CHAPTER 10

PLOTTING

LEARNING OBJECTIVES

After you finish this chapter , you should be able to do the following:

1. Discuss basic plotting definitions and plotting terminology.

2. Discuss the various types of surface plots and the associated reports sent to the bridge.
3. Discuss the various types of air plots.
4. Discuss the procedures for ASW plotting and how to use the Halifax plot under
emergency conditions.
5. Discuss the contact information reports sent to the bridge.

INTRODUCTION as the evaluator/TAO, CIC officer, and CIC watch

officer and air controllers and command personnel
One of the most important functions of CIC is to depend on Operations Specialists to keep the
display information. To perform this function, CIC
information accurate, up-to-date, and in an
receives and processes raw information into useable
forms. Figure 10-1 shows an example of how easy-to-read form. This means that to perform your job
information flows to, from, and within a typical CIC. properly, you must learn the techniques, symbols and
To perform their duties effectively, key personnel such abbreviations, equipment, and types of displays used
in CIC well enough to produce the desired display
BRIDGE accuracy for every situation.
OFFICER OF
THE DECK
In chapter 2, we discussed the various plots and
LOOKOUTS
SURFACE STATUS
status boards used to display both tactical and strategic
PORT STBD
information. Recall that plots provide a visual
R/T
NET
reference of the positions of friendly and enemy units
SURFACE STATUS and forces. Some plots are static in nature; others show
SURFACE SUMMARY

21JS movement. Some plots cover large areas and show both
RADAR friendly and enemy forces; others depict only own
units within a small area. Many of the displays used in
JA CIC today are automated or are maintained and
SURFACE
DRT PLOT/
FORMATION displayed in some type of electronic format. Still, basic
DIAGRAM
plot characteristics, plotting procedures, and plotting
R/T
TALKER abbreviations and symbols remain the same.
We discussed geographic (DRT/DDRT) plots in
CIC
JL WATCH
TALKER OFFICER OR chapter 9. In this chapter, we will deal primarily with
TAO
the surface and air summary plots (and related status
CIC
boards) and the procedures for ASW (anti-submarine
OS311001
warfare) and TMA (target motion analysis) that
Figure 10-1.—Example of the flow of information present a relative picture of the surface and air situation
within CIC. around own ship.

10-1
 BASIC PLOTTING DEFINITIONS AND
Line of bearing
TERMINOLOGY

To develop and maintain plots properly,

Operations Specialists must be thoroughly familiar A. Line of bearing.
with basic bearing terminology. Suppose CIC receives
Ship's head.
the following request from the captain: “What course N True North
will take me to a position 2,000 yards west of the
contact, and how long will it take to get there at a speed
of 30 knots?” The surface plotter must solve this
problem and give the captain the correct answers,
quickly and accurately. There is no excuse for an B. True bearing. C. Relative bearing.
incorrect solution. When the captain requests a course
to a certain position, he must have the information in a True bearing of B
from your ship
matter of seconds—not minutes. You may use various 130o
methods to solve such a problem (the DRT/DDRT, the
surface plot, or the face of the scope), but you will
normally use the surface plot or a separate _
B
maneuvering board. 310o
Your ship
In the example above, the captain might have True bearing of your
ship from B
requested the information in the following manner: “I D. Reciprocal bearing.
want a course to take our ship to a position 2,000 yards
from the target at a target angle of 300°. We will use a True bearing
to target Target
speed of 30 knots to make the maneuver.” course
340o
Or he might have said: “I want a course to take our
ship to a position 2,000 yards bearing 270° true from 100o
the contact.”
The three bearings the captain requested were true Own o
ship Target 300
bearings. But he could just as easily have asked for angle Target
relative bearings. Therefore, you must know the exact E. Target angle. ship
meaning of both true and relative bearings and must OS311002
also have a thorough understanding of how to convert
true bearings to relative bearings, and vice versa. In Figure 10-2.—Types of bearings.
this section, we will discuss both types of bearings and
how to determine them. Relative bearing: The angular measurement
between own ship’s head (own course) and the line of
BEARINGS bearing to the object.
Reciprocal bearing: A bearing that is 180°, plus
A bearing is simply a direction to a target (or
or minus, from any given bearing. Look at view D of
object). The principal bearings used in CIC are true
and relative. Each type serves a useful purpose at one figure10-2. Ship B bears 130° true from own ship. The
time or another. Other types of bearings are reciprocal reciprocal of 130° is 310°. Therefore, own ship bears
and target angle. Figure 10-2 illustrates all of these 310° from ship B.
types of bearings. All bearings are measured clockwise Target angle: The relative bearing of own ship
from their reference point. from a target ship. It is the angular measurement from
Line of bearing: The line connecting the positions the target’s head clockwise to the relative bearing of
of two objects. own ship.
True bearing: The angular measurement between By using the following formulas, you can
true north and the line of bearing to the object. Unless determine a true or relative bearing arithmetically by
stated otherwise, all bearings used in CIC are true. using a given bearing and own ship’s head.

10-2
 1. The true bearing of an object equals the object’s In the next few sections, we will discuss some of
relative bearing plus ship’s head (TB = RB + the plots and status boards of primary importance to
SH). When the answer exceeds 360°, subtract the surface picture, and the information found on them.
We will not attempt to prescribe physical requirements
360°.
for the format of the plots and status boards, since their
2. The relative bearing of an object equals the layout, size, and location are greatly influenced by the
object’s true bearing minus ship’s head (RB = mission of the ship, available space, CIC doctrine, and
TB - SH). When SH exceeds TB, add 360°to TB the arrangement of equipment in CICs.
before you subtract SH. We introduced the primary surface plots and status
boards in earlier chapters. In this chapter, we will
To determine the target angle, use the following
discuss their functions in connection with plotting and
formula:
will point out how each status board works in
Target angle equals the true bearing of the target conjunction with a plot to develop a complete picture.
from own ship, plus or minus 180°, minus the The following plots pertain to the surface picture:
course of the target (TA = TB ± 180° -TCO). For
example, assume that the true bearing of a target on 1. Geographic plot
a course of 340° is 100°. Add this bearing to 180°. 2. Surface plot
Now subtract the target’s course (340°). Because
3. Formation diagram
you cannot subtract 340° from 280°, add 360° to the
target’s true bearing before you subtract the target’s 4. Surface status board
course. The target angle is 300°.
5. Strategic plot
RELATIVE PLOT 6. Nuclear detonation

Relative movement is the movement of one object GEOGRAPHIC PLOT

in relation to another—the movement that takes place
between two objects when one or both are moving The geographic plot (also called the navigation
independently. Likewise, the distance moved and the plot) shows the true movement of surface, subsurface,
speed of the movement are relative values. and certain air contacts. The geographic plot is
maintained on the dead-reckoning tracer (DRT) (refer
A relative plot is a drawing to scale showing the
to chapter 9).
position of one moving object relative to other objects.
Special plotting sheets, called maneuvering boards, The geographic plot consists of a piece of tracing
are printed with polar coordinates for plotting paper over the DRT. When the ship is engaged in shore
bearings, and with concentric circles for plotting bombardment or radar piloting in restricted waters, a
distances. chart of the area is put on the DRT in place of the
tracing paper. A neat and complete track of all contacts
In CIC, relative plots are maintained on
should be kept on the geographic plot. The plot can
maneuvering boards and on vertical plotting boards
serve as a vital log and should be treated as such for all
called summary plots. (Maneuvering board plotting is
events requiring a navigational track.
discussed in chapter 11.)
Q1. What is a reciprocal bearing? SURFACE PLOT
Q2. What is a target angle? The surface plot is one of the most important plots
maintained in CIC. When properly kept, the surface
SURFACE PLOTTING
plot eliminates confusion by providing continuous
During the course of a watch, an Operations identification of other vessels.
Specialist may be rotated at 30- to 60-minute intervals The surface plot is a comprehensive, relative
between such positions as surface search radar display of the positions and tracks of friendly, enemy,
operator, DRT plotter, surface plotter, S/P telephone and unidentified surface and subsurface targets, of
and radiotelephone operator, surface summary plotter, geographical points, and of other data required for an
tote board keeper, and surface status board keeper. understanding of the complete surface picture.

10-3
 The surface plot is kept in polar coordinates (true
ranges and bearings), usually on a maneuvering board. Own ship (DRT plotting)
If space permits, a 36-inch edge-lighted vertical
plotting board scribed in the same manner as a Unidentified surface contact,
maneuvering board also is used. The latter is called the Designation NTDS environment,
surface summary plot. Both plots show essentially the track number, non-NTDS, letter
same information, with the summary plot being visible (A, B, C, etc.)
to more people. Also, because of its size, the summary
plot is less cluttered, making situations easier to Hostile surface contact, desig-
evaluate. In our discussion the term surface plot nation same as unidentified.
applies to both plots, with differences noted as
necessary.
When a surface summary plot is kept, the Friendly surface ship
maneuvering board is used mainly for determining a
contact’s course, speed, and closest point of approach
(CPA).
Enemy contact that is engaged
Plotting Symbols and Abbreviations with missiles or guns.

All surface and air plots use standard symbols and

abbreviations to provide the most information without
Radar fix (DRT)
unduly cluttering the plot. Although most information
comes from radars, there are other sources that must be C Cloud or rain squall
identified. For example, “LO” alongside a plot
indicates a lookout report; “COM” means a radio
report. 500 yard circle around plot of
ship dead in the water (DIW)
Formation symbols are shown in figure 10-3. They (DRT).
are used on all plots to indicate at a glance the positions
of various types of units.
Fade plot, off scope
Plotting symbols are shown in figure 10-4. Table
10-1 lists plotting abbreviations. Some of the symbols
and abbreviations are used only on the geographic plot, Jamming. Placed along own track
J at point jammed-arrow shows
some only on the surface plot, and some on the air plot,
while some are used on all plots. Whatever your direction of source.
plotting assignment, you must know all the symbols
and abbreviations and when and where to use them.
Emergency IFF, geographic position

THE GUIDE N Challenged. No IFF reply

UNIT GUIDE
RACKET
1 EW passive DF
DD/DDG/FF/FFG

TRANSPORT/LOGISTIC
Man Overboard (DRT) Time,
BB/CG/CGN Longitude & Latitude, and Sea
CV State
AEW OS311004

CAP OS311003 Figure 10-4.—Example of surface plotting symbols.

Figure 10-3.—Example of formation symbols.

