The pennant is flown at theafter truck or, on a mastless ship, at the highest andmost conspicuous point of hoist.Although the commission pennant is not apersonal pennant, it is sometimes regarded as thepersonal symbol of the commanding officer. Alongwith the ensign and union jack, it is half-masted uponthe death of the commanding officer. It remains athalf-mast until sunset of the day of the funeral or untilthe body is removed from the ship.DRESSING AND FULL-DRESSINGSHIPLEARNING OBJECTIVE: Explain proceduresfor dressing and full-dressing ship. Explainactions to be carried out when dressing andfull-dressing in port, under way, whenhalf-masting, and dipping.When dressing or full-dressing ship, the largestnational ensign with which the ship is furnished isdisplayed from the flagstaff and, except as prescribedfor a ship displaying a personal flag or commandpennant, a national ensign is displayed from eachmasthead. The national ensigns displayed at themastheads should be of uniform size but smaller thanthe one at the flagstaff. If there is a substantialdifference in heights of mastheads, however, adifference in the size of the national ensigns isappropriate.When the ship is full-dressed, mastheads aredressed as described in the preceding paragraph, Inaddition, a rainbow of signal flags is displayed,reaching from the foot of the jackstaff to themastheads, then to the foot of the flagstaff. Peculiarlymasted or mastless ships make a display as littlemodified from the rainbow effect as possible. Therainbow is displayed in the order prescribed in NTP13.Ships not under way are dressed or full-dressedfrom 0800 until sunset. Ships under way are notdressed or full-dressed. Ships operated by the MilitarySealift Command (MSC) are not required to befull-dressed, but will dress ship when full-dress isspecified and on all occasions of dress ship.Ships are full-dressed on the third Monday ofFebruary (President's Day) and the Fourth of July(Independence Day). When the Fourth of July falls ona Sunday, ceremonies are conducted the followingday. Ships are dressed on the remaining nationalholidays. Ships may be full-dressed or dressed at suchother times as may be prescribed.When dressing or full-dressing ship in honor of aforeign nation, the national ensign of that nationreplaces the United States national ensign at the main,or the masthead in a single-masted ship.Should the occasion arise whereby the ensign is tobe half-masted or dipped during dress or full-dressship, only the national ensign at the flagstaff ishalf-masted or dipped.When full-dressing is prescribed, the seniorofficer present may direct that dressing be substitutedif the state of the weather makes such action advisable.The senior officer present may also exempt shipsundergoing shipyard and/or repairs from dress orfull-dress ship.Only clean flags should be used in full-dressingship. On large ships, more than one set of flags maybe needed to fill all the dressing lines. Flags should bestopped to the dressing lines the day before the ship isto be full-dressed, otherwise something unforeseenmight develop and the dressing lines would not beready for hoisting at 0800.The ensigns, jack, and rainbow of flags should behoisted smartly at 0800. At evening colors, all ensignsand the jack should be lowered ceremoniously. Therainbow of flags should be lowered quickly.COLORSLEARNING OBJECTIVES: Explain the proceduresfor conducting colors ceremony and sunrise.The ceremonial hoisting and lowering of thenational flag at 0800 and sunset at commands ashoreand aboard ships of the Navy not under way is knownas morning and evening colors. The guard of the dayand the band, if available, are in the vicinity of thepoint of hoist.Aboard Navy ships or naval shore activities on alloccasions of hoisting and lowering or half-masting thenational ensign, the motions of the senior officerpresent are to be followed. Five minutes beforemorning and evening colors, at first call, thePREPARATIVE pennant is hoisted. Ceremonies forcolors begin when the pennant is hauled to the dip.10-11

If a band is available for colors ceremonies,“Attention” is sounded, followed by the band playingthe national anthem. In the morning, the ensign isstarted up at the beginning of the music and hoistedsmartly to the peak or truck. At evening colors, theensign is started down at the beginning of the music;lowering is so regulated as to be completed at the lastnote of the music. The national flag always is hoistedsmartly and lowered ceremoniously. “Carry on” issounded at the completion of the music.If no band is aboard, “To the Colors” is played onthe bugle at morning colors, and “Retreat” at eveningcolors. For ships having neither a band nor a bugler,whistle signals are used to call attention to colors; asingle blast indicates “Attention,” and those not inrank render the hand salute. At the conclusion ofcolors, three short blasts mean “Carry on.”Voice commands are used only as a last resort. Thewords attention to colors and carry on are passed onthe ship's 1MC. The hand salute is rendered asdescribed for whistle signals.When the music from another ship can beheard during colors and there is no band or bugleraboard your ship, the command to “Carry on”should not be given until the music beingoverheard is completed.After morning colors, if foreign warships arepresent, the national anthem of each nation sorepresented should be played in the order in which agun salute would be fired to, or exchanged with, thesenior official or officer present of each nation. Whenin a foreign port, however, the national anthem of theport should be played immediately after morningcolors, followed by the national anthems of the otherforeign nations represented. A schedule of the Englishalphabetical order of the members of the UnitedNations is listed in Annex B of NTP 13.For sunrise procedure, the PREPARATIVEpennant is hoisted close up 5 minutes before sunriseand hauled down at sunrise. At this time all deck lightsare also turned off and appropriate flags hoisted.FLAG DISPLAYS IN BOATSLEARNING OBJECTIVES: Explain proceduresfor the display of the ensign, personal flags, andpennants in boats. List day and night procedurefor conducting boat hails, and explain boatflagstaff topping ornaments.The ensign is displayed at the stern of waterborneboats of the naval service as follows:When under way during daylight in a foreignportWhen ships are required to be dressed orfull-dressedWhen going alongside a foreign vesselWhen an officer or official is embarked on anofficial occasionWhen a flag or general officer, a unitcommander, a commanding officer, or a chief ofstaff, in uniform, is embarked in a boat of thecommand or in one assigned for personal useAt other times when prescribed by the seniorofficer presentPERSONAL FLAGS AND PENNANTSWhen an officer in command (or chief of staff)entitled to a personal flag or command pennant isembarked in a boat on an official occasion, theappropriate flag or pennant is flown at its bow. If theofficer is not entitled to a personal flag or pennant, acommission pennant is displayed. On other thanofficial occasions, a miniature personal flag orpennant is displayed near the coxswain's station.Bow MarkingBoats also carry bow markings indicating towhom the boat is assigned. A boat having an arrow atthe bow is assigned for use by a commanding officeror a chief of staff who is not a flag officer. A miniatureof the command pennant is on the bow of a boatassigned to a unit commander. A boat assigned for thepersonal use of a flag or general officer has on eachbow the number of stars corresponding to the officer'srank.Union JackIn the waters of the nations to which he/she isaccredited, a diplomatic representative of or above therank of charge d'affaires and a governor or governorgeneral commissioned by the President are entitled todisplay the union jack within his/her area ofjurisdiction.10-12

BOAT HAILSBoat hails are used during hours when honors arerendered (sunrise to sunset). The OOD shouldchallenge an approaching boat as soon as possible byraising a clinched fist in the direction of the boat.He/she should also train a long glass or binoculars onthe coxswain. The coxswain replies to this challengeby holding up the number of fingers corresponding tothe number of side boys required to honor the seniorofficial or officer on board.Boats approaching a Navy ship between the hoursof sunset and sunrise should be hailed as soon asTable 10-3.—Boat Coxswain's Reply to Challengewithin hearing distance with “Boat ahoy.” Thecoxswain then replies with the appropriate word orphrase from table 10-3 to indicate the highest officialor officer on board.FLAGSTAFF TOPPING ORNAMENTSA staff ornament must top the flagstaff uponwhich the national ensign is displayed in boats of thenaval service when an officer or civil official isembarked on an official occasion or when a flagofficer, unit commander, commanding officer, chief ofstaff, or chief staff officer, in uniform, is embarked inOFFICER OR OFFICIAL ABOARD BOATCOXSWAIN'S REPLYPresident or Vice President of the United StatesSecretary, Deputy or an Assistant Secretary of DefenseSecretary, Under Secretary or an Assistant Secretary of theNavyChairman of the Joint Chiefs of StaffChief of Naval Operations or the Vice Chief of NavalOperationsFleet, Force, or Type CommanderA Flag OfficeA Chief of Staff/Chief Staff OfficerUnited StatesDefenseNavyJoint Chiefs of StaffNaval OperationsFleet or abbreviation of administrative title, i.e.,PACFLT.Flag OfficeStaffA Flotilla/Group Commander * Flot/Gru(type)(number)A Squadron Commander * Ron(type)A Division Commander * Div(type)(number)(number)A Marine Officer Commanding a BrigadeA Commanding Officer of a Ship or StationA Marine Officer Commanding a RegimentAny Other Commissioned OfficerOther Officers (Not Commissioned)EnlistedA boat not intended to go alongside, regardless of rank ofpassengerBrigade Commander(Name of Ship or Station)Regiment CommanderAye, AyeNo, NoHelloPassing* The type abbreviation used, for example, is CRUDESGRU FIVE, SERVGRU ONE, PHIBRON SIX and MINEDIVTWO TWO10-13

a boat of his/her command or one assigned for his/herpersonal use. An additional staff ornament of the sametype must top the flagstaff in the bow upon which thepersonal flag, command pennant, or commissionpennant is displayed.Figure 10-4 shows sketches of the differentornaments used today by the Navy. The toppingornament must have a highly polished brass finish. SeeNTP 13, chapter 11, for rules governing the display offlagstaff topping ornaments.HONORSLEARNING OBJECTIVES: Explain theprocedures for conducting passing honors, sidehonors, honors for official visits, and honors onrelief of command. List occasions when honorscan be dispensed with.In this section, we explain the different proceduresused for conducting the different types of honors.PASSING HONORSIn some cases, the distinctive mark flown from aship indicates the grade of the senior line officer onboard and, thus, is a means of determining who shouldinitiate passing honors. The commanders in chief ofthe Atlantic and Pacific Fleets periodically issue a listof ships and subdivisions of the fleet with the nameand lineal number of each commanding officer andcommander. The list helps determine who shouldinitiate honors, but because unit commandersoccasionally ride other ships, Signalmen must be alertto distinctive marks being flown.Passing honors are those honors other than gunsalutes that are rendered on occasion between Navyand/or Coast Guard ships or embarked officials orofficers that pass, or are passed, close aboard. Closeaboard means passing within 600 yards for ships and400 yards for boats, but both frequently are extendedto ensure that appropriate honors are rendered.Sequence for Rendering Passing HonorsMost frequently, passing honors consist ofsaluting the ship or official passing. When the bow ofa ship passes the bow or stern of anothercommissioned ship or boat, attention to theappropriate side is called by sounding one or twowhistles over the 1 MC. All hands in view on that sideand not in ranks face outboard. “Hand salute” issounded. When the other ship or the official returnsthe salute, "Two" and then “Carry on” are sounded.Bugle, whistle, and passing the word are used forpassing honors, with bugle being the preferredmethod. Bugle or whistle signals are as follows:One blast—Attention to starboardTwo blasts—Attention to portOne blast—Render saluteTwo blasts—Terminate salute, remain at attentionThree blasts-Carry onIn addition, the honors prescribed in table 10-4 arerendered by a ship of the Navy passing close aboard aship or naval station displaying the flag of the officialindicated and by a naval station, when practicable,when a ship displaying such a flag passes close aboard.These honors, and all honors between ships, areacknowledged by rendering the same honors in return.The honors prescribed in table l0-5 are renderedby a ship of the Navy passing or being passed closeaboard by a boat displaying the flag of a civil officialindicated. Honors to Armed Forces officers displayinga personal flag or command pennant from the bow ofa boat are the same as those for passing Navy ships.When a ship of the Navy is passing the USSArizona Memorial, Pearl Harbor, Hawaii, betweensunrise and sunset, passing honors consisting ofsounding “Attention” and rendering the hand salute byFigure 10-4.—Flagstaff topping ornaments.10-14

PresidentTable 10-4.—Passing Honors Between ShipsOfficial Uniform Ruffles andFlour-ishesAs prescribed by thesenior officer presentSecretary of State, As prescribed by thewhen special foreign senior officer presentrepresentative of thePresidentMusic Guard Remarks4 Man rail, unlessotherwise directed bythe senior officerpresent4 National Anthem Full Crew at quartersVice PresidentOf the dayHail ColumbiaFullCrew at quartersSecretary of Defense, Of the dayDeputy Secretary ofDefense, Secretaryof the Navy, orUnder Secretary ofDefenseNational AnthemFullCrew at quartersAn Assistant Secretary Of the dayof Defense, UnderSecretary or anAssistant Secretaryof the NavyNational Anthem Full Crew at quartersOfficialTable 10-5.—Passing Honors Between BoatsRuffles andFlour-ishesMusic Guard RemarksPresident 4 National Anthem Full “Attention” sounded, and salute byall persons in view on deck. Ifdirected by the senior officerpresent, man rail.Secretary of State, when specialforeign representative of thePresident4 National Anthem Full “Attention” sounded, and salute byall persons in view on deck.Vice President Hail Columbia “Attention” sounded, and salute byall persons in view on deck.Secretary of Defense, DeputySecretary of Defense, Secretaryof the Navy, or Under Secretaryof Defense, an AssistantSecretary of Defense, UnderSecretary or an AssistantSecretary of the NavyOther civil official entitled tohonors on official visitAdmiral's March Full “Attention” sounded, and salute byall persons in view on deck.“Attention” sounded, and salute byall persons in view on deck.10-15

all persons in view on deck and not in ranks must beexecuted by that ship.Honors to officers or officials embarked in boatsare acknowledged by the officer or official through ahand salute or other mark of respect.When a boat bearing a senior passes, passinghonors are rendered. If a junior but a commandingofficer, unit commander, or flag officer on an officialoccasion passes, personnel on the quarterdeck onlywill salute. This is a mark of respect to a person whoholds command at sea.Dispensing with Passing HonorsPassing honors are not rendered after sunset orbefore 0800 except when international courtesyrequires such action. They are not exchanged betweenships of the Navy engaged in tactical evolutionsoutside port.The senior officer present may direct that passinghonors be omitted in whole or in part.Passing honors are not rendered by or required ofships with small bridge areas, such as submarines,particularly when in restricted waters.Passing Honors to Foreign Dignitariesand WarshipsHonors prescribed for the President of the UnitedStates are rendered by a ship of the Navy being passedclose aboard by a ship or boat displaying the flag orstandard of a foreign president, sovereign, or memberof a reigning family except that the foreign nationalanthem is played instead of the national anthem of theUnited States.SIDE HONORSSide honors are rendered to foreign officers, civilofficials, and all U.S. officers boarding and departingthe ship, when directed by the senior officer present;the side is piped and the appropriate number of sideboys paraded. Officers appropriate to the occasionattend the side on the arrival and departure of officialsand officers.Side honors are not rendered between sunset and0800, during meal hours, or on Sundays. Side boys arenot paraded on Sundays; on other days between sunsetand 0800; or during meal hours of the crew, generaldrills and evolutions, and periods of regular overhaulexcept in honor of civil officials or foreign officers,when they may be paraded at anytime during daylight.Side boys are paraded only on scheduled visits.Except for official visits and other formaloccasions, side boys are not paraded in honor ofofficers of the armed services of the United Statesunless otherwise directed by the senior officer present.Side boys are not paraded in honor of an officer ofthe armed services in civilian clothes unless suchofficer is acting in an official civil capacity.The side shall be piped when side boys areparaded, but not at other times.Side honors also may be rendered as a part of navalcourtesy to officers and officials on occasion otherthan official visit. Once the honors are rendered, itbecomes an official visit, modified by the seniorofficer present.HONORS FOR OFFICIAL VISITSArticles in U.S. Navy Regulations detail honorsfor official visits by military and civil officials arrivingand departing.ArrivingHonors prescribed for an official visit are renderedon arrival as follows:1. When the rail is manned, men/women shall beuniformly spaced at the rail on each weather deck,facing outboard.2. “Attention” is sounded as the visitor's boat orvehicle approaches the ship.3. If an arrival gun salute is prescribed, it is firedas the visitor approaches and still is clear of the side.The proper flag or pennant is broken on the first gun,and hauled down on the last gun except when it is to beflown for the duration of the visit. Other ships firing aconcurrent salute, on the last gun should haul down theflag or pennant displayed in the honor of the visitor. Ifthe ship visited is moored in such a position that it is notpracticable to render the gun salute before the visitorarrives on board, the salute is rendered (provided localregulations do not forbid gun salutes) after the officialand party have arrived on board and are in a positionwell clear of the saluting battery.4. The boat or vehicle is piped as it comesalongside.5. The visitor is piped over the side; all persons onthe quarterdeck salute and the guard presents arms until10-16

termination of the call, ruffles and flourishes, music, orgun salute, depending on which is the last rendered. Ifa gun salute is not prescribed on arrival but a flag orpennant is to be displayed during the visit, it is brokenat the start of the call.6. Piping of the side, ruffles and flourishes, andmusic are rendered in that order. In the absence of aband, “To the Colors” is sounded on the bugle in lieu ofthe national anthem, when required.7. The visitor, if entitled to 11 guns or more, isinvited to inspect the guard upon completion of honors.DepartingDeparture honors for an official visit are asfollows:1. The rail is manned, if required.2. “Attention” is sounded as the visitor arrives onthe quarterdeck.3. When the visitor is ready to leave the ship, theguard presents arms; all persons on the quarterdecksalute; and ruffles and flourishes, followed by music,are rendered. The visitor is then piped over the side. Thesalute and present arms terminate with the last note ofthe call. If no salute is to be fired, the flag or pennantdisplayed in honor of the visitor is hauled down.4. The boat or vehicle is piped away from the side.5. If a gun salute is prescribed on departure, it isfired when the visitor is clear of the side. If a flag orpennant is displayed in honor of the visitor, it is hauleddown with the last gun of the salute.The same honor and ceremonies as for an officialvisit to a ship of the Navy is rendered, insofar aspracticable and appropriate, on the occasion of anofficial visit to a naval station, except that manning therail, piping the side, and parading side boys are notconsidered appropriate. When, in the opinion of thesenior officer present, such honors will serve a definitepurpose, they may be rendered.Signalman's DutiesThe Signalman's responsibilities for honorsduring official visits are the proper display of flags orpennants. That entails some advance planning andcoordination to ensure a snappy evolution.A basic rule for the display is that only onedistinctive mark may fly from a ship. Thus, if theperson visiting is an officer eligible for command atsea who rates a personal flag or command pennant, thepersonal flag flies in lieu of the commission pennant.If the ship visited is a flagship and the officer visitingis senior to the commander of the unit and rates apersonal flag or command pennant, the personal flagor command pennant of the officer visiting flies in lieuof the unit commander's personal flag or pennant. Theflag or pennant of an officer not eligible for commandat sea is not displayed from a ship of the Navy.The Red Cross flag is never replaced. The flyingof the personal flag of an officer eligible for commandof a warship at sea violates the neutrality of theprovisions of the Geneva Convention.In addition to the rule that only one distinctivemark may be displayed at one time, the commissionpennant and personal flag of a civil official may notbe displayed simultaneously. When a civil official inwhose honor the display of a personal flag isprescribed pays an official visit or embarks forpassage, the personal flag is displayed at the aftermasthead or most conspicuous hoist, replacing thedistinctive mark. If the mark is a commission pennant,it is immediately lowered; if it is an officer's personalflag or command pennant, it is shifted, as explainedearlier in this chapter.Visits during dress ship also provide variations indisplaying personal flags and command pennants.Check U.S. Navy Regulations and NTP 13 for details.HONORS ON RELIEF OF COMMANDWhen a flag officer or a unit commander relievesa command or departs after being relieved, the samehonors are rendered as for an official visit, subject toregulations pertaining to gun salutes.When assuming a command, an officer readshis/her orders to the assembled officers and crew.Immediately after reading the orders, the officer'spersonal flag or command pennant is broken, and agun salute, if required, is fired.If the flag officer or unit commander is relievinganother officer in command, the officer being relievedreads his/her orders to the assembled officers andcrew. On completion thereof, or after the gun salute,if fired, the commission pennant is hoisted and thepersonal flag or pennant immediately lowered. Theofficer succeeding to command then reads his/herorders, and on completion thereof, the flag orcommand pennant is broken and the ship'scommission pennant is hauled down.10-17

An important point of the relieving ceremony asit pertains to a Signalman is that the ship's distinctivemark always be in the air. There are occasions, forexample, when commanding officers (below flagrank) being relieved are presented with the ship'scommission pennant. When such a presentation is tobe made, a new commission pennant must be closedup before the one to be presented is hauled down.HONORS FOR OFFICIAL INSPECTIONWhen a flag officer or unit commander boards a shipof the Navy to make an official inspection, honors arerendered as for an official visit. The flag or pennant isbroken upon arrival and is hauled down on departure.When the flag of a flag officer or unit commander isflying on board the vessel being inspected, his/herpersonal flag is hauled down on board the flagship unlessthe latter is the vessel being inspected.The same provisions apply, insofar as practical andappropriate, when a flag officer in command ashore makesan official inspection of a unit of his/her command.HONORS FOR FOREIGN MILITARYOFFICERS AND CIVIL OFFICIALSHonors rendered to foreign military officers andcivil officials are essentially the same as those forUnited States officers and civil officials of the samerank. A foreign naval officer's flag is not, however,displayed from a US. Navy ship. Flags pictured infigure l0-5 are shown for the purpose of recognitionand as an aid in determining relative seniority forrendering passing honors and the like.The national ensign of the foreign country is flownfrom a U.S. Navy ship when visited by a foreignofficer or civil official. If the official is entitled to a21-gun salute, the foreign ensign is flown from themain masthead. If entitled to fewer than 21 guns, it isflown from the foremast. The personal flag orcommand pennant normally displayed at the mainwould be moved to another location, as mentionedearlier for U.S. civil officials.MISCELLANEOUS FLAGS ANDPENNANTSLEARNING OBJECTIVE: Explain the use ofthe following flags and pennants: U.S. Navyflag, United Nations flag, homeward-boundpennant, church or Jewish worship pennant,Red Cross flag, the POW/MIA flag, awardflags and pennants, and the absentee pennants.The use of the following flags is a must-know forall Signalmen; take a little time and learn theprocedures for their display.U.S. NAVY FLAGOn 24 April 1959, the President, on therecommendation of the Secretary of the Navy,established an official flag (fig. 10-6) for the UnitedStates Navy. That was done to fulfill a need for anofficial flag to represent the Navy on a variety ofceremonial, parade, and display occasions.The U.S. Navy flag represents the Navy asfollows:At Official ceremoniesIn paradesDuring official Navy display occasionsAt public gatherings when the Navy is an officialparticipantOn other occasions as may be authorized by theSecretary of the NavyWhen used for these purposes, the Navy flagaccompanies and takes the place of honor after thenational flag. However, when other branches of theArmed Forces are participating, the flags takeprecedence in order of seniority of the servicesrepresented.UNITED NATIONS FLAGThe flag of the United Nations consists of theofficial emblem of the United Nations in whitecentered on a “United Nations blue” field (fig. 10-7).The flag is flown from all buildings, offices, andother property occupied by the United Nations. Themanner and circumstances of display conform, as faras appropriate, to the laws and customs applicable tothe display of the national flag of the country in whichthe display is made.The United Nations flag is displayed atinstallations of the Armed Forces of the United Statesonly upon occasions of visits of high dignitaries of theUnited Nations while in performance of their dutieswith the United Nations. When so displayed, it isdisplayed with the U.S. flag; both flags should be ofapproximately the same size and on the same level,with the flag of the United States in the position ofhonor on the right, the observer's left.10-18

Page 10-19Figure 10-5.—Personal flags of major naval powers.

Figure 10-6.—United States Navy flagWhen it is displayed with one or more other flags,all flags displayed are flown on the same level andshould be of approximately equal size.It may be displayed on either side of any otherflag without being in a subordinate position to such flag.On no account may any flag displayed with theUnited Nations flag be on a higher level than the UnitedNations flag, and on no account may any flag displayedwith the United Nations flag be larger than the UnitedNations flag.The flag ordinarily is displayed from sunrise tosunset, but it may also be displayed at night upon specialoccasions.The United Nations flag should never be used asa drapery of any sort, nor festooned, drawn back, up, orin folds, but always allowed to fall free.In a closed circle, a cluster, or a linear orsemicircular grouping of flags of the United Nations,flags other than the United Nations flag are displayedin the English alphabetical order of the countriesrepresented, starting from the left and readingclockwise. The United Nations flag may be displayedon a flagpole in the center of a circle of flags or in thecenter of a line cluster or semicircular display.HOMEWARD-BOUND PENNANTFigure 10-7.—United Nations flag.When United Nations dignitaries are to behonored, U.S. Navy vessels display the UnitedNations flag in the same manner as they present aforeign ensign during visits of a foreign president orsovereign.The President of the United States may authorizethe display of the United Nations flag for nationaloccasions other than those named.Flags, Pennants and Customs, NTP 13, containsinstructions for the display of, restrictions, andprohibitions for the United Nations flag. Thefollowing list contains a few of the regulations:The United Nations flag may be displayed aloneor with other national flags to demonstrate support ofthe United Nations and to further its principles andpurpose.The homeward-bound pennant is flown by shipsreturning from extended overseas tours. The pennantis authorized for display by a ship that has been onduty outside the limits of the United Statescontinuously for at least 9 months. It is hoisted ongetting under way for the United States and may beflown until sunset on the day of arrival in a port ofdestination. The pennant is similar to the commissionpennant, but instead of the usual seven stars, there isone star for the first 9 months of overseas duty and onestar for each additional 6 months. Total length of thepennant customarily is 1 foot for each officer andenlisted crewmember who served overseas for aperiod in excess of 9 months. When the number ofpersonnel produces an unwieldy pennant, the lengthof the pennant is restricted to the length of the ship.Upon arrival in a port of the United States, the blueportion containing the stars is presented to thecommanding officer. The remainder of the pennant isdivided equally among the officers and enlisted crew.10-20

RED CROSS FLAGThe Red Cross (Geneva Convention) flag is thedistinctive mark flown from the after truck of ahospital ship of the Navy in commission.In general, the Red Cross flag is regarded as aninternational guarantee of amnesty from attack It isdisplayed ashore at the sanitary branch (dispensary orinfirmary) of an activity of the Navy, in company withthe national flag, to indicate that the area immediatelysurrounding it is entitled to protection under the rulesof the Geneva Convention. None of the militaryservices, however, flies it on the same halyard as thenational flag. Boats engaged in sanitary service andlanding party hospital boats display the Red Cross flagfrom a staff in the bow.Some nations in the Middle East regard the crossas a symbol contrary to their religious beliefs. Insteadof a red cross on the flag, they use designs such as ared crescent on a white field or a red lion and sun ona white field as an indication of a mission of mercy oramnesty from attackCHURCH AND JEWISHWORSHIP PENNANTSWith the sole exception of flag displays at UnitedNations headquarters, where special rules apply, onlythe church or Jewish pennant may be flown above thenational ensign. The church services must beconducted by a Navy chaplain or visiting churchdignitaries aboard ship.Many ships are fitted with two halyards to the samepoint of hoist at both the staff and gaff to permit displayof the church pennant and ensign simultaneously.In displaying the church pennant, it is hoisted tothe peak or truck, the ensign then being dipped justclear of it. If services are being conducted at the timeof morning colors, the ensign is hoisted to the truck atthe prescribed time. The church pennant is thenhoisted and the ensign dipped just clear of the pennant.If the ensign is displayed at half-mast, the churchpennant is hoisted just above the ensign. In loweringthe church pennant, the ensign is closed up before thepennant is lowered.Although the church pennant maynotbeflownabovethe national flag ashore, it may be displayed separately.The Jewish worship pennant is displayed duringJewish religious services afloat and ashore. The samerules governing the display of the church pennantapply to the display of the Jewish worship pennant.POW/MIA FLAGAll activities authorized to fly the national ensignare encourage to fly the POW/MIA flag on occasionssuch as Memorial Day, Veterans Day, and NationalPOW/MIA Day.Ships are to display the flag from the inboard portsignal halyard. Ashore display should be beneath thenational ensign. The POW/MIA flag can also be usedfor indoor display to enhance ceremonies.AWARD FLAGS AND PENNANTSWhen not under way, ships should fly awardpennants at the foremast from sunrise to sunset, on thesame halyard, one below the other, in order ofseniority. When ashore, award pennants may bedisplayed in the order of seniority from the portyardarm at U.S. naval activities. For commandswithout an appropriate flagpole, a replica of the awardflag or pennant may be displayed in or near the vicinityof the command’s quarterdeck. When an award flag orpennant is awarded to a department or division withina command, a replica may be displayed in or near themain entrance to that department or division.ABSENTEE PENNANTSWhen a ship is not under way, the absence of anembarked officer, unit commander, chief of staff, chiefstaff officer, or commanding officer is indicated fromsunrise to sunset by an absentee pennant displayedfrom the signal yardarm as prescribed in the followingtable. In the case of the absence of the commandingofficer who is also a unit commander or acting as atemporary unit commander, both absentee pennantswill be displayed.SignalFIRST SUB—starboardoutboardSECOND SUB—port inboard Absence of chief of staff or chiefstaff officer of the commanderwhose personal flag is flying onthis ship.THIRD SUB—port outboard Absence of commanding officer(its use immediately shifts to theexecutive officer when thecommanding officer departs fora period of absence of 72 hoursor more).FOURTH SUB—starboardinboardMeaningAbsence of a flag officer or unitcommander whose personal flagor command pennant is flyingon this ship.Absence of civil or militaryofficial whose flag is flying onthis ship.10-21

Figure 10-8.—Flags of some leading maritime nations.10-22

NOTEOn a flagship where the commander’spersonal flag has been hauled down and replacedby a commission pennant, the chief ofstaff’s absentee pennant is not displayed.FLAGS OF PRINCIPAL MARITIMENATIONSLEARNING OBJECTIVE: List some of theflags of the principal maritime nations. Figure10-8 shows flags and ensigns of some principalmaritime nations. Unlike the practice in theUnited States, a number of countries haveensigns different from their national flags.although color patterns generally remainconstant.SUMMARYIn this chapter you have learned about the basichonors and ceremonies. You have learned of thedifferent rules that govern the display of ensigns andhow to determine the appropriate size of ensigns foryour ship. You have learned how to challenge smallboats at night and the meaning of flagstaff ornaments.You have learned the procedures for returning a dipand which countries are not entitled to a dip. You havelearned the rule for the display of personal flags andpennants, the commission pennant, the U.S. Navyflag, the United Nations flag, plus much more.10-23

CHAPTER 11SECURITYAs a Signalman, you will hear a great deal aboutthe security of classified material. You will haveaccess to and will use classified information every day.For that reason, all activities brief newly arrivedSignalmen in security and require them to sign astatement attesting that they have received the briefingand understand the contents. Furthermore, as part ofeach command's security program, you will berequired to read and indicate your understanding ofseveral of the most important national laws andregulations related to security.Maintaining the security of classified material,however, requires more than a briefing, a regulation,or a law. Security will only be as effective as you makeit. There is no one to whom you can transfer yourresponsibility for protecting this information.Security, along with operating signaling equipment, isa basic part of your duties. You must be securityconscious to the point that you automatically exerciseproper discretion in the discharge of your duties, anddo not think of security as something separate andapart from other matters. In this way, security ofclassified information becomes a natural element ofevery task, and not an additionally imposed burden.PURPOSE OF SECURITY PROGRAMLEARNING OBJECTIVES: Explain thepurpose of the security program. Definecommand management, security education,and security principles.The security program deals basically with thesafeguarding of information that should not beallowed to fall into the hands of foreign governments,foreign nationals, or other unauthorized persons. Thedanger being that such information might be used tothe detriment of the United States.Information may be compromised throughcareless talk, improper handling of classified material,and in various other ways. Some of the ways in whichmilitary personnel may accidentally give away vitalinformation are discussed in Basic MilitaryRequirements, NAVEDTRA 12043.COMMAND MANAGEMENTCommanding officers are responsible for effectivemanagement of the Information and PersonnelSecurity Program within their command. Commandsecurity management discussion includes thefollowing action areas:Designating a security managerDesignating a Top Secret control officer (TSCO)if Top Secret material is handled by thecommandDesignating an ADP security officer if thecommand processes data or prepares documentsin an automated systemDesignating a security officerPreparing written command security proceduresand an emergency destruction plan for theprotection of classified materialReviewing and inspecting the effectiveness ofthe program in subordinate commandsCommand Security ManagerEvery command in the Navy and Marine Corpseligible to receive classified information is required todesignate a security manager in writing. The securitymanager will be afforded direct access to thecommanding officer to ensure effective managementof the command’s security program.The security manager may be employed full-time,part-time, or as a collateral duty, but he/she must bean officer or a civilian employee GS- 11 or above. Thesecurity manager must be a U.S. citizen and have afavorably completed background investigation (BI).The security manager is the main advisor oninformation and personnel security in the commandand is responsible to the commanding officer for themanagement of the program.The security manager, for effective managementof the program, should do the following:Develop written command information andpersonnel security procedures, including an emergencydestruction plan.11-1

