Thanks for that info. Captain. For those that don't know about the James Reasons' "Swiss Cheese" theory. It's the prevalent causation theory that says because humans build and implement Safety Controls (SWO training, supervision, RADAR, Pilots, CIC, OOD, CO, etc.) the controls are imperfect and contain "latent defects" or "Holes". When the holes in the multiple controls (i.e. Swiss cheese) line up, then the accident occurs. This theory is the prevalent multiple cause theory for accident causation today.Chipping in my 2 cents as a former XO for Surface Warfare School.
The destroyer had just gotten underway from Bravo pier in San Diego. And it seems the HARPERS FERRY (LSD) had just made about a 70 degree port turn for a new navigational leg.
Looking at the smooth water wake a stern of the LSD, she was clearly over into the "Red Side" of the channel and crowding the destroyer.
Lots of blame to go around, but first and foremost, shame on the harbor pilot for having the destroyer come off the pier knowing the LSD was about to make a turn. Wait 5 minutes and this sin't an issue.
Shame on the LSD for not catching the oversteer and immediately correcting to get back to the green side.
Shame on both ships for not arranging passing instructions until both were in extremist.
And while my old ship TRIPOLI was not to blame, she was returning from a long deployment. When that happens in my experience, the whole waterfront focuses on that and loses the big picture.
They say collisions at sea are caused by the swiss cheese effect.....all the holes line up and the safety checks in place become ineffective.
If I was the Admiral, both bridge watchteams would be disqualified.....sent to the bridge simulators, and placed in restricted ops with their Commodores aboard for the next month. I would not fire the CO's, but I would make them wish they had been fired
Without a doubt it was a what we call a "causal factor". Bad plan on where and when to embark/disembark the Pilot.
Ok, so these are Docking Pilots not Harbor Pilots.
Most Commercial ships are required to pick up a Pilot to enter the harbor. That state licensed Pilot would conn the ship all the way to the dock. Im not sure how the Navy Docking Pilot system works. I would assume US Navy ships are not required to pick up a Pilot (although it's a good idea). Also not sure if the Navy Docking Pilots sit for a USCG Federal Pilots license (tough exam).
True....they typically get ships underway from a pier or drydock and occasionally assit with foreign navy ships.
The Navy pilots we use are all retired senior naval officers with maybe 1 or 2 who are vessel Masters with an open ocean, unlimited tonnage Masters ticket. Pilot is not required to enter the channel but must be embarked prior to making a pier landing.
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Capt. Your analysis makes sense to me. The Pilot also needs a couple minutes to get his situational awareness ... I'm thinking the destroyer probably used his engines to assist with that turn. Just increasing engine speed would not reduce the tactical diameter of the turn-but twisting the engines would. Is my thinking about the tactical diameter issue on target?I just wanted to pass an update on this situation. And while I try not to make this a habit, it turns out I had some bad information.
There was a destroyer at the Bravo pier, but it was not the MOMSEN. MOMSEN had just entered the channel for a port visit and she had requested a pilot because San Diego was not her home port. While embarking the pilot via tugboat she needed to maintain steady course. Add to this that HARPERS FERRY turned early onto a new course. This is what caused the head to head situation.
So, this wasn't a situation where the pilot failed to give proper advice. The pilot had likely not even had enough time to make it up to the bridge of the ship. My apologies to pilots everywhere for jumping to that conclusion. (And thanks to the one pilot on here who let me know I was wrong in a friendly manner
Within the span of 10 minutes, an amphibious assault carrier, amphibious dock landing ship, and guided missile destroyer all passed through a narrow portion of the San Diego channel.
Given that Swiss cheese effect, I think the destroyer skipper did some quick thinking and chose not to back down the destroyer. He instead floored the gas pedal and got out of the way.
And to the particular retired Captain who was the pilot, his bottle of Jack Daniels is in the mail. That is my self-imposed penance for quick assumptions.
On older (steam powered) ships, twisting engines would take way too long to help very much here. With the presence of CRP Propellers on Gast Turbine ships, the potential beneficial effects could come quicker but I'd be surprised if twisting was used here.
I'm not an expert on US Navy bridge procedures. I do have lots of expertise on U.S. Merchant Marine ship bridge techniques etc. During a recent visit to USNA, I had a conversation with two British Naval officers (SWO types-not sure of Brittish title). It turns out that the British Navy uses STCW (international merchant shipping competency standards) for the British Navy AND the British Merchant Navy. These two experienced officers, felt the STCW and licensing standards provided a lot of value to the Queens' Navy. Seems to me that Big Navy should look at these STCW standards. Also, it's easy to incorrectly conclude the root cause(s) without having all the facts of each case and the seeing what is similar among the cases.