10-4
 Table 10-1.—Surface Plotting Abbreviations which we will discuss later.) All formation units, their
stations, and their call signs are listed on a status board
L Large Ship (prefaced by number) located in CIC. Be sure to show and label the AW axis
AEW Airborne Early Warning and sectors. Also show reference points and significant
points of land should, along with the scale of the plot.
S Small Ship (prefaced by number)
In figure 10-5, the tactical arrangement is a circular
LAT Latitude formation (the small circle labeled “AW”) with the
“Guide” being a cruiser in station 0 (the center of the
LONG Longitude
f o r m a t i o n ) . T h e f o r m a t i o n ’s c e n t e r b e a r s
C Course approximately 135° and 6,000 yards from the center of
Speed the plot. The formation is moving at a speed of 15 knots
S
on an axis and course 000°. The wind is from 350°at 15
C/C Changed Course knots. The AW sectors originate at the center of the
Changed Speed formation, relative to the AW axis (in this case true
C/S
north) and are described as follows:
DK Radar Decoy
Sector Delta 000-120
OF Opened Fire
Sector Echo 120-240
CF Ceased or Checked Fire (add letter to
indicate target) Sector Foxtrot 240-000
LO Lookout Report
The general procedure for plotting a surface
COM Radio Report contact (Skunk B in figure 10-5) is as follows:
SON Sonar Report 1. At 1803, the surface search radar operator
detects a contact and reports it over the 21JS S/P
PIN Assumed Friendly Emission ci rcu i t : “S u rface co n t a c t (or
VOL Enemy Guided Missile Signal Skunk)—025—24,000—one small.”
.2.The plotter immediately notes the time, marks a
RAK Intercepted Electronic Transmission
small “x” at the reported bearing and range, and
MOB Man Overboard records the time in four digits. (Subsequent plots
use only two digits for minutes. Four digits are
MS Make Smoke used again on the even hour.)
3. The plotter draws the symbol for an unknown
surface contact (a square) near the plot and
Plotting Procedures places the raid designation (B) near the symbol.
This designation is retained for internal usage.
We will now discuss how to develop a surface plot.
After the contact is reported to the OTC, it will
Our discussion assumes that own ship is part of an AW normally be assigned a four-digit track number.
formation. Figure 10-5 illustrates how the surface
summary plot is kept. 4. The plotter then places the estimated size of the
contact in a box near its designation (in this case,
On a surface plot, your ship is always in the center. “1S”).
When setting up the plot, always indicate formation
5. The plotter will usually maintain the track at
type, center, guide, axis, course, and speed. Show the 1-minute intervals until the contact fades (in this
wind force and direction at the outer edge of the plot. case, time = 1812) or until he receives an order
Plot the major units of the formation in relation to to cease tracking.
own ship, together with their identities, such as station 6. A minimum of three plots (2 minutes) is
designations or call signs. (You can get bearings and necessary to obtain an initial course and speed.
ranges of other ships from the formation diagram, A 3-minute plot is better because it gives a better

10-5
 350 0 10
340 170
180 190 20
160
30
200
3 30
0
1800

15
15 21
0
0 40
32 40 22
1 0
1S

0
C-082

50 30
31
B
S-30

0
13

2
0
1803 C-071
30

60
04
0

S-30
12

24
05 06
1S

0
A 07 08
09 10
290

1800 11

70
110

1812

250
03
C-031 06
S-24
280

SECTOR SECTOR
100

07

80
260
08
FOXTROT DELTA
09
"F" "D"
270
90

90
270
C-155 10
S-24 11
12
"AW"
260
80

100
280
70
250

0
29

110
C
"E"
SECTOR
60
24

0
30

0
ECHO
0

12
50

0
31
23

0
13
0

40
0
22 32
0 0
30
33
0 14
21
0 20 0
200 10 360
340 15 COURSE: 000 (T)
160
0
SPEED: 15 KTS
190 170 FORMATION: CIRCULAR
SCALE: 1 DIV. = 2000 YDS. 180
FORMATION AXIS: 000 (T)
OS311005
Figure 10-5.—Example of a surface summary plot.

picture of contact movement and enables use of intercept or avoid a contact, the course to new station,
the 3-minute rule for finding speed. the direction and force of the true wind, and the course
7. Course and speed are usually determined by the and speed to obtain the desired wind. We will discuss
geographic plotter, who reports the information these and related subjects in chapter 11.
to the summary plotter, who then displays it in a
FORMATION DIAGRAM
box along the track at the appropriate time.
When the plotter receives a corrected course and A formation diagram shows the station of every
speed, he enters the new information in a box ship in the formation. It is kept in polar coordinates
and crosses out the old.
relative to the formation’s axis and center, with
8. The surface plotter (on a maneuvering board) formation’s center located at the center of the plot. As
also determines course and speed, and the with the surface plot, it is desirable to keep the
contact’s bearing, range, and time of its CPA to formation diagram on a vertical, edge-lighted board,
own ship. but space and personnel limitations often require the
The surface plotter also determines, when use of a maneuvering board instead. Figure 10-6
directed, the course and speed for own ship in order to illustrates a formation diagram.

10-6
 350 0 10
20
340

10K-KTS
190

0600
0 160 200
30
33 0 21
15 0
0 40
32 0 22
14 0

50
31 C1C
0
13

23
0
0
30

60
0
12

24
0
B7S
290

70
110

250
280
100

80
A1 A

260
A2 02P
Y7D T4F
D1D
B1 B3
270

2 MSF L1S
B4 B
90

90
270
E 6 S C5
A2K C 1 C3
C 4 C 2
S8D
Q 2 U W2J E6P
260

X6 J
80

280

100
G1H
70
250

0
29

110
60
24

0
30

0
12
0

G7F
50

0
23

31

0
0

13
40
22 32
0
0 0
30
33
0 14
21
0 20 0
200 10 360
340
15
160
0
190 SCALE = 2000 YDS
OS311006 180 170 PER CIRCLE

Figure 10-6.—Example of a formation diagram.

The main body is shown, with each station number outer limit (15,000 yards) of the sector from the
and the call sign of the ship occupying that station. formation or screen center.
Screen sectors are also shown with the call signs of Whenever a change in the formation occurs, a new
assigned screen units. Sector boundaries are drawn diagram must be plotted and the surface plot corrected
from two groups of four numerals each, specified in a accordingly. Any change that affects the relation
tactical message. Look at the sector in figure 10-6 between own ship and the guide (e.g., a change in own
occupied by unit “O2P”. In the assigning message, this station assignment) must be plotted immediately and
sector was specified as “0510-0815 DESIG O2P”. The the new bearing and range to the guide determined. The
first two numerals of the first group indicate the true surface plotter determines the course to the new
bearing in tens of degrees of the left boundary (050°); station.
the second two numerals indicate the right boundary Sometimes it is necessary to combine the surface
(100°). The second group indicates sector depth. The plot and the formation diagram. In this event, two
first two numerals indicate the inner limit (8,000 different scales and plotting colors are used. Red is
yards), while the second two numerals indicate the normally used for the surface plot; black for the

10-7
formation diagram. The two scales MUST be procedures for designating raids, making raid
displayed prominently. estimates, and plotting altitudes, fades, and splits.

SURFACE STATUS BOARD AIR SUMMARY PLOT

Surface status boards contain the following data Air plotting is done on the air summary plot,
for surface plotters and other CIC personnel: cruising sometimes called the vertical plot or just the air plot.
formation; formation axis, course, and speed; position The air summary plot is a vertical, edge-lighted,
and intended movement (PIM); and own ship bearing 60-inch transparent plastic board scribed in the same
and range of the guide. The sector assignments of other manner as the surface summary plot. Depending on the
ships in the formation may also be included. amount of coverage desired, each circle might equal 1,
5, 10, 20, or 50 nautical miles. Normally, the
The exact form of the surface status board varies
20-miles-per-circle scale is used so that coverage is out
from ship to ship. Figure 2-5, chapter 2, shows an
to 200 miles.
example of a typical surface status board.
Air plotters man the 22JS sound-powered
STRATEGIC PLOT telephone circuit connected to the radar operators.
Radar operators read the range and bearing of contacts
The strategic plot is a large-area true display from the scope and provide information on the
showing the position, movement, and strength of own contact’s altitude, size, IFF code, splits, jamming, and
and enemy sea, land, and air forces within a prescribed any other data available. If the radar operator does not
area of operations. This display is maintained on provide this information, the air plotter must request it,
hydrographic charts of suitable scale. Its information is in order to figure the course and speed of contacts.
taken from the operation plans and orders, intelligence
Air plotters normally work from the back of the
data, and reports of reconnaissance missions. The
board. Hence, you must learn to write and plot
strategic plot is used in planning present and future
backwards so the information you plot can be read and
operations and in making decisions. It should contain
understood easily from the front of the board.
the location of own and enemy submarines, own
submarine restricted areas, enemy missile-launching You will use different colored grease pencils in
sites (including all data on type and numbers), and writing on the summary plot’s plastic surface. Most
other strategic data that may affect the tactical ships adopt a color scheme such as:
situation.
• Red or orange for hostiles or unknowns;
Q3. What surface plot displays a true picture of
surface ship movement? • Yellow for friendlies; and
Q4. What information is contained on the formation • White for picket ships, patrol aircraft, and
diagram? other ships in the formation.

AIR PLOTTING The air summary plot is used as (1) a visual display
for easy evaluation, (2) an aid in controlling aircraft,
The objective of air plotting is to present a neat, (3) a tactical picture of the air situation, and (4) a
accurate, up-to-the-minute picture of the positions and source of information for weapons liaison personnel.
tracks of all aircraft in the area under surveillance.
The tracks of friendly combat air patrol, attack,
Displays and status boards are of primary search, observation, rescue, and other aircraft are
importance during air warfare operations. As for plotted to assist in the overall evaluation and action
surface displays, we make no attempt to prescribe their required. The display also assists in helping lost planes
exact format. Their size, location, and specific content get home and in establishing the position of a downed
are based on each ship’s mission, available space, and aircraft.
arrangement of equipment.
Although the air summary plot is basically a
In the following topics concerning air plotting, we picture of the air situation, it also shows surface forces
will discuss procedures for tracking air contacts; relating to the air picture. Reference points, dangers to
standard air plotting symbols and abbreviations; air navigation, wind direction and velocity, position of
methods for computing courses and speeds; and the sun, positions of outlying picket forces, and raid

10-8
designations are also presented on this board. Figure • One based on a circle to indicate a “friendly”
10-7 illustrates some of the information shown on an contact, and
air summary plot.
• One based on a diamond to indicate a “hostile”
Information displayed on the air summary plot contact
comes from several sources. The principal source is the
ship’s air search radar, augmented by the radar of other These symbols are divided by track types, with the
ships in the force, picket ships, and AEW aircraft. For upper half of the symbol indicating an air contact
all CICs to have the same information, data is (insert “unknown”, “friend”, and “hostile” air
exchanged over both voice radio and data links. symbols), the whole symbol indicating a surface
contact (insert “unknown”, “friend”, and “hostile”
Plotting Symbols and Abbreviations surface symbols); and the lower half of the symbol
indicating a subsurface contact (insert “unknown”,
The primary reason for using plots is to make “friend”, and “hostile” sub symbols). Thus, the
important tactical information available, at a glance, to symbols (insert “friend surface”, “hostile air”, and
personnel who need it. To ensure that such information “unknown sub” symbols) indicate a friendly surface
is presented in the same way every time, Operations contact, a hostile air contact, and an unknown
Specialists use a set of standard air plotting symbols subsurface or submarine contact. Figure 10-8 lists the
and abbreviations. The symbology, based on historical NTDS symbology most commonly used for manual air
use and the Naval Tactical Data System (NTDS), is plotting.
divided into three fundamental types:
All symbols written on plots must be large enough
• One based on a square to indicate an “unknown” to be seen easily by anyone standing 14 or 15 feet from
contact, the plot.
240 210 180 150 120 090 060 030 000 030 060 090 120 150
240 ENEMY AIR 240
COMPLEX 0 10 VAR. 2O E
350 SCALE 20MI/CIRC
340 170 190 20
210 0 160 200
30
210
33
0 21
15 0
RED 0 40 WHITE
180 32 0 22 180
14 0

1411 0609
0
31

50
222300
0

X 10
13

150 150
23

X 11
0

X 12 3020
0

X
60
30
0

24
12

120 120
0

1161
290
110

70
250

090 090
4610 10 T-0600
80
280

060 060
260

"H"
2132
"B"
270

030 030
90
90

270

"F"
000 000
260
80

DLRP
100
280

"M"

030 10 K 030
70

13 TS
250

12 X
110

0600
1301 X X
060 0611 060
60
24

0
30

1250
12

11 10 09
0

090 0608 090

50

0613
31
23

0
13
0

40
120 22 32
0 120
0 0
GREEN 30 14 BLUE
330
21 0
150 0 20
340
15 150
200 10

190
0 360
160
180 170
180
270 240 210 180 150 120 090 060 030 000 030 060 090 120 150

OS311007
Figure 10-7.—Example of an air summary plot.

