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Submarine/Cruiser collision
- Thread starter Aquonox
- Start date
Would "Right full rudder" have helped? Out of my swim lane, I know, but an aviator's natural "last ditch" inclination is to "pull hard" in some direction to avoid a collision. Sometimes it works...sometimes it doesn't...
Possibly, but it's hard to tell without being there and being an actual ship driver myself. If the sub was that close, it depends on the rate of closure, how quickly they spotted it and were able to react, etc. In the end, that's a lot of tonnage with a lot of energy to move around like that. They may have done a full rudder, but the ship is still going to move forward for a bit.
Isn't periscope depth some where between 50 and 60 feet?
What does that mean ??? How is the hull type significant? I remember when the Victor I surfaced under the Kitty Hawk in 1984. Sometimes, subs come to PD/surface in the wrong place at the wrong time and there is nothing the surface unit can do about it. But, knowing the SWO community, they'll find someone to blame on San Jac as quickly as possible.
I don't know.
I never handled a CG, but it would heavily depend on the amount of wash over the rudder at the time. It seems like if they still hit it at all engines back, a hard right rudder would have never cleared the contact abaft the beam in time.
A starboard engine back full, port engine forward may have worked. The only reason I know that is because my old XO used it to save my dumb ass once
FWIW, cruisers (and the other gas turbine ships with LM2500 family engines) are capable of "impressive" stopping distances, something I remember my SWO friends telling me. The machinery works pretty much like beta thrust in terms of execution and effectiveness (props quickly reverse pitch without having to stop the shafts and/or change gears, engines spool up quickly, big floating gray thing decelerates hard enough that the crew needs to mind their footing). From what I remember though, ~200yds seems a little tight...
Out of my swim lane on this one too- and deferring to our own, more knowledgeable forum members from here.
Out of my swim lane on this one too- and deferring to our own, more knowledgeable forum members from here.
It depends on the keel depth of the class.
Actually, the SWO community is pretty fair about assigning blame. I've never heard of anybody getting fired unfairly, if anything we've got the opposite problem. And even in my brief career I've heard enough stories of subs popping up where they shouldn't to know this isn't an isolated occurrence.
I've also had my ass in two mishaps, was absolutely positive I was going to get fired each time (hey that's what SWO's do right?), and was cleared both times.
I was responding to Schnugg's hypothetical of the CG possibly being somewhere they shouldn't. I thought he was implying the CG was off playing cat and mouse with the sub and went out of the "exercise authorized area". For various reasons, I find that highly unlikely. And those reasons are linked to what the platform's usual role is.
Okay...thanks. Nothing like personal experience...I don't know.
I never handled a CG, but it would heavily depend on the amount of wash over the rudder at the time. It seems like if they still hit it at all engines back, a hard right rudder would have never cleared the contact abaft the beam in time.
A starboard engine back full, port engine forward may have worked. The only reason I know that is because my old XO used it to save my dumb ass once
Too many variables. For DDG's you got significantly less advance from a turn than you did trying to go all back full. That said, the charts I looked at were all drawn up for 10kts or more. Also account for a different reaction time than what you're used to...at least a few seconds for the info to make it's way to the right person's brain.
Give it about a month and the report will be out. The report on PORTER was out a few weeks ago. Amazingly, no new lessons were learned.