Formulate and coordinate the command'ssecurity education program.Ensure that threats to security, compromises, andother security violations are reported, recorded and,when necessary, investigated.Administer the command's program forclassification, declassification, and downgrading ofclassified material.Maintain liaison with the public affairs officer toensure that proposed press releases do not containclassified information.Ensure compliance with accounting and controlrequirements for classified material, including receipt,distribution, inventory, reproduction, and disposition.The duties of the security manager are numerous.Refer to Department of the Navy Information andPersonnel Security Program Regulation,OPNAVINST 5510.1, for more informationconcerning his/her duties.Top Secret Control OfficerEach command that handles Top Secretinformation must designate, in writing, a Top Secretcontrol officer (TSCO). The person designated mustbe an officer, senior non-commissioned officer, or acivilian employee GS-7 or above. The TSCO must bea U.S. citizen with a Top Secret clearance.The TSCO is responsible to the security managerfor the receipt, custody, accounting for, anddisposition of Top Secret material in the command.Procedures for the duties of the TSCO are set forth inOPNAVINST 5510.1.Security AssistantThe security assistant must be a U.S. citizen andeither an officer, an enlisted person E-6 or above, or acivilian employee GS-6 or above. The designationmust be in writing. The assistant security managerdoes not require a BI unless he/she has been authorizedto issue security clearances. The security assistantassists the security manager in his/her duties.ADP/Information SystemsSecurity OfficerEach command involved in processing data in anautomated system must designate an ADP/IS securityofficer.The ADP/IS security officer is responsible to thesecurity manager for the protection of classifiedinformation being processed in the automated systemand is responsible to the physical security officer forthe protection of the personnel, equipment, and relatedresources.SECURITY EDUCATIONEach command in the Department of the Navy(DON) that handles classified information willestablish and maintain an active security educationprogram to instruct all personnel, regardless of theirposition, rank, or grade, in security policies andprocedures. The overall purpose of the securityeducation program is to make sure that all personnelunderstand the need to protect classified informationand know how to safeguard it.Commanding officers, through their securitymanagers, are responsible for security education intheir commands, and for ensuring it is afforded asignificant share of the time dedicated to commandsecurity.SECURITY PRINCIPLESThe Department of Defense (DOD) securityformula is based on the premise of circulation control(the control of dissemination of classifiedinformation). According to this policy, knowledge orpossession of classified defense information ispermitted only to persons whose official duties requireaccess to the information (“need to know”).CLASSIFICATION CATEGORIESLEARNING OBJECTIVES: Identify anddefine the classification designations andspecial markings.Official information that requires protection in theinterests of national security is placed into one of threecategories: Top Secret, Secret, or Confidential.Following are examples and definitions of eachcategory.TOP SECRETTop Secret is the designation applied only toinformation that requires the highest degree ofprotection. It is of such a nature that its unauthorizeddisclosure could reasonably be expected to cause11-2

exceptionally grave damage to the national security,such as the following:SECRETAn armed attack against the United States or itsAlliesThe compromise of military or defense plans,intelligence operations, or scientific ortechnological developments vital to the nationaldefenseDisruption of foreign relations vitally affectingthe national securitySecret is the designation applied only toinformation the unauthorized disclosure of whichcould reasonably be expected to cause serious damageto the national security, such as the following:Jeopardizing the international relations of theUnited StatesEndangering the effectiveness of a program orpolicy of vital importance to the national defenseCompromising important military or defenseplans, or scientific or technologicaldevelopments important to national securityRevealing important intelligence operationsCONFIDENTIALConfidential is the designation applied only toinformation the unauthorized disclosure of whichcould reasonably be expected to cause identifiabledamage to the national security, such as the following:MARKINGInformation that reveals strength of our land, air,or naval forces in the United States and overseasareasDocuments and manuals containing technicalinformation used for training, maintenance, andinspection of classified munitions of warResearch, development, production, andprocurement of munitions of warClassified material will be physically marked,annotated, or identified by means as prescribed in thissection. The purpose of marking classified material isto inform the holder of the classification level and thedegree of protection required, and to assist inextracting, paraphrasing, and downgrading anddeclassification actions. Therefore, all classifiedmaterial must be marked in a manner that leaves nodoubt about the level of classification assigned to thematerial.Marking RequirenentsMarking requirements and the application of themarkings vary depending on the kind of material. Thefollowing markings are required for all classifiedmaterial:Originally classified materialThe identity of the original classification authorityThe agency or office of originDeclassification dateThe overall classificationAny downgrading instructionsDerivatively classified materialThe source of classificationThe agency and office of originThe overall classificationDeclassification dateDowngrading actionsPublication MarkingsThe basic markings will be placed on the front ofthe publication. The overall classification will beplaced at the top and bottom center of the front cover,title page, and first page. Downgrading anddeclassification instructions appear only on the face ofthe publication.A back cover is not required; if used, the overallclassification is placed at the top and bottom center.The classification of each interior page (exceptblank pages) of a publication will be marked at the topand bottom center of the page. Normally, the overallclassification of the publication is used. The markingof each interior page with the highest classification itcontains, to include UNCLASSIFIED, is permissible.When marked in this manner, and the page is printedon the front and back, both sides of the page must bemarked with the highest classification of either side.When one side contains information of a lowerclassification than the marking applied, a statement11-3

such as “This page is unclassified” or “This page isConfidential” is used.When a change is being issued to an existingclassified publication, the changed pages will bemarked as if they were already entered into the basicpublication. If any of the changes is on an interiorpage, it will be marked in the same way as the interiorpages of the basic publication.Portion MarkingsEach section, part, paragraph, or subparagraph ofa classified document will be marked to show its levelof classification or the fact that it is unclassified. Thereason for this requirement is to eliminate any doubtas to which portion of the document contains, or canreveal, information requiring protection. Theappropriate symbol will be placed immediatelyfollowing a portion letter or number, or in the absenceof letters or numbers, immediately before thebeginning of the portion. The symbols are as follows:Top Secret (TS)Secret (S)Confidential (C)For Official Use Only (FOUO)Unclassified (U)In addition to the classification symbols, thefollowing symbols may also be used:Restricted Data (S-RD)Formerly Restricted Data (S-FRD)Critical Nuclear Weapons Design Information(S-RD) (N)When a major numbered or lettered paragraph andall of its subparagraphs are unclassified, eachparagraph need not be marked. Marking the lead-inparagraph with a (U) is sufficient.The full classification—not the abbreviatedform—is marked on figures, tables, graphs, charts,and so forth. The classification marking must becentered just below the illustration. Special situationsmay dictate the placement of the markings above oractually within the general area of the illustration. Theimportant point is that the reader understand theclassification level of that illustration.COMPROMISES AND SECURITYVIOLATIONSLEARNING OBJECTIVES: Define compromisesand security violations. List some of thereasons that lead to compromises and securityviolations.There are two types of security violations: Thosethat result in a confirmed compromise or possiblecompromise of classified information, and those that donot but in which a security regulation has been violated.Compromise is the disclosure of classifiedinformation to a person who is not authorized access.The unauthorized disclosure may have occurredknowingly, willfully, or through negligence.The compromise of classified informationpresents a threat to national security. The seriousnessof the threat must be determined and action taken toreduce the effects of compromise. At the same time,action must be taken to investigate the circumstancesand determine the causes, to prevent recurrence.Compromise of classified material results when asecurity violation has resulted in confirmed orsuspected exposure of classified information ormaterial to an unauthorized person. The compromiseis considered “confirmed” when conclusive evidenceexists that classified material was compromised; it isconsidered “suspected” when some evidence existsthat classified material has been subjected tocompromise.Any individual in the DON who is aware of thecompromise or possible compromise of classifiedmaterial must report the facts immediately to the mostreadily available command.Individuals who are aware of possible acts ofsabotage, espionage, deliberate compromise, or othersubversive activities must report immediately allavailable information to the most readily availablecommand, which, in turn, will notify the appropriateNaval Investigative Service office.SECURITY CLEARANCESLEARNING OBJECTIVES: Explain thepurpose of security clearances. List and explainthe types of BI done on an individual requiringa security clearance.11-4

A personnel security clearance is anadministrative determination that an individual iseligible for access to classified information of thesame category as or lower than the clearance beinggranted.No one will be given access to classifiedinformation or be assigned to sensitive duties unless afavorable personnel security determination has beenmade of his/her loyalty, reliability, andtrustworthiness. The initial determination will bebased on a personnel security investigation (PSI)appropriate to the access required or to otherconsiderations of the sensitivity of the duties assigned.Only the following personnel are authorized to requestPSIs on personnel under their jurisdiction:Director, Central Adjudication FacilityCommanders and commanding officersChiefs of Recruiting stationsRequest for PSIs must be kept to the absoluteminimum. Reliance on PSIs as a means of identifyingproblem personnel security cases will be avoided.Special attention is to be given to eliminatingunnecessary and duplicate reports. PSIs will not berequested to resolve allegations of a suitability naturefor the purpose of supporting personnel administrativedecisions or disciplinary procedures independent of apersonnel security determination.The Defense Investigative Service (DIS) or theOffice of Personnel Management (OPM) conducts orcontrols all PSIs for the DON. DON elements areprohibited from conducting PSIs without a specificrequest from DIS to support its investigativeresponsibilities.TYPES OF INVESTIGATIONSThe term personnel security investigationdescribes an inquiry by an investigative agency intoan individual's activities for the specific purpose ofmaking a personnel security determination.Investigations conducted for other purposes may havean impact on security clearances or assignments tosensitive duties, but are not PSIs. The following aresome of the types of investigations. See Departmentof the Navy Information and Personnel SecurityProgram Regulation, OPNAVINST 5510.1, for moreinformation on PSIs.National Agency CheckA national agency check (NAC) consists of acheck of the files of a number of government agenciesfor pertinent facts bearing on the loyalty andtrustworthiness of the individual. Examples ofagencies checked are the FBI and the Defense CentralIndex of Investigations. The NAC conducted on afirst-term enlistee in the Navy or Marine Corps iscalled an entrance NAC (ENTNAC). The primaryreason for the ENTNAC is to determine the suitabilityof an individual for entry into the service. If a servicemember reenlists after a break in active service greaterthan 12 months, an NAC (not an ENTNAC) isrequested.Background InvestigationThe background investigation (BI), conducted byDIS, is much more extensive than a NAC. It isdesigned to develop information as to whether theaccess to classified information by the person beinginvestigated is clearly consistent with the interests ofnational security. It includes an NAC and probesdeeply into the loyalty, integrity, and reputation of theindividual.Special Background InvestigationThe special background investigation (SBI) is aninvestigation conducted by DIS, with extendedcoverage of the individual's background to provide agreater depth of knowledge than a BI. The scope of anSBI is 15 years or since the 18th birthday, whicheveris shorter. At least 2 years will be covered, except thatno investigation is conducted prior to the subject's16th birthday.CLEARANCE ELIGIBILITYEligibility for a security clearance is limited tomembers of the executive branch of the U.S.Government or to employees of the DOD contractors,under the Defense Industrial Security Program.Occasionally, it is necessary for the DON to clearpersons outside the executive branch of thegovernment. Only U.S. citizens are eligible forsecurity clearances. Non-U.S. citizens may beconsidered for limited access authorization.Classified information is made available toappropriately cleared persons only when it isnecessary in the interests of national defense and theindividual requires the information to carry out11-5

assigned duties. Personnel authorized access toclassified information must be trustworthy, loyal, andof good character.In the following situations, a security clearance isnot granted:To persons in nonsensitive civilian positionsTo persons whose regular duties do not requireauthorized access to classified informationFor ease of movement within a restricted,controlled, or industrial area of persons whose duties donot require access to classified informationTo persons who may only have inadvertentaccess to sensitive information or areas, such as guards,emergency service personnel, police, and so forthTo persons whose access to classifiedinformation can be prevented by a clear escortTo maintenance or cleaning personnel who mayonly have inadvertent access to classified informationunless such access cannot be reasonably preventedTo persons who perform maintenance on officeequipment, computers, typewriters, and similarequipment who can be denied classified access byphysical security measuresReserve personnel in an “active status” are eligiblefor a security clearance as required. Members ofCongress do not require security clearances. They maybe granted access to DOD classified information thatrelates to matters under the jurisdiction of therespective committees.INTERIM AND FINAL CLEARANCESInterim clearance may be granted only after therequired investigative forms for final clearance havebeen sent to DIS or OPM and a check of availablepersonnel, medical, legal, security, base police, andother command records do not contain informationthat clearly indicates that the individual is not asuitable candidate for a position of trust. Interimclearances are effective up to 6 months and may beextended another 6 months if a tracer has confirmedthat the investigation is still pending.A final clearance is granted upon completion ofall investigative requirements as set forth inDepartment of the Navy Information and PersonnelSecurity Program Regulation, OPNAVINST 5510.1.ACCESSNo one has a right to have access to classifiedinformation solely because of rank, position, orsecurity clearance. The final responsibility fordetermining whether a person’s official duties requireaccess to any element or item of classified informationand whether he/she has been issued the appropriatesecurity clearance or authorization by proper authorityrests with the individual who has the authorizedpossession, knowledge, or control of the informationinvolved—not with the prospective recipient.The ultimate authority for granting access toclassified information rests with the commandingofficer, who is responsible for the security of theinformation or material in his/her command. Acommanding officer may grant access to classifiedinformation to an individual who has an official needto know, a valid security clearance or accessauthorization, and about whom there is no locallyavailable disqualifying information.More in-depth information concerning access toclassified information and material is covered inchapter 24 of OPNAVINST 5510.1.STORAGE OF CLASSIFIED MATERIALLEARNING OBJECTIVES: Explain theprocedure for the storage of classified material.Define security container and explainrequirements when keys and combinations tocontainers are used.Commanding officers are responsible forsafeguarding all classified information within theircommands and for ensuring that classified materialnot in actual use by appropriately cleared personnel orunder their direct personal observation is properlystored.Any weakness in equipment being used tosafeguard classified material in storage is reported tothe Chief of Naval Operations. Each report must fullydescribe the weakness or deficiency and how it wasdiscovered. Reporting is especially important whenGSA-approved containers are involved.Valuables, such as money, jewels, and so forth,will not be stored in the same containers used tosafeguard classified material. These items increase therisk that the container will be opened or stolen, withthe resulting compromise of the information within.11-6

Table 11-1 identifies the minimum requirementfor storing classified material. It must be used inevaluating the security container and supplementalcontrol required to properly safeguard classifiedinformation stored within.STORAGETop Secret material will be stowed in a class A orB vault, a strongroom that meets the prescribedstandards, or a General Services Administration(GSA) approved security container. When located ina building, structural enclosure, or other areas notunder U.S. Government control, the vault, strongroomor security container must be protected by an alarmsystem or guarded by U.S. citizens duringnonoperating hours or located in an alarmed area thataffords protection equal to or better than thatprescribed. When an alarm is used, the physical barriermust be adequate to prevent the following actions:Surreptitious removal of the materialObservation that would result in compromise ofthe materialThe physical barrier must be such that forcibleattacks will result in evidence of attempted entry intothe room or area. The alarm system must, at aminimum, provide immediate notice to a U.S. securityforce of an attempted entry.Secret and Confidential material will be stored inthe manner prescribed for Top Secret material or untilphased out; in a steel filing cabinet having a built-inGSA-approved combination lock; or as a last resort, asteel filing cabinet equipped with a steel lockbar,secured by an approved GSA combination padlockWhen a lockbar container is used, the followingprocedures apply:The keeper and staples of the lockbar must besecured to the filing cabinet by welding, rivets, orpeened bolts.The drawers of the container must be heldsecurely closed when the lockbar is in place, so theircontents cannot be removed by forcing open a drawer.During working hours, padlocks must be placedin the cabinet or locked through the staple until thecabinet is secured at the end of the day.Table 11-1.—Storage RequirementsCLASS “A” VAULT X X XCLASS “B” VAULT X 2 X XSHOREINSTALLATIONS SHIPS AIRCRAFTTS 1 S C TS 1 S C TS 1 S CSTRONGROOM X 3 X 2 X X 5 X 2 X X 5 X 2 XGSA CONTAINER X 2 X X X 2 X X X 2 X 4 XLOCK BAR CABINET X 2 X 4 X 2 X X 2 X 4LOCKED CONTAINER OF X 6 X 6 X 6 X 6SUBSTANTIAL METAL ORWOODEN CONSTRUCTION1 Must be located in buildings, ships, and aircraft that are under U.S. Government control; otherwise, must beprotected by an alarm system or be guarded during non-working hours by U.S. citizens.2 Surrounding area locked and access to area controlled by U.S. personnel.3 Container alarmed or guarded by U.S. personnel.4 Surrounding area locked.5 Area alarmed and patrolled every hour by U.S. personnel.6 Surrounding area locked when not manned by U.S. personnel. Locked area must be checked every 24 hours.11-7

Precautionary measures must be taken so papersstored in the container will not protrude from thedrawers when they are closed, or cannot be fished outthrough the cleft surrounding the drawers. One methodis the insertion of stiff cardboard, such as a file folder,in a horizontal position above papers filed in the drawer.Storage areas for bulky Secret or Confidentialmaterial must have access openings secured byGSA-approved combination padlocks or key-operatedpadlocks with high security cylinders. If these storagerequirements cannot be met afloat or aboard aircraft,Secret or Confidential material may be stored in a lockedcontainer of substantial metal or wood constructionsecured by an approved GSA combination padlock. Inthis case, the area must be locked when not manned andchecked at least once every 24 hours.NEW STORAGE CONTAINERSNew security containers should not be procureduntil a physical security survey of existing equipmentand a review of classified records on hand has beenmade. It might be determined that it would not befeasible to use the equipment or to retire, return, ordeclassify or destroy a sufficient volume of recordscurrently on hand to make the needed security storagespace available.Only containers that have been approved by theFederal Government as security filing equipment shouldbe procured. Equipment is selected from the NationalSupply Schedule of the GSA following the proceduresoutlined in SECNAVINST 10463.1. Modification of anyequipment that is used to store classified material isprohibited. Exceptions to permit acquisition ofspecial-purpose equipment or to modify filing cabinetsto bar-padlock types suitable for storing classifiedmaterial must be requested from the CNO.A security container records form (fig. 11-1) willbe maintained for each security container used for thestorage of classified material. The container will beinspected each watch.Security containers conforming to Federalspecifications bear a test certification label on thelocking drawer, attesting to the security capabilities ofthe container and lock.NONAPPROVED SECURITYCONTAINERSNonapproved security containers are available inmany shapes and sizes; however, containers of thistype may not be used to store classified material eventhough they may be equipped with manipulationproofor manipulation-resistant locks and have othersecurity and fire protection features.Nonapproved containers used to safeguardclassified material should be replaced by an approvedGSA security container.COMBINATIONSA security container, vault, or storeroom must befitted with a lock that resists opening by unauthorizedpersons. Manipulation-resistant (MR) andmanipulation-proof (MP) locks are tested by theUnderwriters' Laboratory (UL) and must have the ULlabel attached to the back of the lock.Federal specifications governing the manufactureof security containers and security vault doors requirethat the unit be equipped with a top-readingchangeable combination lock that controls the lockingof the container. The top-reading design replaced thefront-reading design to provide increased protectionagainst the combination being ascertained by covertviewing. Combination locks are available with twoforms of combination changing: hand or key.Hand-changing requires removing the wheel pack andchanging the wheel to the new combination.Key-changing requires the use of a key that is insertedinto the lock case, permitting a new combination to beset. The type of combination lock desired should bespecified when ordering the container.The following requirements help ensure theeffectiveness of combination locks:1. Combinations must be changed only byindividuals having the responsibility and anappropriate security clearance.2. The combination will be given only to peoplewhose official duties demand access to thecontainer.3. The combination to a security container ischanged at the time the container is received, atthe time any person having knowledge of thecombination leaves the organization, at any timethere is reason to believe that it has beencompromised, or as a minimum every 24months.In selecting combination numbers, multiples of 5,simple ascending or descending arithmetical series,and personal data (such as birthdates and servicenumbers) should be avoided. The same combinationwill not be used for more than one container in anyone component.11-8

Figure 11-1.—Security Container Records form, OPNAV Form 5510/21.11-9

In setting a combination, numbers should be usedthat are widely separated by dividing the dial into threeparts and using a number from each third as one of thecombination numbers.To prevent lockout, two people should try a newcombination before closing the container or vaultdoor.The combination of a vault or container will beassigned a security classification equal to the highestcategory of the classified material authorized to bestored in it. Records of combinations shall be sealedin an envelope and kept on file by the securitymanager, duty officer, communications officer, orother persons designated by the commanding officer.KEYSWhen key-operated high-security padlocks areused, keys will be controlled at the level of the highestclassification of material being protected. Thefollowing safeguards will also be used:A key and lock custodian for custody andhandling of keys will be appointed.A key and lock control register that identifieskeys for each lock and where and by whom they are heldwill be maintained.Keys and locks will be audited each month anda written record of each inventory will be made.Keys will be inventoried each time custodychanges.Keys will not be allowed to be removed from thecommand.Keys and spare locks will be stored in a lockedsecurity container.Locks will be changed or rotated at least annuallyand replaced if their keys are lost or subjected tocompromise.Master keying is prohibited.A record for each vault, secure room, or containerused for storing classified material will be maintainedshowing the location of the container, and the names,home addresses, and telephone numbers of personshaving knowledge of the combinations. StandardForm 700 (fig. 11-2) is used for this purpose.SECURING A SECURITY CONTAINERWhen securing a security container, rotate thecombination dial at least four complete turns in thesame direction. In most locks, if the dials are givenonly a quick twist, it is possible to open the lockmerely by turning the dial back in the oppositedirection. Each drawer of the container and filecabinets will be checked to make sure the equipmenthas been secured.REPAIRING SECURITY CONTAINERSLockouts or repair of any damage that affects theintegrity of a security filing cabinet approved forstorage of classified material will only be done byappropriately cleared or continuously escortedpersonnel.A GSA-approved security file cabinet isconsidered to have been restored to its original stateof security if all damage or altered parts are replacedFigure 11-2.—Security Container Information form, Standard Form 700.11-10

with new cannibalized parts. A container that has beendrilled immediately adjacent to or through the dial ringto neutralize a lockout should be restored in thefollowing manner: The replacement lock is equal tothe original equipment; the drilled hole is repairedwith a tapered case-hardened steel rod with a diameterslightly larger than the hole. The outside of the drawermust be puttied, sanded, and repainted so no visibleevidence of the hole or its repair is noticeable.SAFEGUARDINGLEARNING OBJECTIVES: Explain theprocedures for safeguarding classifiedinformation. Explain restricted area, the care ofworking spaces, the care to be taken duringworking hours, and security checks to helpsafeguard classified information.Classified information or material will be usedonly where there are facilities, or under conditions,adequate to prevent unauthorized persons fromgaining access to it. Where possible, classifiedholdings will be consolidated to limit the area wherethey will be used.Anyone who has possession of classified materialis responsible for safeguarding it at all times, andparticularly for locking classified material inappropriate security equipment whenever it is not inuse or under supervision of authorized persons. Thecustodian must follow procedures that ensureunauthorized persons do not gain access to classifiedinformation by sight or sound or other means.Classified information will not be discussed with or infront of unauthorized persons.A custodian will not remove classifiedinformation or material from designated office orworking areas except in the performance of his/herofficial duties and under conditions providing theprotection required by OPNAVINST 5510.1.Under no circumstance is a custodian to removeclassified material from designated areas for thepurpose of working on such material during off-dutyhours or for other purposes involving personalconvenience unless specifically approved by the Chiefof Naval Operations, a fleet commander in chief, thecommander of the Naval Space Command, thecommanders of the Naval System Commands, theChief of Naval Research, the Commandant of theMarine Corps, or the Commanding General of FleetMarine Force Atlantic or Pacific. Approval will begiven only when there is an overriding need; when therequired physical safeguards, including aGSA-approved container, are met; and when a list ofall the material removed is kept at the command.RESTRICTED AREASDepending on the nature of the work, information,equipment, and material concerned, different areaswithin a command may have varying degrees ofsecurity. To meet this situation, the command shouldapply different protective measures.To provide for an effective and efficient methodto restrict access and to control movement whereclassified material is stored or used, such areas will bedesignated Restricted Areas and only those personswhose duties actually require access and who haveappropriate security clearances will be allowedfreedom to move within the area. Persons not havingthe proper clearances may, with appropriate approval,be admitted into an area, but they must be controlledby an escort.Restricted Area warning signs will be posted at allnormal points. When a language other than English isprevalent, warning signs will be in both English andthe local language.CARE DURING WORKING HOURSDuring working hours, precautions should betaken to prevent access to classified information byunauthorized personnel. Among the necessaryprecautions to be followed are the following:When classified documents are removed fromstorage for working purposes, they are to be kept underconstant surveillance, face down or covered when notin use. Cover sheets will be Standard Forms 703, 704,or 705 respectively, for Top Secret, Secret, andConfidential documents.Classified information will be discussed onlywhen unauthorized persons cannot overhear thediscussion. Particular care should be taken when thereare visitors or workmen present. Escorts should alertfellow workers when visitors or workmen enter thespace.Drafts, carbon sheets, carbon paper, typewriterribbons (one-time), plates, stencils, stenographic notes,worksheets, and similar items containing classifiedinformation are either destroyed by the personresponsible for the preparation of material after they11-11

have served their purposes, or are given the sameclassification and safeguarded in the same manner asthe classified material produced with them.New typewriter ribbons used in the preparationof classified material are either typed on until illegibleor given the same classification and safeguarded in thesame manner as the classified material prepared withthem.Personnel will not normally be permitted to workalone in areas where Top Secret information orinformation controlled under special access programprocedures is used or stored and is accessible to thoseemployees. This policy, the two person integrityrequirement, does not apply in those situations whereone individual is left alone for a brief period duringnormal duty hours. It does not require both individualsto have equal access or that a “no lone zone” beestablished around Top Secret areas, nor is therequirement as stringent as the two-person controlrequirement for the Communication Material System(CMS). Outside normal duty hours, strict adherence totwo-person integrity will be followed.SECURITY CHECKSCommanding officers must require a securitycheck at the end of each working day to ensure that allclassified material is properly secured, and thatStandard Forms 701 and 702 (figs. 11-3 and 11-4) areused. The security check determines the following:All classified material is stored in the mannerprescribed.Burn bags are properly stored or destroyed.The contents of wastebaskets that containclassified material have been properly stored ordestroyed.Classified shorthand notes, carbon paper, carbonand plastic typewriter ribbons, rough drafts, and similarpapers have been properly stored or destroyed.Figure 11-3.—Activity Security Checklist, Standard Form 701.11-12

Figure 11-4.—Security Container Check Sheet, Standard Form 702.Security containers have been locked by theresponsible custodians, and the dial of combinationlocks has been rotated at least four complete times inthe same direction in securing safes, files, or cabinets.CARE OF WORKING SPACESAt a shore establishment, the precautions taken toprotect classified information include trimmingshrubbery outside ground floor offices that wouldafford cover for possible prowlers, and installingheavy-duty grilles, screens, or bars on ground floorwindows and other accessible openings if the buildingis in an exclusion or limited security area. Theprotective grilles and screens have the additional valueof preventing missiles such as hand grenades andincendiaries from being hurled through the windowsfrom outside the perimeter.Classified information should not be disclosedthrough conversations. Inspections of spaces shouldbe made for unauthorized wiring and possibleconcealment of listening devices in such places as11-13

ehind pictures and radiators, and under desks.Repairs, routine maintenance, and cleaning insensitive areas should be performed by reliablepersonnel under supervision.DECLASSIFICATION,DOWNGRADING, AND UPGRADINGLEARNING OBJECTIVE: Explain theprocedures for declassification, downgrading,and upgrading of classified information.DECLASSIFICATION/DOWNGRADINGInformation classified by the DON will bedeclassified as soon as national securityconsiderations permit. Declassification ordowngrading must be based on the loss of sensitivityof the information with the passage of time or theoccurrence of an event that permits declassification ordowngrading.The following officials are authorized todeclassify or downgrade classified information:Secretary of the NavyThe original classification authority, his/hersuccessor, or a superior of eitherThe deputies or chief of staff to those originalclassification authorities for classified informationwithin their functional areasThe director of Navy history and the director ofMarine Corps history and museums, in coordinationwith original classification authorities, for historicalrecords in their custodyThe above mentioned officials are the only oneswho can decide that certain information no longerrequires the protection originally assigned. Theauthority to declassify or downgrade is not to beconfused with the administrative responsibility of aholder of classified information to declassify ordowngrade it as directed by a classification guide, thecontinued protection guidelines, or the instruction ona document.TRANSFERRED MATERIALWhen classified material is officially transferredfrom one command to another, the receivingcommanding officer, if he/she is a designatedauthority, becomes the declassification anddowngrading authority over the material. If thecommanding officer is not designated, the next seniorofficial in his/her command will be responsible fordeclassification and downgrading.When practicable, material will be reviewed fordeclassification or downgrading before it is sent torecords centers or to the national archives for storage.UPGRADINGAuthorities may upgrade classified informationwithin their functional areas only when:all known holders of the information can bepromptly notified; andall known holders of the information areauthorized access to the higher level ofclassification, or the information can beretrieved from the known holders not authorizedaccess to the higher level of classification.Information previously determined to beunclassified may be classified only when the originalclassification authority determines that correct criteriahas been met, that control of the information has notbeen lost, and that loss of control can still beprevented.If classified information is, throughadministrative or other error, disseminated asunclassified or is underclassified, every effort will bemade to retrieve, safeguard, and properly mark andcontrol the information.NOTIFICATIONNotices are not issued to declassify or downgradematerial marked with specific events fordeclassification or downgrading. All originaladdressees will be notified, however, of anunscheduled change to shorten or lengthen duration ofor to change the classification level. A noticeassigning classification to currently unclassifiedinformation will be classified Confidential unless thenotice itself contains information at a higher level. Thenotice declassification date will be no less than 90days from the date of the notice.ACCOUNTING AND CONTROLLEARNING OBJECTIVE: Explain theprocedures for the accounting and control ofTop Secret, Secret, and Confidential material.11-14

The accounting system for an activity shouldprovide readily available information on whatclassified material it has received, what classifiedmaterial it has produced, and who has custody of thematerial.The control of classified material is necessary forseveral purposes. It must be controlled (1) to limitdissemination and to prevent excessive production orreproduction; (2) so that when the material is regradedor declassified, the holder or recipients can bedetermined and notified; and (3) so that the office orperson normally responsible for its security can bedetermined.Top Secret MaterialThe command TSCO is responsible for receiving,maintaining, distributing, and destroying Top Secretdocuments. All Top Secret material received by acommand will be entered into the command'saccountability register. This register will identify eachTop Secret document, including the changes, show thenumber of copies, and give the disposition of eachcopy. The register will be retained for 5 years after thedocuments are transferred, downgraded, or destroyed.All Top Secret documents and equipment will beserially numbered at the time of origination.Additionally, each document will be marked toindicate its copy number as follows:Copy No. of copiesTop Secret documents must contain a list ofeffective pages and include a record of page checks.When that is impracticable, as in correspondence ormessages, the pages shall be numbered as follows:Page of pagesRetention of Top Secret documents will be kept toa minimum. Nonrecord documents will be destroyedas soon as their intended purpose has been served.When Top Secret documents are destroyed, a recordof destruction will be prepared identifying the materialdestroyed and the two officials who witnessed thedestruction. Top Secret documents that cannot bedestroyed will be reevaluated and, when appropriate,downgraded, declassified, or retired to designatedrecords centers.Top Secret material may not be reproducedwithout the permission of the issuing office or higherauthority; and when copies are made, each will beannotated to show its copy number.A disclosure record, which shows the documenttitle, the names of all individuals who have beenafforded access to the document, and the date ofaccess, must be maintained for each Top Secretdocument. Those in the command who may haveaccess to containers in which Top Secret informationis stored or who regularly handle large volumes of TopSecret information need not be included in thedisclosure records. Disclosure records will bemaintained for 5 years after the information has beendowngraded, the document has been destroyed, orcustody has been transferred.The control of Top Secret information ismaintained by the TSCO, if one is designated, or theclassified material control officer. You may berequired to assist either of them.Secret MaterialAs a minimum requirement, commands mustestablish administrative procedures for recording allSecret material originated by, received and distributedor routed to components of or activities within thecommand, or disposed of by the command by transferof custody or destruction. Records will be retained forat least 2 years.Confidential MaterialThere is no requirement to maintain records ofreceipt, distribution, or disposition of Confidentialmaterial. Administrative provisions are required,however, to protect Confidential information fromunauthorized disclosure by access control and bycompliance with the regulations on marking, storage,transmission, and destruction.DISPOSITION OF CLASSIFIEDMATERIALLEARNING OBJECTIVE: List procedures forthe disposition of classified material when anindividual is separated, dies, deserts, isrelieved, or is missing in action.When military or civilian personnel are separatedfrom the DON, all classified material held by them isturned in to the source from which it was received, totheir commanding officer, or to the nearest navalcommand, as appropriate, prior to delivery of finalorders or separation papers.11-15