10-9
 SYMBOL MEANING SYMBOL MEANING

FRIENDLY SURFACE OWN SHIP

FRIENDLY AIR FRIENDLY CARRIER

FRIENDLY SUBSURFACE CAP AIRCRAFT

UNKNOWN SURFACE ASW/PATROL AIRCRAFT

UNKNOWN AIR ASW HELICOPTER

UNKNOWN SUBSURFACE DOWNED PILOT

(FLASHING)
HOSTILE SURFACE
MAN OVERBOARD

GEOGRAPHIC POSITION OF
HOSTILE AIR EMERGENCY IFF

HOSTILE SUBSURFACE FORMATION CENTER

HOSTILE MISSILE MARSHAL POINT

FRIENDLY MISSILE REFERENCE POINT

HOSTILE SURFACE ASCM VITAL AREA (DIAMETER

LAUNCH POINT AS APPROPRIATE)

HOSTILE SUBMARINE ASCM POSITION AND INTENDED

LAUNCH POINT MOVEMENT (PIM)

2534 ORBITING FRIENDLY DATA LINK REFERENCE POINT

00

4234 ORBITING UNKNOWN CAP STATION

3452 ORBITING HOSTILE CORRIDOR

00

OS311 008a
Figure 10-8.—NTDS symbology for use in manual air plotting.

Until an air contact is identified, it is referred to by friendly aircraft intercept an enemy or unidentified
the term bogey and is assumed to be an enemy contact. raid and begin an air reconnaissance and/or battle.
It is indicated by the “unknown” air symbol and has its
position and direction of movement indicated by a Plotting Technique
series of “X”s. If the bogey is identified as friendly, its
“unknown” symbol will be changed to a “friendly” Because of the importance of tactical information,
symbol. If it is identified as hostile (positively a plotter cannot hesitate in plotting the proper symbol
identified enemy contact), its “unknown” symbol will at the correct range and bearing. Thus, to ensure rapid
be changed to a “hostile” symbol. All bogeys are and accurate plotting, you must be completely familiar
treated as hostile until they are identified. with the symbols and abbreviations used in air plotting.

If the radar operator needs to report a friendly and a Immediately upon receiving a contact report from
bogey at the same position, he will use the term merged the radar operator, you should do the following:
plot. The symbol for a merged plot is an arrow enclosed 1. Place your grease pencil at the correct range and
in a circle. Merged plots occur most frequently when bearing, then quickly plot an X for unknowns

10-10
 SYMBOL MEANING SYMBOL MEANING

E
ASSIGNED CAP AIRCRAFT ESM FIX

ENGAGED CAP AIRCRAFT ESM INTERCEPT

E (FREQ)
UNAVAILABLE CAP AIRCRAFT ESM INTERCEPT

3341
MISSILES ASSIGNED J JAMMING

3321
A
INTERCEPTOR ASSIGNED ACOUSTIC FIX

3342
G GUNS ASSIGNED NDC

3342 T
G GUNS ENGAGED TORPEDO NOISE

HOSTILE AIR RAID SIZE A ACOUSTIC INTERCEPT

UNKNOWN OR ONE

HOSTILE AIR RAID SIZE H/E HYDROPHONE EFFECT

FEW

HOSTILE AIR RAID SIZE

DATUM
MANY
HOSTILE AIR WITH VELOCITY
LEADER INDICATING NORTH- MAD CONTACT
EASTERLY MOVEMENT

HOSTILE AIR
ENGAGED BY GUNS M SONOBUOY MAYPOLE

HOSTILE AIR
ENGAGED BY MISSILES P SONOBUOY POINTER

FRIENDLY SURFACE
ENGAGED Y SONOBUOY YARDSTICK

HOSTILE SURFACE
ENGAGED DC SONOBUOY DICASS

HOSTILE SUBSURFACE
ENGAGED S T SONOBUOY SLOT

OS311008b
Figure 10-8.—NTDS Symbology for use in manual air plotting (Continued).

and hostiles; use a small dot connected by a line AW units are assigned station letter designators to
for friendlies. be used as AW unit call signs. Air raids are designated
alphanumerically by the unit making the detection,
2. Alongside the plotted position, record the time
using the unit’s station letter designator followed by
you received the report. Use a four-digit time
numerals commencing with figure 1, as D1, D2, and
(i.e. 0923) for the first mark and marks on the
the like. Bogeys detected by NTDS units will be
hour; use a two-digit time (to indicate minutes;
assigned track numbers. In addition, a designated
i.e. 24, 25, 26, etc.) for all other marks.
NTDS unit will assign track numbers to all
3. Place the proper symbol at the head of the track alphanumerically designated bogeys, and from then
to indicate contact’s identity. on, the bogey will be referred to by track number.
4. Connect successive plotted positions with a line The code words bogey, hostile, or friendly,
between the Xs that mark the succeeding followed by the alphanumeric designation or track
positions. number, will be used to report the raid.

10-11
 SYMBOL MEANING SYMBOL MEANING

TORPEDO RUN OUT W WATER SLUG

TORPEDO NO RUN OUT F FLARE

WATER ENTRY POINT D DECOY

K KNUCKLE S SMOKE

S SMOKE

SYMBOL MEANING

X X X HOSTILE POSITION

X X X UNKNOWN POSITION

FRIENDLY POSITION

Z HOSTILE MISSILE POSITION

02 04
X WAVE LINE INDICATES POSITION OF FADE
X OWN SHIP
DOTTED LINES INDICATE ESTIMATED POSITION

OS311008c

Figure 10-8.—NTDS Symbology for use in manual air plotting (Continued).

To keep a neat plot, you may wish to use a plastic some instances, you may need to plot an estimated
template, especially for drawing raid designation position (EP) for the bogey.
symbols. To obtain a neat symbol, merely place the
template against the plotting board and mark through Splits
the proper hole with a grease pencil.
If a raid splits, the separate parts of the raid are
Fades assigned separate designations by the unit that reports
the split. The part of the raid that most nearly maintains
Sometimes a bogey you are tracking will disappear course and speed retains the previously assigned
from radar. When this happens, you should plot a radar designation. The other part (or parts) is assigned the
fade. The aim of fade plotting is to present all possible next consecutive alphanumeric designation of that
positions at which the bogey might reappear. Because unit. Those reported by TDS units are given track
we are interested chiefly in the bogey’s advance toward numbers.
the formation, you should draw the fade plot with this
objective in mind. Plotting Friendlies

To plot a radar fade, draw a wavy line about 1-inch When a contact is picked up by the radar operator,
long, just beyond the bogey’s last plotted position, it is designated “unknown.” When the contact shows
perpendicular to the direction of the track. When the proper IFF, it is re-designated “friendly” and the
bogey reappears, place a similar wavy line on the track friendly symbol is placed at the head of the track. This
side of the plot where the bogey reappears. Then join contact is then listed in the appropriate area of the tote
the two plots by a solid line in the usual manner. In board, such as “CAP” or “strike”.

10-12
 When a ship is assigned a combat air patrol (CAP) TO GET BOGEY COURSE

to control, plotters must ensure that information 1. LAY PENCIL ALONG

BOGEY TRACK
concerning the CAP is kept up to date. Information
2. MOVE PENCIL TO
displayed on the plot enables the evaluator to provide CENTER 000
the anti-air warfare commander and friendly units 3. READ COURSE AS
DIRECTION OF PENCIL
information required to coordinate defensive weapons. 270 090

TO GET BOGEY SPEED

Computing Course and Speed
1. FIND STRAIGHT - LINE 180
RUN OF BOGEY FOR
1, 2, 3 OR 6 MINUTES
Whenever you plot a contact, obtain and plot its

10
2. COUNT MILES RUN
course and speed after the first 3 minutes of track and

11
checked them frequently thereafter to ensure that you

12
NUMBER MILES IN 1 MIN X 60 - KTS

13
2 MIN X 30 - KTS
note any significant changes. Use a minimum of four 3 MIN X 20 - KTS
6 MIN X 10 - KTS
plots (3 minutes of track) for the initial solution of
course and speed. If the contact is beyond a range of 20 0S311009

miles, use a minimum of three plots (2 minutes of Figure 10-9.—Air contact course and speed.
track) to ascertain a change in course and speed. If the
contact is within a range of 20 miles, you may use two force had to be expanded to allow defensive forces
plots (1 minute of track). more time to respond to threats. Today’s
high-performance aircraft make it necessary to greatly
Course is the mean line between a number of plots extend the surveillance area. In a high activity
and normally is computed to even tens of degrees.
situation, many more contacts than in the past may
Figure 10-9 illustrates how to find course and speed.
have to be plotted on the air summary plot. If all
Compute speed as soon and as accurately as possible.
necessary information about every contact (speed,
Depending upon the contact’s range, you can obtain its
speed from 1 minute of plot, but of course, this method altitude, composition, etc.) were put on the air
is not as accurate as a speed determined over longer summary plot, the display would be so cluttered that it
periods. The longer the track, the more accurate your would be of no practical use to the evaluator or to
speed estimate. The most satisfactory compromise is anyone else.
to determine the distance (in miles) the contact covers The solution to this problem is to place part of the
in 3 minutes of track and then to multiply that distance information on another plot called a tote board. The
by 20. (In 3 minutes, the contact will travel 1/20 the
tote board (figure 10-10) contains all of the amplifying
th

distance it will travel in 1 hour.)

information on every air contact plotted on the air
TOTE BOARD summary plot and is maintained by one to four persons,
depending on the type of ship and the situation. The
As the performance characteristics of aircraft tote board contains three sections—bogey, CAP, and
increased over the years, the surveillance area around a other friendlies.

WEAPONS ASSIGNED
BOGEY TN CSE SPD ALT COMP TIME REMARKS
CAP BIRD GUN

CAP OTHER FRIENDLIES

CALL TN ANG STATE STATION TIME TN/CALL REMARKS

OS311010

Figure 10-10.—Example of a tote board.

