Posted on Jun 18, 2018
One year after the Fitzgerald collision, the families of the fallen grieve and search for answers...
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She was not a “scapegoat” she failed to do her duty while on watch. That is what we count on people to do, their duty. She should have been tried and convicted on seven counts of negligent homicide. Yes I agree there were other factors and other watchstanders that should have stepped up but it is the OOD’s responsibility to follow the rules of the road (she failed) the CO’s night orders (she failed) and basic navigation/seamanship (all failed). She was dodging huge containerships in the middle of the night. LT Brad McInnis CDR Mike Kovack Maj Marty Hogan MCPO Roger Collins LTC Ivan Raiklin, Esq. PO1 William "Chip" Nagel SCPO Larry Knight Sr. SCPO David Lockwood PO1 John Y. CWO3 Dennis M. Capt Tom Brown CMDCM Gene Treants MCPO Roger Collins CPO (Join to see) CDR Mike Kovack CPT Jack Durish Col Jim Harmon PO2 Robert Aitchison SMSgt Minister Gerald A. "Doc" Thomas LT Axel Newe
One year after the Fitzgerald collision, the families of the fallen grieve and search for answers...
Posted from navytimes.comPosted in these groups: 
Surface Warfare Officer (SWO)
Surface Warfare Officer School (SWOS)
Officer of the Deck Underway (OOD U/W)
Surface Warfare Officer (SWO) Surface Warfare Officer School (SWOS) Officer of the Deck Underway (OOD U/W)
Posted >1 y ago
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I firmly believe that there are systemic problems in the Navy that contributed to these accidents. However, she is absolutely responsible. It was her job while OOD (in fact the sole responsibility and accountability) rests on her shoulders while on watch. To try and back out of that responsibility is sickening to me....
I only have my own experience to use as a guideline. I was never the best OOD, but I always took the job seriously. I knew at night there were 300+ sailors depending upon me to keep them safe. I once bailed out of a multi-national exercise at 0330, because none of the signals were making sense and 3 different ships were headed to our station... So, I used my "oh shit" bailout course, got outside of the formation in clear waters, and called the CO. He was fine with it...
My point is that there is only one rule that needs to be paid attention to while steaming around other ships, and it it Constant Bearing Decreasing Range. You don't need a team, you don't need fancy radars. If you are in CBDR, either change course or speed to fix the situation. You don't need anything fancy, just something to get you out of trouble.
My rant is probably not over.... but I can guarantee you that someone trying to shirk their duty abhors me!
I only have my own experience to use as a guideline. I was never the best OOD, but I always took the job seriously. I knew at night there were 300+ sailors depending upon me to keep them safe. I once bailed out of a multi-national exercise at 0330, because none of the signals were making sense and 3 different ships were headed to our station... So, I used my "oh shit" bailout course, got outside of the formation in clear waters, and called the CO. He was fine with it...
My point is that there is only one rule that needs to be paid attention to while steaming around other ships, and it it Constant Bearing Decreasing Range. You don't need a team, you don't need fancy radars. If you are in CBDR, either change course or speed to fix the situation. You don't need anything fancy, just something to get you out of trouble.
My rant is probably not over.... but I can guarantee you that someone trying to shirk their duty abhors me!
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LCDR (Join to see)
Brad, not sure if you read a lot of the details but she never had a chance to see CBDR, she was almost constantly maneuvering as she crossed the traffic separation scheme. Prior to the issue with ACX she had maneuvered to CPA a ship at less than 600 yds. That left her in extremes with the ACX to which she had ordered a maneuver that would have avoided the collision. The JOOD (Conning Officer who had the Conn) was arguing with her at the time and the helmsman choose not to follow the order because it did not come from the "Conn" and the OOD failed to take the Conn. At the last minute for whatever reason he decide to turn but obviously it was too late. Who know where the next ship in line would be the watch was not working as a team. One question I have, and not seen addressed, is why the Ship's Navigator would have planned a track across a busy traffic separation scheme in the middle of the night. As a Navigator I would at least come out on watch in such a situation.
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LT Brad McInnis
LCDR (Join to see) - I was taught by a very fine Nav about bearing drift. In cases like she was in (which was a fault of the NAV, CO and XO for approving the track), all you need is bearing drift. If the ship is on your STDB side and has right bearing drift, then you are okay, same on PORT. Her failure was not recognizing the issue until it was too late. I guess I get as pissed as you... I sucked at bridge watch, so I studied and learned to get better. I just don't see any of the responsibility anymore....
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LCDR (Join to see) LT Brad McInnis I think each of us having attained our SWO Pins and having stood countless hours on watch as OOD U/W. Having the responsibility for Hundreds of souls that we call shipmates and getting them back home safley with their families is not a task that anyone should ever take lightly! That is what is so hard for me to understand how and why did the OOD take those responsibilities so lightly?
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