A person about to be relieved will deliver tohis/her successor all classified material in his/hercustody. Appropriate receipts will be completedcovering the change of custody for all Top Secretmaterial. Classified material required by an individualat his/her next duty station, when approved, may beofficially transferred.When an individual dies, deserts, or is declaredmissing in action, the commanding officer, indisposing of the personal effects, makes sure noclassified material is contained in the effects. Everyeffort will be made to recover classified materialknown to have been in possession of the person.Material not recovered or not known to be destroyedwill be reported as a possible compromise.DISSEMINATIONLEARNING OBJECTIVE: List procedures forthe dissemination of classified material.Commanding officers establish procedures for thedissemination of classified information originated orreceived by their command to limit outsidedissemination to those activities having a need toknow and to reflect any restriction imposed byoriginators or higher authority. Commanding officersalso ensure that material prepared or submitted forpublic release does not contain classified informationor proscribed technical data.Except where specifically permitted, classifiedmaterial originating in a non-DOD department oragency will not he disseminated outside the DODwithout consent of the originating department oragency.TOP SECRETTop Secret material originated within the DODwill not be disseminated outside the DOD withoutconsent of the originating department or agency, orhigher authority.SECRET AND CONFIDENTIALMATERIALSecret or Confidential material originated withinthe DOD may be disseminated to other departmentsand agencies of the executive branch of thegovernment unless specifically prohibited by theoriginator.DISTRIBUTIONThe distribution of classified material must belimited to those persons whose official duties requirethem to have knowledge or possession of suchmaterial. Responsibility for determining whether aperson's duties require access to classifiedinformation and that the person is authorized toreceive it rests upon each individual who haspossession, knowledge, or control of the informationinvolved.The existence, nature, content, or whereabouts ofclassified information must not be divulgedneedlessly.Classified material may be distributed to allagencies of the executive branch of the government.On requests from DOD agencies, the “need-to-know”may be judged on the face of the request. When the“need-to-know” is not discernible from the scope ofthe requester's activities, the need must bedetermined. Classified material sent to other activitiesof the executive branch of the government must besent via the departmental headquarters of therequesting activity for a determination of“need-to-know” and capability to handle classifiedmaterial.No person in the DON is to convey orally, visually,or by written communication any classifiedinformation outside the executive branch of thegovernment of the United States unless suchdisclosure has been specifically authorized by theCNO.Classified information must not be discussed overtelephones because of insecurity resulting fromexecutive cut-in, phantom voice interceptions, andwiretapping. Telephones located in sensitive areasmust be provided with a means of completedisconnection, such as a plug or jack arrangement ifthey are considered safe. Intercom systems located insensitive areas must be confined to the sensitive area.beDESTRUCTION OF CLASSIFIEDMATERIALLEARNING OBJECTIVE: Explain theprocedures for the destruction and emergencydestruction of classified material.Top Secret, Secret, and Confidential material maydestroyed by burning, pulping, pulverizing, or11-16

shredding, provided the destruction is complete andreconstruction is impossible. The destruction of TopSecret and Secret material will be recorded.Destruction may be recorded on OPNAV Form5511/12 or on any other record that includes completeidentification of the material, the number of copiesdestroyed, and the date of destruction. Destructionmust be witnessed by personnel having a securityclearance at least as high as the category of materialbeing destroyed, and those witnesses must bethoroughly familiar with regulations and proceduresfor safeguarding classified information. Two officialswill be responsible for the destruction of Top Secretand Secret material and will sign the record ofdestruction. Records of destruction will be retained fora period of 2 years.When Top Secret or Secret material is placed in aburn bag, the witnessing official signs the record whenthe material is actually placed in the burn bag. Burnbags containing classified material must besafeguarded according to the classification of thematerial therein. When the burn bags are destroyed,the destruction must be witnessed by twoappropriately cleared personnel. The personsaccomplishing the actual destruction need not sign therecord of destruction, but it would be appropriate torequire a signature for the number of burn bagsdestroyed. All burn bags will be serially numbered,and a record will be kept of all handling untildestroyed. The two persons actually doing thedestroying will sign the record of handling. The recordof handling will be retained for 2 years.Confidential material and classified waste aredestroyed by authorized means by appropriatelycleared personnel, but these materials do not require arecord of destruction.Assignment to the destruction detail will berotated periodically. Both personnel will be cleared tothe highest level of information being destroyed. Theymust be familiar with the regulations and proceduresfor safeguarding classified information.EMERGENCY DESTRUCTIONCommands located outside the United States andits territories, all deployable commands, and allcommands holding COMSEC material must includein their emergency plan the destruction of classifiedmaterial. Emergency destruction plans must bepractical and reasonable and take into account thefollowing factors:The level and sensitivity of classified materialheld by the activityThe proximity of land-based commands tohostile or potentially hostile forcesFlight schedules or ship deployments in theproximity of hostile or potentially hostile forcesor potentially hostile environmentsThe sensitivity of operation assignment(contingency planning should also beconsidered)The size and armament of land-based commandsand shipsThe potential for aggressive action of hostileforcesEffective emergency planning includes thefollowing measures:Reducing the amount of classified material heldto the absolute minimum.Storing less frequently used classified materialat more secure commands.To the extent possible, transferring retainedmaterial to magnetic media, which is more easilydestroyed than paper. This precaution will alsoreduce the bulk that needs to be evacuated ordestroyed.The emergency destruction plan will emphasizethe procedures and methods of destruction. It willclearly identify the exact location of all classifiedmaterial. The plan will include priorities for destruction,billet designations of personnel responsible fordestruction, and the prescribed place and method ofdestruction.The emergency destruction plan will authorize thesenior individual present in a space to deviate fromestablished plans when situations warrant. It will alsoidentify the individual who is authorized to make thedetermination as to when emergency destruction is tobegin and the means by which this determination is tobe communicated to all subordinate elementsmaintaining classified information.Emergency destruction drills will be conducted atleast annually to ensure that personnel concerned arefamiliar with the plan and associated equipment.Records of drills will be maintained for 2 years.Emergency destruction falls into three priorityclasses: priority one, two, and three. These prioritieswill be based on the potential effect on national11-17

security should holdings fall into hostile hands. Thepriorities are as follows:Priority One—Top Secret materialPriority Two—Secret materialPriority Three—Confidential materialThe requirement for priority-one material is thatit must be destroyed first, with a time objective asfollows:Shore stations—60 minutesAfloat stations—30 minutesAircraft—3 minutesMETHODS OF EMERGENCYDESTRUCTIONClassified material may be jettisoned at sea atdepths of 1,000 fathoms or more. If such water depthis not available and if time does not permit other meansof emergency destruction, the material should,nonetheless, be jettisoned to prevent its easy capture.When shipboard emergency destruction plans includejettisoning, document sinking bags shall be available.If a vessel is to be sunk through intentional scuttlingor is sinking due to hostile action, classified materialshould be locked in security filing cabinets or vaultsand allowed to sink with the vessel rather thanattempting jettisoning.Other means of emergency destruction includedismantling or smashing metallic items beyondreconstruction by available means such as sledgehammers, cutting tools, and torches; andsupplementing emergency destruction devices withroutine destruction equipment when time andcircumstances permit. As a last resort and where noneof the methods previously mentioned can beemployed, use other means, such as dousing theclassified material with a flammable liquid andigniting it; for instance, throwing all your classifiedmaterial in the flagbag and igniting it.REPORTING EMERGENCYDESTRUCTIONAccurate information concerning the extent ofemergency destruction of classified material is secondin importance only to the destruction of the materialitself. Accordingly, the facts surrounding thedestruction shall be reported to the CNO and otherinterested commands by the most expeditious meansavailable. Reports are to contain the followinginformation:Identification of the items of classified materialthat may not have been destroyedInformation concerning classified material thatmay be presumed to have been capturedIdentification of all classified material destroyedand the methods of destructionAdditionally, within 6 months after thedestruction, a written statement describing thecharacter of the records and showing when and wherethe destruction was accomplished will be submitted tothe Commander, Naval Data Automation Command.The requirement for reporting of the emergencydestruction of classified material shall be included asa part of the command's emergency plan.SUMMARYIn this chapter, you learned the importance ofsecurity. You learned the purpose of the securityprogram and the different classification categories.You learned what a compromise is and how to obtaina security clearance. You learned about the storage ofclassified material and the custodial precautions. Youalso learned how to destroy classified material and theprocedures for reporting destructions. Security is amajor part in running an effective signalbridge. Sotake a little time and learn your security!11-18

CHAPTER 12AMPHIBIOUS DUTIESA special amphibious signal system forship-to-shore movements is used when amphibiouslandings are conducted. Panels, shapes, flags, andlights are used for this system. Do not confuse thesesignals with any of those in ATP 1, volume II, or theInternational Code of Signals. Review the amphibioussignal system instructions in NWP 22-3,Ship-to-Shore Movement, for complete details on allamphibious signals and instructions. This chaptercovers just the basics that you, as a Signalman, needto know for an amphibious landing.AMPHIBIOUS OPERATIONSLEARNING OBJECTIVE: Explain the generalconcept of an amphibious operationship-to-shore movement.The ship-to-shore movement is the portion of theassault phase of an amphibious operation that includesthe deployment of the landing forces from assaultshipping to designated areas. Its object is to ensure thelanding of troops, equipment, and supplies atprescribed times and places and in the formationrequired by the landing force scheme of maneuver foroperation ashore. Ship-to-shore movement may beexecuted by water, air, or a combination of both. Itcommences at the order of the Commander,Amphibious Task Force (CATF), and concludes whenthe unloading of all assault shipping is completed.AMPHIBIOUS SHIPS AND CRAFTSLEARNING OBJECTIVES: Identify andexplain the duties of ships and landing craftsinvolved in an amphibious operation.The following ships and landing craft are vital tocarrying out the operation of an amphibious assault.COMMAND SHIP (LCC)The amphibious command ship serves as acommand ship for the amphibious task force (ATF),landing force, and tactical air commanders during anamphibious assault. It also provides facilities for ajoint communications center, supporting armscoordinating center, and central control of both thewaterborne and helicopterborne ship-to-shoremovement. The LCC may also provide facilities forthe task force medical regulating center, but haslimited medical facilities and is unsuitable as a majorcasualty receiving and treatment station.GENERAL-PURPOSEASSAULT SHIP (LHA)The LHA combines many of the operationalcapabilities of other amphibious ships. It hashelicopter operating facilities greater than those of anassault ship (LPH), and has well deck capacity twicethe size of a transport dock (LPD). The LHA is alsocapable of carrying the landing craft, air cushion(LCAC) in the well deck. The LHA also providesfacilities for Navy and Marine command and control,including a helicopter direction center and a medicalregulating control officer. When augmented withappropriate personnel, LHAs serve as primarycasualty receiving and treatment ships and providetriage functions and early definitive medical andsurgical care for combat casualties.MULTIPURPOSE ASSAULTSHIP (LHD)The LHD is the largest class amphibious ship inservice. It has improved capabilities over the LHA, inparticular; the LHD is able to operate conventionallanding craft, LCAC, fixed-wing tilt-rotor aircraft,and helicopters.TRANSPORT DOCK (LPD)The LPD transports and lands troops and theirequipment and supplies by means of landing craft,amphibious vehicles, and helicopter. An LPD canfunction as a primary control ship (PCS) forwaterborne crafts, but it has limited boat haven,helicopter storage, and control facilities. Some shipsof this type are configured with Navy and Marinecommand and control facilities. The LPD has lessextensive medical facilities than the LPH/LHA, but12-1

would be suitable for use as a secondary casualtyreceiving and treatment ship.ASSAULT SHIP (LPH)The LPH is the principal ship employed to supportvertical assault (helicopterborne) ship-to-shoremovement. It embarks, transports, and lands troopsand their equipment and supplies. It may land thepersonnel and equipment by embarked transporthelicopters or, under unusual circumstances, bylanding craft provided by other ships. The LPH alsoprovides facilities for Navy and Marine command andcontrol, including a helicopter direction center, and amedical regulating control officer. When appropriatepersonnel are on board, the LPH serves as a primarycasualty receiving and treatment ship and providestriage functions and early definitive medical andsurgical care.LANDING SHIP (LSD)The LSD transports and lands amphibiousvehicles or landing craft and their accompanyingtroops and equipment. It is capable of repairinglanding craft and may also be used as a helicopterlanding platform, a PCS for waterborne craft, and aboat haven. The LSD has limited medical facilities,and is not suitable for service as a casualty receivingand treatment ship.LANDING CRAFTThe types of landing craft used to land assaulttroops, their equipment, and supplies are as follows:LANDING CRAFT PERSONNEL LARGE(LCPL)—The LCPL is used to support UDToperations, as a gig/officer boat, and as a generalutility boat. Although not normally used fortroops/cargo, it is capable of transporting 17troops or 3,000 pounds of cargo. In amphibiousoperations, it is used for control/safety purposeswithin the boat group or as the LVT safety boat.LANDING VEHICLE TRACKED (LVT)—The LVT operates on both land and water andcan negotiate obstacles that prevent otherlanding craft from beaching. Primarily used as apersonnel carrier, it may also be used later inoffshore personnel transfer. In addition, the LVTis an important vehicle for logistic support, sincecargo may be carried directly from the ship to aninland beach dump.LANDING CRAFT UTILITY (LCU)—TheLCU is made of steel with cargo spacemeasuring 100— feet long by 18— feet wideand 4.5— feet deep, for a carrying capacity of400 tons. See figure 12-1.LANDING CRAFT MECHANIZED—There are two types of LCMs: LCM 6 andLCM 8. The LCM 6 can carry 34 tons of cargo,80 combat-equipped troops, or a 36-ton tankThe LCM 8 steel hull can carry up to 65 tons,200 combat-equipped troops, or a 60-ton tankThe LCM is shown here in figure 12-2.LANDING CRAFT, AIR CUSHION (LCAC)—The LCAC is a fully amphibious, air-cushionvehicle capable of operating from an existingwell deck ship. Its mission is to transportweapons systems, equipment, cargo, andpersonnel of the assault elements of the MarineAir/Ground Task Force both from ship-to-shoreand across the beach. Figure 12-3 is a picture ofan LCAC.Figure 12-l.—Landing craft utility (LCU).12-2

Figure 12-2.—Landing craft mechanized (LCM).Figure 12-3.—Landing craft, air cushion (LCAC).12-3

These craft are capable of beaching whereconditions permit and, with the exception of theLCPL, are provided with bow ramps for dischargingpersonnel and equipment directly on the beach.Landing craft are usually preloaded and lifted to theobjective area in the well of LHAs, LHDs, LSDs, andLPDs.WATERBORNE SHIP-TO-SHOREMOVEMENTLEARNING OBJECTIVES: Explain theprocedures for conducting a ship-to-shorewaterborne movement, including the sequenceof operation, preparation, and execution.Waterborne ship-to-shore movements areconducted in the following sequence:1. Assembly and formation of landing ships,amphibious vehicles, and landing craft in the transportarea.2. Debarkation of troops and equipment fromassault shipping into the landing craft and amphibiousvehicles.3. Transfer line operations, when required.4. Landing of assault, combat support, combatservice support, and reserve troops and their supplies.When underway launch of amphibious vehiclesand/or preloading landing craft is used, theship-to-shore movement is modified. The sequencebegins with the underway launch of the troops andequipment from assault shipping by amphibiousvehicles or landing craft, and then continues as justlisted.FINAL PREPARATIONAs the ATF starts the final approach to assignedpositions for the assault, ships prepare for thedebarkation of embarked troops, equipment, andsupplies according to previously prepared plans. Thebeginning of debarkation and the timing of theship-to-shore movement depends on the designatedH-hour. All elements must be prepared to modifytiming on short notice to conform with changes toH-hour.SHIPS AND ELEMENTS POSITIONINGTo ensure that H-hour will be met, all elements ofthe ATF arrive on station sufficiently in advance ofH-hour to permit preliminary operations between thetime the signal “Land the landing force” is made andH-hour. The time required depends upon a number ofthings, such as the need for pre-H-hour transfers, thenature of loading, and the number of scheduled waves.EXECUTIONPrior to the arrival of the assault elements in thetransport area, the decision will have been made toexecute either the primary assault plan or one of thealternate plans. The amphibious task forcecommander initiates the landing with the landing forcesignal. When the signal has been made, ships that aredebarking troops or material in the scheduled waveswill take the actions that are necessary to meet theprescribed H-hour, and boats and craft that are beingdischarged proceed to the assembly area. After beingadvised on the progress of debarkation and consultingwith the landing force commander, the amphibioustask force commander will either confirm or modifyH-hour.DEBARKATIONLEARNING OBJECTIVES: Explaindebarkation, debarkation areas, and controlareas. List the day and night procedures forcalling boats alongside and into the well deckarea.Designated debarkation stations are used foroff-loading troops into boats alongside. Debarkationnets for debarking over the side of the ship are usedby all troops to be landed in boats except thoseaccompanying equipment preloaded in craft. Thefollowing paragraphs pertain to the debarkationprocess.DEBARKATION AREASLanding craft or boats are placed in assemblycircles, wave-forming circles, or rendezvous areas(fig. 12-4) prior to dispatching them for their duty.12-4

Figure 12-4.—Landing craft assembly circles.Assembly AreasAssembly circles are located on each bow, beam,and quarter of the transport, as appropriate. On-callcircles are located astern of the transport. Boats willonly approach when called from the aft circle. Boatsin midships and boats in the forward circle cannot shiftuntil all boats have cleared the aft circle.Wave-Forming CirclesWave-forming circles are located close to thebow of the parent vessel to facilitate the assemblyof a wave after loading. The wave-forming circlesprovide CIC with the opportunity to better identify andcontrol the wave.Landing Craft Rendezvous AreaThe rendezvous area is designated for assemblingloaded landing craft by waves prior to dispatchingthem along the designated approach lane to the line ofdeparture (LOD).12-5

CONTROL AREASLine of Departure (LOD)The assault wave control areas (fig. 12-5) of anamphibious assault are discussed in the followingparagraphs.The LOD is a designated line offshoreapproximately parallel to the landing beach. From thisline the successive assault waves are dispatched forFigure 12-5.—Example of an assault wave diagram.12-6

their final movement to the beach. When landingbeaches are separated, each beach has its own LOD,which may be marked by a ship or ships of the controlorganization or by boats or buoys. In some landingsthe LOD may not be marked.Boat LanesBoat lanes extend seaward from the landing beachto the LOD. The length of the landing beachdetermines the width of the boat lane. The flanks ofthe boat lane may be marked at the LOD by a controlship, a marker boat, or a buoy.Approach LanesApproach lanes are extensions of the boat lanesfrom the LOD towards the transport area. They maybe terminated by marker ships, boats, or buoys.Adjacent approach lanes may be parallel or maydiverge seaward to provide for early dispersion of theassault waves. Approach lanes indicate the exactroutes for craft to use in approaching the LOD.IDENTIFICATION OFDEBARKATION STATIONSThere is a maximum of ten debarkation stations,five on the starboard side and five on the port side,each identified by color and number (odd-numbered,starboard; even-numbered, port). See figure 12-4.PROCEDURES FOR CALLINGBOATS ALONGSIDESignals are used to call boats and landing craftfrom the assembly areas to embark troops at thedebarkation stations.DayThe starboard and port yardarms are used to signalfor the starboard and port debarkation stations,respectively. The type of boat or craft is called to theInformation to Signal Day Signal Flag Night Signal LightsSides Starboard Port Use starboard yardarm Top GREEN lightUse port yardarm Top RED lightBoats and LCPL L FLAG Middle AMBER lightDisplacement LCU U FLAG Middle WHITE lightLanding Craft AAV T FLAG Middle AMBER light, flashingLCM 6 6 FLAG Middle BLUE lightLCM 8 8 FLAG Middle Green lightStations Color Starboard PortRED 1 2 REDFLAG Bottom RED lightWHITE 3 4 WHITEFLAG Bottom WHITE lightBLUE 5 6 BLUEFLAG Bottom BLUE lightYELLOW 7 8 YELLOW FLAG Bottom AMBER lightGREEN 9 10 GREEN FLAG Bottom GREEN lightWell Deck/Tank DeckNote: Paragraph A. 1.4. of NWP WHISKEY FLAG22 contains special signalsfor the LHA well deck.Top WHITE lightMiddle (type landing craftindicated by middle light marry upand enter well deck)Bottom WHITE lightNote: Turned off for calling singlelanding craft into well deckor to tank deckFigure 12-6.—Signals for calling boats and landing craft to debarkation stations.12-7

station by displaying the designated flag over thecolored debarkation station flag (see fig. 12-6). Forexample, to call the LCM 8 required at (port)debarkation station BLUE 6, the signal bridge hoiststhe 8 flag over the BLUE flag at the port yardarm.When boats are alongside the designated station, theflag signal is hauled down.NightA light box (fig. 12-7) is mounted on a swivelbase at the signal station on each side of the ship foraiming at a particular assembly area. The box isfitted with three holes on a vertical line and isshielded at the front so the lights are visible in oneassembly area only. The holes will be of such sizeto permit interchange of the standard colored lightfilters for a 12-inch searchlight.The top color in the light box indicates starboardor port side; the middle color indicates type of boat orcraft desired; and the bottom color designates thedebarkation station (see fig. 12-6).Each debarkation station suspends a small,single-cell flashlight colored the same color as thedebarkation station marker. All lights are in the samelocation as the station marker painted on the hull.These small lights serve only to identify the stationsas the boat or craft comes close alongside.Day and NightLanding craft are called alongside by signal onorders from the debarkation officer. Loudspeakerequipment may be used as a supplementary means ofcommunication. Radio to the boat group commander(BGC) or his or her assistant may be used as a backup.PROCEDURES FOR CALLINGBOATS AND CRAFT INTO WELLDECKS/TANK DECKSSignals are used to call boats and landing craftfrom on-call circles into the well decks, to the tank ofan LST for stern gate marriages, or to embark troopsor cargo.DaySignals are similar to those used in calling boatsor craft to debarkation stations. To call boats or craftinto well decks, the signal bridge hoists the signal fora type of boat or craft (see fig. 12-6). To call an LCM8, for example, the signal bridge hoists (on eitheryardarm with the exception of LHAs) flag 8 over flagWHISKEY, which would tell the boats in the on-callcircle that a single LCM 8 is to enter the well deck. Tobring two LCM 8s married into the well, the signal isflag 8 over flag 8 over flag WHISKEY. This indicatesthat two LCM 8s are to marry up in the on-call circleand enter the well deck Once the boats cross the sill,the well deck control officer positions them at anydesired station. For calling boats or craft into the welldeck of an LHA, the signal bridge hoists flag signalson the port or starboard yardarm to indicate which sideof the split well deck the boat or craft is to make.To call LCUs or LVTs to the tank deck, the signalbridge hoists the appropriate flag over the WHISKEYflag from either yardarm.NightAt night, the light box and the same middle lightcolor signals are used for calling individual boats andcraft alongside. The top light for calling boats to thewell deck is white instead of red or green. The bottomlight is left blank when single boats are called. To haveboats marry up, the bottom light is white. For LHAs,a steady top light indicates a boat or craft is to makethe starboard side of the split well deck A flashing toplight indicates the port side of the split well.CONTROL ORGANIZATIONFigure 12-7.—Debarkation light box.LEARNING OBJECTIVES: Explain the dutiesof the control organization personnel, includingthe duties of the central control officer (CCO),a BGC, and the BWC.12-8

This section discusses the duties and organizationof control personnel and the procedures forcoordinating the various ships for an amphibiousoperation.CENTRAL CONTROLOFFICER (CCO)The CCO is designated by the CATF for overallcoordination of the waterborne assault. This officer isembarked on the control ship, and his/herresponsibilities include the following:Planning and supervising the waterborneship-to-ship movementOrganizing the Navy control group to supportthe ATF landing planMaintaining liaison with the tactical air officer(TAO)Maintaining liaison with the tactical logistics(TACLOG) groupASSISTANT CENTRAL CONTROLOFFICER (ACCO)An ACCO may be designated if the scope of theoperation requires it. He/she embarks in anappropriate ship or craft and coordinates, as necessary,the movement of landing craft, amphibious vehicles,and landing ships in his/her designated area.PRIMARY CONTROL OFFICER (PCO)A PCO is designated for each colored beach andis responsible for the following:Providing detailed plans, called PCOinstructions, to conduct the ship-to-shoremovement for amphibious assaults orwithdrawals across a colored beachMaintaining current location and status of allships, landing craft, and boats assigned toconduct the landing on the assigned beachMonitoring surf conditions and weatherpredictions and recommending the terminationof boating when conditions warrantMaintaining the status of debarkation orembarkationLanding scheduled waves at the correct beach atthe specified timeArranging for fueling boats and providing restand food for boat crewsProviding liaison to the surfaceborne RLTTACLOG detachmentConducting assault craft salvage operationsCoordinating the employment of landing shipsand craft within his or her area of responsibilityfollowing the initial assaultSECONDARY CONTROL OFFICER (SCO)The SCO embarks in the secondary control ship(SCS) and is a principal assistant to the PCO. The SCSis assigned a fixed point station on the LOD orunderway sector in the vicinity of the PCS; SCO\SCSduties include the following:Maintaining duplicate control records and plotsrequired of the PCO and PCSMonitoring PCO radio circuitsControlling the waterborne ship-to-shoremovement over a numbered colored beach whentwo or more numbered beaches are designatedfor colored beachAssuming PCO and PCS duties in an emergencyBOAT GROUP COMMANDER (BGC)The BGC is embarked in an LCPL displaying theZERO flag over the beach flag and is under the tacticalcontrol of the PCO. The BGC is thoroughly briefed onthe approach schedule; assault wave, landing area, andtransport area diagrams; and weather conditions; andis responsible for the following:Maintaining discipline within the boat groupMaintaining proper wave positions in therendezvous areaLeading the first displacement landing craftwave from the rendezvous or underway launcharea to the surf zoneControlling waterborne traffic off the beachAfter the last scheduled wave has landed, the BGCassumes the duties as the traffic control officer (TCO)for the beach.12-9

ASSISTANT BOAT GROUPCOMMANDER (ABGC)The ABGC embarks in an LCPL displaying theWHISKEY flag over the beach flag and reports to theBGC. The ABGC is responsible for the following:Assuming BGC duties in an emergencyAssisting in organizing waves into properposition in the rendezvous areaAssisting in dispatching waves from therendezvous area to arrive at the LOD on timeChecking for stragglers or malfunctioning/damaged assault craft in later wavesFollowing the last scheduled wave to the surfzoneConducting landing craft and amphibiousvehicle salvage operationsUpon departure of the last scheduled wave fromthe rendezvous area, the ABGC becomes the seniorsalvage officer afloat and reports to the beachmasterfor duty.BOAT WAVE COMMANDER (BWC)The BWC embarks in the number onedisplacement landing craft and displays the beach flagover the wave number numerical flag. The BWCcommunicates with the BGC, ABGC, and PCS and isresponsible for the following:Forming the wave into proper organization forlandingMaintaining boat discipline in the waveMaintaining proper boat and wave intervalsArriving at the LOD and beach on timeWAVE GUIDE OFFICER/ASSISTANTWAVE GUIDE OFFICERA wave guide officer and an assistant wave guideofficer are assigned to each wave of amphibiousvehicles. They are normally provided by the ship inwhich the wave is embarked. Each officer embarks inan LCPL that is equipped for communication the sameas the BWC's craft. The wave guide officer's dutiesare as follows:Forming up the amphibious vehicles andguiding them to position seaward of the LODline.Reporting to the PCS, giving details affecting thereadiness of his/her wave.Taking station ahead of the wave, with his/herassistant astern of the wave, and leading thewave to the LOD and across on signal from thePCS.Ensuring that the wave is maintaining properposition in the boat lane and reaches the properbeach on time. (This officer is assisted bydirections from the PCS.)Guiding the wave to the first line of breakers.Here the wave guide boats take station in thereturn lane if the amphibious assault vehicles areto return seaward after landing, and guidereturning vehicles to the designated control shipor boat haven. If the vehicles do not returnseaward, the guide boats normally report to thePCS.STANDARD IDENTIFICATION FLAGS,LIGHTS, MARKERS, AND SIGNALSLEARNING OBJECTIVE: Identify thestandard identification flags, lights, markers,and signals used in ship-to-shore movement.A variety of standard identification flags, lights,and markers are used in the ship-to-shore movement(refer to NWP 22-3, appendix C). In addition, anumber of special markers and signals are used, asdescribed in later paragraphs of this chapter.BEACH MARKING FLAGS AND PANELSDuring the planning stage of an amphibiousassault, beach areas are divided into sections andassigned colors for identification purposes. Beachmarkers are approximately the size of a No. 4 flag, andare with the normal beach colors of red, yellow, green,or blue. Fluorescent cloth is used in beach flags andmarkers wherever possible for greater ease inidentification under all weather conditions.BEACH FLAGSBeach flags (fig. 12-8) are flown from designatedboats and ships; the color and design of the flagcorresponds to the beach assignment. When nototherwise specified, the size of flags flown from boatswill be a No. 8 signal flag or larger. Fluorescent cloth12-10

Figure 12-8.—Beach flags, markers, and signs.12-11

Figure l2-8.—Beach flags, markers, and signs—Continued.12-12

is used in beach flags and markers whenever possiblefor greater ease in identification.SIGNAL OR MARKER LIGHTSSignal or marker lights should be of sufficientintensity to be visible at a distance of at least 1,000yards. Beach and unloading marker lights should bedirectional with not over 10-point visibility to seawardonly. Should marker lights conflict, unloading-pointmarker lights may be one-half the intensity of beachcenter and flank markers.DISPLAY OF STANDARDFLAGS AND MARKERSBoats, craft, and amphibious vehicles inscheduled waves should remove from sight all specialdesignators, such as flags and boat team paddles, atthe time of crossing the LOD. Required designatorsshould again be displayed following the landing of thelast scheduled wave, or earlier if directed by thebeachmaster, as shown in figure 12-9.FLAG REQUIREMENTSAll wave guide officer, BWC, salvage, medical,safety, and ABGC boats should carry the ZERO, theWHISKEY, and the numeral flags for all waves inorder to facilitate substitution of one boat for another,if required.NIGHT AND LOW-VISIBILITY SIGNALSAt night and during conditions of low visibility,colored lights should be used instead of flags and otherdaylight markers. All-around lights, exceptoceanographic markers, should be displayed onlyafter H-hour. During darkness, screened wake lightsshould be used on the sterns of all assault boats andvehicles. Lights should be displayed as indicated infigure 12-10.BOAT TEAM PADDLESEach boat team should be provided with a boatteam paddle on which is prominently marked the boatteam number that is shown in the landing craft andamphibious vehicle assignment table. A member ofeach boat team should be designated to display thepaddle prominently at all times that the team is in thelanding craft or amphibious vehicle, until the LOD hasbeen crossed.1. Paddle Number—The number on the paddleindicates both the scheduled wave number and theposition of the boat or amphibious vehicle in that wave.The first digit(s) indicate(s) the wave; the last digit(s),the position within the wave. For example, boat teampaddle 2-3 (fig. 12-11) indicates the third boat oramphibious vehicle in the second wave; boat teampaddle 9-3 indicates the third boat or amphibiousvehicle in the ninth wave. Each coxswain should befurnished with a copy of the landing diagram showingwave composition and timing.2. Visibility—Boat team paddles are constructedfor good visibility at a considerable distance, yet areeasy to handle. They are three-sided, readable fromany direction, with black numerals on a whitebackground. Paddles are made to the followingspecifications:Three rectangularly shaped boards, 14 by10—inches, nailed together to form athree-sided figure, attached to a wooden staff6—feet by 2—inches by 2—inchesBlack numerals, 7— inches high, on a whitebackground3. Boats carrying serials and free boats-Theseboats should display paddles on which is clearly markedthe serial number of the embarked serial. Each ship isresponsible for ensuring that boats carrying serialsunloaded from that ship clearly display the correct serialnumbers. The numbers must be displayed constantlyuntil the landing craft has beached.Cargo IdentificationBoats carrying various types of cargo displaydistinctive flags or lights so control and beach partypersonnel may readily identify the type of cargoembarked. The colored and numeral flags or coloredlights used to identify various types of cargo are listedin figure 12-12. For example, a boat that is assignedto a floating dump and carries flame-thrower fuel fliesa 3 flag under a GREEN flag or, at night, shows a fixedRED light under a fixed GREEN light.Load Dispatching SignalsAll signals normally are paralleled by voice radiofrom the central control ship. All lights used areshielded and aimed at the approaching wave only.12-13

Figure 12-9.—Standard flags and identification insignia.12-14

Figure 12-9.—Standard flags and identification insignia—Continued.12-15

a. Ships, Boats, and Landing CraftCentral Control ShipAssistant Central Control ShipPrimary Control ShipSecondary Control ShipApproach Lane Marker ShipBoat Group Commander (Traffic Control Officer)Assistant Boat Group Commander (Senior SalvageOfficer)Boat Wave CommanderWave Displacement Landing CraftSalvage BoatsMedical BoatsFloating Dumpsb. Ocean Markers and Navigation AidsObstructionChannel, port sideChannel, Starboard sideFairwayc. Screened Wake Lights1st Wave2nd Wave3rd Wave4th Wave5th Wave6th Wave7th Wave8th WaveSuccessive WavesNote: Two lights, horizontal, 3 feet apart.Light2, vertical, blinking WHITE2, vertical, blinking, color to be designated1, steady, directed seaward, same color as beach(all-around after 1st wave touches down)1, blinking, same color as beach1, steady, same color as beach, directed seaward3 wake lights, vertical, 1 foot apart, same color asbeach (convertible to all-around)3 wake lights, horizontal, 2 feet apart, RED(convertible to all-around)2 wake lights, vertical, 1 foot apart, same color as wave1 or 2 wake lights, horizontal, colored (see c)3 wake lights, horizontal, 2 feet apart, RED(convertible to all-round)3, vertical, steady, 1 foot apart, GREEN, all-around2 or 3 vertical (1 steady GREEN over 1 to 2 cargocolors, 2 feet apart (see figure 12-12)Blinking WHITE over blinking REDBlinking GREENBlinking REDBlinking WHITE1 RED1 BLUE1 AMBER1 GREEN2 RED (see note)2 BLUE (see note)2 AMBER (see note)2 GREEN (see note)Repeat entire sequenceFigure 12-10.—Wave Lights requirements.DepartureFigure 12-11.—Boat team paddle.73NP0088Departure time sequence is shown in figure 12-13.For a 5-minute standby for wave one, the ONE flagwill be placed at the dip. The nighttime signal is asteady RED light for 30 seconds. For a 2-minutestandby, the ONE flag is closed up, and the nighttimesignal is a flashing RED light for 30 seconds. Thenighttime signal for a l-minute standby is a flashingRED light for 50 seconds, then a 10-second steadyRED light. There is no daytime signal for a l-minute12-16