10-13
 Ideally, the tote board is located next to the air from own radars or from the CAP. If it comes
summary plot. The two boards together form the from the CAP, the plotters will receive the data
complete air summary display. The main plotter is from the air controller via the RCO.)
located behind the board and plots all of the amplifying
5. Record any information relayed to them by the
data on own ship’s radar contacts. He or she usually
figures the course and speed of each contact by R/T net plotter, the link 14 plotter, and the air
measuring the distance and direction traveled in a controller.
certain period of time on the air summary board, and
receives composition and altitude information on CONVERSION PLOTTING
sound-powered phones from the radar operator. The
Various methods of making position reports are in
main plotter receives other amplifying information
use today in anti-air warfare operations. Some of these
from the RCO or the air controller.
methods are (1) latitude and longitude; (2) grid
One or two plotters, located in front of the board, systems; and (3) bearing and distance from own ship,
plot amplifying data on air contacts as it is received another designated ship, or from a specified point. You
from other ships on R/T nets. On ships that have a may have to use any of these three basic methods to
limited number of personnel, the R/T plotter-talkers report positions. You may also have to convert
who are plotting on the front of the air summary plot information in one system to equivalent information in
may also have to maintain the tote board. If sufficient another system. For example, you may have to
personnel are available, a second plotter can be placed translate raid positions received in the task group’s
behind the board to plot data on friendly aircraft. The coordinate system to polar coordinates for weapons
main plotter can concentrate on only bogey data. target designation. The OTC will normally specify the
most suitable reporting method in each situation.
Since the tote board illustrated in figure 10-10 is an
example, it can easily be modified to include more Even when you don’t have to convert information
friendly information as required. The upper section of from one system to another, you may have to convert
the tote board pertains to bogeys and includes information within the same system. For example, you
alphanumeric designation, track number, course, may have to convert range and bearing information of
speed, altitude, composition, time, and weapons own ship’s radar to range and bearing information for
assigned. The remainder of the board is devoted to another ship in the task group. The simplest and
friendly air contacts, such as CAP and strike aircraft. quickest way to do this is the parallelogram method.
Contained in this section is information on the CAP, for Figure 10-11 shows the parallelogram method.
example, the call sign, track number, assigned altitude, Suppose point A represents own ship and point B
state (fuel and weapons on board), station (a number, represents the flagship, bearing 070-30 miles. Own
code word, or bearing and range), and time. For other ship picks up and plots bogey X, bearing 010-50. Your
friendly aircraft, the call sign or track number and task is to report the bearing and range of the bogey
mission (under “Remarks”) are all that is necessary. from the flagship, B. To solve the problem quickly,
place a pencil on the imaginary line that connects B and
The tote board plotters must actually work on two
X. Note the distance from B to X. Now move the pencil
separate boards—the tote board and the summary plot. parallel to line BX until it lies over point A. Note the
In performing their duties, they must do the following: point (C) that is located the same distance from point A
1. Watch the summary plot and list new bogeys on that point X is located from point B. Read the range and
the tote board under the “Bogey” section. bearing of point C from point A. By the rules of a
parallelogram, this is also the range and bearing of
2. Use their grease pencils to measure the distance
point X from point B. In this problem, bogey X bears
the raid traveled in a certain time by contacts on
333° at a range of 43 miles from the flagship B.
the summary plot, compute speed, and
determine course. You can also use the parallelogram method to
convert a contact position you receive from another
3. Receive bogey composition from the radar
ship to own ship reference. Suppose the flagship, B,
operator and record it under the “Bogey”
gave you the range and bearing of bogey X from B.
section.
How do you determine the range and bearing of X from
4. Record altitude of the raid. (Depending on own ship? First, plot (or use your pencil to determine)
circumstances, this height figure may come point C from point A using the same range and bearing

10-14
 350 0 10
20
340
30
330
0 40
32

50
0
31
X

60
300 C

70
290

80
280

B
270

90
A
260

100
250

110
240

120
23

0
13
0

22 0
0 14
210
150SCALE: 1 CIRCLE = 10 MILES
200 160
190 180 170 OS311011

Figure 10-11.—Example of a conversion plot.

information supplied by the flagship. Now move a line significance at the time it is obtained, but when the
equal in length to line AC parallel to AC until the TAO/evaluator later looks over the entire operation, all
“point A” end of the line coincides with point B. Mark of the important details come together as one
the “point B” end of the line at the new location. This significant whole. For this reason, the plotters should
point is the location of bogey X. Finally, determine the be highly experienced. Usually, there are two
range and bearing of X from own ship, A. plotters—No. 1 and No. 2. The No. 1 (or south) plotter
Q5. What scale is normally used to set up an air records own ship’s contact and, hence, must wear the
summary plot? 61JS phones. The No. 2 (or north) plotter plots the
assisting ship and the assisting ship’s contact. He or
Q6. What information is plotted on a tote board? she, therefore, must wear the 21JS phones over one ear
and, at the same time, listen to the TG REPT net
ASW PLOTTING
speaker for the assisting ship’s contact reports.
Two of the key figures in maintaining the display of
DRT PLOTTING PROCEDURES
the ASW tactical situation are the DRT plotters. The
DRT plot is the heart of ASW operations in CIC. It
The importance of the DRT in successful ASW
displays much more than the location of the submarine
operations warrants a close look at the procedures and
and the surface ships; it also records other vital
symbols used in ASW plotting.
information, such as hydrophone effects, weapons
launched, and depth indications. The importance of Own Ship—Own ship’s track is plotted using a
having a permanent and easy-to-read record of this circle with a cross inside. By using this symbol to mark
information is that the information often has little the periodic position of the DRT bug and connecting

10-15
the plots, the plotter can determine the ship’s EMERGENCY PLOTTING
approximate course between the several positions.
Own ship’s track should be plotted in black, with During ASW operations on most ships, if a
succeeding positions recorded on the plot at intervals casualty occurs on the DRT, the plotters should use the
of 1 to 5 minutes, based on the range of the ASW action Halifax plot described in chapter 9 (see figure 9-8).
(long-range or close-in). Occasionally, arrows should Before the Halifax plot is used, the DRT paper should
be added to show the direction of the ship’s movement. first be lightly marked off with parallel north-south and
Marking arrows on the plot is particularly important east-west lines about 2 inches apart.
when the ship is working over a contact in a limited Emergency plotting procedures call for more
area. Because plots often crisscross, the arrows enable plotters. An own ship’s plotter, using the plotting scale,
personnel reviewing the plot later to gain a more the ship’s tactical data (templates, if possible), and
comprehensive picture of the ship’s actual maneuvers. information supplied by the ship’s information talker,
Submarine—A submarine’s track is plotted using maintains a plot of own ship’s position. The plotter
the appropriate submarine symbol. On every report keeps the plotting scale properly oriented underneath
the DRT paper, with its center below own ship’s
from sonar, a plot must be made of the true position of
position. At the same time, other plotters record
the submarine. (This plot can be a dot with the symbol
information on the submarine and the coordinating
plotted at 3- to 4-minute intervals.) The submarine’s
ship(s).
track should be recorded in either black (friendly) or
red (unknown or hostile), with succeeding positions The ship’s information talker, stationed next to the
recorded on the plot at intervals necessary to maintain a plotting table, uses a stopwatch to provide Mark
proper plot (1 to 3 minutes). signals every 15 seconds. At these intervals he also
announces the ship’s course, speed, and rudder to
Assist Ship—The assist ship is plotted in blue with
enable own ship’s plotter to maintain the track.
the surface friendly symbol. Subsequent positions
should be plotted as necessary to clarify the plot. The regular south plotter is responsible only for
plotting the submarine at 15-second intervals. The
As assist contact reports are received, they are north plotter performs the same functions as in regular
plotted in red, with an X inside the contact symbol plotting except that, instead of using the DRT bug, the
indicating that the report came from a ship and a small north plotter uses the plot of own ship’s plotter as a
square indicating that the report came from an aircraft. point of reference.
Assist contact reports are less frequent than own ship’s
contact reports, so time may be plotted as the reports Several variations of the Halifax plotting
are received over the radio. procedure have been used in the fleet. The procedure
described below is one of those, but individual ships
When contact is lost, the plotter dead reckons the may find it necessary to introduce modifications to suit
contact, and the TAO/evaluator orders search arcs. their own needs.
Dashed lines indicate the DR track.
When the TAO/evaluator gives the order
Other important symbols consist of squares or “Commence emergency plot,” the ship’s information
circles enclosing a letter. One of these symbols is an talker sets his stopwatch at the start of the next
encircled K, representing a knuckle, a sharp turn made 15-second interval of the CIC direct reading clock. He
by a ship using its engines or heavy rudder. This announces “Mark” and own ship’s present course,
symbol serves as a reminder in later operations through speed, and rudder. He continues to call “Mark” and
the same area that sonar may receive echoes from the gives this information at 15-second intervals.
water disturbance.
At the first Mark, own ship’s plotter, who has the
Another situation calling for a distinctive symbol plotting scale correctly oriented under the DRT paper,
is when a submarine emits a water slug, flare, smoke, marks own ship’s position. If at all possible, the ship
or decoy that creates sonar echoes. (A slug is ejected should maintain a speed of 15 knots while emergency
air that rises to the surface and can be seen easily plotting is in progress, to support dead reckoning. At
because of the resultant discoloring of the surface this speed, the 1/2-inch circle of the Halifax plot
water.) These items are plotted as a square with the represents the distance traveled in 30 seconds. Turns
appropriate letter (W, F, S, or D) inside the square. must be plotted on the basis of the ship’s tactical data.

10-16
 The sonar supervisor receives the initial mark from of the TMA process and methods to implement these
CIC and starts his stopwatch. With a system of “Stand methods effectively and to interpret their results.
by—Mark” signals, he ensures that a range and bearing Figure 10-12 is a summary of the TMA symbols
to the submarine are supplied to the north plotter every and parameters (fire control values) that are used in this
15 seconds via the sonar information circuit. chapter. A graphic example is provided to assist in
Using red pencil and plotting symbols, the north visualizing each parameter.
plotter plots each submarine position.
LINE OF SIGHT (SOUND) DEFINITIONS
The south plotter, at each “Stand by—Mark” AND SYMBOLS
signal given by the information talker, receives from
the radar repeater operator a radar range and bearing to To develop an understanding of TMA, you must
the assist ship. As soon as the north plotter plots the learn the line-of-sight (LOS) diagram. It is an essential
submarine information, the south plotter plots the tool to help you visualize the motion relationship
coordinating ship. between own ship and the target. Most TMA
Own ship’s plotter then moves the plotting scale to techniques break target and own ship motions into
the next 15-second position of own ship. various components in and across the line of sight in
order to measure or compute various quantities. Figure
The surface scope operator must have the radar 10-13 is the basic LOS diagram. It shows the various
repeater at the proper range setting for marking the components of own ship and target motions used in
assisting ship, which may be close to own ship at times TMA.
during the operation. The surface scope operator wears
the 21JS sound-powered phones and marks the In practice, the LOS diagram is a simple, logical,
assisting ship, ships of the SAU (Search-Attack Unit), and orderly method of viewing the relationship of own
and helicopters or Skunks for the No. 2 plotter and the ship and the target ship during all phases of approach
maneuvering board operator. During weapon attacks and attack. It is an instantaneous vector picture that
(ASROC), the surface scope operator also marks the shows own ship and the target ship oriented about the
LOS common to both ships. Figure 10-14 illustrates
water entry point if it is seen on the scope.
components of the line-of-sound diagram.
Q7. During ASW plotting, what sound-powered
phone circuits do the north and south plotters The LOS (view A) is the line from own ship to the
talk on? middle of the target. The distance from own ship to the
middle of the target (view B) is the range (R). Target
Q8. What color and symbol should the plotter use course (Ct) vector (view C) extends in either direction
to plot an assist ship on the DRT? through the longitudinal axis of the target and is
determined by angle on the bow. Own ship’s course
TARGET MOTION ANALYSIS AND (Co) vector (view D) extends from the engaged axis
PASSIVE LOCALIZATION (the end of own ship pointing toward the target). When
the lines representing target course and own ship’s
Target motion analysis (TMA) is a method of
course are extended (view E), a target vector and an
tracking a submarine by using information obtained by own ship vector result.
passive means. This section presents single-ship TMA
procedures and is organized to present a logical flow Presented in view E is a complete LOS diagram
through the TMA process. We begin with definitions, showing symbols of LOS, Ct, Co, R, LA, and Ab. Any
symbols, acronyms, abbreviations, and a list of the change in these values results in a corresponding
plots used in the TMA process. change in the LOS diagram. In conclusion, it can be
said that this diagram shows an instantaneous and
Silent search sonar information usually consists of constantly changing picture of the relative positions of
an indication of the contact’s bearing and, sometimes, own ship and the target.
clues to its classification. Several methods have been
developed that rely on target bearing information to ANGLE ON THE BOW
obtain the contact’s range, course, and speed. The
process of calculating these values is called target Angle on the bow (Ab) is the relative bearing of
motion analysis (TMA). You must understand the own ship from the target, expressed in angles up to
inputs, basic assumptions, and underlying principles 180° port or starboard of the target’s bow. Although