Figure 12-12.—Floating dump cargo identification.standby. For dispatching during daytime, theONE flag will be hauled down; and for nighttime,extinguishing of the 10-second steady RED light.The color lights for wave two will be blue; wavethree, amber; wave four, green. After wave four,the color of lights starts repeating: wave fivewould be red; wave six, blue; and so on. After the5-minute standby for wave one, no other 5-minutestandby will be used.Figure 12-13.—Departure time sequence.Numeral flags are normally flown from both portand starboard yardarms. However, waves on bothsides might not be scheduled to land at the same time.In that case, the PCS hoists the appropriate signalon the yardarm on the side of the ship the wave isscheduled to pass. Waves with two-digit numbersare dispatched by a hoist using the numeral flagcorresponding to the last digit of the wavenumber.12-17

In addition to megaphone, radio, and blinkermessages, various visual signals are used in beachoperations, as shown in NWP 22-3, appendix C.Visual Emergency Signals for BoatsThe following signals are visual emergencies:OSCAR flag—Man overboardLife jacket on perpendicular boat hook—BreakdownBRAVO flag—Fire/floodingZULU flag—Loss of receive/transmit communicationsGRID REFERENCE SYSTEMLEARNING OBJECTIVES: Explain thepurpose of the grid reference system. Identifyprocedures for using it.The amphibious grid reference system is usedprimarily to control waves moving in the lanes fromthe rendezvous area to and across the LOD and untilthey land on the assigned beach. The grid is an overlaycomposed of a series of boat lanes (LOD to beach),one for each scheduled wave. Each boat lane is markedwith the time and speeds applying to that specificwave. A standard voice procedure is used that reducesvoice transmissions to a minimum while transmittingaccurate positions to the waves. The procedurevirtually eliminates the probability of “pyramiding”vectors to the waves.The system may also be used in the approach lanesand enroute from the parent ship or transport area to therendezvous area or LOD provided frequencies areassigned that prevent interference. Boat waves ornonscheduled units may be guided effectively by thissystem during periods of darkness or reduced visibility.BEFORE DEBARKATIONBefore debarkation of the boats and amphibiousvehicles of an amphibious assault, the BGC, allBWCs, and all wave guide officers are issued agridded diagram of the boat lane to be used (see fig.12-14). The diagram is an approximate picture of theboat lane from the rendezvous area to the beach.Longitudinal lines in the diagram divide the laneinto three sections: L (left), C (center), andR (right). Left and right sections are each 40percent of the total width; the center section is20 percent of the total width.Lateral lines are drawn at 200-yard intervalsalong the lane and are numbered to indicatedistance to go in hundreds of yards.Lane positions are described by a letter (L, C, orR) followed by a number of one or two digits.Positions outside the lane are indicated by adouble letter: RR or LL.Time lines should be plotted on the grid overlayby the following method:Using the given wave speed of advance (SOA)and touchdown time, determine LOD crossingtime for that wave.For the final l,000-yard transit, waves will bemaking battle speed (BS); therefore, countbackwards from touchdown time to the BS line,accounting for the complete time (wholeminutes and fractions).Divide the time from LOD to BS, againaccounting for every whole minute and fraction.Label all times on the boat lanes blank, as shownin figure 12-14.When more than one wave is being controlled,the time clock will be divided into four primes:Prime Time (Seconds) Waves Marked0 52 l/2 to 07 l/2 1, 5, 91 07 l/2 to 22 l/2 2, 6, 102 22 l/2 to 37 1/2 3, 7, 113 37 l/2 to 52 l/2 4, 8, 12If the 15-second primes for grid construction (and gridposition transmission) are used, the complete time forthe transit can be accounted for.The control party has the gridded boat lanesplotted to scale in CIC, one lane for each wave to betracked and controlled, to minimize confusion andobtain a clear and concise picture of the movement ofeach wave.RENDEZVOUS AREAIn the rendezvous area, boats should be providednavigational assistance to keep the waves in theirrendezvous circles. In addition, CIC tracks the wavesand fixes the position of each wave on the grid uponthe departure of the waves from the rendezvous area.The control party then transmits the position to theBWC by flashing light or by voice radio. The BWC,on receipt of a grid position that indicates the wave is12-18

Figure 12-14.—Amphibious grid reference system.not in the center of the proper lane and/or notprogressing along the lane according to schedule,corrects the position and movement of the wave.Control officers supplement grid positions withvectors and “early” or “late” information asnecessary.Grid positions normally are transmitted everyminute from the rendezvous area to 200 yards from thebeach unless corrective action is required, in whichcase they are transmitted more frequently. Gridpositions will be provided once each minute in periodsof low visibility, from the predesignated assembly12-19

circle to the beach. The last 1,000 yards to the beach Reporting it to PCS (ALFA)is run at full (battle) speed. However, the control group " , THIS IS TWO BLUE ONE. REPORTINGcommander should ensure that wave one never arrives FOR CONTROL AND VECTOR TO THEearly, because of the hazards from pre-H-hourBEACH. OVER.”neutralization fires, the difficulty of terminating suchfires early, and the necessity for beach preparation by Positive controlsuch fires.To obtain full benefit from the grid and to trackthe wave's progress, wave commanders will plot theirposition each time the controlling station transmits it.The effects of wind and sea and/or taking incorrectheadings can thus be determined and corrected. Oncefirm radio communications are established, gridpositions can be transmitted without requiring wavecommanders to receipt. However, vectors should bereceipted for. If the wave commander fails to receiptfor orders by radio, the primary control ship willcontinue to transmit “blind” and request visualacknowledgment.COMMUNICATION CIRCUITSTwo nets are designated for each colored beach:channels ALFA and BRAVO. Channel ALFA is adirect net, used by the PCS to pass grid positions andboat wave directions to the BWCs and wave guideofficer from the LOD until touchdown. ChannelBRAVO, the beach boat operations net, is used by thePCO/PCS and ships to control assigned boats beforethey are dispatched to the beach. Touchdown reportsand operational/administrative traffic between controlships and boats are passed on to this station. Goodjudgment should be used when using the net, to avoidcluttering.Voice CallsVoice calls on the control group net and beach boatoperation net use daily changing call signs. The beachboat control net uses JANAP 119 call signs.Additionally, the boat group commander uses theJANAP 199 call signs on all nets to avoid confusionwith wave call signs.Voice TransmissionsThe following are examples of voice transmissions:Turnover from parent ship to PCS (channel BRAVO)"ONE, THIS IS SWITCH TOCHANNEL ALFA AND REPORT TO FORCONTROL AND VECTOR TO THE BEACH.OVER.”“TWO BLUE ONE, THIS IS HOLD YOUUNDER POSITIVE RADAR CONTROL. STEERCOURSE AND SPEED FOR THE LOD.SET AND DRIFT AT THE LOD IS (DIRECTION)AND (SPEED, IN KNOTS). OVER.”“TWO BLUE ONE, THIS IS . DO NOT HOLDYOU UNDER POSITIVE RADAR CONTROL.MAINTAIN PRESENT COURSE AND SPEED(POSITION). OVER.”“ONE BLUE ONE, THIS IS HOLD YOUUNDER POSITIVE RADAR CONTROL.STEER COURSE AND SPEED FORTHE LOD. SET AND DRIFT AT THE LOD IS(DIRECTION) AND (SPEED, IN KNOTS). MYINTENTION IS TO EXECUTE A LEFT(RIGHT) FLANKING MOVEMENTSEAWARD OF THE LOD. OVER.”Dispatch from LOD“TWO BLUE ONE, THIS IS . YOU AREDISPATCHED FROM THE LOD TO THEBEACH. STEER COURSE , SPEED .OVER.”LOD crossing report (control group net), THIS IS . TWO BLUE ONE CROSSEDLOD LATE ONE HALF. OVER.”Grid posits (ALFA)“TWO BLUE ONE, THIS IS . GRID POSITROMEO THREE EIGHT OUT.” (Wave 2 Blue 1is right side of boat lane, 3,800 yards from the beachand on time.)TWO BLUE ONE, THIS IS GRID POSITROMEO THREE TWO EARLY ONE. OUT.”(Wave 2 Blue 1 is right side of boat lane, 3,200 yardsfrom beach and is ahead of schedule 1 minute.)Vectoring waves (ALFA)“TWO BLUE ONE, THIS IS GRID POSITROMEO THREE ZERO EARLY ONE. VECTORLEFT TEN. OVER.” ” TWO BLUE ONE, THIS ISGRID POSIT ROMEO, ROMEO TWOSEVEN EARLY ONE. VECTOR LEFTTWENTY. OVER.”12-20

Battle speed (ALFA)“TWO BLUE ONE, THIS IS GRID POSITCHARLIE ONE ZERO. BATTLE SPEED.BATTLE SPEED. OVER.”Touchdown report (wave) (channel ALFA)", THIS IS TWO BLUE ONE. TOUCHDOWN,TOUCHDOWN, TOUCHDOWN. OVER.”Touchdown reports (control group net)", THIS IS . TWO BLUE ONETOUCHDOWN. LATE ONE QUARTER. OVER.”Governing NotesThe following governing notes are to be usedwhen communicating to waves:, where appearing, indicates daily changingCall signs.The shift to channel ALFA can be ordered byPCS when desired, but no later than when boatwaves cross the LOD. If no channel shift orderis given, boat waves will automatically shift tochannel ALFA upon crossing the LOD.Amphibious assault vehicle (AAV) wavesrequire an intention statement from PCS whenPCS takes positive control.A full call-up is required for all transmissions toensure that the proper wave received theinformation. When ordering courses to boatwaves, make sure they are given in magneticdegrees.All reports to the CCO should include a timestatus. Fractions of minutes are spokenone-quarter, one-half, three-quarters, and soforth.Because many boat compasses are unreliable, itis best to change the course of boats by vectorsof 10 degrees to 30 degrees instead of courseheadings. To minimize the initial error andconsequent loss of time, the BGC, ABGC, andall BWCs should check and compare theirmagnetic compass headings with the PCS whiletransmitting from the wave-forming circles tothe landing craft rendezvous area. Vectors maybe given at any time to maintain a wave'sposition in the boat lane center. However,vectors should be held to 10 degrees or less inthe surf zone for boat safety.Waves outside the boat lanes must be vectoredto regain boat lane positioning.Prior to the order for BS, speed changes may begiven at any time to keep waves on time. Speedchanges must be ordered when waves are earlyor late 2 minutes or more.BS must be ordered at the 1,000-yard mark.Even if a wave is doing maximum speed beforethe 1,000-yard mark, the order “BATTLESPEED” is still mandatory at that time.Note that all information transmissions end inOUT and those directing waves to perform aduty end in OVER. If at any time you desire awave to acknowledge receipt of information,end the transmission with OVER, thus requiringan answer.Dispatched orders are not required if waves havebeen shifted to channel ALFA or the shift tochannel ALFA upon each wave’s crossing LODis provided for in the OPORDER or prebrief.VISUAL PROCEDURES FORTRANSMITTING GRID POSITIONSLEARNING OBJECTIVE: Explain proceduresfor visually transmitting grid positions.Grid positions by flashing light or Nancy willnormally be preceded only by flashing the wavenumber. However, if confusion would result fromtransmitting into different numbered boat lanes ordifferent colored beach lanes, it will be necessary tomodify the call accordingly. For example, to call thewave commander of Wave Three, Blue Beach Two,the normal call-up is the numeral 3. If confusion wouldresult, and it is therefore necessary to send thecomplete call, the call is transmitted as numeral 3,Blue, numeral 2. The control ship, after establishingcommunications with the wave commander, thentransmits the grid position.The wave commander receipts for each group byflashing a T with his or her signal equipment andreceipts for the message with the usual R.Visual grid positions and information aretransmitted by control ships using the procedures inthe following paragraphs.After the wave call-up, insert the group GP. Thisacts as a proword and alerts the receiver that a gridposition is to follow.12-21

Transmit the grid position using letter L for left,C for center, R for right, and LL or RR for beingoutside of the boat lane to the left or right,respectively. The distance from the beach istransmitted in hundreds of yards as a single ordouble numeral. For instance, 1 equals 100 yards;11 equals 1,100 yards.Transmit the letter T followed by two digits toindicate the time, in minutes, of the grid position.Given the time of the position, the wave commanderknows how early or late he or she is once the positionis plotted. Knowledge of grid position time isimportant because, depending on the proficiency ofthe control team, receipt of the position can be up to 2minutes after actual time.If necessary to order a speedup or slowdown, thegroup SS or TT is sent, respectively.If necessary to order a course change, a vectorin tens of degrees indicating direction left or right issent. For instance, to vector 30 degrees to the right,the group V3R is sent. Direction of the vector shouldalways be included, because waves are notnecessarily always heading for the beach but may beunder control seaward towards the rendezvous area.The group BS BS is an order to go to BATTLESPEED.If needed, the group TA indicates an order to turnaway.The following are examples of grid posits sentvisually:SIGNAL4GPL4OT322GPR32T47SSlGPLL29T52V2R3GPC20T17TTMEANINGWave four grid posit is in the leftportion of the boat lane 4,000 yardsfrom the beach at time 32.Wave two grid posit is in the rightportion of the boat lane 3,200 yardsfrom the beach at time 47 and is tospeed up.Wave one grid posit is outside of theboat lane to the left 2,900 yards fromthe beach at time 52 and is ordered tovector 20 degrees to the right.Wave three grid posit is in the centerof the boat lane 2,000 yards from thebeach at time 17 and is ordered to slowdown.Upon touchdown of the first boat/vehicle ofeach wave, the signal TD TD TD is sent to thecontrol ship. Remember, its going to be verydifficult at times to transmit back or receive fromthe control ship; you must be proficient and getthe job done. Visual communication is a veryimportant part of an amphibious assault, so beprepared to do your best.QUIET LANDING PROCEDURELEARNING OBJECTIVE: Explain the methodof control for quiet landing, including visualsignals, radio circuit, and manningrequirements.Visual signaling (flashing light, flaghoist,and/or semaphore) will be used as the primarymeans of controlling the movement of surfacecraft during the initial assault portion of a quietlanding. Radio circuits normally used incontrolling the ship-to-shore movement shouldbe checked out before the assault, subject toemission control (EMCON) policy. These radiocircuits should be guarded and should be usedonly when all other means of communicating withsurface assault waves have failed and when it isnecessary to correct or alter the movement of anassault wave.It is imperative that experienced Signalmenbe embarked in control boating. They mustwatch the control ship constantly and must becapable of receiving at the rate of eight wordsper minute. Since embarked craft (LCUs andLCMs) do not normally include Signalmen indeploying boat crews, host ships should ensurethat a Signalman is assigned to embarked craftfor assault operations.PCS will transmit a vector and speed signal toeach wave at l-minute intervals once the wavehas been dispatched from the LOD. The signalwill be in three parts: wave identification, vector,and speed. Identification of the wave is signaledby the corresponding numeral. Vector direction isindicated by flashing ROMEO for right andLIMA for left. The amount of vector is indicatedby the multiple letters, each representing 10°; forexample, R indicates vector right 10°, and RRRindicates to vector right 30°. If vectoring is notnecessary, the letter CHARLIE is signaled. Speedorders will be signaled by numerals indicating12-22

speed desired. For example, 7 indicates 7 knots. BS isindicated by repeating the letter BRAVO three times.Examples of quiet landing signals follow:SIGNAL3RR55C5MEANINGWave three, vector right 20°; make 5 knotsWave five, maintain course; make 5 knots2L3 Wave two. vector left 10°: make 3 knots I1CBBBWave one, maintain course; make battlespeedIAFLOAT SALVAGE OPERATIONSLEARNING OBJECTIVE: Explain thepurpose of the afloat salvage operation and thecraft involved in the operation.to maintain good visibility of the beach and itsapproaches.A light salvage boat is normally an LCPL and isstationed seaward of the surf zone along the boat lanesas required.Salvage teams should consist of personnel fromone ship trained as a team to maintain consistency.Personnel for salvage teams should be assigned asshown in figure 12-15.NOTEOne team member must be a qualified searchand rescue (SAR) swimmer.The boat equipage for the heavy salvage andthe ABGC/light salvage boats is detailed in NWP22-3.During a ship-to-shore surface assault on a hostilebeach, a certain number of casualties among theassault craft are inevitable. The mission of the salvageorganization is to keep boat lanes and beachheadsclear of disabled assault craft so that movement to thebeach is maintained.CRAFT INVOLVED IN SALVAGEWave commanders control their boats by meansOPERATIONS of hand signals, as shown in figure 12-16.A heavy salvage boat is normally an LCMconverted as stated in BOATALT 19C, dated 05/10/63,and is stationed outside the surf zone but close enoughDISPATCHING VESSELSThe visual signals used to dispatch the boat wavesfrom the LOD are displayed by both the primary andsecondary control vessels. Every wave commanderhas a radio in the boat, and the foregoing signals areparalleled by radio signals.At night, lighted wands or flashlights are used.The positions are the same as for the day signals.Lights are turned on when the hands are in the startingpositions and turned off when the signals have beenHEAVY SALVAGE BOATLIGHT SALVAGE BOAT1 - Salvage officer 1 - BM2/BM3 (salvage rigger)1 - BMC/BMl (salvage rigger) 1 - SM3/SMSN1 - ENl/EN2 1 - HT2/HT31 - HT2/HT3 1 - RM3/RMSN1 - RM3/RMSN l - SN1 - SM3/SMSN1 - HM3/HMSNl - SNFigure 12-15.—Salvage team personnel.12-23

Figure 12-16.—Arm and hand control signals—landing craft and amphibious vehicles.12-24

Figure 12-16.—Arm and hand control signals—landing craft and amphibious vehicles—Continued.12-25

Figure 12-16.—Arm and hand control signals—landing craft and amphibious vehicles—Continued.12-26

Figure 12-16.—Arm and hand control signals—landing craft and amphibious vehicles—Continued.12-27

Figure 12-16.—Arm and band control signals—landing craft and amphibious vehicles—Continued.12-28

Flgure 12-16.—Arm and hand control signals—landing craft and amphibious vehicles—Continued.12-29

Figure 12-16.—Arm and hand control signals—landing craft and amphibious vehicles—Continued.12-30

Figure 12-16.—Arm and hand control signals—landing craft and amphibious vehicles—Continued.12-31

completed. At the end of start and stop signals the lightis blinked several times. Night signals are repeated asnecessary. The formations used are illustrated in figure12-17. Assault boat coxswains should know all ofthese signals and formations. Those signalsconcerning starting, stopping, breakdown, towing,and so on, might also prove useful to any coxswain inthe event of an emergency.The naval beach party is landed early in theassault. When they reach the beach, they proceed withtheir duties of marking channels and hazards tonavigation, establishing communications, improvingbeaches, and so forth.After a boat unloads on orders from the beachparty, it retracts past the surf line and proceeds to adesignated flank of the boat lane. Keeping clear of theboat lane, it proceeds to seaward and reports to thecontrol vessel for further orders.GENERAL UNLOADING PHASEDuring the general unloading phase, loaded boatsdo not maintain a formation on the trip to the beach,although several of them may be required to move asa unit. On the way to the beach they must stop fororders at the PCS and the BGC's boat.The type of cargo in a boat is indicated by the colorof special flags flown. Red denotes bulk cargo, whichneeds manpower for unloading; yellow shows the loadis such that a prime mover is required; blue denotesself-propelled cargo; and a red burgee shows the boatis a bowser (fuel) boat. A green flag shows a boatbelongs to a floating dump, and a numeral flag may beflown under it to indicate the type of cargo carried.SUMMARYIn this chapter, you have learned the generalconcept of an amphibious operation and the differentFigure 12-17.—Boat formations.ships, boats, and landing craft involved. You havelearned about standard flags and markers, controlareas, and debarkations. You also have learned totransmit grid position both by radio and visually andthe procedures for dispatching waves to the LODduring daylight and nighttime. You have learned theduties of the different personnel associated with anamphibious landing. Although this chapter has a lot ofinformation to learn about amphibious landings, yourbest source of information is NWP 22-3.12-32

CHAPTER 13AIRCRAFT AND SHIP IDENTIFICATIONAs you learned in previous chapters, lookoutduties are some of your most important duties. As apart of your lookout duties you must be able to identifyaircraft, ships and, on occasion, submarines. Thischapter covers the basics in identification procedures.AIRCRAFT IDENTIFICATIONLEARNING OBJECTIVE: Explain theprocedures for the identification of aircraft,including aircraft type, aircraft measurement,and other identification aids.Aircraft identification is a very important asset tothe Signalman on watch, so you must learn as muchas you can to assist in the identification of aircraft.Although this chapter will familiarize you with themost frequently used aircraft, you should guardagainst making positive identification hastily. Theidentity of every aircraft must be checked by even themost knowledgeable interpreter. You should studyunidentified aircraft carefully, using all availablereferences on recognition and identification. Thedimensions and characteristics of all known aircraftare available from many sources, including Aircraft ofthe World, Aircraft Armament Handbook(Characteristics and Performance) EurasianCommunist Countries, and probably the most popular,Jane's All the World's Aircraft, just to name a few.AIRCRAFT TYPESWhen the scale or quality of imagery makes itdifficult to identify the type of aircraft (jet or prop),you must rely on distinguishing characteristics to aidin identification. A single-engine jet, as opposed to asingle-engine propeller-driven aircraft (fig. 13-1), hasone or more of the following recognitioncharacteristics:The wings are farther back from the nose.The widest part of the fuselage is near the center.The wings are usually angled back, inboard tooutboard.Figure 13-1.—Single-engine aircraft recognitioncharacteristics.The wings usually have less surface area.The distance from the wings to the horizontalstabilizer is less than that from the wings to thenose.There are fewer visible differences betweenmultiengine jet aircraft and multiengine propelleraircraft than between the single-engine types.However, the twin and multiengine jets (fig. 13-2)usually have one or more of the followingcharacteristics.The wings are usually angled back, inboard tooutboard.The engines are usually suspended from thewings.The wings have less surface area.AIRCRAFT MEASUREMENTSThe two major characteristics in aircraftinterpretation are the size of the image and the shapeof various components. Accurate measurements arevital because the general appearance of certain aircraftoften may be so similar that only the difference inFigure 13-2.—Twin and multiengine aircraft recognitioncharacteristics.13-1

wingspan provides the final clue for identification(fig. 13-3).IDENTIFICATION AIDSThe study of aircraft shadows can often lead toidentification. Since shadows tend to overemphasizeaircraft features, it is sometimes better to study theshadow rather than the aircraft itself. Wing shadows,however, are misleading because of their relation tothe direction of light, upsweep of the wings ordihedral, and the ground angle of the aircraft. Noseshadows are helpful; even transparent noses will casta shadow where there is rear light. Under theconditions of rear lighting, the shadow of the nose,engine, nacelles, and gun turrets are well defined. Finand rudder shadows also should be carefully studiedsince they provide important recognition features.shape (fig. 13-4) and the shape of their tips (fig. 13-5).Wing shapes are generally classified according to theirtaper, amount of sweepback, design of leading edge,symmetry, or delta configuration, as shown in figure13-5. Wing sweepback is measured as shown in figure13-3. Recent technological advances have developeda unique ultraforward-swept wing (fig. 13-6), whichmay lead to a new line of super-fast tactical fighterswith enhanced maneuverability.Wing CharacteristicsBecause of their size and shape, the wings ofaircraft are perhaps the easiest aircraft component toidentify. The wings constitute the most importantidentification feature on vertical imagery. Theidentification features of the wings are their overallFigure 13-3.—Aircraft measurements.Figure 13-4.—Wing shapes.13-2

Fuselage TypesUse of the fuselage in aircraft recognition isprimarily restricted to its size and shape (fig. 13-8)and the shape of the nose section (fig. 13-9). Nosesections may also be glazed or have a shock cone.In some jet models, the air intake may be located ifthe imagery is of satisfactory quality. Seaplaneshave very distinct features in their fuselage design,but such design characteristics are often difficult todetermine on vertical imagery. Shadows can be ofgreat help in this regard.Tail SurfacesEngine CriteriaFigure 13-5.—Wingtip shapesThe methods of determining engine type (jet orprop) were previously discussed under Aircraft Types.Identification of the type, number, and location ofengines, used in conjunction with two keys, will helpyou identify aircraft. For example, the Soviet TU-95BEAR is the only turboprop-powered heavy bomberin the world. The wing mounts four turboprop engineswith coaxial, contrarotating propellers. As shown infigure 13-7, all of the engine nacelles protrude forwardof the wing, but only the inboard engines have landinggear nacelles that extend aft of the wing.Figure 13-6.—Ultraforward-swept wing.Figure 13-7.—Silhouette of the TU-95 BEARRecognition characteristics of tail surfaces aregenerally the shape and location of the horizontalstabilizer, since the vertical stabilizer is difficult toanalyze in vertical imagery. The basic featuresrecognizable in the horizontal stabilizer are verysimilar to those used for identifying wing surfaces:shapes and tip shapes.Another feature that can be of help is theposition of the horizontal stabilizer. For example,the horizontal stabilizer may be located (1) on theaxis (centerline) of the fuselage, (2) below thecenterline, (3) above the centerline, or (4) on thevertical stabilizer, above the fuselage. (See fig.13-10.)HELICOPTER IDENTIFICATIONHelicopters are among the most easilyrecognizable military equipment. The term rotarywingaircraft includes those aircraft that dependprimarily on lift from their rotary-propulsionsystems. Also, the maneuverability and the forwardthrust are controlled either by the rotor system or byan auxiliary engine system. For our discussion,aircraft meeting this criteria are called helicopters.The primary recognition features used inhelicopter identification are the rotor system andthe number of rotor blades (never less than two).After determining the type of rotor system and thenumber of blades, you should refer to theappropriate aircraft book for final determinationof the model. Military Aircraft of the World is agood source.Other factors that will assist you in helicopteridentification are the shapes of the fuselage andtail boom and the presence or absence of wings.13-3

Figure 13-8.—Fuselage shapesFigure 13-9.—Nose shapes.Figure 13-11 shows these and other less importantrecognition features.AIRCRAFT IDENTIFICATIONCONCLUSIONThe different types of aircraft presently in use bymilitary and naval powers are so numerous that onlyan expert can be expected to know and recognize themall. Bombers, fighters, fighter-bombers, andreconnaissance planes may be propeller-driven or jet;single- or multiengine; straight-wing or delta-wing; ora combination of these.Instruction in identification of aircraft shouldconsist primarily of classroom lectures, slides, andmotion pictures, together with on-the-job instructionwhen aircraft are operating in the ship's vicinity.Determination of the friendly or unfriendlycharacter of aircraft is a prime mission of the ship's13-4

Figure 13-10.—Position of the horizontal stabilizer.Ship identification requires the same type ofinstruction as for aircraft identification. It is possiblehere to place more emphasis on on-the-job training,because wide variations in ship types are encounteredin normal operations on the high seas.Figure 13-11.—Helo recognition featuresinstalled IFF (identification friend or foe) system,which can be used to interrogate aircraft long beforethe aircraft is in visual range. Exact names anddesignations of aircraft not only may be hard to get butalso may prove unimportant. Personnel should betaught to distinguish between the various classes ofaircraft: bombers, fighters, transports, and so forth.SHIP IDENTIFICATIONLEARNING OBJECTIVE: Explain theprocedures for identifying naval ships,including combatants, auxiliaries, andamphibious ships.Recognizing ships at sea is as important asrecognizing airborne aircraft. Since surface vesselstravel in two dimensions and are slower than aircraft,they are much easier to identify visually. Shipsnormally should be identified while they are stilldistant enough to present only a silhouette to theobserver. The type/classes of ships should bedetermined from their silhouette long before their hullnumbers or names can be distinguished. The firstdetermination to be made is whether the vessel is anaval or merchant ship.In general, naval ships do not appear as bulky asmerchant ships. The naval ships have flowing linesand usually have less deckhouse and superstructure.Virtually all maritime powers paint their naval shipssome shade of gray or blue-gray that blends easily withthe ocean background. When close enough for colorsto be distinguishable, merchant ships can easily beidentified because they are painted in a variety ofcolors. During peacetime another indication ofnaval-merchant character of a vessel is the presence ofvisible weapons. The absence of guns may have littlesignificance, but their presence almost certainlyindicates a naval vessel. Merchant ship identificationwill be covered later in this chapter.13-5

SURFACE SHIPSThere are many types of surface ships, such ascombatants, auxiliary ships that support combatants,and auxiliaries called special-purpose ships (theyperform specific functions), and amphibious. Forexample, replenishment ships and repair ships areauxiliary ships, and icebreakers and intelligencecollectors are special-purpose ships. The Glossary ofNaval Ship Types is a guide to the classification andtyping of non-U.S. Navy ships and craft. Jane'sFighting Ships is also a good reference for theidentification of non-U.S. and U.S. Navy ships.COMBATANTSThe purpose of combatants is to engage enemyships in naval warfare. Combatants are assignedvarious missions, depending primarily on theirarmament and secondarily on characteristics such assize, speed, and maneuverability. The following shipsfall into the combatant category: aircraft carriers,battleships, cruisers, destroyers, and frigates.Aircraft CarriersAircraft carriers (CV/CVNs) are generally thelargest warships afloat and are the major offensivesurface ships of the U.S. fleet. Aircraft are their chiefweapons, and missions are determined by the type ofaircraft carried. The high freeboard and expansive,uncluttered flight deck give the aircraft carrier adistinctive appearance. On many carriers, thesuperstructure or island (usually offset to the starboardside of the flight deck) is the only prominent featureof the flight deck. Figure 13-12 shows examples ofdifferent classes of aircraft carriers.CruisersCruisers are multimission antiair (AAW),antisubmarine (ASW), antisurface (ASUW) surfacecombatants capable of supporting carriers, battlegroups, and amphibious forces or of operatingindependently. They usually measure about 550 to 700feet in length and displace from 7,000 to 15,000 tons.The trend in modern cruisers features tall, solid towersamidships instead of separate pole masts andcylindrical stacks. These midships towers oftenincorporate masts, stacks, and other superstructureelements in various combinations. See figure 13-13for examples of cruisers.The bow and forward superstructure of themodern helicopter cruiser (fig. 13-14) resemble thosefound on cruiser warships. The stern section consistsof level, uncluttered deck space used for launching andlanding operations. The bow section contains weaponsand electronics equipment. The primary mission of thehelicopter cruiser is ASUW.DestroyersDestroyers (DD/DDGs) are versatile,multipurpose warships of moderate size (3,000 to8,000 tons and 400 to 600 feet long) and are equippedto perform ASW operations, while guided-missiledestroyers are multimission and perform AAW andASUW operations. Modern U.S. destroyers andguided-missile destroyers are called upon to performprimarily in a battle force combatant role. Theyoperate in support of carrier or battleship battlegroups, surface action groups, amphibious groups,and replenishment groups. Destroyers typically havetwo large stacks with considerable rake, light mast,superimposed gun mounts forward, ASW gear aft, andtorpedo tubes topside. Figure 13-15 shows examplesof destroyers.FrigatesFrigates (FF/FFGs) fall into the general categoryof smaller major combatants whose offensiveweapons and sensors are used for a particular warfarerole, such as screening support forces and convoys.Frigates range in length from 300 to 400 feet anddisplace 1,500 to 4,000 tons. They usually have onlyone gun mount forward, while the aft armament oftenconsists of ASW and/or AAW weaponry. A helicopterpad frequently is present in the stern area. (See fig.13-16.)MINOR COMBATANTSThere are numerous types of minor combatants,such as minesweepers and patrol boats. Manycountries that either do not require or cannot affordlarger ships use these smaller combatants for river andcoastal defense patrol.Many of the newer patrol boats are armed withmissiles, and some are equipped with hydrofoils, orair cushions, which greatly increase their firepower,speed, and maneuverability. Figure 13-17 is anexample of a minor combatant.13-6

Figure 13-12.—Classes of aircraft carriers.AMPHIBIOUS SHIPSAmphibious ships are designed to move combatpersonnel and equipment ashore. With the exceptionof shore bombardment, the armament of amphibiousships is usually intended for defensive purposes only.We will discuss a few of the amphibious ships in thefollowing paragraphs.The largest amphibious ships (LHDs, LHAs) canbe identified by the large boxlike superstructure. Theymeasure from 800 to 850 feet and displace 28,000 to40,000 tons. Amphibious command ships (LCC) canbe identified by their visible electronic gear; theymeasure 620 feet and displace 19,000 tons.Amphibious transport docks (LPDs) can be identifiedby their having weaponry forward and a flight deck13-7

Figure 13-13.—Classes of cruisers.Figure 13-14.—Helicopter cruiser.13-8

Figure 13-15.—Classes of destroyers.aft. They include two helicopter landing pads, afold-down ramp gate at the stern, and topside cranesand other machinery. They measure 570 feet anddisplace 17,000 tons. Small amphibious ships (LSTs)are characterized by the ramp extending from theforward part of the ship. They measure about 520 feetand displace 8,450 tons. Small Soviet ships are usuallycharacterized by a superstructure aft and a long, opendeck area forward. Figure 13-18 shows examples ofamphibious ships.AUXILIARY SHIPSThere are many types of auxiliary ships thatperform various duties. They range from oilers torepair ships. They are usually lightly armed for13-9

Figure 13-16.—Classes of frigates.ships, especially those used for replenishment andrepair, have cranes and booms on deck that are usedfor transferring equipment, supplies, and fuel to thefleet.SHIP IDENTIFICATIONCONCLUSIONFigure 13-17.—Pegasus-class hydrofoil.self-defense and rely mainly on combatants forprotection. They are constructed in various sizes andconfigurations unique to their role. Many auxiliaryThe need for rapid and accurate identification ofSoviet ships is important with the number of Sovietnaval sightings throughout the world. Figure 13-19shows the silhouettes of the most commonly sightedSoviet warships. To help you translate Russian ships’names, figure 13-20 is a transliteration table to convertthe Russian alphabet into the English alphabet. Youmust familiarize yourself with both the silhouettes andthe transliteration table to be able to identify, on sight,ships of the Soviet Navy.13-10

Figure 13-l8.—Classes of amphibious ships.13-11

Figure 13-19.—Recognition silhouettes of Soviet ships page 1 of 3.13-12

Figure 13-19.—Recognition silhouettes of Soviet ships, page 2 of 3.13-13

Figure 13-19.—Recognition silhouettes of Soviet ships page 3 of 3.13-14

Figure 13-20.—Transliteration table of the Russian alphabet.SUBMARINE IDENTIFICATIONLEARNING OBJECTIVE: Explain theprocedure for identifying submarines,including recognition features and therecognition coding system.Submarines are the most elusive of all naval ships.To locate and prosecute (track) a submarinesuccessfully is a formidable task, one to which a goodportion of our Navy is devoted. In this section wediscuss submarine recognition features, includingnomenclature and profiles.RECOGNITION FEATURESThe exterior view of submarines presents a verylow silhouette; this is because submarines have a lowcenter of gravity and, therefore, are normallytwo-thirds submerged while on the surface (fig.13-21). The exterior or hull of submarines iscylindrical and gradually tapers forward and aft tobecome the bow and stern respectively.On older conventional submarines, thesuperstructure deck (called the main deck) extendsvirtually from the tip of the bow to near the stern. Thedeck is generally level. Beginning near the midshipssection, the deck rises gradually in the direction of thebow to a height of about 10 feet above the waterline.The freeboard of the after end of the main deck is about4 feet.Modern submarines still retain most designfeatures developed and proven over the years, but newexternal styling is evident (fig. 13-22). The basic hullshape resembles a torpedo, with a rounded nose andcontrol planes at the stern set at right angles to eachother. Other surfaces show streamlined fairing.RECOGNITION CODING SYSTEMMost submarine recognition manuals use a visualcoding system based on a general profile appearance(sail shape being the primary factor), sail placementFigure13-21.—Profile of a submarine.13-15

Figure 13-22.—Modern submarine.on the hull, and bow profile. The visual codingapproach is based on examining the profileappearance of a given submarine and assigningnumerical values that best correspond with illustratedexamples appearing in selected appearance groupcoding. Three factors are usually sufficient to identifya class; thus each submarine class has a three-digitnumber. In cases where several submarines possessthe same appearance code number, their profile andphotographs should be carefully compared todistinguish between them.General Appearance CodingSurface submarines and partially submergedsubmarines are best identified by their sailconfiguration; hence, the sail shape is the mostimportant factor in coding the general appearance ofsubmarines. (See fig. 13-23.)Sail Placement CodingThe system for coding the sail placement parallelsand reinforces the system outlined under GeneralAppearance Coding. Generally, the sails of newersubmarines are placed closer to the bow than those ofolder designs. In examining the five basic sailpositions (fig. 13-24), you should choose the examplethat best shows the position of the sighted sail inrelation to the hull. Using this system, you should bewithin two or three silhouettes in confirmation ofsubmarine class and type.Bow Profile CodingBow profiles (fig. 13-25) are assigned numericalvalues in an ascending order that coincides with theseverity of the angle at which the stem or deck lineapproaches the waterline. On the newer submarines,the bulbous bow is seldom seen; when the submarineis surfaced, the deck line forward of the sail appearsto slope gently into the water. On the older submarinesthe bow has a definite terminal point, and the angle ofthe stem is either raked or sheer. Note that in thecoding of bow profiles, structures atop the bow are notconsidered as part of the bow shape. Bow shapes areoften difficult to see because of observation angle orwater wave action; but this should not constrain youfrom identifying a particular submarine based on thefirst two codes.General Recognition FactorsThe principal Soviet innovation is the streamlinedturtleback sail, which has a curved topline that mergeswith the after trailing edge of the sail. Forclassification, the new turtleback sail is assignedappearance group code 1. (See fig. 13-23.)Rectangular sails are so numerous that they mustbe broken down into subdivisions as to how theyappear in relation to other features. The new SSBNsusually have a rectangular sail with sail planes. Theyalso have a bullet-shape bow, a stern fin, and aprominently raised and broken deck line aft of the sail.The SSBN classes largely constitute appearance group2 (fig. 13-25).13-16

Figure 13-23.—General profile appearance of submarines.Other appearance types with rectangular sailscomprise groups 3, 4, and 5 (fig. 13-25). In thesegroups, hull features such as stern and bow type arethe differentiating factors.Appearance group 6 includes a small group oftransitory types of design. In this group, the overallappearance of the sail is rectangular, but the topline isbroken with mirror knuckles, protuberances, and fixedor semiretractable equipment. If a small step occurs,it measures less than one-fifth of the sail height andusually indicates a shield, a raised well cover, or afixed snorkel exhaust casing. Generally speaking, this13-17

Figure 13-24.—Sail placementFigure 13-25.—Bow profiles.group is composed of conversions and experimentalprototypes that bridge the gap between the irregularshapes of World War II versions and the streamlinedsails of the nuclear age. If the sail topline is brokenand has an obvious step measuring one-fourth of thegroup sail height or more, it falls within groups 7through 9 (fig. 13-23), depending on the position ofthe sail.TYPES OF SUBMARINESFor the purpose of our discussion, we willcategorize submarines into three distinct groups:attack, cruise missile, and ballistic. All three groupscan be either conventionally powered (diesel/electric)or nuclear-powered.13-18

Attack SubmarinesAttack submarines (SS and SSN) are usedprimarily against shipping, both surface andsubsurface. These submarines are designed for speedand maneuverability. Attack submarines use torpedotubes, usually located forward and aft, to launchtorpedoes, mines, and missiles.Cruise Missile SubmarinesCruise missile submarines (SSG and SSGN) aredesigned primarily to attack surface ships. Theirarmament usually consists of surface-to-surfaceantiship missiles, torpedoes, and mines.Ballistic Missile SubmarinesBallistic missile submarines (SSB and SSBN) areprobably the most notorious of all submarines.Ballistic missile submarines usually maintain constantpatrols that place their long-range surface-to-surfacemissiles within range of intended targets, such asmajor military and industrial installations.MERCHANT SHIP IDENTIFICATIONLEARNING OBJECTIVE: Explain theprocedures for the identification of merchantships, including appearance groups, hull types,and sequence of uprights.As a Signalman, you must be able to identify andreport the various types of merchant ships. Thepurpose of this section is to acquaint you with theprimary identification features unique to merchantships. The two primary publications that will help youin your identification of merchant ships are MerchantMarine Identification Guide—World and theCommunist Merchant Marine Identification Guide.Any system used for identifying and reportingmerchant ships during peacetime must be adaptable towartime as well. Such ordinary aids to identificationas stack markings, hull and superstructure paintcombinations, striping, and house flags (all of whichare of great assistance in peacetime identification) areeasily camouflaged or painted over. Consequently, wemust rely on those physical characteristics that arereadily seen and difficult to alter or disguise.IDENTIFICATION PROCEDURESTo identify a merchant ship, you must classify itby appearance group, hull type, and upright sequence.The appearance group is determined by the size,shape, and location of the superstructure. The hull typeis determined by the shape of the hull and the numberand location of islands. The upright sequence includesthe identification and location of the masts, gantries,king posts, cranes, and funnels. Using these featuresand consulting Merchant Marine IdentificationGuide—World and Communist Merchant MarineIdentification Guide, you can identify a merchant shipquickly and accurately.APPEARANCE GROUPThe size, shape, and location of the superstructureon merchant ships depend on the functions of the ship.This identification feature is used to place the ship inone of three appearance groups (fig. 13-26.)Group 1Group 1 is the large superstructure appearancegroup. The superstructure exceeds one-third theoverall length of the ship. Passenger ships generallybelong in this group.Group 2Group 2 is the composite superstructure. Thecomposite superstructure is located amidships and isless than one-third the overall length. These shipsgenerally have a small blocklike superstructure withdeck spaces devoted to cargo-handling equipment andhatches.Group 3Group 3 is stack aft. Stack aft means ships withfunnels located within the after-third of the ship.However, if the superstructure exceeds one-third theoverall length, the ship will be in appearance group 1.HULL TYPEShips in appearance group 1 are placed under hulltype 1. The determination of hull type for ships inappearance groups 2 and 3 is based on hull profile.Table 13-1 is a matrix of hull profiles and appearancegroups that reflects hull-type numbers.13-19

Figure 13-26.—Appearance groups.Table 13-1.—Hull TypesHull Profile Group 1 Group 2 Group 3Large Superstructure1 --- ---Flush Deck--- 3 39Raised 1--- 5 41Raised 2--- 7 ---Raised 1-2 --- 9 43Raised 1-3 --- 11 45Raised 1-2-3 --- 13 47Raised l-long 2-3 --- 15 ---Raised 12-(3) --- 17 49Raised 1-23 --- 19 51Raised 2-3 --- --- 53Raised 3 --- --- 55Figure 13-27 is a display of all profile variationsand lists the individual hull-type numbers. Note thatappearance group 1 contains only one hull type.Within the remaining appearance groups,distinguishing hull features include the profiles of thehull and the number and location of islands.A ship with a single weather deck extending frombow to stern is called a flush-deck ship. An additionaldeck spanning the breadth of the ship, but notextending from bow to stern, forms the island. Islandsmay be located at the bow, amidships, at the stern, orin a combination of these locations. However, any13-20

Figure 13-27.—Type selector.13-21

Deckhouses are not raised. An island extends thefull width of the ship's hull. Deckhouses are structuresbuilt on deck level but do not extend the full width ofthe ship. At times, the distinction between thedeckhouse and the island is difficult to establish.Figure 13-29 illustrates the differences.Bulwarks are not considered raises. A bulwark isthe stake of shell plating that is above the weather deckand is designed to keep the deck dry and guard againstlosing deck cargo and personnel overboard. A bulwarkmay occasionally be difficult to distinguish from araised island. A raise is generally from 2 to 3 metershigh; a bulwark is generally about 1 meter highOccasionally, a bulwark will be as high as a raise. It isthen almost impossible to distinguish the bulwarkfrom the raise unless there is an opening in thebulwark. This opening is a definite indication of abulwark. A rail on top a raised section of the hullusually indicates a raise instead of an bulwark.Scuppers, or freeing ports, which permit rain andseawater to run off the deck, indicate a bulwark.SEQUENCE OF UPRIGHTSFIgure 13-28.—Variations and locations of raises.raises in the after-third of the ship but not extendingto the stern are disregarded in determining theappearance type. Figure 13-28 shows the possiblevariations and locations of raises.Islands are numbered according to their positionfrom bow to stern. For example, the hull type of a shipwith an island at the bow is raised 1, and an islandamidships is raised 2. A ship with an island at both thebow and amidships is a raised 1-2; a well between islandsis represented by a dash. The common three-island,well-deck-type ship is a raised 1-2-3. Two islands maybe combined to form a continuous deck from the bow tothe after end of the superstructure. This is referred to asa raised 12. A few ships with this configuration also havea raise aft and is called a raised 12-3. On some ships witha raise astern, the deck extends into the amidshipssection. On these ships, the after raise is considered araised 23. When the deck does not extend to theamidships section, it is a raised 2-3. Then there are shipsthat have an enclosed superstructure at the stern of theship. The first two-thirds of the deck is flush, and themain deck is raised. Such ships are raised 3.The coding of uprights (cranes, funnels, gantries,king posts, and masts) is the third step in identifyingmerchant ships. The presence of these verticals isindicated by the letters C, for crane; F, for funnel; H,for gantry; K, for king post; and M, for mast as theyare located on the ship, starting at the bow. Forexample, the upright sequence for a ship with a kingpost, followed by a king post in the forward well, afunnel amidships, and another king post in the afterdeck well is coded KKFK, as shown in figure 13-30.Figure 13-29.—Differences between deckhouse and island.Figure 13-30.—Coding of uprights.13-22

MastsA mast is a post that has no cargo-handling gear.Masts can appear on the deck, bridge, or funnel of aship. A mast on a king post is coded as a king post.In all instances, masts are coded if they are heavyenough to be easily discerned. A mast installed on afunnel is coded as if it were located forward of thefunnel.A ventilator without cargo-handling gear is codedas a mast if it is prominent. Figure 13-3 1 shows thetypes of masts usually installed on merchant ships.King PostA king post is an upright with cargo-handlingdevices attached to it. Since king posts are designedfor handling cargo, they are located at the forward orafter end of a hatch.King posts may be arranged singly or in pairs.King posts located against the bridge, but not risingabove it, are not coded.A funnel serving as a king post is coded as if itwere located after the king post.A ventilator rigged for cargo-handling is coded asa king post if it is conspicuous. Figure 13-32 showssome frequently seen king posts.CranesCranes are cargo-handling devices. The wholeunit pivots about its base and is usually capable ofrotating 360°. Cranes are distinctive features and,when they can be easily seen, are coded. When cranesFigure 13-31.—Types of masts.13-23

Figure 13-32.—Types of king posts.appear in pairs abreast, they are coded as a singlecrane. When located outboard from, and in line with,a mast, the crane is coded as if it were located forwardof the mast. When two cranes are mounted on the samepedestal but are arranged fore and aft, they are codedas two cranes. Figure 13-33 shows examples of cranes.GantryA gantry is unique in appearance and function.Typically, the gantry spans the width of a ship and hasa boxlike shape. It also has the ability to traverse foreand aft along the ship's deck line, stopping over cargoholds. Figure 13-34 shows an example of a gantry.FunnelsNo distinction is made between the shapes offunnels on merchant ships. Funnels are not coded ifthey are so small that they are difficult to see,including the small pipes found on some motor ships.Though extremely rare, a few ships still exist withfunnels that resemble king posts. Such funnels arecoded if they appear after the king post.Funnels paired athwartships are coded as a singlefunnel. Figure 13-35 shows examples of funnels.BOW AND STERNBows and sterns can also assist in the identificationof ships. Bow types (fig. 13-36) are as follows:Straight, plumb, or vertical—This type is theoldest type; it offers the most resistance to thesea.Raking or sloping, and curved and raking—Angle varies greatly. Clipper or cable bowscome within this group.13-24

Maier—An outward curve, all rounded and notsitting on the water.Stern types (fig. 13-37) are as follows:Counter—The stern is hooked and curvedinward.Cruiser—The stern is butted and straight,rounding only at the bottom.Spoon—The stern is angled greatly. The spoonis a particular feature of German- orRussian-built ships.Figure 13-33.—Types of cranes.MERCHANT SHIP CONCLUSIONIntelligence analysts depend on your merchantship reports to formulate analyses relevant to bothpolitical and naval intelligence. Many countries useFigure 13-34.—Muckloader gantry.merchant ships for military-related functions; so,whenever a merchant ship pops up on the horizon,13-25

Figure 13-35.—Types of funnels.Figure 13-36.—Bow designs.Figure 13-37.—Stern designs.13-26

write her up and pass it to the officer of the deck orappropriate personnel.SUMMARYThis chapter is one of the most importantchapters for a Signalman. In this chapter, youlearned information to help you identify aircraft,ships (both naval and merchant), and submarines.You learned that on-the-job training is a very effectiveway of learning the different aircraft, ships, andsubmarines. You also learned that aircraft, ship, andsubmarine characteristics are the major factors inidentifying them. This chapter contains just the basicsto get you started in identification. It is up to you toprogress to the point that you become an expert in theidentification of aircraft, ships, and submarines.13-27

CHAPTER 14TECHNICAL ADMINISTRATIONVisual communication procedures and doctrineexist only to help Signalmen perform their duties.Procedures and doctrine can be taught throughon-the-job training, but this method is usuallyunsatisfactory because procedures are learned only asdifferent situations arise. Classroom instruction anddrills are less expensive for hours spent and resultsachieved. This is because methods, procedures, andsafety precautions must be taught in their order ofimportance or in some other logical order that will aidthe trainee in committing them to memory.Your training program should include completeinformation on message forms, operating signals,prosigns, visual responsibility, flashing light,semaphore, and flaghoist. Circumstances, howevermay dictate the priority you give to each subject. If youhave a well-established training program andpersonnel with experience, follow the program in itsplanned sequence. By so doing, you assure the widestpossible degree of coverage during the ship's regulartraining cycle. If, on the other hand, you have a groupof inexperienced people and you are setting up a newtraining program, you will find it profitable to alteryour training program. Emphasize those subjects ofimmediate importance and ignore, for the time being,those portions that are less urgent.The Commanders-in-Chief, Atlantic and PacificFleets, have primary responsibility for the tacticaltraining of naval forces. Naval vessels can expect acomprehensive assessment by Afloat Training Groups(ATGs) to include a review of future trainingrequirements, current training programs, personnelbilleting, and material/equipment status to assist themin preparing a unit training package. Another phase ofthis review will be performance based. Information onassessments can be obtained from the ATG prior to itscommencement. Another source of information isCOMNAVSURFLANTINST/COMNAVSURF-PACINST 3502.2A.In this chapter, you will learn about drills andexercises, standing orders, and operation orders andplans.DRILLS AND EXERCISESLEARNING OBJECTIVES: Describe theprocedure for grading and critiquing visualdrills and exercises. Explain the importance ofsecurity when participating in visual drills andexercises.Drills and exercises are a large part of thecommunications department's training program.Noncompetitive exercises and emergency drills areperformed to acquaint personnel with correctprocedures and methods to increase their efficiency.Competitive (graded) exercises are performed whenthey are assigned by the type commander or othercompetent authority. Results of these exercises areused to keep the type commander informed of thereadiness state of individual units. Maximumbenefit is derived when an exercise is observed andanalyzed by the umpires and various assistants whoare assigned by the officer scheduling the exercise(OSE).Strike Warfare (STW), Antisurface Ship Warfare(ASW), Intelligence (INT), Electronic Warfare (ELW)and Command, Control and CommunicationExercises (CCC), FXP 3, lists exercises that aredesigned for visual communications or have visualcommunications as a part of the overall exercise.These exercises include Flaghoist, CCC-15-SF;Flashing Light, CCC-16-SF; Semaphore,CCC-17-SF; and Comprehensive CommunicationsAssessment, CCC-27-SF. Each of the exercises has itsown system of grading. You should be aware of thesesystems to detect discrepancies when observing anexercise. Remember, observation of personnel duringan exercise is a method of determining what area needsmore intensive training. For visual communicationsgrading sheets, see chapter 14 of FXP 3.CRITIQUESA critique is a critical review of an exercise heldin the form of a conference. All graded exercisesshould end with a critique, attended by the umpire,assistants, and key personnel of the unit being graded.14-1

You should become familiar with critiques and derivemaximum benefit from the one you attend as amember of the exercise ship so you can presentmeaningful appraisals.During the exercise, observers must keep achronological record of the events that take place ormake notes of occurrences that may have a bearing onthe outcome of the exercise, such as the following:Procedural errorsHandling timesOutstanding performancesEquipment failures and repairsThe important aspects of each observer's notes arepresented as a part of the critique. The followingpoints about the exercise should be covered:Manner of performanceErrors committedDeficiencies of material or procedureRecommendations for improvements ofmaterial and personnel performancesThe last point, recommendations for improvements,may be more important than any other itembecause improvement is the goal of all training.Recommendations may be limited to minor changesin procedures or to training in a particular area.Conversely, they may encompass overhaul of entiresystems and addition or replacement of equipment.Tentative grades may be assigned at critiques.Final appraisals, however, are the responsibility of thetype commander, who can compare the performanceof one unit with another. The type commander alsostrives for uniformity of grading within the type.VISUAL COMMUNICATIONS(CCC-15-SF THROUGHCCC-17-SF)Visual communications exercises may be used forday-to-day training and evaluations or as the criteriafor operational readiness inspections (ORIs). For allexercises, preparation and execution must be orientedtoward training. It is intended that variouscommunications exercises from FXP 3 be performedin combination to test all installed systems andfunctions. The operational or type commanderdesignates the exercises for your ship. During periodsof emission control (EMCON), visual signaling maybe the only method of communications available.Therefore, proficiency in visual communications mustbe maintained. The series of visual signaling exercises(CCC-15-SF through CCC-17-SF) is designed to trainand evaluate personnel in visual signaling procedures.COMMUNICATIONS EVALUATIONThe visual communications exercises may be usedindividually or in combination to satisfy the followingevaluation requirements: training, ORI,predeployment COMM/ELEX inspection, and overallcommunications exercises.The officer conducting the exercises (OCE)supplies the following information:1. Where: Ship's name, location (in port/underway)2. When: Starting time and duration of exercise(s)3. Which: What exercises and for which installedsystem(s)4. Who: The senior observerAny additional comments required will be issuedso the exercise unit will be fully prepared.GRADINGThe number of points assigned for each evaluationfactor is the norm. However, the senior observer maydeduct points to the degree that circumstances show aneed. Additionally, if performance or materialreadiness is of exceptionally poor quality, the seniorobserver may deduct more points than are assigned.The senior observer obtains the final grade for theexercise by subtracting points lost from 100.SECURITYAny action resulting in a reportable securityviolation, or any action, if not stopped or prevented byan observer, that would have resulted in a reportablesecurity violation will cause an exercise to beevaluated as unsatisfactory. No numerical grade willbe assigned, and the exercise will be canceled at thatpoint. Report violations through the chain ofcommand. The reporting of a security violation can beas low as operator or as high as supervisor.All nonreportable security violations will result inthe loss of five points of credit. Three or more of thesenonreportable violations will result in grading thatexercise unsatisfactory. Examples of nonreportableviolations are classifications not in letters larger than14-2

the text on a page and improper classification ofextracts.COMPREHENSIVE COMMUNICATIONSASSESSMENTThe Comprehensive Communications Assessmentexercise (CCC-27-SF) evaluates the ship's overallcommunications in a three-phase evolution. Thisexercise requires the combined efforts of both signaland radio personnel to research operation orders(OPORDs) and plan all the communicationsrequirements. The shipboard communications plancan be developed for an actual operation or aconstructive facsimile, depending on the OCE'srequirement.COMMUNICATIONS PLANA ship's communications plan lists all thecommunications requirements in detail for a specificoperation covering a specified period of time. Itcontains all the sequential information required foroperations and communications personnel to achievethe communications commitments of a ship. Thedepartment/division officers, leading petty officer,and supervisors research effective OPORDs forcommunications requirements and combine them intoan effective plan that can be carried out by the workingpersonnel.WARTIME PROVISIONS FORVISUAL SIGNALINGChapter 16 of NWP 4 contains procedures tochange from peacetime communications proceduresto wartime communications procedures or for otheremergencies. Provisions of the chapter are carried outby the Chief of Naval Operations, who issues thedirective “Execute Chapter Sixteen NWP Four.”Immediately upon receipt of the directive, commandersmust begin the measures indicated in that chapter.Stipulations of chapter 16 of NWP 4 areclassified; therefore, they cannot be covered in thistext.STANDING ORDERSLEARNING OBJECTIVES: Identify standingorders. List personnel responsible for standingorders and the reason for having standingorders.Because individuals differ, each leadingSignalman runs his or her signal team, differently. Allgood Signalmen carry out all orders received andfollow standard organization closely. There will alsobe variations in how individuals accomplish certaintasks. In addition to differences in personalities ofleading Signalmen, the types of individuals that makeup a signal team have a bearing on the way the leadingSignalman performs. As the leading Signalman, youmust be able to explain your way of doing tasks to allsubordinates clearly. You should use standing orderscontaining personal instructions on what will berequired. Read these orders to each member, and get asignature acknowledging his or her understanding.You must then hold all hands responsible for followingall provisions of your orders.When a period of several months is involved, awritten order obviously is more effective than a verbalorder. It also is superior because a group, if told to dosomething, can easily misunderstand. A few membersof the group will interpret the verbal order one way,and some will interpret it another way. A written orderwith a verbal explanation eliminates doubt andconfusion, and leaves no excuses for failure to follow.Standing orders for the organization, administration,and function of the signal team must have thesignature of the communications/signal officer. Theleading Signalman is responsible for preparing theseorders in the rough and submitting them to the divisionofficer for approval.Before writing standing orders, determine whatdirectives exist. Review orders written by apredecessor and discuss any changes or commentswith the division officer.Standing orders must agree with the ship's and thedepartment's organization books. Depending on thecompleteness of the latter book, it may not benecessary to prepare standing orders. Somedepartmental organization books are a list of standingorders in various divisions in the department. Standingorders could, therefore, be either a supplement topreviously issued department organization ordersor an actual part of that department's writtenorganization.As previously stated, standing orders should beexplained fully to all hands. A record of signaturesshould be kept to show that each member has read andunderstands these orders. Standing orders should alsobe read and explained when new personnel report on14-3

oard. It would be a good idea to read some of thestanding orders every few months at morning quarters.Where practical, standing orders should be postedso they will be visible to all the team. You shouldpersonally make sure that one copy each of the ship'sorganization book, ship's orders (and regulations),operations department organization book or standingorders, and the Uniform Code of Military Justice arealways available in the living compartment. You cansecure these books by a chain with the watch, quarter,and station bill.As the leading Signalman, do not make themistake of having an excellently written organizationstanding order and then fail to follow through. Requirecompliance with these orders. Point out instanceswhere failure to follow orders created problems. It isfar better to have one good standing order thateveryone follows than to have ten that are ignored.Remember that conditions change. You candevelop good standing orders and have them obeyed,but they will lose their value or effectiveness if theyare not revised as new situations arise. To help you inpreparing adequate standing orders, refer to figure14-l. Note that it bears the number 2-92. That meansit is the second standing order for the year 1992.OPERATION ORDERS AND PLANSLEARNING OBJECTIVES: Identify thesections of operation orders and plans. Explainthe procedure for preparing operation ordersand plans.Operation orders (OPORDs) and plans (OPLANs)are designated to help the signal bridge personnel inperforming their duties. This section explainsOPORDs and OPLANs.OPERATION ORDERSBefore the start of underway periods, all signalbridge personnel should be familiar with thecommunications portion of the OPORD or the letterof instruction (LOI). The leading Signalman obtainsthese orders from the communications/signals officer.Due to the few copies available, the neededinformation may be extracted. At the minimum, a listshowing the task organization, schedule of events, andcall signs should be on the signal bridge. Wheneverpossible, the leading Signalman of the ships assignedto the task organization should arrange a meeting fora pre-underway brief. During this brief, informationcovering visual communications, use of call signs, anddrills should be discussed. You gain an advantage bydiscussing these items before sailing.Changes to OPORDs are issued frequently.Therefore, the leading Signalman must consult theOPORD often to make sure the signal team is keptuptodate on any such changes.OPORDs are issued to effect the coordinatedimmediate or near-future execution of an operation.They are prepared in a standard approved format, asstated in NWP 11, Naval Operational Planning.An OPORD is a basic plan and usually consists ofthe heading, body, ending, and (as needed) detailedprocedures (in the form of enclosures called annexesand appendices). The basic plan is concise, andcontains only details necessary for a clear, overallpicture of the operation. Annexes themselves may beshort or long. They often have appendices and tabs toelaborate on the many details to be considered in alarge and complicated tactical operation.The most important portion of the OPORD (forcommunications personnel) is the communicationsannex. This annex gives information oncommunications that is too extensive to be included inthe basic OPORD.The amount and type of information in acommunications annex depends on the purpose of theplan or order and on the mission of the command.OPERATION PLANSAn OPLAN is a directive for carrying out anoperation or a series of operations extending over alarge geographic area. The plan usually covers aconsiderable period of time and is prepared well inadvance. The plan may include information on thetime it will become effective, or it may merely statethat it will become effective when signaled byappropriate authority. The operation plan is theinstrument upon which subordinate commanders basedirectives to their commands covering specific tasksassigned. Usually an OPLAN is designed to deal withsome future situation or condition which may or maynot come about.For more information concerning OPORD andOPLANs, refer to NWP 11, Naval OperationalPlanning.14-4

From: Communications OfficerTo: All visual signal personnelSubj: DUTIES OF THE SIGNAL SUPERVISORUSS GEORGE PHILIP (FFG- 12)COMMUNICATIONS OFFICER'S ORDER NUMBER 2-921. You, as the signal supervisor, during your watch must be in complete control of the signal personnel on watchand of the signal material in use. You must ensure that a proper lookout is kept by your watch at all times, takingcare that your watch does not congregate. You must concern yourself primarily with carrying on the signal activitiesand maintaining discipline, and secondarily, as necessary, with operating. You are responsible for seeing thatinstructions for the internal routing and filing of messages applicable to the signal section are complied with. Duringyour watch you are required to do the following:a. Make sure that an alert watch is maintained at all times.b. Coordinate and supervise the operations and activities of the watch in such a way as to maintain efficiencyin handling visual traffic with a minimum of noise and confusion.c. Be familiar with the Allied Maritime Tactical Signal and Maneuvering Book, Visual Call Sign Book, andall applicable instructions pertaining to visual communications.d. Be thoroughly familiar with the International Code of Signals and the procedures for communicating withmerchant ships.e. Be familiar with combined and joint communication instructions and publications with respect to visualsignaling.f. Know the recognition and identification signals in effect.g. Be proficient in all forms of visual communications, including drafting messages for transmission in anyvisual system.h. Keep yourself and the watch informed of the disposition, organization, formation, and location of all unitsin company.i. Know the responsibility of your ship for relaying and repeating visual signals and messages.j. Be responsible for safeguarding all communication publications on the signal bridge.k. Conduct effective training and instruction for the Signalmen on every watch, unless operating conditionpositively prevent it.1. Be responsible for the cleanliness and orderliness of the signal bridge and the personnel on watch.m. Thoroughly familiarize yourself and your watch with the location and use of emergency signal equipmentincluding pyrotechnic kits and pyrotechnics.n. Acquaint yourself and your watch with the duties in the various emergency bills, with particular emphasisIn the man overboard bill.2. You, as the signal supervisor, are responsible for maintaining the visual signal log.a. The visual signal log must contain a record of all signals from the Allied Maritime Tactical Signal andManeuvering Book and/or other signal books as sent or received The date, time of execution, originator, addressees,method by which signals are sent or received, and the signal itself, but not its meaning, must also be included in the log.It also includes identification data on all other visual traffic and all noteworthy events that affect the visual watch, suchas relieving the signal watch, exchange of calls, casualties to visual equipment, and the like. The record must remain onhe signal bridge in custody of the signal supervisor, and must be signed by the supervisor upon being relieved of thewatch. The visual log must be kept with a new page starting at the beginning of each radio day.Figure 14-1.—Standing order sample.14-5

. The method of transmission must be logged on all messages as follows:AbbreviationFHFLSLBKSEMNFLNBKMPLFlaghoistMeaningSmall signal searchlightLarge signal searchlightYardarm blinkerSemaphoreInfrared directionalInfrared nondirectionalMultipurpose lightc. Any signal requiring action other than that demanded by the immediate tactical situation should be writtenup and handled as a regular message, with the additional logging of the signal in the visual log.d. Messages and signals having a specified time of execution are given the same routing and handling as inthe preceding step. (Includes message being written on message blanks.) A copy of all tactical messages goes tothe OOD for filing; one copy is kept by the supervisor as a safeguard against loss; remaining copies are sent to thecommunication center. The original, after it is initialed by the CWO, is returned to the visual file.e. Emergency messages, including executive method, abbreviated plaindress, and high-priority precedencemessages, are accorded the normal routing to the communication center only after the signal force notifies theperson(s) concerned.3. In port, the duty Signalman/signal supervisor will man the signal bridge as required to perform the inportsignal functions as outlined in signal publications and SOPA instructions.Submitted:/s/J.A. DOE, ENS, USNCommunications OfficerApproved:/s/J.K. FROST, LCDR, USNShip Control OfficerFigure 14-l.—Standing order sample—Continued.SUMMARYIn this chapter, you learned the procedures usedfor grading and critiquing visual drills and exercises.You learned about the grade sheets and where to locatethese sheets. We also discussed standing orders andthe effect they have on the signal team, the differencebetween OPORDs and OPLANs and the wartimeprovisions for visual signaling. Now it is up to you toput what you have learned to use.14-6

APPENDIX IGLOSSARYABEAM—Bearing 90° or 270° relative from ownship.ACP—Allied Communications Publication.CELESTIAL NAVIGATION—Navigation with theaid of celestial bodies.CLASSIFICATION —The determination thatofficial information requires, in the interest ofnational security, a specific degree of protectionagainst unauthorized disclosure, coupled with adesignation signifying that such a determinationhas been made.CODRESS—Message having the address buried inthe encrypted text.COMMISSION PENNANT—A long, narrow,starred and striped pennant flown aboard acommissioned ship.CONVOY—A number of merchant ships or navalauxiliaries, or both, usually escorted by warshipsand/or aircraft, or a single merchant ship or navalauxiliary under surface escort, assembled andorganized for the purpose of passage together.DAYSHAPES—Shapes specified in bothInternational and Inland Rules of the Road tovisually indicate particular operations orsituations from one vessel to another.DEBARKATION STATION—The place on a shipwhere personnel assemble to debark in boats.DECLASSIFICATION —The determination that inthe interest of national security, some classifiedmaterial no longer requires any degree ofprotection against unauthorized disclosure,coupled with removal or cancellation of theclassification designation.DEFENSE MAPPING AGENCY—Governmentagency that produces and sells navigational chartsand publications.ENCODE—To convert plain text into unintelligiblelanguage, usually word by word, by means of acode bookFATHOM—A unit of length equal to 6 feet.FLAGHOIST—A nondirectional means oftransmitting signals with predetermined meaningstaken from authorized publications. The U.S. andAllied Navies use 68 different flags/pennants orcombinations thereof for this purpose.International use consists of 40 different flags andpennants.FLASHING LIGHT—The term applied to thetransmission of signals by light. The equipmentemployed may be directional or nondirectional inoperation. The use of directional flashing lightreduces the possibility of its interseption, thusproviding some security. When security isrequired at night, only highly directional flashinglight should be used and its brilliancy should bethe minimum necessary to provide communication.Nondirectional flashing light permitssimultaneous transmission to a number of stationsin any direction but has little security frominterception, particularly at night.FORETRUCK —The highest point of the forwardmast.FORMATION—Any ordered arrangement of two ormore ships or aircraft proceeding together.FUSELAGE—The body of an airplane.GAFF—A small spar abaft the mainmast from whichthe national ensign is flown when the ship isunderway.GIVE-WAY VESSEL—As directed by Rules of theRoad, any vessel required to keep out of the wayof another vessel.GNOMONIC PROJECTION—A map projection inwhich points on the surface of a sphere orspheroid, such as Earth, are conceived as projectedby radials from the center to a tangent plane.GREENWICH MEAN TIME—Local mean time atthe Greenwich meridian; the arc of the celestialequator, or the angle at the celestial pole, betweenthe lower branch of the Greenwich celestialmeridian and the hour circle of the mean sun,measured westward from the lower branch of theGreenwich celestial meridian through 24 hours;AI-1