10-17
 SYMBOL TERM EXAMPLE DEFINITION

THE ANGLE BETWEEN THE

ASPECT VERTICAL PLANE THROUGH
t Aa
ANGLE THE TARGET SPEED VECTOR
Aa (TARGET AND THE VERTICAL PLANE
ANGLE) THROUGH THE LINE OF
SOUND.

TRUE LOS THE ANGLE FROM NORTH TO

TARGET THE LINE OF SIGHT MEASURED
B BEARING B CLOCKWISE THROUGH 360
O

OS
Sr A
t B = K
R
THE RATE OF CHANGE OF
BEARING TRUE TARGET BEARING, EX-
RATE LOS
PRESSED IN DEGREES PER
B INDICATE MINUTE, MEASURED RIGHT
RIGHT OR LEFT IN THE SAME DI-
OR LEFT degrees/ RECTION AS S t A
minute

Time

B A LINE FAIRED THROUGH A

FAIRED SERIES OF RAW BEARINGS.
B B MATHEMATICALLY, A LEAST-
BEARING
SQUARES SOLUTION.

LOS THE ANGLE FROM OWN

SHIP'S COURSE AND SPEED
RELATIVE VECTOR TO THE LINE OF
Br
TARGET SIGHT, MEASURED CLOCKWISE
BEARING OS FROM THE BOW THROUGH 360
O

Br

OS311012a
Figure 10-12.—TMA symbology and definitions.

both angle on the bow and target angle are determined When you know own course and relative target
by relative bearing of own ship from a target, they bearing (see figure 10-12), angle on the bow makes it
differ in this respect: Angle on the bow is measured 0° possible to determine the true course of the target.
to 180° port or starboard from target bow, whereas True target course (C t ) is determined in the
target angle (Aa) is measured clockwise from the target following manner: Take the reciprocal of true target
bow in a full 360° circle. bearing (own ship’s true bearing from target) and

10-18
 SYMBOL TERM EXAMPLE DEFINITION
SPEED OF SOUND IN WATER
C SPEED OF NONE - EXPRESSED IN FEET PER
SOUND
SECOND
N

THE ANGLE FROM NORTH TO

OWN SHIP OWN SHIP'S TRACK MEA-
Co SURED CLOCKWISE THROUGH
COURSE Co
360 O

OS

THE ANGLE FROM NORTH TO

TARGET OWN SHIP'S TARGET TRACK
Ct COURSE MEASURED CLOCKWISE
Ct
THROUGH 360O

ANGLE MEASURED FROM THE

LEAD ANGLE LOS LA (lead) LINE OF SIGHT TO OWN
SHIP'S TRACK (0 O TO 180O )

LA t

WHEN OWN SHIP'S TRACK IS

LA (lag) LOS NOT INCLINED IN THE DIREC-
LAG ANGLE TION OF TARGET MOTION, IT
IS CALLED A LAG ANGLE

OS
t

LOS A LINE FROM OWN SHIP TO

LOS LINE OF
SIGHT THE TARGET

OS

OS311012b
Figure 10-12.—TMA symbology and definitions (Continued).

subtract the angle on the bow; the difference is true Relative angle on the bow (Abr) is defined as the
target course. When visual sighting is impossible, angle measured from the direction-of-relative-motion
angle on the bow can be calculated from estimated (DRM) line to the line of sight or sound (LOS). Its use
target course based on one of the sonar plots (discussed comes into play extensively when you use the time
later in this chapter). To obtain angle on the bow by this bearing and relative motion plots and the bearing rate
method, subtract target course from the reciprocal of computer. You can easily understand relative angle on
target bearing (Bts = By + 180° - Ct). the bow if you consider a target that is on a collision

10-19
 SYMBOL TERM EXAMPLE DEFINITION
t

THE DISTANCE FROM OWN

R RANGE R SHIP TO THE TARGET

OS

RANGE THE ALGEBRAIC SUM OF S t I

RATE R = -17 knots AND SoI EXPRESSED IN
PREFIX:
LOS KNOTS OR YARDS PER MIN-
R
+OPENING UTE. R MUST BE PREFIXED
-CLOSING + FOR OPENING RANGE OR -
FOR CLOSING RANGE.
OS

MOVEMENT THROUGH THE

S SPEED WATER EXPRESSED IN
S KNOTS OR YARDS/MINUTE

OWN SHIP OWN SHIP'S SPEED THROUGH

So SPEED WATER IN KNOTS
So
OS

OWN SPEED THE MEASUREMENT (COM-

As PONENT) OF OWN SPEED
ACROSS LOS
PREFIX: LOS PERPENDICULAR TO THE
So A SoA LOS, MEASURED RIGHT OR
R RIGHT
L LEFT LEFT IN KNOTS
LA So A = So sin LA
OS

OS311012c
Figure 10-12.—TMA symbology and definitions (Continued).

course with own ship. In this situation, relative angle on is derived by a method known as angle on the bow
the bow is zero. In another example, a target that is at its (Ab). Whereas the ship uses 360° for computing target
closest point of approach (CPA) has a relative angle on angle, the submarine uses only 180°, specifying port
the bow of 90°. With respect to a target bearing rate, or starboard side. For example, a destroyer has a
when Abr equals 0°, target bearing rate is 0, and no submarine bearing 070° relative. Aboard the
range solution is possible. When A is 90°, bearing rate
br submarine the target angle would be reported as
is a maximum value. Aboard a submarine, target angle “Angle on the bow, starboard 70.” A relative bearing

10-20
 SYMBOL TERM EXAMPLE DEFINITION
t

OWN SPEED THE MEASUREMENT (COM-

A PONENT) OF OWN SPEED
IN LOS
PERPENDICULAR TO THE
SoI PREFIX:
LOS, MEASURED RIGHT OR
+ OPENING
LA LEFT IN KNOTS
- CLOSING
So I SO I = S O sin(90 - LA)

St TARGET SPEED THROUGH

St TARGET
THE WATER IN KNOTS
SPEED

t
TARGET
SPEED THE MEASUREMENT (COM-
ACROSS PONENT) OF TARGET SPEED
St A LOS PERPENDICULAR TO THE
LOS
PREFIX: St A LOS, MEASURED RIGHT OR
R RIGHT LEFT IN KNOTS
LA S tA = S t sin (90 - Aa)
L LEFT
OS

t
TARGET THE MEASUREMENT (COM-
SPEED S tI Aa PONENT) OF TARGET SPEED
IN LOS IN THE LOS MEASURED
StI PREFIX: OPENING OR CLOSING IN
+ OPENING KNOTS
- CLOSING LA S t I = S t sin (90 - Aa)

OS

RELATIVE THE SPEED RESULTING

SPEED Sr
Sr WHEN OWN SPEED COMPO-
PREFIX: NENTS ARE REMOVED FROM
R RIGHT TARGET SPEED COMPONENTS
L LEFT

OS311012d
Figure 10-12.—TMA symbology and definitions (Continued).

of 345° from ship to target is reported on the submarine LOS converted into angular measurement in degrees
as “Angle on the bow, port 15.” per minute. By definition, right bearing rates are
positive (+); however, we use the notation right or
BEARING RATE
left, not positive or negative. Therefore, all
& is change of target bearing, in
Bearing rate (B) components of speed across the LOS (SoA, StA, and
degrees per minute. It is the algebraic sum of the SrA) must be labeled right or left so that B& and SrA
components of target and own ship motion across the are always in the same direction.

10-21
 N

Ct

Aa
St
St I

St A
LOS
S oA

LA SoI
So
N

Co

LOS LINE OF SIGHT

So OWN SHIP SPEED VECTOR
So A OWN SHIP SPEED ACROSS LOS
SoI OWN SHIP SPEED IN LOS
St TARGET SPEED VECTOR
St A TARGET SPEED ACROSS LOS
St I TARGET SPEED IN LOS
Co OWN SHIP COURSE
Ct TARGET COURSE
Aa ASPECT (OR TARGET) ANGLE (DEGREES RELATIVE TO TARGET COURSE)
LA LEAD/LAG ANGLE (DEGREES RELATIVE TO OWN SHIP COURSE)

OS311013
Figure 10-13.—Line of Sight/Sound (LOS) diagram.

ANALYSIS OF TARGET MOTION toward the target. This method is simple and results in
no own ship’s component across the LOS. The bow
Basic elements of target motion analysis are target normally should be headed toward the target to
speed, course, range, bearing, and bearing rate. produce a more aggressive approach and to avoid loss
Bearing rate (B)& is a quantity for use in developing
of sonar contact astern. If angle on the bow can be
target course, speed, and range. ascertained, direction of true target motion is known.

Establishing Bearing Rate Once direction of true target motion is known,

bearing rate can be determined by using one of the
The primary objective of establishing bearing rate relative plots (discussed later). These plots provide
is to calculate target course and speed. If the target certain data that can serve as known values in
cannot be observed visually, true target motion can be calculating many unknown values. These calculations
learned most readily by hovering or heading directly are accomplished by means of a bearing rate computer.

10-22
 N
N N

TARGET TARGET
Ct Ct
Ct N

Ab
Ab Ab
L L
L L L
R O O R O
O O S
N S N S
S S
LA
Co
Co

OWN SHIP OWN SHIP OWN SHIP OWN SHIP OWN SHIP
A B C D E
OS311014

Figure 10-14.—Breakdown of LOS diagram.