Greenwich hour angle of the mean sun, expressedin time units plus 12 hours.GUIDE—Vessel designated in a formation or dispositionas the one for others to keep station on.GUN SALUTE—Blank shots fired to honor adignitary or in celebration.H-HOUR—The term used to designate the time foran operation to commence.HEAD-ON VESSEL—One vessel meeting anotheron a reciprocal or nearly reciprocal courseinvolving risk of collision.HOIST—To move an article vertically upward bymeans of some hoisting rig.HULL DOWN—Said of a vessel when, because ofdistance and curvature of Earth, only thesuperstructure is visible.INFRARED—Transmission of signals by lightoutside the visual spectrum. This method, whichmay be directional or nondirectional, necessitatesthe use of special equipment and affords greatersecurity than normal visual means.IRISH PENNANT—A loose end of line carelesslyleft dangling.JANAP—Joint Army-Navy-Air Force Publication.LATITUDE—Distance north (N) or south (S) of theequator, expressed in degrees and minutes.LONGITUDE—Distance east (E) and west (W) of theprime meridian, which runs through Greenwich,England.LORAN—An electrical navigation system by whichhyperbolic lines of position are determined bymeasuring the differences in the time of receptionof synchronized pulse signals from two fixedtransmitters.MANEUVERING BOARD—A polar coordinatedplotting sheet devised to aid in the solution ofproblems involving relative movement.MASTHEAD LIGHT—The white running lightplaced over a vessel's fore-and-aft centerlineshowing an unbroken light over an arc of thehorizon of 225°, fixed to show the light from rightahead to 22.5° abaft the beam on either side of thevessel.MEAN TIME—Time based upon the rotation ofEarth relative to the mean sun.MERCATOR PROJECTION —A conformalcylindrical map projection in which the surface ofa sphere or spheroid, such as Earth, is conceivedon a cylinder tangent along the equator.MESSENGER—(l) A line used to haul anotherheavier line across an intervening space; (2) Onewho delivers messages.NEED-TO-KNOW —A criterion used in securityprocedures that requires the custodians ofclassified information to establish, prior todisclosure, that the intended recipient must haveaccess to the information to perform his/herofficial duties.NIGHT VISION DEVICES—Precision instrumentsthat use electronic optics for observation,surveillance, and navigation. Also referred to asNight-Vision Sights.NTP—Naval Tactical Publication.NWP—Naval Warfare Publication.OCCULTING LIGHTS—A navigational aid inwhich the period of light is equal to or more thanthe period of darkness.OCCUPATIONAL STANDARDS—The minimumrequirements for enlisted occupational skills of acertain rate or rating.OFFICIAL INFORMATION—Information that isowned by, produced by, or subject to the controlof the United States Government.OFFICIAL VISIT—A formal visit of courtesyrequiring special honors and ceremonies.OMEGA—An electronic navigational system.PELORUS—Device for taking relative bearings.PERSONNEL QUALIFICATION STANDARDS—Qualification for officers and enlisted personnelto perform certain duties.PHYSICAL SECURITY—That part of securityconcerned with physical measures designed tosafeguard personnel; to prevent unauthorizedaccess to equipment, installations, material anddocuments; and to safeguard them againstespionage, sabotage, damage, and theft.POSITION ANGLE—The number of degrees anobject seen in the sky is above the horizon.POWER-DRIVEN VESSEL—Any vessel propelledby machinery.AI-2

PRECEDENCE—The relative order in which navalmessages are to be handled and delivered.PYROTECHNICS —Ammunition containingchemicals that produce smoke or a brilliant lightin burning; used for signaling and illumination.QUICK-FLASHING LIGHT—A navigationallight, such as a lighthouse, that flashes continuallyat least once a second.RADIOTELEPHONE (R/T)—Used by ships andaircraft as the primary method for voice tacticaland administrative communications.RELATIVE BEARING—Bearing relative toheading or to the ship.SAILING DIRECTIONS—A book issued by theNavy Department to supplement charts of theworld. Sailing Directions contains descriptions ofcoastlines, harbors, dangers, aids to navigation,and other data that cannot conveniently be shownon a chart.SECURITY CLEARANCE—An administrativedetermination by competent authority that anindividual is eligible, from a security standpoint,for access to classified material.SEMAPHORE—May be considered directional ornondirectional; however, nondirectionalprocedures are used during transmission. Thismethod uses small hand flags during daylighthours and wands fitted with red lenses duringhours of darkness. The position or movement ofthe flags represents letters.SIDELIGHT —A running light showing green tostarboard and red to port, showing an unbrokenlight over an arc of the horizon of 112.5°, fixed toshow the light from right ahead to 22.5° abaft thebeam on the respective sides.SOUND SIGNALING—The use of sirens, whistles,bells, and similar devices used to transmit shortmessages normally consisting of prearrangedsignals. Such methods are slow and satisfactoryfor short messages only; they are usually confinedto warning or alert signals.STANDARD OPERATING PROCEDURES(SOP)—Guidelines tailored to the uniquerequirements of a signal bridge. These orders aredrafted by the leading Signalman and approved bythe communications officer.VISUAL SIGNALING—The means of passingtactical and administrative traffic between shipswithin visual signaling range, and between shipsand shore stations.AI-3

APPENDIX IIFLASHING LIGHT AND SEMAPHORE DRILLSFLASHING LIGHTLEARNING OBJECTIVE: List tips on sendingand receiving flashing light and on lightqualifications.International Morse code, a series of dots anddashes representing letters and numerals, is thestandard for all flashing light and radio CWcommunications. The original code system wasworked out in 1832 by Samuel F. B. Morse.You must know international Morse code beforeyou can use flashing light equipment effectively.Figure AII-1 shows the alphabet, numbers, andpunctuation with the code equivalent. Basically, thecode consists of 44 sight patterns: 26 letters, 10numerals, and 8 punctuation marks. Each sight pattern(mental picture) except for punctuation contains fromone to five dots or dashes (dits or dahs) or acombination of both, representing a letter or numeral.Except for the left parenthesis and slant/obliquestroke, punctuation sight patterns consist of dots anddashes in groups of six.Experience has proved that the best way for mostcommunications personnel to learn code is by“wholes.” For example, the Radioman is taught torelate whole tonal sounds to characters. Similarly, theSignalman should learn by whole sight patterns. Don'tbreak each character into dits and dahs that you haveto count. Try, instead, to learn each character as acomplete mental picture. When you see one dit andone dah, say and think the letter A. Don't count them onedit, one dah, and then conclude that it is the letter A.The best tip you will ever get on how to be a goodSignalman is this: PRACTICE—don't neglect it!Practice is the stepping-stone to success. When yousee a good Signalman sending and receiving amessage on the light, you can rest assured that he orshe had plenty of practice.Once you memorize the code, ask one of the moreexperienced Signalman to send to you, using a blinkercard, a multipurpose light, or even one of thesearchlights. For the first few times, have the senderto tell you in advance what character he or she is goingto send so you can get use to how that particular sightpattern looks. When you are reasonably sure you havethe sight patterns memorized, ask the sender to send acharacter without telling you what it is, and you callout the character. If you miss, ask the sender to tell youat once what character it was and ask him or her torepeat it. After you gain considerable practice onindividual patterns, have some code groups consistingof random characters sent to you. If you notice thatyou confuse a few characters with others or that youseem to miss them more often than the rest, devotemore time to those characters.Practice these code groups as starters:AFARF EBBEU NSPNP LMZLMARFQZ FEKUG RBAPU GVMCDUQIWT EHOXA YSFTI KNPURUFIEI IAZIP CBRIE ULXWKYou can make up all sorts of combinations yourself.Just be sure they are code groups, not ordinary words.At this stage of the game, there is a definite reason whyyou should not attempt plain language drills: You mayfall into the habit of anticipating the rest of the word oreven the next logical word in the text.When you become really proficient in receivingcode groups, only then should you progress to plainlanguage. Even in these drills, try not to anticipate thenext letter or word. You will be wrong more often thanright, and you will find when you guess wrong youbecome confused and miss the entire word.Anticipating is a bad habit.TIPS ON SENDING FLASHINGLIGHTAfter you become fairly adept at receiving, trysending code. You will find this phase a bit easier.Keep in mind, however, that there is a definite physicallimitation to the speed with which flashing light canbe sent and still be readable. Depending upon the skillof the operator, the 12-inch Navy signal searchlightcan be used to send up to 15 words a minute.NEVER SEND FASTER THAN YOU CANRECEIVE. If you transmit a message at 10 words aAII-1

Figure AII-1.—Formation of characters in Morse Code.AII-2

minute, an experienced SM probably will reply at thesame rate; but you will be out of luck if you can readonly 6 or 7 words a minute. Speed, incidentally, doesnot imply noise. The shutters can be moved quicklywithout banging them up and down.When you are first learning to send code by light,it is wise to increase the interval between charactersand groups. The extra time enables the beginner to seeeach character in the proper time ratio. Moreover, thegreater period between the characters and groupsallows the mind to verify or realize what the eyes haveseen. Practice reduces this reception time, and theperiods can be decreased.The period the shutter remains open for a dit or dahand closed between characters and groups, when sendingby flashing light, is given in the following list. Note thatthe interval between dits and dahs is the same.A dit equals 1 unit of duration.A dah equals 3 units.The period between dits or dahs in the samecharacter equals 1 unit.The period between two characters equals 3 units.The period between groups equals 7 units.FLASHING LIGHT QUALIFICATIONSCertain flashing light standards are required of theSignalman for advancement to the third and secondclass levels. You must demonstrate your ability tomeet these standards before you are recommended foradvancement. They are required as part of yourperformance tests, which must be taken foradvancement in rating.For advancement to Signalman 3, you must beable to transmit and receive code groups at six groupsper minute, and plain language messages at anapproximate speed of eight words per minute. (Fivecharacters equals one group.)For advancement to Signalman 2, you must be ableto transmit and receive code groups at an approximatespeed of eight groups per minute and plain language atan approximate speed of 10 words per minute.Following is a series of Morse code drills. Practiceeach drill until you can send and receive it at the rate of25 characters per minute before going on to the nextexercise. To estimate the time required to attain thatspeed, divide the number of characters in each drill by25. Drill 1, for example, contains 150 characters. Beforegoing on to drill 2, practice drill 1 until you can send orreceive it in 6 minutes.Drill 1Drill 2Drill 3Drill 4Drill 5GM7OH JMOHl GOMG7 MOJG7HOMJG O7AMG H4OJM 7GHOJMJ7GM OH1JG OMJ4H OGlJHMOlGJ HOM4G JHJOO GMlHJHlGOM JH7G7 H07GM J4HJGOMGlJ H4MOG JGHM7 GOJMHGGJ4O MlJGH 4GMOG JOGH4OMGNl OGM7ADOGJK SK7MY HMJOD GSHKD7M28J YOSKH SKDOH MZGJK87M0Y MGJOH G7S2K DY7GOJ7MHD SKG28 MJ7K0 G8SMRDJH72 KYDS8 KGOMJ SHD28K7GO2 DKSJ4 280HY 7GKSDHJDYM HSK07 82GJH DSK82HOYMG 7D8KSEJZPH U8IOA YBMKW 7GO85SD3YB KH5E5 PWJY7 JBK3HYW7SD EOGP5 W3BWP ES5K2YMOG7 HJKYO BP827 MGSDWKHOP3 KSJME W7G5B B28YD2POHB 5SKJM OMOG2 KYJH78SDW3 YBEP5 7HJG0 MYK2DPS85P EB3WJ PKWGY MJW28HOGKS6B82H 00QP3 5T4HY FLEWYWEMJO GSK3P OHYDL JFB6QFNL08 KDJ07 KMGOP 3W5BEOKYDS LFNGJ YS5WN JKOBFPOLQN 5PEDS 87HJ2 GKY3WBQ6FO PWO96UJKLV AHYQP 96WX4 JO9UCA4XQO 6LS2G WOHPW 6F7YMW9NSD NGMJB CUPEX QKOH6YOXC3 POH7G 5BA94 HUWEMJ28N6 QOSKY EDLF8 X4ACUFQ7LN C0536 PBW5G 7HJOM8DSKY 2DNQL 6JP9C AW6YFAN8PV PW096AII-3

Drill 6This exercise contains all the letters of thealphabet and the 10 numerals. On completing thisdrill, you should be proficient in receiving all 36characters when transmitted at the rate of 25characters per minute.JH7K2 YDLRl ITF9X 40WEMJUG8S D0QZT VACU3 P0HSNOL6B3 GO2KH 7JDS8 GYMLOB5VEF Q6N3W IZPCA UIPR9X4JH7 2KTM0 G6SDE P5NPLW3B80 UCTVZ 14X9B AIJPQIFZLD YKSOQ ITRV6 N82G7B5A9X G39PH QJMBW U4YJOZXGPK RVZQO J2ENU VHKPOCZ7Y5 LAIM8 W65RI GSKE4A single word is considered five characters. Youshould now be able to send or receive at the rate of fivewords per minute. Let's go on to drill 7 and find outwhether you can.Drill 7Practice drill 7 until you can send or receive it in15 minutes. By then you will have attained a solidspeed of 25 characters per minute.0 P K H V U N E 2 J O Q Z V RK P G X Z O J Y 4 U W B M J QH P 9 3 G X 9 A 5 B 7 G 2 8 N6 V R T 1 Q 0 S K Y D L Z F 1Q P J 1 A B 9 X 4 1 Z V T C U0 8 B 3 W L Q N 5 P E D S 6 G0 M T K 2 7 H J 4 X 9 R P I UA C P Z 1 W 3 N 6 Q F E V 5 BX J 7 F 9 K T 2 Y 1 I D R L HT 4 Z O Q U E 0 M D J S W U 83 V B A 6 C L U O 3 N P 5 O H0 G L O M K Y 2 G 7 H 8 S J DA B C 5 P V Z E 1 J W Q 3 N 60 U M I T P K R 2 H 7 X 4 J 90 G 8 B 6 S 3 D W L E Q P 5 NQ U C T P V I Z A 1 B 4 J X 96 1 V F R Z T L 1 D Q Y 0 K S0 L M Y G 8 S D J 7 H 2 O K G3 B 6 L O N S H O P 3 U C A VT Z Q O D S 8 G U J M E W O 4X 9 F T I 1 R L D Y 2 K 7 H JH 8 P 2 G 9 C 3 X 7 B 5 A 9 NK Q P J G M X B X W O U J 4 Y0 R P V K Z H Q O V J U 2 N EI C R 7 2 4 Y 6 W 5 L 8 M 1 AWith 5 words per minute accomplished, we willnow try to boost your speed.Drill 8Practice drill 8 until you can send or receive at therate of 30 characters (6 words) per minute.Drill 9B1EF6 EQ3MY 7ADQC 31PXZAVDTS 61ZNA 5NTON J8SW5BGWHG 9ZM2C 9LUFD 9PW1Y8LD4H DK700 3UY4K 7WJVXIZG4R 2XA0H S5Q06 RCMTVJW7K0 1RUP0 LF8V2 MZ9GF8LY1I X5NOP T3UHC S6B4QIRDZE 7QVGF UL9C4 GZIXOQ5SHM 6ET8D IRY23 PNJWB2V9Y4 RIN95 WFKOM EJ70XS8L0Z 5XPUT M6CR0 N5XI4T3Q10 2K7HP A8O0D 6BVFKA1LUT D3HBA 2GWEC U3SQ4Z6B7D H8AKHPractice this exercise until you can send orreceive 35 characters (7 words) per minute.B2V9Y HXLB1 1HBXL 0E7YALIXHB 4RIN9 16NDU U1D6NDPB1T NU6ID 5WFKO 75ZGFF7G5Z CR2JM ZF7GH MEJ7008THE EOH8T 04VSW TE8OHAII-4

Drill 9Drill 10XS8LO G3UCA AGC3U Q3YKAUA3GC Z5XPU A0YE7 7AEQYORVG6 PWY7T 2H9NK TDlBPPTBDl 94NSK 1UXZR 31FQMMCJR2 2MRCJ 2HDJL ONQRVGSJBV WOS4V VW40S BAC31SXTG5 YA3QK 5QEFA QK3YO2YIF8 RCWTV Y2B9U ZP5XPlA6Z6 APZIP XZU5l 9R4NK2NlH9 H8L3U 3LHU8 N92KHF0EM7 VG6SJ CM494 MK9CQF3MIJ 0EM7M 3QIF0 7EBWBEOW76 JGVS8 QSXLT 8WRC0J4LDL 40DJW C8TRD 6ZIPIZDP6Z P6DlP DL6S6 IPZDW7TYPU XZ812 DLS86 D9LWPFAW9Q XO3LA 7E0BP KJE0lP92NX IEGW2 6VQAL U8TE3VNY75 HRE46 8OXZG OSXNMSLD72 JWGWS QJP8E BIT4CNCM8T R5ALF FKOVE YWNMA70JMKPractice drill 10 until you can send or receive it in13 minutes if you are studying for advancement to E-4,and in 10 minutes for E-5. These rates are about 8 and10 words per minute, respectively. Drill 10 is aquotation. Remember that when you receive, youshould not anticipate. The intent of the drill is to buildup your solid speed.“All persons who in time of war or of rebellionagainst the supreme authority of the United Statescome or are found in the capacity of spies or whobring or deliver any seducing letter or message fromany enemy or rebel or endeavor to corrupt anyperson in the Navy to betray his trust shall sufferdeath or such other punishment as a court-martialmay adjudge. If any person belonging to any publicvessel of the United States commits the crime ofmurder without the territorial Jurisdiction thereofhe may be tried by court-martial and punished withdeath. All persons in the naval service shall bezealous in...”SEMAPHORE QUALIFICATIONSLEARNING OBJECTIVES: List the semaphorecharacters, including special signs, positiondrill, the system of opposites, andunnecessary movement. List tips on learningsemaphore and the qualification needed foradvancement.For advancement to Signalman 3, you must beable to transmit and receive plain language semaphoremessages at an approximate speed of 10 words perminute; and, for advancement to Signalman 2, totransmit and receive plain language at an approximatespeed of 15 words per minute.TIPS ON LEARNING SEMAPHOREThe “semaphore expert” achieved his or herreputation as a result of PRACTICE. The onlypointers we can give you is the code itself and a fewhelpful hints gathered from the experts to assist youin meeting and surpassing the qualifications in ourrate. The semaphore alphabet isn't at all difficult tolearn. The speed at which you learn to send orreceive it depends on how consistently you work atit.First of all, take a look at figure AII-2. It showshow the semaphore alphabet and certain specialsignals used with it are formed by using two flags. Asyou memorize the positions for the various letters andsignals, practice moving your arms quickly and surelyto each of the various positions. The person in figureAII-2 is the sender, and you are looking at theillustration as though you are the receiver.In figure AII-3, you see a man swinging througha position drill. He moves his flags smartly to theirpositions, using his arms from the shoulders. Theflags form an extension of the plane of his shoulders.Notice that there is no mistaking his B for A or C,for example. Don't try for speed at first; that willcome after you master the alphabet thoroughly. Asloppy sender not only spends time repeatingmessages because no one can read them, but alsomay cause the receiver to make a mistake on a wordor a code group, resulting in the message having anentirely different meaning.A single semaphore flag may be held in eightcorrect positions. You can picture these positionseasily if you imagine yourself standing inside a circleAII-5

Figure AII-2.—Semaphore alphabet and special signals.like the man in figure AII-4 Notice that the circle isdivided into eight parts by equally spaced marks.These marks represent the correct flag positions.Anything between them is indefinite and will lead toconfusion. Although one flag has only eight positions,innumerable combinations are possible when you usetwo flags as in semaphore. Of these possible combinations,28 are used in semaphore communications. Thesemaphore alphabet is composed of 26 letters plussigns meaning NUMERALS and FRONT.The FRONT sign is used after finishing a word.It is like the space left between words in ordinarywriting. Also, it is used before and after each callsign, code group, operating signal, or prosign, andbetween all letters and numerals of a call sign. TheNUMERAL sign is given just before you transmit agroup of numbers or a group of mixed letters andnumerals to be recorded in the text and counted as asingle group. The sign is repeated when the group iscompleted.Figure AII-3.—Position drill.AII-6

Figure AII-4.—Semaphore position circle.Examining figure AII-2, you will see that C and Ealso are used as special signs. The ANSWERING signis the same as letter C. The ERROR sign consists ofletter E made eight or more times. ATTENTION ismade by waving both flags from the horizontal to theoverhead position.The various instructors of semaphore in Navyschools teach different methods that they feel makelearning easier. One of the most popular of thesemethods is the system of opposites. (See figure AII-5.)The idea here is to learn one letter, then learn a lettermade by holding the hands in exactly the oppositeposition. Going down the list, you see that letters ofthe alphabet (except L, D, and R) have opposites thatform other letters.As you practice, move your arms from oneposition to another by the shortest route possible.Notice the movement of the man's arm(s) in figureAII-6 as he sends the word ships. Cutting outunnecessary movement of the arms makes yoursending more uniform and increases your speed. Assoon as possible, start sending and receiving withFigure AII-5.—The system of oppositesanother striker. Always remember: Practicingcorrectly makes perfection.The remainder of this appendix is devoted tosemaphore drills for you to practice.Drill 1When you are able to send each letter of thealphabet easily and without hesitation, you are readyto start sending groups. Start with this exercise. Donot try for speed; that will come later.EGMGH RILCO MUCVX LXDIRZKOBW MGQEH WFKZO SMGDHQFWRK LUIVN CIJQV HJEGOAPSIJ BRSPZ PAYTD SCIVNMGQEH LSMYZ FXNUV BRSPAFigure AII-6.—Eliminatlng unnecessary movement.AII-7

Drill 2Practice sending and receiving semaphore drill 2using the front sign.Drill 3AGZMZ KGUGI LORPZ LAZLGISMFJ KOHZV CKEXQ BXQFYFOTUB WBPYQ AYNDSNAVTRKWUGS ZECOK CHVTE LMPIBCTEVH NCJIE VORSZ HWDNVXQTCY RAHED GLKUM BORAXSJXQMPractice this exercise until you can send or receiveat the rate of 10 groups per minute.Drill 4BQIZF ZGUZT BHMGV NBQIZHTEPD NKOYJ FAGLT RSKTBMYKUC CEUDV ZQUHP MOWQEGOJSX QTYYO ASCIQ RIPCGVAWLR IKEJW XOJBV NRXPMDAFJN IPURL RWAVL XOGJSLYHSV FSCXR TEHDP JUMYCPractice drill 4 until you can send or receive itwithout error in 5 minutes. This is a rate of 12 wordsper minute.TWYJR MGLFU MFIZE DLFMSVDKPD BIZOE AHSKD TPCNVWSAXH HNXAW JCTGL AOGBUECOZB BSPKV BUONX HKOWXUIFLM RCJYT PWVRY EZJRYLCPND MKSGU NEDRX RJBPCQEISV TLFVR WMAOC QKSDAMAWHR EXHDN FQLPK ULMZIFZTUO IWOCY SYBVJ ETNWFXVGKY QPBZJ TIGZU VOGXHETKDU LFISG RWCHJ VMQNXLAQVG MBRWH NCXSI ODTYJPIGWU HZJOQ VBNRC AXKSDWBRMH XCSNI TYDOQ ZEUPKNCXWD OEYVF PGZUG QIBTJDrill 5Practice drill 5 until you can send or receive itwithout error in 4 minutes. When you haveaccomplished this, you will have attained a rate of 15words per minute.Drill 6SCSNI YDTOJ ZEUPK AFVQLOEYVF PGZUH QIBTJ RKASLODWHY PGQUJ QIATL RKSBMLORNP MKOXC INELG JPAWQTFSHO KUBVH YRZSU GSJDKGMBUF TVAQX LEMPB QLROIJDBEI YKZHT SCBVD UWJRQWXLHA NPOHM SOWQR BJLTMNVKGX GDUIK VEZFH GOCAUOBIPB QTRVP QFUKG IYIWYWCXAI XAYFZ QHOML EPGNYEFQAQ FJZXD PUGWX FISKFSDJRE JLSIR HJZMG FKASQMOEAM BNHMN BGQSC OIKLBPCNHA KPDFE JLCGR PTRNITHFYT STYEVPractice drill 6 until you can send or receive it atthe rate of 20 words per minute.IFWTL PMBEV FWTLI VPMBEDZLFG FCWRH JQUAA NWBKTLIFWE VPMBA HLGYQ KHSVPSTCGE PKOZN ISTCG XNHRZSTCGE PKOZN ISTCG XNHRZNWXAG ISUAH RSNGP LFDJAYWUDK CGIST YPKHMIQYUE OTVYW TLIFBEQBYDEVPMKOPNGW RJFCU AHJQM ISFOIQYUDP NGKOT VYELG YQHDJPTESF OMICL ZIESU AHISQZTQGP RSNEQ NJXAG NWXUDKYWPR SNGPH LVXXR VUCTQXWZRV UCXWZ TQSRU AZRZXNHXVR TCFBM KZECL ZIAHJQUKAZ WBFOM ISIMI SFRJFCWHLV XPQSW ZTBKD MOBYCAII-8

Drill 6 GMOLJ DFDJA LNJXE QFGPR Drill 7WUDKY XAGNW KYWUD DKYWUJALFD HRZXN BYMEQ PTEDJTEDJP ZFBMK TRCXV CXVRTQUAHJ FCWRJ BKANW JQUAHLIFWT QNJXE SNGPR ISFOMBMKZF WXAGM VPKHS GISTCGYSTC TVYEO QYUDI VRTCXCSXRV DKMOB EQBUM LVXPHFDOLJ TGGIS JFDOL BYCGGMBYCP NGKOW BKANG KOPNCWRJFN WBKAM KZFVZPTEDL ZIECU OAZRIZFBMO AZRUE DJPTZOBDKJ XENYQ HLGALEVZVU CXRGN WXAUDISUDJ ALFOB DKMHIEQBTC XVRZR UOACGQNJQH LGYNG KOPVHXHNRJECLZKIECLMFDJMBIQYAHSUAYMMBYXERZXDEPractice sending or receiving plain-languagesemaphore exercise 7 until you can do it in 5 minutes,or at the rate of 20 words per minute. For this seventhdrill, work on the following quotation:“Success of communication depends primarilyupon knowledge of how, when, and where to sendtimely and intelligible messages and can be gainedonly through a common understanding on the partof those directly concerned in the vital business athand. Communication personnel have an importantplace in the ship's organization. Only authorizedfrequencies should be used by the radio organization.Care must be exercised in the choice of a codeor cipher for each message. The necessity forsafeguarding visual traffic must not be overlooked.The use of standard phraseology or any externalindications of....”AII-9

APPENDIX IIIREFERENCE LISTChapter 1Communication Instructions Visual Signaling Procedure, ACP 129, Joint Chiefs ofStaff, Washington, DC, 1987.Lookout Training Handbook, NAVEDTRA 12968, Naval Education and TrainingProgram Management Support Activity, Pensacola, FL, 1991.Naval Telecommunication Procedures, Fleet Communication, NTP 4, Washington,DC, June 1988.Chapter 2Boatswain's Mate, Volume 1, NAVEDTRA 10101, Naval Education and TrainingProgram Management Support Activity, Pensacola, FL, 1989.Chemical Warfare Directional Detector, Technical Manual, SW073-AA-MMO-010, Commander, Naval Sea Systems Command, Washington, DC.,1985.Infrared Transmitting Sets, Technical Manual, EE810-AA-OMI-010/82X1,Commander, Space and Naval Warfare Systems Command, Washington, DC.,1985.Navigation and Signal Lights, Technical Manual, S9086-N2-STM- 010/CH-422 R2, Commander, Naval Sea Systems Command, Washington, DC.,1990.Night Vision Goggles, Technical Manual, SW215-AF-MMO-010, Commander,Naval Sea System Commands, Washington, DC., 1988.Night Vision Sight, Technical Manual, SW215-AP-MMO-010, Commander, NavalSea Systems Command, Washington, DC., 1994.Night Vision Sight, Technical Manual, SW215-AU-MMO-010, Commander, NavalSea Systems Command, Washington, DC., 1995.Ship Binoculars, Technical Manual, S9421-AA-MMA-010, Commander, NavalSea Systems Command, Washington, DC., 1977.Chapter 3Communications Instructions General, ACP 121, Joint Chiefs of Staff,Washington, DC., 1983.Communications Instructions Visual Signaling Procedure, ACP 129, Joint Chiefsof Staff, Washington, DC., 1987.Naval Telecommunications Procedures, Fleet Communications, NTP 4, Commander,Naval Telecommunications Command, Washington, DC., June 1988.AIII-1

Chapter 4Communication Instructions General, ACP 121, Joint Chiefs of Staff, Washington,DC., 1983.Communication Instructions Radiotelephone Procedure, ACP 125, Joint Chiefs ofStaff, Washington, DC, 1987.Communication Instructions Visual Signaling Procedures, ACP 129, Joint Chiefsof Staff, Washington, DC, 1987.Communication Instructions, Operating Signals, ACP 131, Joint Chiefs of Staff,Washington, DC, 1986.Naval Telecommunications Procedures, Fleet Communications, NTP 4, Commander;Naval Telecommunications Command, Washington, DC, June 1988.Pyrotechnic Signals, ACP 168, Joint Chiefs of Staff, Washington, DC, 1979.Chapter 5Allied Maritime Tactical Signal and Maneuvering Book, ATP 1, Vol. II, Chief ofNaval Operations, Washington, DC, 1983.Communications Instructions Visual Signaling Procedures, ACP 129, Joint Chiefsof Staff, Washington, DC, 1987.Naval Telecommunications Procedures, Fleet Communication, NTP 4, Commander,Naval Telecommunications Command, Washington, DC, June 1988.Chapter 6International Code of Signals, Pub. 102, Defense Mapping Agency Hydrographic/Topographic Center, Washington, DC, 1993.Naval Telecommunications Procedures, Fleet Communications, NTP 4,Commander, Naval Telecommunications Command, Washington, DC, June1988.Chapter 7Naval Control of Shipping Manual Guide to Masters, ATP 2, Vol. II, Chief of NavalOperations, Washington, DC, 1983.Chapter 8Flags, Pennants and Customs, NTP 13, Commander, Naval TelecommunicationsCommand, Washington, DC, 1986.International Code of Signals, Pub. 102, Director, Defense Mapping AgencyHydrographic/Topographic Center, Washington, DC, 1990.Naval Telecommunications Procedures, Fleet Communications, NTP 4, Commander,Naval Telecommunications Command, Washington, DC, June 1988.Pyrotechnic Signals, ACP 168, Joint Chiefs of Staff, Washington, DC 1979.Pyrotechnic, Screening, Marking, and Countermeasures Devices, TechnicalManual, SW050-AB-MMA-010, Commander Naval Sea Systems Command,Washington, DC, 1994.AIII-2

Replenishment at Sea, NWP 14, Chief of Naval Operations, Washington, DC1989.Chapter 9Quartermaster, NAVEDTRA 12120, Naval Education and Training ProgramManagement Support Activity, Pensacola, FL, 1995.U.S. Department of Transportation, Navigation Rules International—Inland,COMDTINST M16672.2B, Commandant, U.S. Coast Guard, Washington, DC,1990.Chapter 10Flags, Pennants and Customs, NTP 13, Commander, Naval TelecommunicationsCommand, Washington, DC, 1986.U.S. Navy Regulations 1990, Department of the Navy, Washington DC, 1990,(Chapter 12).Chapter 11Department of the Navy Information and Personnel Security Program Regulation,OPNAVINST 5510.1, Department of the Navy, Washington, DC, 1988.Chapter 12Ship-to-Shore Movement, NWP 22-3, Office of the Chief of Naval Operations,Washington, DC, 1993.Chapter 13Intelligence Specialist 3 & 2, Vol. 2, NAVEDTRA 10272, Naval Education andTraining Program Management Support Activity, Pensacola, FL, 1986.Lookout Training Handbook, NAVEDTRA 12968, Naval Education and TrainingProgram Management Support Activity, Pensacola, FL, 1991.Navy Fact File, 9th Edition, Department of the Navy, Office of Information,Washington, DC, 1989.Chapter 14Naval Telecommunications Procedures, Fleet Communications, NTP 4,Commander, Naval Telecommunications Command, Washington, DC, June1988.Strike Warfare (STW), Antisurface Ship Warfare (ASW), Intelligence (INT),Electronic Warfare (ELW) and Command, Control and Communications (CCC)Exercises, FXP 3, Chief of Naval Operations, Washington, DC, 1987.Surface Force Training Manual, COMNAVSURFLANT/COMNAV-SURFPACINST 3502.2a, Commander Naval Surface Force, Atlantic Fleet,Norfolk, VA; Pacific Fleet, San Diego, CA, 1993.AIII-3