Bearing Rate Computer 90° or 1; 30° on the same scale represents the sine of
30° or 1/2.
The bearing rate computer (BRC) is a tool used by
ASW plotting personnel aboard surface ships to Time/Bearing Plot
compute the following values:
The time/bearing curve or plot is the keystone to
1. Own ship’s speed across the LOS almost all TMA techniques. The purpose of the plot is
2. Target speed across the LOS to provide a graphical display of target motion with
respect to time, giving insight into critical events as
3. Target range, using total relative speed across
they occur as well as quantitative inputs to other TMA
the LOS and the bearing rate
techniques. You can visualize the relationship of the
4. Ekelund range, using own ship’s speed across time/bearing plot information by considering a
the LOS and bearing rate totals for two different long-range closing contact that maintains constant
legs course and speed. If own ship also maintains course
The bearing rate computer (also called bearing rate and speed, the bearing changes slowly at first, with the
slide rule (BRSR)) is a circular slide rule consisting of bearing drift (rate of bearing change) increasing
two concentric discs, each scribed with two scales and gradually as range decreases. As the contact closes to
CPA, the bearing rate increases more rapidly, reaching
a movable cursor. See figure 10-15. From the outer
a maximum value at CPA, and then decreases as the
edge inward, these scales are target speed, bearing rate,
contact opens. As the range increases, the bearing rate
range, and angle on the bow. Range and speed scales
decreases to near zero. Figure 10-16 shows the
are inscribed on a fixed element. Bearing rate and
time/bearing curve for the target and own ship tracks
angle-on-the-bow scales are inscribed on a movable shown in figure 10-17. The tactically significant
element attached to the fixed element. For convenience features of the time/bearing plot are as follows:
in aligning the slide rule and reading values, a cursor is
mounted on top of the fixed and movable scales. 1. If own ship and target maintain constant course
and speed, the bearing drift is always in the same
Labeling of the angle-on-the-bow scale permits direction. As range decreases, the bearing rate
entering directly an angular value whose sine is increases from near zero to a maximum at CPA,
desired. This angle-on-the-bow scale can be used for then decreases to zero as the range increases.
any angle whose sine is needed—whether bow, lead The rate and direction of bearing drift depend on
angle, deflection angle, or other angle. The 90° mark relative course and speed as well as range. A
on the angle-on-the-bow scale represents the sine of sharp change in the bearing rate may indicate a

10-23
 SPEED KNOTS 15
10
9
6 7
5
8 4.5 8 20
E YARDS 15K 9
4 0 10K RANG
900 10

7
0 0 2 20

3.5
8 0 1.5 K

BE

25
AR
00
6

70

ING
3
3
BEARING

25

RA
0

K
600
RATE COMPUTER

TE

30
FSN-1A 1220-411-8513
2.5
5

30K
LE

15
4
0

ANG
500
4.5

35
35K
5
2

4000

90
4

40K 45K

40
60 70

20
6
3.5

45
7
50

500
0
300
1.5

8
FELSENTHAL INSTRUMENTS CO.

.25

50
MFR'S PART NO. FNR. 5A
40

9
3

MFR'S CODE 22040

TE

600
10
RA

.3
30
G

AN 70
IN

GL

.6
0
R

E
EA
25

0 25 15 800
B

20
200 .35
1.0 900 .7
1000 RA .4
.9 NGE YARDS 1500
2 .8 .45 .8
.5
.7 .6
.9
1.0
1.5 SPEED KNOTS OS311015

Figure 10-15.—Bearing Rate Computer (bearing slide rule [BRSR]).

target (or own ship) maneuver. A change in the 3. While a TMA solution is being developed, own
direction of bearing drift, however, always ship should remain at a constant course and
indicates a maneuver. speed for 10 to 20 minutes, depending on the
particular TMA method being used. Thus, the
2. The bearing rate is proportional to relative speed CIC team is unlikely to observe more than a
across the LOS and inversely proportional to segment of the total time/bearing curve, shown
range. The bearing rate at CPA can be used to in figure 10-16. The segment they observe will
estimate either the target range or speed, given most likely appear nearly linear, as in figure
an estimate of the other. A bearing rate of about 10-18. An observable change in bearing rate or a
3° per minute or higher is a strong indication that break in the time/bearing plot that is not due to
the target is close enough for the TAO to an own ship or target maneuver gives a rough
indication of range when the target is near CPA.
consider going to an active search. Once the
A rapid change in bearing rate, observed as an
target has closed to active detection range, there abrupt break on the time/bearing plot, indicates
is no further advantage to remaining in silent that the target is passing close aboard, while a
search, as the surface ship is extremely liable to less pronounced break indicates a more distant
detection by the submarine. target. In general, the higher the bearing rate, the

10-24
 BEARING

170 190 210 230 250 270 290 310

2:42
45
48

54
FLAT: SLOW BEARING DRIFT
3:00

06

12

18

24 BREAK: BEARING RATE INCREASES

30

36

42

48
51
54
57 FLAT: RAPID BEARING
4:00 DRIFT
03
CPA
06
09
12

18

24

30
BREAK: BEARING RATE DECREASES
36

42

48

54

5:00
FLAT: SLOW BEARING DRIFT
06

5:12
OS311016
Figure 10-16.—Time/bearing curve (breakdown).

greater the probability that the target will be a 2. Roll of 1-inch grid (graph) DRT paper
short-range target. This relationship is 3. Bearing rate templates scaled 1" = 1 min/1" = 5°,
frequently overlooked in determining the and 1" = 1 min/1" = 1° (fig. 10-19)
appropriateness of various passive TMA
4. Dividers
techniques versus an active sonar search. The
plot supervisor must constantly examine the 5. Parallel rulers
time/bearing plot as it develops, observing 6. Number 2 lead pencils/colored pencils and gum
bearing rate and changes in bearing rate. erasers.
7. Ship’s curve if available
Time/Bearing Plot Equipment
Plotting Procedures
Construction of the time/bearing plot requires the
following equipment:
Initially construct a horizontal bearing scale of 1°
1. Plotting surface per inch across the top of the grid, increasing to the

10-25
 12
06
03
4:00

57
54
51
N N

OWN SHIP TRACK

51
54
57
00
4:
03
06 TARGET TRACK
12

OS311017

Figure 10-17.—Example of own ship and target actual tracks.

right. Mark off a vertical time scale of 1 minute per line helps average out the random error in raw sonar
inch down the grid. If the bearing rate exceeds 3° per bearings. When you fair a line through bearing points,
minute, change the horizontal scale to 5° per inch. use a minimum of 10 minutes worth of data, and
preferably 10 data points obtained during that time.
Plot each target bearing as it is reported. Plot the
Draw the faired line only through the first 8 minutes of
bearings as accurately as the grid will allow. The more
points, however. Reserve the last two points as the first
accurate the initial bearing plots, the more accurate the
two points of the next set of data points through which
solution. Figure 10-20 shows how the bearing scale
you fair the next line. This provides continuity in target
and time scale are laid out on the grid for a contact with
motion. If your plot includes vertically “stacked”
a 3º per minute or greater bearing rate.
bearings, use only the beginning data point of each
After you observe a bearing drift of at least 5° or an stack. This may result in fairing less than the desired
interval of 10 to 20 minutes, draw a faired (average) number of data points, but will provide a more accurate
line through the plotted points as in figure 10-18. This picture of target motion (fig. 10-20).

10-26
 BEARING
190 210 230 250 270 290
0342

0348

0351

0354

0357
TIME

0400

0403

0406

0409

0412

0418

OS311018
Figure 10-18.—Time/bearing plot segment.

If own ship changes course or speed, draw a Another method is to set the zero scale vertically
horizontal line through the plot to indicate the time of through a selected time mark and read the bearing rate
& where the faired bearing crosses the template scale.
(B)
the change. Resume plotting when own ship has
steadied on its new course and speed. Draw another Draw a box near the bearing midpoint of the data
horizontal line through the plot at this time, and label points that you measured. Record the midpoint bearing
& in the box, and indicate the
(B) and bearing rate (B)
this line with the new course and speed. If you are using
midpoint of the leg with an arrow. Label the bearing
bearings from a towed array, allow at least a time rate as measured either right or left.
interval equal to that required to tow the array through
Figures 10-22 and 10-23 show how a complete
two times its length after own ship is steady on the new time/bearing plot will appear when plotted and labeled
course. Cross-hatch the plot during the time of the correctly.
maneuver.
NOTE
For each leg or segment of faired data, compute the
bearing rate (slope of the faired bearing line), using a Accurate clock-time synchronization between
bearing rate template (fig. 10-21) as follows: CIC and sonar is extremely important and
should be checked to the nearest second several
1. Select a template with a scale corresponding to
times while passive ASW operations are being
the plot scale. conducted.
2. Place the zero line (center line, fig. 10-19) of the For very-long-range contacts, bearing rates will be
template along the faired bearing line. small (1°/min or less) and will be difficult to measure
3. Read the bearing rate from the line closest to using the 1" = 1 minute time scale. In such instances,
parallel to the vertical line. you may use a reduced time scale (for example, 5 or 10

10-27
 DIAGONAL BEARING RATE
O
DEG PRIMARY SCALE 1" = 1
1 MIN 1" = 1M

4 4
3.5 3.5
3 3
2.5 2.5

2
2

1.7 1.7

1.5 1.5
1.4 1.
4
1.3
2
1. 1.2
1
1. 1.
1

1 1
5
.9

.9 . .8
5 9 5
.9
5
.8
.8

.8
5
.7

.75
.7

.7
.65

.65
.6

.6
.55

.55
.5 .45 .4 .35 .3 .25 .2 .15 .1 .1 .15 .2 .25 .3 .35 .4 .45 .5
0

OS311019
Figure 10-19.—Bearing rate template (one degree per minute).

minutes per inch) to display a greater amount of GEOGRAPHIC PLOTTING TECHNIQUES

information. For extremely low bearing rates
Geographic plotting techniques attempt to
(0.5°/min or less), you may need to use up to 30
estimate target course, speed, and range by fitting trial
minutes or more of data to discern any evidence of target tracks (speed strips) to a set of bearing lines
& If you also reduce the horizontal
bearing rate (B). drawn from own ship’s position at designated times.
bearing scale to an equivalent scale, you may still use Useful TMA information can be obtained on a single
the 1" = 1 min/1" = 1° bearing rate template. If the leg if the target’s speed is known or can be estimated.
Own ship can maneuver and extend the plot over two or
contact maneuvers during the extended plotting time, more legs to obtain a complete TMA solution without
recompute the bearing rates from the point of the an assumed target speed. As with any proven passive
maneuver. TMA technique, the target must maintain steady
course and speed. Geographic plotting requires the
Q9. What is the primary purpose of establishing a
following equipment.
bearing rate?
1. DRT
Q10. What plot is the keystone to almost all TMA
techniques? 2. PMP

10-28
 BEARING (deg)
075 080 085 090 095 100 105 110 115 120 125

STACKED BEARINGS
B=
B=

TIME C/C 230

So 8

B=
B=

OS311020
Figure 10-20.—Time/bearing plot (stacked bearings).

10-29
 BEARING (deg)
075 080 085 090 095 100 105 110 115 120 125

TWO METHODS FOR USE OF

BEARING RATE TEMPLATE

t1

ZERO SCALE VERTICAL

THROUGH TIME MARK
OF INTEREST. READ
B FROM SCALE.

B = 095
B = R0.42

TIME C/C 230

So 8

t2

B = 099
B = L0.4
ZERO SCALE ON
FAIRED BEARING
LINE. READ B
WHERE SCALE IS
VERTICAL.
B
OS311021
Figure 10-21.—Example of the use of bearing rate template.

10-30
 O

= 1
1" M
AL
E = 1
SC 1"
RY
IMA
PR

TE 4
RA 3.5
ING
EAR G
3
L B DE N
NA MI 2.5
DIA
GO
1
BEARING (DEG) 2
1.7
1.5
27 28 29 30 31 32 1.4 33 34
00-00 1.2
1.1

1
.95

.85
TIME (MIN)

01-00 5
3. .8
3 .75
B1 = R 0.5/MIN
5
2.

B1 = 30.3O .7
2

.65
7
1.

02-00
1 .5

.6
1
1 .4
1.2 .3

.55
1.1

.3
.45
.4
.95

03-00 .35
.9

.3
.85

.25
.2
.8

.15
.75
.7

04-00 C/C 090/10

.65

.15
.2
.25
.6

.3
.35
.4
.55

.45
.5
05-00
STEADY

06-00 O OS311022
B = 0.5 / MIN
Figure 10-22.—Time/bearing plot (leg 1) measurement.

3. Tracing paper (DRT) ship’s track on a true geographic plot. Transparent

4. Hard lead and colored pencils plastic strips calibrated in distance per unit of time
(speed strips) are fitted at various angles to the target
5. Gum erasers bearing lines until the tick marks on the speed strips fit
6. Dividers the bearing lines (fig. 10-25) and target course and
range are derived.
7. Speed strips from 4 to 20 knots (See figure
10-24). Speed strips should be made of Position the bug on the plotting table to allow
transparent plastic, cut into individual strips, maximum plotting room; that is, if the target is to the
and placed on a ring clip. north, set the bug near the southern boundary and in the
middle of the east-west direction.
Strip Plotting
Select a scale that will allow plotting the maximum
The strip plot is a method of solving for target target range, normally 2,000 or 5,000 yards to the inch.
course and range by using an assumed target speed. In The sonar and TMA supervisors determine the
this method, target bearings are plotted out from own maximum expected target range.

10-31
 BEARING (DEG)
27 28 29 30 31 32 33 34
04-00 DIA C/C 090/10
GO
NAL
BEA
RIN
G R
DEG ATE
.4 MIN
3.5
3
05-00 PRIM
ARY
SCA
LE
1" = O
STEADY 1
TIME (MIN)

1" =
1M

1.5
1.4
1.3
06-00
1.2 .4
3.5
1.1
.3
2.5

.2

07-00 1.
7
.8

1. 1.4
5
5
..77
.7

1.2 1.1
.65
08-00

.1 95
.6

. .9 5
B2 = L0.3/MIN
B2 = 30.9

.8
.8
.45

.75
09-00 .3
.25
.2

.7
.15

.65
.1
.15

.6
.2 .2
5
10-00 .3
.35
.4

.55
.45
.5 OS311023

B = 0.3 /MIN

Figure 10-23.—Time/bearing plot after (leg 2) measurement.

Obtain a good time reference consistent with sonar starting about 1 inch from own ship’s position. Mark
and the time/bearing plot. If you use problem time the time beside the end of the bearing line.
instead of local time, make a note on the plot, Begin your strip analysis after you plot three or
correlating problem time to local time. four bearing lines. The ASW evaluator normally
After beginning the plot, mark the bug precisely on establishes a range of assumed target speeds based on a
the plotting interval. Usually this is every minute, but it turn count or other estimate. Plan on using a maximum
could be as long as every 2 or 3 minutes, depending on of three speed strips during your analysis. For example,
& Note the time beside own ship’s
the bearing rate (B). if the estimated speed range is 6 to 11 knots, use the 6-,
position marks on the DRT, using two-digit numbers 8-, and 10-knot strips. Fit each strip across at least three
for minutes. bearings. The line along the edge of the fitted strip
represents the target track (course). If, as is usually the
Use faired bearings (B ) from the time/bearing plot case, you cannot make a good fit over the first three
if at all possible. Faired bearings tend to be more lines, try to fit a strip to three of the first four lines.
accurate than raw sonar bearings. Keep in mind,
After you obtain a fit, predict the mark at least two
though, that using faired bearings causes the plot to lag
points ahead, as in figure 10-26. The next bearing line
the problem.
may not fall through the predicted point, because of
With the parallel motion protractor (PMP), plot the either a bad bearing or a target maneuver. If so, redo the
faired bearings to the nearest 0.1°. Draw the bearing problem using at least one more bearing. Trace a line
line well past the maximum expected target range, along the edge of the fitted strip representing the

10-32
1000 YD/IN.

OS311024
9 KTS
9

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
1000 YD/IN.

8 KTS
8

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

Figure 10-24.—Example of speed strips.

1000 YD/IN.

TACAID 1-8, SPEED STRIPS

7 KTS
7

1000 YARDS PER INCH

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30

1-MINUTE INTERVALS

10-33
1000 YD/IN.

NOT TO SCALE
6 KTS
6

0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30
1000 YD/IN.

5 KTS
5

0
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
1000 YD/IN.

1000 YD/IN.
4 KTS

3 KTS
4
0

3
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30 0
2 4 6 8 10 12 14 16 18 20 22 24 26 28 30
 Ct = 121

01 S t = 12 KTS
02

YD 000
03

.
/IN
04

1
05
06

1
07
08

2
STRIP FIT

4
RANGE = 5100 YD

S
KT
12
TARGET
TRACK

08
0607
05
04 OWN SHIP TRACK
0203 (Co= 030; So= 6 KTS)
01

OS311025

Figure 10-25.—Fitting speed strips.

target’s track. Record the target’s course and assumed The strip plot is most valuable when used in
speed in a box near the line. conjunction with other techniques such as DEKE and
Ekelund ranging. When more mental analysis weight
After an own-ship maneuver, use a different color
is given to one technique over another, the quality of
to plot the bearing lines. If plot information is coming
information/data and equipment limitations must be
from a towed array, do not collect bearings during a kept in mind constantly. The more techniques you can
turn, but wait until the array has stabilized after the turn apply, the greater confidence in the range estimate.
to start again. (For hull mounted arrays, wait until the
ship steadies to obtained faired bearings.) Figure Maximum Range for Assumed or Estimated
Target Speed
10-27 shows three speed strips fitted prior to an
own-ship maneuver. Note that only one strip fits Sonar operators can frequently estimate a
following the maneuver. target’s speed by counting screw beats and using

10-34
 01 02

YD 000
03

.
/IN
Ct =

1
04
St =

RANGE

kts
X
TARGET TRACK
TARGET
BEARING
LINES

TWO POINTS ALWAYS

PREDICTED AHEAD

01
02 03 04

OS311026

Figure 10-26.—Fitting speed strips with predicted points.

turns-per-knot ratios. You can determine the Minimum Range

maximum range for an assumed or estimated speed at
any instant by placing the chosen speed strip interval You can read an absolute minimum range from the
perpendicular to two consecutive bearing lines strip plot if own ship and the target are moving in
representing a corresponding interval of target travel. opposite directions relative to the line of sound (fig.
This assumes a 90° target angle; that is, all of the target 10-30). All bearing lines must cross between the target
speed is across the LOS. See figure 10-28. and own ship.

Minimum Target Speed for a Given Range Absolute Maximum Range

You can determine a minimum speed for any given You can determine an absolute maximum range
r a n g e b y fi n d i n g t h e s p e e d s t r i p t h a t fi t s when the motion of own ship and the target ship are in
perpendicularly between two bearing lines at the given the same direction relative to the LOS, and own ship’s
range. See figure 10-29. speed across the LOS is greater than the target ship’s

10-35
 05 07
03 09
01
11

10

FITS THROUGH OWN

SHIP MANEUVER
8

11
09
07

01 03 05

OS311027

Figure 10-27.—Speed strips fitting through a maneuver.

(fig. 10-31). In this case, all bearing lines must cross at 3. own ship performs a maneuver when crossed
a range greater than that of the target. bearings are present.
Situations 1 and 2 are self-explanatory. You can
General Direction of Target Motion
determine situation 3 from an analysis of the strip plot.
You can determine the direction of the target’s On a single leg, you cannot determine if the target is
beyond or closer than the cross bearings unless you
motion if:
have already determined the target’s direction.
1. own ship points at the target (not applicable to
Note in figure 10-32 that the cross bearings
towed arrays);
determine minimum range, because the chronological
2. own ship’s speed is zero or near zero (not sequence of bearings continues in the same direction at
applicable to towed arrays); and a greater range. At less than the minimum range, the

10-36
 01 02 02 01
03
05 04
06 7 KTS
07

ACTUAL
90 A a TRACK

ASSUMED
S t = 9 KTS

MAXIMUM S o A OPPOSITE
RANGE DIRECTION FROM St A

ABSOLUTE
MINIMUM
RANGE

01 02

OS311028

Figure 10-28.—Determining maximum range. 06

02 04
03 05 07
01

OS311030
01 02
Figure 10-30.—Determining minimum range from cross
bearings.

chronological sequence of bearings reverses

directions. Unless a target maneuver has occurred, that
12 KTS is impossible. Therefore, the cross bearings indicate
MINIMUM S t
minimum range.
GIVEN RANGE
Small Target Angle

Figure 10-33 illustrates an example of a situation

in which own ship reverses the direction of target
motion across the LOS by crossing the target’s track. In
this circumstance, because the target angle is small,
maximum and minimum ranges develop. The
chronological sequence of bearings is continuous, not
only beyond the first maximum range and inside the
last minimum range, but also in between the maximum
01 02 and minimum ranges. What has occurred in this
instance is that target’s position has been bracketed.
OS311029 This type of display on the strip plot is characteristic of
Figure 10-29.—Determining minimum speed. small target angles.

10-37
 this procedure as needed to obtain a best estimate of
01 target speed.
02
03 Geographic Plot
04
The geographic plot is an all-purpose diagram that
combines methods suitable for TMA, tracking, and
attack. The plot can accommodate raw sporadic sonar
bearings from very distant targets as well as continuous
information at short range. Active sonar and radar
bearing and range data can also be readily plotted and
ABSOLUTE MAXIMUM RANGE
(TIME 04) evaluated. The geographic plot is, in short, a device
that can integrate and unify all sensor inputs to the
combat information center.
7 KTS The geographic plot can provide useful TMA
STRIP information throughout an entire operation, from
initial detection at long range, through intermediate
tracking of both broad and narrow aspect targets, and
ACTUAL TRACK finally as a post-torpedo launch device. Plot
geometries are shown in figure 10-36.
The geographic plot provides a high degree of
flexibility when bearing information is shifted from
active to silent search or vice versa. The plot will also
accommodate the special requirements of towed-array
bearing data and provide continuity in tracking as the
target is acquired by different ship sensors.
Finally, the geographic plot provides a real-time
history of the encounter.