INDEXAAccounting and control, 11-14Afloat salvage operations, 12-23Aids to navigation, 9-7aids in intracoastal waterway, 9-19buoys, 9-11cardinal marks, 9-16daybeacons/daymarks, 9-15fog signals, 9-19isolated danger marks, 9-17lateral marks, 9-15light characteristics, 9-7light visibility, 9-8lighthouses and light structures, 9-9lights, 9-7lightships, 9-10maritime buoyage system, 9-11new danger, 9-19ranges, 9-19safe-water marks, 9-18sector lights, 9-10special marks, 9-18Aircraft identification, 13-1aircraft types, 13-1aircraft measurements, 13-1helicopter identification, 13-3identification aids, 13-2Allied maritime tactical signal and maneuveringbook, 5-7basic maneuvering flags, 5-9bearing, direction, distance, 5-13constructing flaghoist signals, 5-8emergency signals, 5-13single flags and pennants, 5-13substitutes, 5-11Allied maritime tactical signal and maneuveringbook—Continuedtime zone, 5-12times and dates, 5-11unit of reference, 5-11Amphibious duties, 12-1Amphibious flags, lights, markers, and signals,12-10beach flags and panels, 12-10boat team paddles, 12-13flag requirement, 12-10low-visibility signals, 12-13signal or marker lights, 12-13Amphibious operations, 12-1Amphibious ships and crafts, 12-1Bassault ship, 12-2command ship, 12-1general-purpose assault ship, 12-1landing craft, 12-2landing ship, 12-2multipurpose assault ship, 12-1transport dock, 12-1Boatcrew signalman, 8-12directing boat by visual signals, 8-12Boat flag display, 10-12Cboat hails, 10-13flagstaff topping ornament, 10-13personal flag and pennants, 10-6Chemical warfare directional detector, 2-8installation, 2-10maintenance, 2-10training, 2-10INDEX-1

Clearances, 11-4access, 11-6eligibility, 11-5interim and final, 11-6types of investigations, 11-5Colors, 10-11Communications publications, 1-5communications feedback report, 1-6correction and changes, 1-6obtaining publications, 1-6Compromises and security violations, 1-14Control organization, 12-8assistant boat group commander, 12-10assistant central control officer, 12-9boat group commander, 12-9boat wave commander, 12-12central control officer, 12-9primary control officer, 12-9secondary control officer, 12-9wave guide officer, 12-10Convoy communications, 7-1Civil Direction of Shipping Organization, 7-1command and responsibility, 7-3convoy commodore, 7-3Naval Control of Merchant Shipping, 7-1Naval Control of Shipping in war, 7-3Naval Control of Shipping Officer, 7-2Naval Control of Shipping Organization, 7-1officer in tactical command, 7-3operational control authority, 7-lrear commodore, 7-4vice commodore, 7-4voluntary naval control of shipping, 7-2Convoy communications instructions, 7-7call sign, 7-7communications plan, 7-9executive messages, 7-8flag signaling, 7-8Convoy communications instructions—Continuedflashing light, 7-8man overboard, 7-10master's communications responsibility, 7-9maneuvering signals, 7-9port examination flag, 7-10pyrotechnics, 7-8radiotelegraph, 7-9radiotelephone, 7-7ship/shore transmissions, 7-9signals used in convoy, 7-9time, 7-10Convoy conferences, 7-10communication conferences, 7-10Signalman conference, 7-10Convoy formation, 7-4call sign, 7-6change of guide, 7-6column and lane numbering, 7-5grid system, 7-4guide, 7-6light-repeating ships, 7-6taking up formation, 7-7DDebarkation, 12-4areas, 12-4control area, 12-6identification of stations, 12-7procedures for calling alongside, 12-7well deck/tank deck, 12-8Declassification, downgrading, and upgrading, 11-14notification, 11-14transferred material, 11-14Destruction of classified material, 11-16emergency destruction, 11-17methods of emergency destruction, 11-18reporting emergency destruction, 11-18INDEX-2

Disposition of classified material, 11-15Dissemination, 11-16distribution, 11-16of Secret and Confidential material, 11-16of Top Secret material, 11-16Dress and full-dress, 10-11Drills and exercises, 14-1critiques, 14-lcommunications evaluations, 14-2communications plan, 14-3comprehensive communications assessment, 14-3grading, 14-2security, 14-2visual communications (CCC-15-SF throughCCC- 17-W), 14-2wartime provisions for visual signaling, 14-3Duties to perform, 1-2Eboat Signalman, l-5expert lookout, l-5flag bag operator, 1-4in-port duty Signalman, l-5searchlight operator, l-5semaphore operator, l-5Signalman of the watch, l-5Signalman supervisor, l-5spotter, l-5Emergency signals, 8-10aircraft emergencies, 8-10ship emergencies, 8-11submarine emergencies, 8-11Energizing equipment, 1-7FFlag display, 10-ldipping, 10-5Flag display—Continuedhalf-masting, 10-3hoisting and lowering, 10-3national ensign, 10-2union jack, 10-6Flaghoist procedures, 5-13answering and acknowledging, 5-13canceling a signal, 5-14correcting a signal, 5-14expediting, 5-14relaying, 5-15Flaghoist terminology, 5-4flag bag operator, 5-5flaghoist essentials, 5-5hauling down signals, 5-6hoisting signals, 5-4reading flaghoist, 5-5Flags and halyards, 2-20care of flags, 2-20care of halyards, 2-21flag nomenclature, 2-20going aloft, 2-27halyards, 2-2 1repair of flags, 2-21splicing double-braided line, 2-2 1Flags of maritime nations, 10-23Flashing light procedure, 4-4answering and receipting, 4-5calling, 4-5communications with aircraft, 4-9correction and repetition, 4-6direction al procedure, 4-4executive method, 4-8infrared communications, 4-10nondirectional, 4-4relaying instructions, 4-6INDEX-3

Flashing light procedure—Continuedspecial procedures, 4-6use of signal light, 4-4verification, 4-8GGeneral communications procedure, 4-1operating signals, 4-loperator’s responsibility, 4-3visual procedure, 4-3visual relay responsibility, 4-2Grid reference system, 12-18before debarkation, 12-18communications circuit, 12-20quite-landing procedure, 12-22rendezvous area, 12-18transmitting visually, 12-21HHonors, 10-14foreign officer and civil official, 10-l 8official visit, 10-10official inspection, 10-18passing, 10-14relief of command, 10-17side, 10-16IIn-port duty Signalman, 8-15absentee pennant, 8-15colors, 8-15visual watch, 8-15Incoming message procedure, 3-17Infrared communication equipment, 2-6AN/SAT 2 transmitting set, 2-6International signaling, 6-1definitions, 6-1International signaling—Continueddistress and lifesaving signals, 6-12flag signaling, 6-4flashing light, 6-6general medical code, 6-10general remarks, 6-1index, 6-19medical signal code, 6 11method of signaling, 6-2Morse signaling by hand flags or arms, 6-8radiotelephone, 6-8signaling instructions, 6-1single-letter signals, 6-8single-letter signals with compliments, 6-10sound signaling, 6-7U.S. and Russia supplementary signals, 6-16LLogs and files, 8-5classified material, 8-9communications center master file, 8-7cryptocenter file, 8-7general message file, 8-7visual communications log, 8-5visual station file, 8-6watch-to-watch inventory, 8-8Lookout duties, 8-4dark adaptation, 8-5night vision, 8-5MMaintenance and material management, 2-28Making up a flag for the break, 5-15Merchant ship identification, 13-19appearance group, 13-19bow and stern, 13-24hull types, 13-19INDEX-4

Merchant ship identification—Continuedidentification procedures, 13-19sequence of upright, 13-22Miscellaneous flags and pennants, 10-18absentee pennants, 10-2 1award flags and pennants, 10-21church and jewish worship, 10-21homeward-bound pennant, 10-20pow/mia, 10-21red cross, 10-21United Nations flag, 10-18U.S. Navy flag, 10-18Multipurpose signal light, 2-5NNaval message format, 3-2abbreviated plaindress message, 3-10codress message, 3-10plaindress message, 3-3service message, 3-10Navigational charts and publications, 9-3chart issue, 9-6chart scales, 9-5chart sounding marks, 9-6hand corrections, 9-7locating positions on charts, 9-3notice to mariners, 9-6Navigational equipment, 9-1bearing and azimuth circle, 9-2compasses, 9-1telescopic alidades, 9-3Night vision devices, 2-14AN/PVS-8, 2-16AN/PVS-11 pocketscope, 2-19AN/PVS-5 night vision goggles, 2-17general safety precautions, 2-19Mk 37 night vision sight, 2-14OOperation orders and plans, 14-4operation orders, 14-4operations plans, 14-4Optical equipment, 2-10binoculars, 2-13care of optics, 2-13ship's binoculars, 2-11Originating messages, 3-1address of messages, 3-2drafter, 3-1originator, 3-1releasing officer, 3-1types of messages, 3-1PParts of a flaghoist message, 5-16heading, 5-6text, 5-7Personal flags and command pennants, 10-6afloat display, 10-6aircraft, 10-10ashore display, 10-10broad and burgee command, 10-9commission pennant, 10-10display of two simultaneously, 10-9restrictions, 10-7size of personal flags and command pennants, 10-9vehicles, 10-10Prosigns, 3-2Pyrotechnics, 4-12RRadiotelephone, 4-13beadwindow, 4-22circuit log, 4-14executive method, 4-22INDEX-5

Radiotelephone—Continuedgeneral procedures, 4 16messages, 4-21numerals, 4-16phonetic alphabet, 4-15prowords, 4-16radio net, 4-14security, 4-14Recording messages, 1-2lettering, 1-3message blank, 1-4phonetic alphabet, 1-3Rules of the road, 9-20lights and shapes, 9-22sound signaling in restricted visibility, 9-28steering and sailing rules, 9-20SSafeguarding, 11-11restricted area, 11-11security checks, 11-12working hours, 11-11working spaces, 11-13Security, 11-lcommand management, 11-leducation, 11-2principles, 11-2purpose, 11-lSecurity classification, 11-2Confidential, 11-3markings, 11-3Secret, 11-3Top Secret, 11-2Semaphore procedures, 4-10calling, 4-11executive method, 4-12interruptions, 4-12Semaphore procedures—Continuednumerals, 4-11receipting, 4-11relay, 4-12repetitions, 4-12special characters, 4-11special semaphore abbreviations, 4-l 1Ship identification, 13-5amphibious ships, 13-7auxiliary, 13-9combatants, 13-6minor combatants, 13-6surface ships, 13-6Signal bridge, 1-2getting oriented, 1-2military appearance, 1-2Signal flags and pennants, 5-1Signal searchlight, 2-112-inch modified mercury-xenon searchlight, 2-312-inch mercury-xenon arc searchlight, 2-212-inch incandescent, 2-1Sound signaling, 4-12executive method, 4-13identification of ships, 4-13limitations, 4-13receipting, 4-13Special convoy flags, 7-4commodore's flag, 7-4convoy flag, 7-4guide flag, 7-4Standing orders, 14-3standing orders sample, 14-5Station and address designators, 3-11address groups, 3-16call signs, 3-11plain language and address designators, 3-17INDEX-6

Storage, 11-7combinations, 11-8keys, 11-10new container, 11-8non-approved container, 11-8repairing, 11-10securing, 11-10Storm warning signals, 8-15Submarine identification, 13-15coding system, 13-15recognition features, 13-6type of submarines, 13-18TTechnical administration, 14-1UUnderway replenishment, 8-16communications alongside, 8-20distance markers, 8-18replenishment procedures, day, 8-17Underway replenishment—Continuedreplenishment procedures, night, 8-18replenishment signals, 8-17ships involved, 8-16transfer station markers, 8-18VVisual communications, 1-1WWatch duties, 8-1locating ships in formation, 8-3messenger/recorder, 8-3signal supervisor, 8-1spotter, 8-3Waterborne ship-to-shore movement, 12-4execution, 12-4final preparations, 12-4positioning, 12-4YYardarm blinkers, 2-6INDEX-7

Assignment QuestionsInformation: The text pages that you are to study areprovided at the beginning of the assignment questions.

ASSIGNMENT 1Textbook Assignment: "Signal Equipment," "Messages," and "Allied CommunicationsProcedures," chapters 1 through 4, pages 1-1 through 4-46.1-1. The lamp-supporting yoke of the 1-6. The increase in the light intensity12-inch incandescent searchlight isdesigned for what purpose?of the 12-inch mercury-xenon greatlyincreases which of the followingconditions?1-2.1-3.1-4.1. To allow the light to be swungin an arc2. To hold the light in place3. To control the up and downmovement of the light4. To elevate the lightAdjustment of the 12-inchincandescent searchlight so it canbe elevated or depressed is thefunction of what device?1. Lamp-supporting yoke2. Signaling shutters3. Trunnion bearings4. Hinge arrangementWhen not in use, the 12-inchincandescent searchlight should belocked in what position?1. Face up2. Face down3. Inboard4. Fore and aftFor what reason should you operatethe 12-inch incandescent searchlighta few minutes after lubrication withthe glass door open and the coverremoved?1. To reduce clouding of thereflector2. To allow the lubricant toevaporate3. To make sure the searchlight isworking properly4. To reduce the chance of thesearchlight exploding1-5. What step should you perform to takeup the wear in the leather bumpersof the 12-inch incandescentsearchlight?1. Adjust the shutter stop screwsat regular intervals2. Replace them as soon as the wearappears3. Keep the shutters open4. Keep the shutters closedl-7.1. Glare2. Range3. Voltage4. RadiationBecause the life of themercury-xenon lamp is reducedconsiderably at extreme angles, thelight should NOT be depressed orelevated more than how many degreesfor extended periods of time?1. 5°2. 10°3. 20°4. 30°1-8. Initially, the lamp of themercury-xenon burns about whatpercent of its designed intensity?1. 15%2. 20%3. 25%4. 30%1-9. To become qualified to performelectrical maintenance on asearchlight, a member of the signalgang must be qualified by whatindividual?1. Communication officer2. Executive officer3. An Electrician's Mate4. Engineer officer1-10. What problem is corrected bycentering the transverse plate ofthe 12-inch mercury-xenonsearchlight?l-11.1. Centering of the light beam2. Focusing of the light beam3. Elevation of the locking pin4. Elevation of the vertical beamWhat is the effective range, inyards, of the multipurpose light?1. 1,0002. 2,0003. 3,0004. 4,0001

1-12. The multipurpose light is designedto send a total of how many wordsper minute?1. 82. 103. 124. 151-13. Yardarm blinkers are what pointwhite lights?1. 102. 203. 304. 321-14. The AN/SAT-2 beacons are designed sothey can NOT be detected by theunaided eye at a distance of overhow many yards?1. 1002. 2003. 3004. 4001-15. The AN/KAS-1 provides U.S. Navyships with the capability fordetecting and identifying chemicalwarfare agents.1. True2. False1-16. How many mounting locations shouldyour ship establish for theAN/KAS-1?1. One2. Two3. Three4. Four1-17. What maintenance consists of theremoval and replacement of thesensor/pivot unit of the AN/KAS-1?1. Preventive2. Corrective3. Lay-up4. Start-up1-18. What is the eyepiece magnificationpower of the ship's binoculars?1. 122. 163. 184. 201-19. What is the purpose of the ship'sbinocular's inlet and outlet valves?1. To increase density2. To elevate3. To evacuate and recharge thebinocular's assembly with drynitrogen4. To enable the diopter to beincreased in increments1-20. What is the most commonly usedoptical equipment?1. The ship's binoculars2. The OOD's spyglass3. The long glass4. The 7X50 binoculars1-21. What is the first step in focusing apair of 7X50 binoculars?1. Set the left eyepiece on zeroand the right eyepiece on +42. Set both eyepieces on zero3. Set both eyepieces on +l4. Set both eyepieces on +41-22. The optics used in night visiondevices are of what type?1. Magnetic2. Electronic3. Prismatic4. Fluorescent1-23. What is the basic difference betweenthe Mod 1 and Mod 3 night visionsights1. The lens2. The mount3. The eyepiece4. The image intensification tube1-24. The lowest price bunting used tomake flags is made of what material?1. Wool2. Rayon3. Nylon4. Cotton1-25. When making flags with complicateddesigns, what material should youuse?1. Rayon2. Wool3. Nylon4. Cotton2

1-26. What weather condition causes thequickest deterioration of flags andpennants?1. Dry and calm2. Dry and windy3. Moist and calm4. Moist and windy1-27. What is the correct procedure forreeving halyards through a signalhalyard block?1. Forward to aft2. Aft to forward3. Inboard to outboard4. Outboard to inboard1-28. What type of line is required by theBoard of Inspection and Survey forsignal halyards aboard ship?1. Double-braided 1/8-inch cottonrope2. Double-braided 2-inch cottonrope3. Double-braided 1 1/8-inch nylonrope4. Double-braided 2-inch nylon rope1-29. What special tools do you need tosplice line 3 inches or smaller?1-33.1-34.1-35.1-36.What publication contains generalprecautions and instructions forgoing aloft?1. OPNAVINST 3120.322. OPNAVINST 4790.43. OPNAVINST 5100.194. OPNAVINST 5510.1Electrician's Mates are generallyresponsible for the periodic changesand routine maintenance for allsignal equipment.1. True2. FalseA message that contains the name ofsignal flags in its text is regardedas a signal.1. True2. FalseWhat type of message is sent if theoriginator believes it is necessaryfor each addressee to know the otheraddressees?1. Single-address message2. Multiple-address message3. A book message4. A general message1-30.1. Wire fid2. Fid and pusher3. Core extractor4. PencilPrior to whipping, what should youdo to prevent a no-load opening?1-37.What type of message has a widestandard distribution?1. A single-address message2. A multiple-address message3. A book message4. A general message1-31.1. Make an eye splice2. Stitch-lock the splice3. Milk the core4. Flex and loosen the crossoverWhat strand should you always tuckfirst when you are making an eyesplice?1-38.All messages of a given generalmessage title are numbered in whatway?1. By date-time group2. Serially3. Consecutively4. Letter-number combinations1-32.1. Left2. Right3. Middle4. EndHow many tucks are required of linemade of synthetic fiber when you aresplicing?1-39.To inform another ship to reducebrilliancy, what prosign should yousend?1. B2. D3. F4. W1. 1 or 22. 2 or 33. 3 or 44. 4 or 53

1-40. What does an overscore over aprosign indicate?1. The prosign is to be sent asseparate characters2. The prosign can only be used indirectional flashing light3. The prosign can only be used insemaphore4. The prosign is to be sent as onecharacter1-41. What part of a visual messageprovides communication personnelwith the information fortransmitting the message?1. Heading2. Text3. Ending4. Ending sign1-42. In what three forms may a message beprepared for transmission?1. Plaindress, codress, address2. Plaindress, abbreviatedplaindress, codress3. Codress, abbreviated codress,address4. Plaindress, codress, full dress1-43. In the procedure component of avisual message, what item containsinstructions on relaying?1. Call2. Transmission identification3. Transmission instructions4. Message instructions1-44. What is the purpose of a precedenceassigned to a message?1. To assure rapid handling of themessage2. To state the relevance of themessage contents3. To state the need for a reply4. To state the need to relay themessageIN ANSWERING QUESTION 1-45, REFER TO FIGURE3-2 IN THE TEXT, PLAINDRESS VISUAL MESSAGE.1-45. Referring to figure 3-2, in thetraining manual, the latterprecedence of the message isaddressed to what call sign?1. XGHL2. OHWZ3. NFZV4. NQHS1-46.1-47.1-48.1-49.1-50.1-51.1-52.How many prosigns can you include inthe address component of a visualmessage?1. One2. Two3. Three4. FourIf a collective call is used in avisual message, the prosign XMT mustalso appear in the transmissioninstructions.1. True2. FalseWhat system is used in countinggroups of a naval message when thatmessage is transmitted overcommercial circuits?1. Group count2. Groups not counted3. Accounting symbols4. Commercial symbolsWhat is the textual format of anaval message designed toaccomplish?1. Readability and conciseness2. Shortness and cogency3. Succinctness and summarization4. Terseness and authorityWhat is the highest classificationauthorized for transmission of avisual message?1. Unclassified2. Confidential3. Secret4. Top SecretWhat type of message contains onlyprosigns, operating signals, andamplifying data necessary to conveyits meaning?1. Plaindress message2. Abbreviated plaindress message3. Service message4. Abbreviated service messageWhat type of message headingcontains only information necessaryto enable communications personnelto handle it properly?1. Plaindress message2. Abbreviated plaindress message3. Abbreviated service message4. Codress message4

1-53.1-54.1-55.1-56.1-57.l-58.What is the definition of letters,letter-number combinations, or oneor more pronounceable words used forestablishing and maintainingcommunication?1. Special operating groups2. Address indicating groups3. Call signs4. Plain language stations andaddress designatorWhich of the following call signsrepresents no facility, command,authority, or unit?1. International call sign2. Voice call sign3. Net call sign4. Indefinite call signA visual call sign in conjunctionwith a signal has what meaning?1. To address the ship2. To complete, amplify, or varythe meaning of the signal3. To denote or indicate the ship4. To determine the shipVisual call signs can be used in thetransmission instructions of amessage to be relayed by other thanvisual means.1. True2. FalseAll ships of cruiser group 5 arepresent in port. You are Signalmansupervisor aboard the flagship. Youare given a message for all shipsand unit commanders in the group.What visual call sign should youinstruct your signal gang to hoist?1. GROUP/FLOT p52. GROUP/FLOT Cp53. Cp5 GROUP/FLOT4. C GROUP/FLOT p5What call sign should you hoist tocall task force 36 when transmittingan intra-USN message by flashinglight?1. 6p362. 6363. SIX p3p64. SIX THREE SIX1-59. While at anchor, the OOD orders youto hoist the recall signal for thecaptain's gig. What signal shouldyou hoist?1. Qp12. Qp23. Qp34. Qp41-60. What type of address group is arepresentative of a single commandor unit ashore or afloat?1. Geographical2. Collective3. Indefinite4. Individual1-61. What is the main purpose of addressindicating groups?1. To increase security2. To increase the speed of traffichandling and to reduce thelength of address components3. To eliminate message headings4. To notify addressees of incomingmessages and the time requiredto deliver these messages1-62. Your Signalman of the watch justreceived an incoming tacticalsignal. To what stations on boardship should he/she convey thismessage?1. OOD only2. CIC only3. CIC and OOD4. CIC and communication center1-63. Of the following shipboardcommunication factors, which one hasno bearing on the method ofcommunications chosen?l-64.1. The need for accuracy2. The need for security3. The speed of transmission4. The time of transmissionWhat communication element providesa brevity code for the passing ofinformation pertaining tocommunications, aircraft operations,and search and rescue?1. Prosigns2. Operating signals3. Unit indicators4. Transmission instructions5

1-65.1-66.1-67.1-68.1-69.1-70.In visual communications, when isrelaying automatic?1. The call sign is a collectivecall2. The call sign is a indefinitecall3. The call sign is a tactical call4. The call sign is a voice callWhen a maneuver alters the positionof a ship, the responsibility forrelaying signals does not alteruntil completion of the maneuver.1. True2. FalseCall signs and address groups inmessage headings should be arrangedin what order?1. Alphabetical2. Serial3. Seniority4. In the order to which you willtransmit the messageYou receive a routine message fromthe OOD. The message is address toall ships in visual range. Whatform of flashing light should youuse to send this message?1. DSL2. Directional3. Non-directional4. InfraredWhat signal should you send toreceipt for a non-directionalflashing light message?1. RRRR2. RRR3. RR4. RYou receive a message by the use ofthe daylight signaling lantern.After checking the message you areready to receipt for the message.How should you receipt for thesignal?1. By hauling down DESIG2. By sending R by flashing light3. By sending R by daylightsignaling lantern4. By sending R by semaphore1-71. You want to send a flashing lightmessage to a ship well within visualrange. Rather then using a fullcall, you raise the ship by means ofits abbreviated call. What does theabbreviated call involve?1.2.3.4.Abbreviating the call sign ofthe ship being callAbbreviating your ship's callsignOmitting the call of the shipbeing calledOmitting your ship's call sign1-72. You are steaming in formation aboardthe flagship. You receive a messagewhere an abbreviated call is used.To what officer is the messageaddressed?1. The commanding officer2. The officer of the deck3. The flag officer4. The communications officer1-73. Your are in company with severalships. What signal should you sendto indicate to the calling ship thatyour ship is answering her call?1. Your call sign, preceded by K2. Your call sign, followed by K3. Your call sign, followed by thecalling ship's call sign4. The calling ship's call sign,followed by your call sign1-74. You are aboard Rp9, you have amessage for three ships information. Because of yourlocation, you can only visually sendthe message to Cpl. Which of thefollowing headings should you use tohave Cp1 transmit the message to Ap5and Dp6?1. Cp1 DE Rp9 T R 271555 MAR 96 FMRp9 TO Ap5 Cp1 Dp62. Cp1 DE Rp9 R 271555 MAR 96 FMRp9 TO Ap5 Cp1 Dp6 T Ap5 Dp63. Cp1 DE Rp9 R T 271555 MAR 96 FMRp9 TO Ap5 Cp1 Dp64. Cp1 DE Rp9 T R 271555 MAR 96 FMRp9 TO T Ap5 Cp1 Dp61-75. You have to send an abbreviatedservice message to obtain arepetition from a message that has apriority precedence. What, ifanything, should be the precedenceof your abbreviated service message?1. Routine2. Priority3. Immediate4. Nothing6

ASSIGNMENT 2Textbook Assignment: "Allied Communications Procedures," "Allied Flaghoist Procedures,""International Signaling," and "Convoy Communications," chapters 4through 7, pages 4-30 through 7-20.2-1.2-2.2-3.2-4.You received a message containing 28groups from the flagship. Whatsignal should you send to requestrepetition of the sixth group?1. IMI 6 K2. 6 IMI K3. G 6 K4. 6 G KWhat signal should you send torequest repetition of the fourth andsixth to ninth group?1. IMI 4-6-9 K2. IMI 4-9 K3. IMI 4-6 to 9 K4. IMI 4 to 6-9 KThe OOD may authorize a verificationof a message originated by theengineering officer.1. True2. FalseThe executive method ofcommunication is used when the OTCdesires that ships in companyexecute a signal at what time?2-7. If an aircraft is unable to receiptfor a flashing light message byflashing light, what action shouldthe pilot take?1. Open and close the throttle2. Rock his/her wings3. Use voice radio4. Give the thumbs up sign2-8. What equipment is needed tocommunicate with non-directionalinfrared?1. Yardarm blinkers2. Daylight signaling lantern3. AN/SAT-24. Searchlight fitted with anH-hood2-9. To alert a ship by flashing lightthat you are about to transmit asemaphore message, what signalshould you send?1. SEM2. SEMAPHORE3. STANDBY SEM4. STANDBY SEMAPHORE1. As soon as understood2. At stated intervals3. At the same time4. At random intervals2-5. Request for repetitions,corrections, or verifications of thetext of signals taken from a navalsignal book must be for the entiretext, or for those portionsseparated by TACK.1. True2. False2-6. The immediate executive method isnot used during daylight whensignaling two or more ships, unlessthe ship is fitted with whatequipment?1. AN/KAS-12. AN/SAT-23. Mk 37 Mod 34. DSL2-10. What special semaphore signal isused to prevent mistakes inreception, which might occur ifletters of adjacent groups are runtogether?1. The front sign2. The attention sign3. The numeral sign4. The separative sign2-11. When using the flaghoist method ofcalling, how should you indicate toa sending station that you can NOTreceive its semaphore message?1. By hoisting JULIETT2. By dipping JULIETT3. By hoisting ANSWER4. By dipping ANSWER2-12. What publication contains guidelinesfor pyrotechnic light, flare, androckets for international emergencysituations?1. ACP 1292. ACP 1683. ATP 2, volume II4. Pub 1Ø27

2-13. By which of the following means maythe authenticity of a pyrotechnicsignal be determined?1. The source of origin can beidentified2. The signal is internationallyrecognized3. The signal is repeated twice4. The weather is clear2-14. The OTC transmits a sound signal toall to find out what ships arewithin hearing distance. What soundsignal should you transmit back toindicate that you are in the area?1. Your ship's name2. Your collective call3. Your visual call sign4. Your voice call sign2-15. When the OTC orders a course changeby means of sound, what should theexecutive signal include?1. The repeated text2. A 5-second blast3. A 5-second blast followed by thetext4. Prosign IX2-16. What publication contains the basicguidance for voice radiocommunications?1. ACP 1252. ACP 1293. ATP 2, Vol. II4. NWP 42-17. During radiotelephonecommunications, what station directsthe operation and flow of traffic onthe net?1. The senior station2. The junior station3. The shore station4. The afloat station2-18. What log is maintained on allradiotelephone nets and circuits?1. Radio log2. Net log3. Circuit log4. Deck log2-19. To distinguish numerals from wordssimilarly pronounced, what prowordshould you use before numerals?1. Numerals2. Numerals to follow3. Figures4. Figures to follow2-20.2-21.2-22.2-23.2-24.2-25.2-26.When communicating by voice radio,how should you transmit yourmessage?1. Word by word2. Phrase by phrase3. Sentence by sentence4. Text by textAbbreviated call signs may be usedto establish radiotelephonecommunications.1. True2. FalseYou are the radiotelephone operatorat station CS. Station LM hasestablished a direct net and hassent his/her traffic. What signalshould you send to receipt for themessage?1. THIS IS CS ROGER OVER2. THIS IS CS ROGER OUT3. THIS IS CS OKAY OVER4. THIS IS CS OKAY OUTWhat type of radiotelephone messageis the most commonly used message?1. Plaindress2. Codress3. Abbreviated plaindress4. Abbreviated serviceWhat procedure uses a code word andnumber combination that istransmitted immediately to a stationthat discloses an essential elementof friendly information?1. Alert2. Net alert3. Station alert4. BeadwindowFor what reason is flaghoistsignaling an accurate means ofcommunicating?1. Predetermined meanings are foundin classified publications2. You can communicatesimultaneously with all ships3. There is no possibility oftransmission error4. The originator can visuallycheck correctness of receptionWhen you communicate usingflaghoist, numeral pennants are onlyused in the heading.1. True2. False8

2-27.2-28.2-29.2-30.2-31.2-32.What is the purpose of including aTACK in a signal?1. To avoid repetition of thesignal2. To separate groups that if notseparated could convey anothermeaning3. To avoid deception of the signal4. To avoid lengthiness of thesignalYou are the Signalman supervisor,your signal bridge has threehalyards on each side. You instructyour striker to hoist a signal onthe inboard port halyard. Howshould the halyard be designated?1. One port2. Two port3. Three port4. Inboard portWhat signal should you call out toinform your signal bridge personnelto get ready to display an incomingflaghoist signal?1. "STAND BY"2. "STAND BY YOUR BAGS"3. "STAND BY INCOMING SIGNAL"4. "STAND BY TO RECEIVE"What signal should the spotter callout when the completed signal hasbeen hoisted to the dip?1. "END OF HOIST, END OF SIGNAL"2. "TAKE IT UP"3. "FINISH SIGNAL"4. "END OF COMPLETED SIGNAL"In what position should theoriginator normally hoist itssignal?1. At the dip2. Closed up3. Hauled down4. One-half away from the point ofhoistBest results are achieved inflaghoist communications whensignals can be made as a singlehoist and hauled down before anothersignal is hoisted.1. True2. False2-33.2-34.2-35.2-36.2-37.2-38.2-39.What position is a flaghoist in ifit is to be read after anotherflying at the same time?1. Closed up2. Hauled down3. Inferior4. SuperiorYou ship is steaming in formation.A ship in company hoists a signal.You know the ships aft of you cannotsee the signal. What substituteshould you hoist over the signal toindicate who originated the signal?1. FIRST2. SECOND3. THIRD4. FOURTHWhich of the following is NOT areason for omitting the addresscomponent of a flaghoist message?1. Signals from the OTC2. Emergency signals3. Signals addressed to the OTC indirect visual communications4. Signals addressed to the OTC notin direct visual communicationsWhat group is a two-letter groupallocated to a particular chapterand the main vocabulary from whichall signals in that chapter derived?1. Suffix2. Supplementary3. Basic4. ChapterThe flag ship hoists the signal BL-CM1-5-R03-6-AD15. What groups aregoverned by BL?1. CM1-5 only2. RO3-6 only3. CM1-5-R03-64. The entire signalWhen governing groups apply to twoor more groups, what governing groupis inserted after the last signal towhich it applies?1. BI2. BU3. BV4. BXThe OOD informs you to hoist thefollowing information: speed 20.8.What signal should you hoist?1. SPEED TWO ZERO EIGHT2. SPEED TWO ZERO TACK EIGHT3. SPEED TWO ZERO POINT EIGHT4. SPEED TWO ZERO ANS EIGHT9

2-40.2-41.2-42.2-43.What maneuver flag should you use toindicate to units that simultaneousexecution of the signal is required?1. CORPEN2. TURN3. FORMATION4. STATIONThe OOD sends up the followinginformation: Form on a relativebearing 090 from the starboard sideof the guide. What signal shouldyou hoist?1. FORM STBD 0902. STATION STBD 0903. FORM STBD 94. STATION STBD 9You receive the following signal tobe transmitted by flaghoist:CHARLIE MIKE TACK CHARLIE MIKECHARLIE FIVE. How should you hoistthis signal using substitutes?1. CM TACK 2ND 1ST 3RD 52. CM TACK 1ST 2ND 4TH 53. CM TACK 1ST 3RD 2ND 54. CM TACK 1ST 2ND 3RD 5You are aboard the flag ship. Youreceive a message from the flagofficer to inform a ship in companyto commence flight operations at1800 and to be completed by 2100.If the basic group for flightoperations is AB, what signal shouldyou hoist?QUESTIONS 2-46 THROUGH 2-67 PERTAIN TOINTERNATIONAL SIGNALING.2-46. What is the term used to denote astation in which the signal isfinally received by the addressee?1. Receiving station2. Identity signal3. Station of destination4. Station of origin2-47. In international communications.what is the standard rate ofsignaling by flashing light?2-48.2-49.1. 30 words per minute2. 30 letters per minute3. 40 words per minute4. 40 letters per minuteWhen using a loud hailer, how shouldyou transmit groups from theInternational Code of Signals?1. By phonetic spelling2. By characters3. By phases4. By wordsWhen communicating usinginternational procedures, how shouldyou transmit the name of a ship or aspecific place?1. Abbreviations2. Spelled out3. Call signs4. Nationality code2-44.2-45.1. T18 AB 212. AB TACK 21T183. AB TACK 18T214. AB TACK T18 TACK T21What signal should you hoist toindicate to a ship that is repeatingthe signal incorrectly?1. INT 12. INT 23. INT 34. INT 4Your ship has visual responsibilityfor the ship astern. You haverepeated a signal from the OTC, butthe OTC hauls down the signal beforethe ship astern repeats the signal.How should you relay the signal tothe astern ship?1. By hoisting the signal close up2. By hoisting the signal at thedip3. By flashing light4. By semaphore2-50.2-51.2-52.You receive a message from the OODto transmit to a merchant ship byflashing light. The number 5.8 is agroup in the message. How shouldyou send the number?1. FIVE POINT EIGHT2. FIVE ANS EIGHT3. FIVE DECIMAL EIGHT4. FIVE AAA EIGHTWhat signal should you hoist toindicate 15 March 1996 whencommunicating by internationalprocedures?1. D15032. D9215033. DO315964. D150396When communicating internationally,to indicate speed in kilometers,what signal should you send?1. K2. M3. S4. V10

2-53. In international communications,what serves as a convenientreference number?1. Identity signal2. Date3. Time of origin4. Time of receipt2-54. When communicating to a merchantship using voice radio, what groupshould you precede the signal withto indicate it is from theInternational Code of Signal?1. CODE2. INTERCO3. 2ND SUB4. INTERNATIONAL2-55. International procedure is used wheninternational signals are precededby naval call signs.1. True2. False2-56. To establish communications with amerchant ship, what signal shouldyou hoist?1. CS and your call sign2. CS and ANS3. ANS alone at the dip4. ANS and your call sign2-57. A merchant ship has sent your ship asignal; you have indicated that thesignal is understood, and themerchant ship hauls down the signal.What action should you take at thispoint?1. Haul down ANS2. Haul down the signal3. Dip ANS4. Dip the signal2-58. When communicating usinginternational procedure, how shouldyou hoist the signal L3554 usingsubstitutes?1. L 3 5 3RD SUB 42. L 3 5 2ND SUB 43. L 3 2ND SUB 44. L 3 5 4 2ND SUB2-59. What part of a flashing lightmessage contains the proceduresignal DE?2-60. When communicating usinginternational flashing light, howshould you receipt for each word orgroup?1. By flashing M2. By flashing K3. By flashing R4. By flashing T2-61. What signal should you hoist toindicate to a merchant ship that youwish to communicate with them by useof morse signaling by hand flags orarms?1. Code K12. Code K23. Code K34. Code AA2-62. In what part of the InternationalCode of Signals should you refer inorder to determine the meaning of athree-letter signal displayed by amerchant ship?1. Signaling instructions2. General Signal Code3. Medical Signal Code4. Appendix2-63. While on the signal bridge at night,you hear a ship's foghorn. You knowthe nearby ship needs help becauseshe sounds the horn in what manner?1. Continuously2. Every 30 seconds3. Every minute4. Every 2 minutes2-64. What is the internationalradiotelephone signal indicatingthat the originating ship is indistress?1. SOS2. MAYDAY3. PAN4. NC2-65. What radiotelephone prefix should amerchant ship transmit to indicatethat she is about to send a messageconcerning the safety of navigation?1. MAYDAY2. PAN3. SECURITE4. SAFETY1. Call2. Text3. Identity4. Ending11

2-66. What signals are reserved for veryurgent, important, or very commonusage?1. Single-letter2. Two-letter3. Three-letter4. Medical2-67. How should you supplement themeaning of a basic group whencommunicating using internationalprocedures?1. Governing groups2. Complements3. Suffixes4. Separate signalOUESTIONS 2-68 THROUGH 2-75 PERTAIN TOCONVOY COMMUNICATIONS.2-68.What naval commander is responsiblefor the movement and the protectionof allied merchant ships?2-71.2-72.2-73.What flag is flown to identify thecommodore's ship when a convoy isforming up?1. CHARLIE2. GOLF3. XRAY4. YANKEEYou should hoist your largestmerchant ensign when the convoycommodore informs you to assume theguide.1. True2. FalseWhen the leading ship falls out ofline, what ship assumes the guide ofthe column?1. The convoy commodore2. The ship to port3. The ship to starboard4. The ship astern2-69.2-70.1. OCA2. NSCO3. CDSORG4. NCSORGWhat officer controls andcoordinates the routing and movementof merchant ship convoys?1. OCA2. NCSO3. VNCS4. OTCWhat officer is responsible for theinternal operations of the convoy?1. OTC2. Convoy commodore3. Vice commodore4. Area commander2-74.If the guide ship becomes incapableof acting as guide, what shipassumes guide of the formation?1. The leading ship to port2. The leading ship to starboard3. The ship astern4. The guide will appoint the newguide2-75. The convoy guide and column guideschange when the convoy alters courseby which of the following methods?1. Wheeling2. Column leaders turningsimultaneously, the rest insuccession3. All ships turning simultaneouslyless than 090°4. All ships turning simultaneouslymore than 090°12

ASSIGNMENT 3Textbook Assignment: "Convoy Communications," "Watchstanding Duties," and "NavigationalDuties," chapters 7 through 9, pages 7-21 through 9-50.3-1.3-2.3-3.3-4.3-5.3-6.When forming up, what should eachship hoist and keep flying until allships are on station?1. The STATION pennant2. Her largest merchant ensign3. Her international call signs4. Her convoy internal call signWhat publication should you use forvoice radiotelephone communicationprocedures while in a convoyformation?1. ACP 1252. ACP 1293. ATP 2, Vol. II4. Pub 1Ø2What proword in convoy communicationmeans THIS SHIP HAS SIGHTED OR BEENATTACKED BY HOSTILE OR SUSPICIOUSFORCES?1. KICK2. ALERT3. ALARM4. HOSTILEWhat special call sign representsthe vice commodore?1. BOSS2. CALF3. BULL4. COLTWhat substitute should you hoistabove a signal to indicate that thesignal was taken from ATP 2, Vol.II?1. 1ST2. 2ND3. 3RD4. 4THConvoy flashing light procedures arebased on procedures contained inwhat publication?1. ACP 1292. ATP 1, Vol. II3. NTP 44. Pub 1Ø23-7. Which of the following is NOT arequirement for the use ofpyrotechnics during convoycommunications?1. Enemy attack2. Extreme urgency3. Thick weather for maneuvering4. Under way for deployment3-8. You are in a convoy formation. Youobserve the following signal: twowhite rockets fired in quicksuccession. What does this signalindicate?1. Man overboard2. Cancel my last signal3. Sighted undetected enemysubmarine4. Ship damaged by enemy submarine3-9. To what individualreport all defectsdoes the Masterin communicationsequipment that can NOT be repairedon board?1. OTC2. OCA3. NCSO4. NCSORG3-10. Your ship observes the followingsignal while entering a port: GREENWHITE GREEN. What does this signalindicate?1. Do not proceed, port is closed2. Do not proceed, emergencysituation3. Port is open to two-way traffic4. Port is open, proceed only whenordered to do so3-11. What is the primary responsibilityof the Signalman supervisor?1. Traffic handling and watchdiscipline2. Keeping a close check on signalpublications3. Keeping a person on the flagbag4. Actual operations13

3-12.3-13.3-14.3-15.3-16.3-17.You are the Signalman supervisor,under what conditions should youconduct training for watchpersonnel?1.2.3.4.On a scheduled basis onlyAs practicable, under operatingconditionsAt any time you think it isnecessaryImmediately after every signalsent and receivedYou are the Signalman supervisor,your port searchlight becomesinoperative. What should be yourfirst course of action?1. Repair the searchlight2. Report the failure3. Tag out the searchlight4. Order repair partsWhat publication should you use tofind the different ship formationsand their component stations?1. ACP 1252. ACP 1293. ATP 1, Vol. I4. ATP 2, Vol. IIOn board a carrier involved innight-flight operations, what methodof communications should you use tosend a message to another ship?1. Infrared2. Directional flashing light3. Non-directional flashing light4. FlaghoistWhat is the main responsibility ofthe signal bridge spotter?1. To identify and call out eachflag2. To assist in hoisting signals3. To determine the meaning of eachsignal4. To pass the information to theOODWhat publication requires that anaccurate and complete record bemaintained of all events that occurduring each watch?1. ACP 1212. ACP 1253. ACP 1294. NTP 43-18. Which of the following informationwill NOT be contained in the visuallog?1. Tactical signals2. A broken searchlight3. A time zone change4. A service message not containingthe prosign BT3-19. You are the leading Signalman. Yourship is decommissioning. Whatinstruction should you consult priorto the disposing of the visual log?1. OPNAVINST 3120.322. OPNAVINST 4790.13. OPNAVINST 5510.14. SECNAVINST 5212.53-20. Your ship is commencing flaghoistdrills. In what log should you logthe commencement signal?1. Deck log2. Visual communications drill log3. Visual communications log4. Communications center log3-21. Duplicate filing of messages isrequired when incoming messages areaddressed to both the flag officerand the ship.1. True2. False3-22. Your ship receives a special privacymessage, where should this messagebe filed?1. Communications center masterfile2. General message file3. Cryptocenter file4. Visual station file3-23. You observe the following signalfrom an aircraft while on watch, aseries of short flashes. What doesthis signal indicate?1. Emergency landing is required2. Emergency landing is required,but a short delay can beaccepted3. Early landing is necessary inthe interest of safety4. Early landing is no longerrequired3-24. You are the Signalman supervisor.Under which of the followingconditions should you NOT dispatch aSignalman to the boatcrew?1. Aircraft down2. Man overboard3. Collision at sea4. Medical evaluation14

3-25. The OOD wants you to inform the boatto steer straight towards the shipby use of night signal. What signalshould you send?1. One white star2. Two white stars3. One green star4. Two green stars3-26. How should you indicate, byflaghoist, to a boat engaged in arescue operation and that issteering left to cease turn and keepsteady on present course?1. Closing up EIGHT PORT2. Dipping EIGHT PORT3. Hauling down EIGHT PORT4. Hauling down flag EIGHT3-27. To indicate to a foreign ship that ahurricane is approaching, you shouldhoist the signal RED-WHITE-RED.1. True2. False3-28. You are the Signalman supervisor onthe control ship during an UNREP.The receiving ship hoists the signalPREP AT THE DIP. What does thissignal indicate?1. Disengagement in 5 minutes2. Disengagement in 15 minutes3. Disengaging at final station4. Disengaging when ordered3-29. Your Signalman striker observed asolid green transfer-station markerat station eight on the deliveryship. What commodity should youinform him/her that is beingtransferred at that station?1. Water2. JP53. Ammunition4. Missiles3-30. What is the color distance marker toindicate 200 feet?1. Blue2. Green3. Red4. YellowQUESTIONS 3-31 THROUGH 3-55 PERTAIN TONAVIGATIONAL DUTIES.3-31. The magnetic pole and true NorthPole are located in the samegeographical position.1. True2. False3-32. What compass aboard ship should thenavigator use to check the accuracyof other compasses?1. Steering compass2. Gyrocompass3. Standard compass4. Any compass he/she believe to bemost accurate3-33. How are courses and bearings for thesteering compass designated?1. PSTCO2. PGTCO3. PGC4. PSC3-34. The basis of determining all truebearings and courses is true north.This being so, why don't navigatorsuse the compass that always pointsto true north as the ship's standardof compass accuracy?1. It is affected by magneticvariation2. It is subject to mechanical andelectrical failure3. Others are unaffected bymagnetic deviation4. Others are never subject tofailure3-35. You are assisting the quartermasterof the watch. For the measuring ofcelestial bodies you should use theazimuth circle.1. True2. False3-36. You can determine a relative bearingwith an azimuth circle by trainingthe sight vanes on an object andreading its bearing from what part?1. The beam of light on the compasscard2. The graduation of the innercircle alongside the lubber'sline3. The spirit circle4. The prism3-37. You have to continually pass bearingto the bridge. What equipmentshould you use that would enable youto read the bearing directly fromthe compass card without removingyour eye from the eyepiece?1. Bearing circle2. Azimuth circle3. Telescope4. Telescopic alidade15

3-38. What term denotes the position thatdivides the world into Northern andSouthern Hemispheres?1. The Equator2. Meridians3. Latitude4. Longitude3-39. You are figuring nautical distance.You have 50 degrees of latitude. Howmany nautical miles are you workingwith?3-44. You are working with the visibilityof lights. In what condition willyou be working within the luminousrange?1. Maximum geographic distance alight can be seen2. Maximum distance a light can beseen in clear weather3. Maximum distance a light can beseen under existing visibilityconditions4. Perfect visibility1. 30 3-45. Where conditions make it impossible2. 300 or impractical to build a permanent3. 3,000 lighthouse, what type of aid(s)4. 30,000 is/are used?3-40. You are assisting the quartermasterwhile entering port. He/she directsyou to get a chart showing thegreatest detail of the area. Whichof the following charts should yougive the quartermaster?1. 1:1,0002. 1:10,0003. 1:100,0004. 1:200,0003-41. Where should you look to findinformation on new charts, chartcorrections, and changes to nauticalcharts?1. The Defense Mapping AgencyCatalog of Maps, Charts andRelated Products2. The Notice to Mariners3. Light Lists4. List of Lights3-42. What publication should you use toobtain information containing adescription of lighted aids tonavigational for the United States?1. Notice to Mariners2. List of Lights3. Light Lists4. Classified Notice to Mariners3-43. What is the most valuablecharacteristic of a navigationallight for identification purposes?1. Color2. Size3. Fixed light4. Periods of systemic change1. Buoys2. Lightship3. Light station4. Sector lights3-46. What liqhts are placed in thelanterns of certain lighthouses toindicate danger bearing?3-47.3-48.3-49.1. Sector2. Section3. Set4. AreaWhich of the following is NOT neededto convey the desired informationusing the IALA system?1. Buoy color2. Buoy shape3. Buoy height4. Rhythm of flashesYour ship is entering a foreign portin New Zealand. What IALA buoysystem should you use?1. Region A2. Region B3. Local4. U.S. buoy systemWhat Maritime Buoyage System markshould you use in conjunction with acompass?1. Lateral2. Isolated3. Special4. Cardinal3-50. The major rule to remember whenusing the IALA regions is the colorof buoys when entering from seaward.1. True2. False16

3-51.3-52.You are entering port, you observe ared and green horizontally bandedbuoy. What does the buoy indicate?1. Mid-channel2. Fairway or landfall3. Anchorage4. Channel junctions orobstructionsYou observe a cardinal mark with thefollowing characteristics: blackband with yellow bands above andbelow. What does this indicate?3-57. YOU are the Signalman supervisorwhile under way in inland waters,with a ship approaching. You hearthe following whistle signal: twoshort blasts. What does thisindicate?1. I am altering my course to port2. I am altering my course tostarboard3. I intend to leave you on my portside4. I intend to leave you on mystarboard side3-53.3-54.3-55.1. The point of the topmark isnorth2. The point of the topmark issouth3. The point of the topmark is west4. The point of the topmark is eastWhat type of mark is used when thelighted phase characteristic is theMorse code letter A?1. Special2. Safe-water3. Isolated danger4. CardinalYou are using a lighted lateral markto mark a previously undetectedwrecked ship. What should be thecharacteristics of this lateralmark?1. VQ WHITE FL2. Q WHITE FL3. VQ RED OR GREEN FL4. VQ YELLOW FLWhat characteristics can identify alighthouse that is transmitting fogsignals?1. The number of blasts2. The intensity of the blast3. The code form by the blast4. The light signal along with thenumber of blastsQUESTIONS 3-56 THROUGH 3-69 PERTAIN TO THERULES OF THE ROAD.3-56. International Rules apply to allvessels upon the high seas and onconnecting waters navigable byseagoing vessels.1. True2. False3-58. You are meeting a ship head-on.Before changing your course to passport-to-port in international watersyou must sound the required whistlesignal.1. True2. False3-59. YOU are aboard a power-driven vesselunder 50 meters but over 12 meters.What lights should you bedisplaying?1. Masthead, after masthead, side,and stern2. Masthead, after masthead, andstern3. Masthead, side, and stern4. An all-round white light3-60. What is the arc of the horizon ofthe stern light?1. 100°2. 115°3. 125°4. 135°3-61. What lights should be displayed foran underway pilot vessel over 50meters with a pilot aboard?1. Masthead, stern, and side2. Masthead only3. Masthead, and two all-roundwhite over red4. Masthead, two all-round whiteover red, stern and side3-62. Other than the required lights anddayshapes, what else should a vesselat anchor over 100 meters do?1. Display restricted movementlights2. Illuminate its deck3. Transmit anchored sound signals4. Post anchor watch17

3-63. You observe the following lightsdisplayed on an approaching ship:two masthead lights, after mastheadlight, side light and ayellow-over-white stern light. Whatdoes this indicate?1.2.3.Vessel towing astern under 50meters with the length of tcwunder 200 metersVessel towing astern over 50meters with the length of towunder 200 metersVessel towing astern under 50meters with the length of towover 200 meters4. Vessel towing astern over 50meters with the length of towover 200 meters3-64. You observe the following lightsdisplayed on a vessel: red over reddisplayed vertically, side lights,and a sternlight. What does thisindicate?1. A vessel not under command notmaking way2. A vessel not under commandmaking way3. A vessel constrained by draft4. A vessel restricted in movement3-65. You sight a ship displaying thefollowing dayshapes:BALL-DIAMOND-BALL displayedvertically, two balls displayedvertically to port, and two diamondsdisplayed vertically to starboard.What condition of the ship shouldyou report to the OOD?1. The ship is involved inunderwater operations with theobstructed side to port and theclear side to starboard2. The ship is involved inunderwater operations with theobstructed side to starboard andthe clear side to port3. The ship is aground with theport side obstructed and thestarboard side clear4. The ship is pushing with theport side obstructed and thestarboard side clear3-66. When a ship is pushing ahead oralongside, along with the twomasthead lights and the side lights,what other lights should bedisplayed?1. Yellow-over-yellow stern light2. Yellow-over-white stern light3. White-over-yellow stern light4. Yellow-over-yellow-over yellowstern light3-67. During restricted visibility, allvessels are considered to begive-away vessels.1. True2. False3-68. You are in international watersduring restricted visibility. Youhear the following signal: twoprolong blasts with 2 secondsbetween them at 2 minute intervals.What does this indicate?1. Power-driven vessel under waymaking way2. Power-driven vessel under waynot making way3. Power-driven vessel not undercommand making way4. Power-driven vessel not undercommand making way3-69. During restricted visibility, whatsignal should a vessel under wayengaged in fishing sound?1. One short blast every minute2. One short blast every 2 minutes3. One prolonged blast followed bytwo short blasts every minute4. One prolonged blast followed bytwo short blasts every 2 minutes18

ASSIGNMENT 4Textbook Assignment:"Honors and Ceremonies," "Security," "Amphibious Duties," "Aircraftand Ship Identification," and "Technical Administration," chapters 10through 14, pages 10-1 through 13-6.4-1. You have to display the nationalflag for a ceremony. It is to bedisplayed with the Navy flag from across staff. How should thenational flag be displayed?1. From its own right, slightly infront of the Navy flag2. From its own right, slightlybehind the Navy flag3. From your right, slightly infront of the Navy flag4. From your right, slightly behindthe Navy flag4-2. What instruction requires the oldestship in the Navy to display thefirst Navy jack vice the union jack?1. OPNAVINST 3220.322. OPNAVINST 55103. SECNAVINST 10520.44. SECNAVINST 5212.54-3. You are displaying the nationalensign ashore with several foreignflags. In what position should youplace the ensign?1. To the extreme right, and abovethe foreign ensigns2. To the extreme right, and belowthe foreign ensigns3. To the extreme right, and on thesame level as the foreignensigns4. To the extreme left, and on thesame level as the foreignensigns4-4. You are in a Spanish port ashore.You have to display the nationalensign with several foreign ensigns.In what order should you display theensigns?1. U.S. ensign to the extremeright, and all othersalphabetically2. U.S. ensign to the extremeright, followed by the Spainensign to the immediate left,and all others alphabetically3. Spain ensign to the extremeright, and all othersalphabetically4. Spain ensign to the extremeright, followed by the U.S.ensign to the immediate left,and all others alphabetically4-5.4-6.4-7.4-8.4-9.4-10.Which of the following height shouldyour flagstaff be if you are flyinga size seven daily ensign from yourship?1. 12 ft2. 15 ft3. 17 ft4. 22 ftChurch services are being conductedashore. In what position should youhoist the church pennant?1. Above the national ensign2. Below the national ensign3. Separately from the nationalensign4. Beside the national ensignYour ship is displaying severalensigns. A message is received tohalf-mast the national flag. Youshould at this point half-mast allensigns displayed.1. True2. FalseWhich of the following countries isNOT entitled to a dip from a U.S.Navy ship?1. Africa2. Germany3. Afghanistan4. KampucheaU.S. Navy submarines are required toreturn dips when steaming in achannel.1. True2. FalseYour ship is flying a size eightensign. What size union jack shouldyou be flying?1. FIVE2. SIX3. EIGHT4. One the same size as the unionof the ensign19

4-11.4-12.4-13.Your ship is receiving a visit bythe Under Secretary of the Navy. Atwhat position should you hoisthis/her personal flag?1. Gaff2. Loftiest point3. Main truck4. Starboard yardarmWhich of the following is NOT arequirement for hauling down apersonal flag or command pennant?1. Battle2. Absence of flag officer3. To render ship lessdistinguishable4. Flag officer brief visit toanother shipUnder which of the followingconditions will you NOT display theensign at the stern of waterborneboats?1. During daylight in foreign ports2. When ships are required to befull-dressed3. When prescribed by the seniorofficer present4. When under way from a port ofthe United States4-17. You are the Signalman supervisorduring an official visit from acivilian official. What actionregarding the commission pennantshould be done?1. Haul it down2. Shift it to the fore truck3. Shift it to the after truck4. Shift it to the starboardyardarm4-18. A foreign officer is visiting yourship and is entitled to a 21 gunsalute. Where should you displayhis/her country's ensign?1. Main masthead2. Foremast3. Flagstaff4. Starboard yardarm4-19. Your ship has just received severalaward pennants. In what ordershould you display them?1. Seniority2. Alphabetically3. In the order received4. Commanding officer's discretionQUESTIONS 4-20 THROUGH 4-34 PERTAINS TOSECURITY.4-14What boat bow marking indicates that 4-20. What person aboard ship is the maina chief of staff who is not a flagadvisor on all information andofficer is on board?personnel security?4-15.4-16.1. Acorn2. Miniature3. Arrow4. Stars corresponding to rankPassing honors may be rendered aftersunset when international courtesyrequires such actions.1. True2. FalseDuring an official visit, whenshould you break the dignitary'sflag if side honors do NOT include agun salute?1. Top Secret control officer2. Commanding officer3. Security manager4. Executive officer4-21. You have been informed by thecommanding officer that you willassume the duties of the securitymanager. What instruction shouldyou use to find the duties requiredof the security manager?1. OPNAVINST 1500.12. OPNAVINST 4790.43. OPNAVINST 5510.14. SECNAVINST 5215.51.2.3.4.When the dignitary's boat orvehicle is sightedWhen the dignitary steps out ofhis/her vehicle or boatAt the start of the callAt the final note of the call4-22. Which of the following markings isNOT required for originallyclassified material?1. Declassification date2. Date material was received3. Overall classification4. Downgrading instructions20

4-23.What is a compromise called whensome evidence exists that classifiedmaterial has been subject tocompromise?1. Suspected2. Confirmed3. Reported4. Limited4-30. What forms should you use at the endof each working day to ensure thatall classified material is stowedproperly?1. 700 and 7012. 701 and 7023. 702 and 7034. 703 and 7044-24.The security manager aboard ship isallowed to request personnelsecurity investigations.4-31.What action should you take withyour classified material when youare relieved at your command?4-25.4-26.1. True2. FalseAn interim clearance is effectivefor a total of how many months,excluding the extension?1. 52. 63. 74. 8Weaknesses in equipment being usedto safeguard classified materialshould be reported to whatauthority?4-32.4-33.1. Turn it over to your command2. Turn it in at your new command3. Turn it over to your relief4. Turn it in to the originatorWhat form should you use to recordthe destruction of Secret material?1. OPNAVINST 5510/122. OPNAVINST 5510/213. OPNAVINST 5511/124. OPNAVINST 5511/21The person destructing classifiedmaterial burn bags need NOT sign therecord of destruction.4-27.4-28.1. Chief of Naval Operations2. Secretary of Defense3. Vice President4. PresidentWhen Secret material is stored onboard ship in a container ofsubstantial metal or woodconstruction, it must be checkedevery 24 hours when not manned.1. True2. FalseYour security container on thesignal bridge contains Secretmaterial. What should be theclassification, if any, of thecombination?1. Confidential2. Secret3. Unclassified4. None4-29. The standard form 700 is a recordused on all containers storingclassified material. Which of thefollowing items is NOT contained onthis form?1. Container's location2. Telephone number of personhaving knowledge of combination3. Name of person having knowledgeof combination4. Classification of contents inthe container4-34.1. True2. FalseWithin a maximum of how many monthsafter the destruction of classifiedmaterial should a written statementbe sent describing the character ofthe records to the Commander, NavalData Automatic Command?1. 1 mo2. 2 mo3. 5 mo4. 6 moQUESTIONS 4-35 THROUGH 4-50 PERTAIN TOAMPHIBIOUS DUTIES.4-35.4-36.What publication should you use forcomplete details on all amphibioussignals and instructions?1. Pub 1022. NWP 22-33. ATP 1, Vol. II4. ATP 1, Vol. IIn what area should you assembleloaded landing craft prior todispatching to the line ofdeparture?1. Wave-forming area2. On-call area3. Landing craft rendezvous area4. Assembly area21

4-37.4-38.4-39.4-40.4-41.4-42.The OOD informs you to call an LCPLto station 5. What signal shouldyou hoist?1. Flag P over blue flag on theport yardarm2. Flag P over blue flag on thestarboard yardarm3. Flag L over blue flag on theport yardarm4. Flag L over blue flag on thestarboard yardarmYou are on the signal bridge duringnighttime amphibious operations.You observe green over green overgreen. What does this signalindicate?1. LCU report to station 102. LCM 8 report to station 103. LCM 8 report to station 94. LCM 8 report to the well deckWhat officer is responsible fordirecting all scheduled waves overtheir assigned beach through theprimary control ship?1. Central control officer2. Assistant central controlofficer3. Boat group commander4. Primary control officerWhat individual is responsible forthe discipline and organization ofthe boat group?1. Primary control officer2. Boat wave commander3. Boat group commander4. Wave guide officerDuring nighttime amphibiousoperations, you observe two verticalblinking white lights. What shipdoes this signal indicate?1. Primary control2. Central control3. Secondary control4. Boat group commanderTo indicate to wave 3 that it has a2 minute standby for departure, whatnighttime signal should you transmitto it?1. Flashing amber light for30seconds2. Flashing amber light for 50seconds3. Steady amber light for 30seconds4. Steady amber light for 50seconds4-43. Grid posits are transmitted everyminute from the rendezvous area. Ifno corrective action is required,the grid posit should be transmittedcontinually until the wave is whatdistance from the beach?1. 100 yd2. 200 yd3. 300 yd4. 400 yd4-44. When the wave commander fails toreceipt for orders by radio, theprimary control ship will continueto transmit the orders and requestvisual acknowledgement.1. True2. False4-45. What signal should you send torequest that the boat groupcommander slow down the wave?1. RR2. SS3. TT4. VV4-46. The OOD sent you the followingmessage to transmit: Wave two gridposit is in the right portion of theboat lane 2000 from the beach attime 15 and is to slow down. Whatsignal should you transmit?1. 2GPR2015TT2. 2GPR20T153. 2GPR2000T15TT4. 2GPR20T15TT4-47. You are informed to send thefollowing signal to wave 5 usingquiet landing procedures by flashinglight: vector left 20° and make 6knots. What signal should you send?1. 5L62. 5L263. 5LL64. 56LLQUESTIONS 4-48 THROUGH 4-60 PERTAIN TOAIRCRAFT AND SHIP IDENTIFICATION.4-48. Which of the following is NOT acharacteristic of the twin andmultiengined aircraft?1. The widest part of the fuselageis near the center2. The wings have less surface areathan most aircraft3. The engines are suspended fromthe wings4. The wings are angled back,inboard to outboard22

4-49.4-50.4-51.4-52.4-53.4-54.4-55.4-56.What item of an aircraft tends tooveremphasize aircraft features andcan often lead to itsidentification?1. Color2. Size3. Shadow4. Engine criteriaThe use of the fuselage for aircraftrecognition is primarily restrictedto the aircraft size and shape.1. True2. FalseWhat is the primary feature in therecognition of helicopters?1. Shape2. Color3. Size4. Rotor system and the number ofrotorsThe first determination you shouldmake in the identification of a shipis if it is naval or merchant.1. True2. FalseCombatant ships are assigned variousmissions. What is the primaryreasons for their assignment tothese missions?1. Speed2. Size3. Maneuverability4. ArmamentWhat type of ship is the mostelusive of all naval ships?1. Cruiser2. Hydrofoil3. Submarine4. FrigateThe primary factor in determiningthe class of submarines is the hullprofile.1. True2. FalseYou are rigging a submarine. Whatbow coding should you give it if thebow stern is straight and inclinedvertical?1. Five2. Six3. Seven4. Four4-57. Aids to identification such as stackmarkings and house flags are NOT ofgreat importance when identifyingmerchant ships during wartime.1. True2. False4-58. What appearance group should youplace a merchant ship with stacksaft and the superstructure exceedsone-third the overall length?1. One2. Two3. Three4. Four4-59. You are coding the uprights of amerchant ship and you observe a mastlocated on a king post. Whatcoding, if any, should you give it?1. King post only2. Mast only3. King post and mast4. None4-60. What type of bow design offers themost resistance to the sea?1. Vertical2. Raking3. Sloping4. MaierQUESTIONS 4-61 THROUGH 4-75 PERTAIN TOTECHNICAL ADMINISTRATION.4-61. Which of the following elements ofthe training program are assigned bythe type commander?1. Competitive exercises2. Emergency drills3. Noncompetitive exercises4. Ungraded drills4-62. YOU have been selected to grade thevisual competitive exercise of yoursister ship. What publicationshould you review prior to gradingthe exercise?1. ACP 1212. ACP 1293. FXP 34. NTP 34-63. Which of the following personnel isNOT required to attend the critiqueof a graded exercise?1. The umpire2. The umpire assistant3. The personnel of the exerciseship4. The officer in tactical command23

4-64.4-65.Grades assigned to exercises at thecritique are classed as what type?1. Final2. Objective3. Tentative4. UniformIf better performance is the goal ofall training, which of the followingis the most important information tobe gained at the critique?1. The deficiencies of procedures2. The manner in which the exerciseship performed the exercise3. The errors committed by themembers of the exercise ship4. The recommendations forimprovement of material andpersonnel performances4-69.4-70.You are reporting aboard a new shipas the leading Signalman. In orderto get your way of doing thingsacross to you personnel, what shouldyou issue?1.2.3.4.Verbal ordersWritten orders without verbalexplanationWritten orders with verbalexplanation without signaturesWritten orders with verbalorders and signatures ofunderstanding from all personnelIt would be a good idea to reviewstanding orders written by apredecessor before you take over.1. True2. False4-66.4-67.4-68.You are evaluating the communicationexercise CCC-15-SF and you observe areportable security violation. Whataction should you take?1. Subtract five credit points2. Mark exercise unsatisfactory,assign grade, and continue tonext exercise3. Mark exercise unsatisfactory,assign no numerical grade, andterminate4. Mark exercise satisfactory butsubtract 15 pointsWhat exercise are you grading thatrequires the combined effort ofsignal and radio personnel toresearch operation orders andcommunication plans to complete theoperation?1. CCC-15-SF2. CCC-16-SF3. CCC-17-SF4. CCC-27-SFWhat publication should you consultprior to changing from peacetimecommunications to wartimecommunication procedures?1. ATP 1, Vol. II2. FXP 33. NTP 44. NWP 44-71.4-72.4-73.How are orders for the organization,administration, and function of thesignal bridge prepared?1.2.3.4.In the rough by the divisionofficerIn the rough by the leadingSignalmanWithout the signature of anofficerWithout agreement from theoperation departmentorganization bookYou are instructed to prepare anoperation order. What publicationshould you use to locate thestandard approved format?1. NWP 112. NWP 22-33. NWP 504. NWIP 50What section of an Oporder isconcise and contains only detailsnecessary for a clear, overallpicture of the operation?1. Annexes2. Appendixes3. Tabs4. Basic plan24

4-74. What part of an Oporder givesinformation on communication that istoo extensive to be included in thebasic Oporder?1. Communications annex2. Communications plan3. Appendix4. Tabs4-75. What plan is a directive forcarrying out an operation over alarge geographic area?1. Communication plan2. Operation plan3. Operation order4. Operation annex25