04 The geographic plot is used in the following

02 03
01 situations:
So A > S t A
1. Tracking non-maneuvering and maneuvering
OS311031 targets
Figure 10-31.—Determining maximum range 2. Tracking broad aspect and narrow aspect targets
from cross bearings.
BROAD ASPECT TARGET—
Detecting an Incorrect Target Speed Estimate VERIFICATION

An incorrect target speed estimate can be easily When target tracking has proceeded to a stage
where the CIC evaluator has developed a reasonable
detected on the strip plot after an own-ship maneuver.
solution from all TMA sources, the evaluator passes
See figure 10-34. In this hypothetical case, 12 knots is this solution to the geographic plot. (Because of
the only speed that fits before and after own-ship’s manning levels and space limitations, the geographic
maneuver. For the other speeds used, a range jump plot and the strip plot are combined in one plot.) This
occurred at the time of the maneuver. After solution will become a new anchor point.
determining an incorrect speed estimate in this
The Coffey Assumption
manner, use figure 10-35 to determine whether the
actual target speed is above or below the estimated The Coffey assumption process for target course
speed according to the direction of the range jump and solution may also prove valuable during this initial
change in relative speed across the LOS (S A). Repeat
r tracking period. The process has two limiting factors

10-38
 01 02 03 04 05
00 06

07

ACTUAL TRACK

MINIMUM RANGE
03
00 01 02 OWN SHIP'S MANEUVER

CHRONOLOGICAL MOVEMENT
04 OF BEARINGS REVERSES
07 06 05

07
06
05
04
OWN SHIP'S MANEUVER
03
01 02
00

OS311032
Figure 10-32.—Determining general direction of target motion.

that make it useful in the low-bearing rate, maneuvering board. In this example, Co = 060°, So = 5
high-range-rate initial contact situations under knots, and the target bearing is 010°. If the target had a
discussion. First, B& must be less than 1.5° a minute, and zero bearing rate, the bearing would remain at 010°. If
second, SoA must be less than St. own ship’s course were 010°, the target’s opening
course would be 010°, and its closing course would be
The Coffey assumption is that the bearing rate is the reciprocal of 010°, or 190°. The target’s DRM is
zero. Courses for zero-bearing-rate targets (opening drawn from the head of own ship’s vector parallel to
and closing) are determined, then course corrections to the 010° bearing line and to the edges of the
the zero-bearing-rate courses are determined for the maneuvering board. To determine target course, a
measured bearing rate. The following example refers target speed must be assumed. The Coffey assumption
to figure 10-37. To solve for zero-bearing-rate courses, zero-bearing-rate courses are at the intersection of the
place own ship’s vector at the center of the DRM and the target’s speed circle. In the example, a

10-39
 09 06 03
00
12

15
U
00 03 MAX RANGE

00
U
03 03 06 MAX RANGE

06

U
09 06 09 ACTUAL RANGE

12
U
ACTUAL TRACK 15 09 12 MIN RANGE

U
12 15 MIN RANGE

U
DENOTES INTERSECTION

15

12

09

06

03

00

OS311033
Figure 10-33.—Strip plot for small target aspect.

speed of 10 knots is assumed; therefore, the courses are correction to the zero-bearing-rate courses in the
032° opening and 167° closing. direction of the bearing rate. In the example, make the
correction of 25° to the left area of the maneuvering
You continue the technique by using the measured
board. The resulting target courses are 009° opening
bearing rate. In this example, assume the bearing rate is
and 191° closing. This completes the Coffey
left 0.5°/min. Now compute a correction factor. Here,
assumption technique.
it is 50 x bearing rate. For the problem being computed,
C t X1 X 2
the correction is 50 x 0.5 = 25°. Use this factor = −
correcting the zero-bearing-rate courses for measured B& B&1 B& 2
bearing rate.
Refer to figure 10-38 for construction of the plot
To apply the correction factor, divide the for the following problem. Use the course, speed, and
maneuvering board into two areas, left and right, with target bearing values given under “The Coffey
respect to the target’s bearing. Then apply the Assumption” heading above as the first leg of the

10-40
 05 04 03 02 01
07 06
08
09
10
11

UP GE
6 RAN P
St 1 JUM
St 16

UP GE
RAN P St 14
St 1
4 JUM

2
St 1
St 10
DOWN
E
RANG
JUMP
St 10 St 6

DOWN
E
NOTE: RANG
TARGET SPEED JUMP
DETERMINATION BY
OWN SHIP MANEUVER
S rA 1
REDUCING RELATIVE St 8
SPEED ACROSS THE
LINE OF SIGHT. S rA2

1
2

LOS DIAGRAM

11
10 09
08 07 06
05
04
03
02
01

OS311034
Figure 10-34.—Determining target speed using range jump.

Sr A UP DOWN
Decrease Smaller S t Larger St
Increase Larger St Smaller S t
OS311035
Figure 10-35.—Range jump significance.

10-41
 maneuver. Assume that own ship changes course to
300° for the second leg of the maneuver and increases
OVER LEADING speed to 7 knots. The figure shows the DRM and the
3 21 ABSOLUTE
TARGET
zero-bearing-rate course (closing) for the second leg.
MAXIMUM
RANGE Sr A
LINE OF The values of interest can be summarized as
MINIMUM RANGE SIGHT So A
(ASSUMED St) follows:
OWN SHIP
3 So A S t A
2
1
OWN-SHIP TRACK AND IN SAME DIRECTION VALUE 1st Leg 2nd Leg
LAGGING Co 060 300
1 2 3
St A
MAXIMUM RANGE
(ASSURED S t )
So 5 7
B
B&
So A Sr A
ABSOLUTE
MINIMUM
L 0.3 R0.9
RANGE
(ALL St )
3 2
1
B 010 008
OWN-SHIP So A AND S t A
OWN-SHIP TRACK
IN OPPOSITE DIRECTIONS

POINTING Considering only the closing case:

B& = L 0.3 + R 0.9 = 1.2 (add opposite, subtract same
1 2 3
S t A = Sr A

B
direction)

3
So A = 0 Ct = 229 - l66 = 63 degrees
2
1 GIVES ASPECT
Applying these numbers to the equation above, we
LEADING find
3
63 X 1 X 2
= −
1 2 St A
MAXIMUM RANGE
(ASSURED S t ) . 0.3 0.9
12
Sr A

So A Solving the equation produces the following

S t A = So A
1 2
3
AND IN SAME DIRECTION
corrections:

ZERO BEARING RATE

X 1 = 16

MINIMUM SPEED
X 2 = 47
By looking at the plot, we can see that the
St A
So A
Sr A = 0 application of the correction is obvious. For example,
1 2 3 the resulting Coffey solution course (closing) is 182°.
S t A So A
AND IN SAME DIRECTION
This completes the technique for closing course. The
same technique is used for opening courses. The
ZERO OR NARROW TARGET ASPECT Coffey assumed courses and speeds should be updated
1
as the tactical situation progresses and newer
2
St A = 0 information becomes available.
3 ACTUAL OR NEAR
ACTUAL RANGE
GENERAL RULE: THE Calculator-assisted Procedure
SMALLER THE S t A,
THE LARGER THE
1 So A, THE CLOSER
2
3 CROSS BEARINGS WILL
HP-67/97 programs for computing a relative
BE TO THE ACTUAL RANGE motion TMA solution are available from the Fleet
Mission Program Library (FMPL), Naval Tactical
OS311036
Support Activity (NTSA). The calculator program
solves for the relative course and the relative speed
numerically, using raw bearing data. It can use data
Figure 10-36.—Geograph/LOS plot geometries. from a single leg along with an estimate of target range,
course, or speed to compute a TMA solution, or it can
use data from two legs to compute a TMA solution
without any additional estimates of TMA parameters.

10-42
 0 10
350
20
340 190
200
160 30
0
33 21
0 0
15 CO -2 o
RR 3 40
32
0 OPENING COFFEY E
FAC CTIO 22
0 0
14 ASSUMPTION COURSE TOR N

50
0
31

23
0

0
13
0

60
30

24
0

0
12

70
290

250
110

OPENING ZERO
BEARING RATE

80
280

260
COURSE
100

DRM

270

90
270
90

L R

280

100
260

CLOSING ZERO
80

BEARING RATE
COURSE

0
29

110
70
250

0
60

30

0
24

12
CLOSING COFFEY
0

ASSUMPTION COURSE

0
50

31

0
23

13
0

40 o 0
22 +26 32
0
0 CORRECTION 14
30
21
FACTOR 33
0
0
0 20 15
340
200 10
0 360 160
190 170
180 OS311037

Figure 10-37.—Example of construction of the Coffey assumption.

NOTE calculator and not on the quality of data you are

entering.
When you use raw data (bearing or frequency)
in a calculator to solve for rates, use caution to Accuracy
prevent erroneously biasing the calculated rate
by entering a large group of stacked data The accuracy of the TMA solution derived from
(bearing or frequency) or an obviously wrong the relative motion plot depends on several factors.
piece of data. You can make this mistake easily Predominant is the accuracy of the bearing information
when you are concentrating on keying the and the assumed target course and speed. The most

10-43
 0 10
350
20
340 190
200
160 30
0
33
1 50 LEG 2 BEARING 21
0
40
0
32 0
22
0
14
LEG 1 BEARING

50
0
31

23
LR
0

0
13
LR
0

60
30

24
0

0
12

70
290

250
110

LE
G
2 1

80
G
280

260
LE
DRM 2
100

DRM 1

270

90
270
90

N
O

280
I

100
260
80

COF
PT
S UM FEY
AS

0
29

110
70
250

E Y 63 o
ASS

FF
CO

0
60

30

0
UMP
24

12
R0
0

.9-4
7o
TION

0
50

31

0
23

13
0

40 o 0
32
22 0
0 14
o
30
21 LO.3-16 33
0
0
0 20 15
340
200 10
0 360 160
190 170
180 OS311038

Figure 10-38.—Example of construction of Coffey solution.

accurate solution occurs when the target’s speed is you will help eliminate the “wait” you might otherwise
greater than own ship’s speed. have to give in response to queries from the OOD.
You can design a smaller bearing-rate scale to 1. Immediately on detection, pass the range and
increase plotting accuracy at low bearing rates by bearing of all new contacts to the bridge.
dividing the existing scale by 10 or by 100. If you do 2. Give the internal designation or track number.
this, the outer scale should read 0.3°/min or 0.03°/min,
3. Ascertain the contact’s identification, either
respectively. Be sure to divide all bearing rates by the
by a proper IFF/SIF mode response or on the
same scale factor. basis of an evaluation of other available
information.
INFORMATION TO THE BRIDGE
4. Give the composition of the contact; for
Information on new contacts should be passed to example, single large ship, formation of small
the CICWO, who will evaluate it and make ships, or many bogeys.
recommendations to the OOD on the bridge as a matter 5. Give an estimate of the contact’s true course and
of routine. By observing the following suggestions, speed.

10-44
 6. Announce a preliminary estimate after three of shown with the call signs of assigned screen
four plots concerning the point and time of units. Sector boundaries are drawn from two
closest approach, followed by more accurate groups of four numerals each, specified in a
information; also announce whether own ship is tactical message.
on or near a collision course.
A5. Normally, the 20-miles-per-circle scale is used
7. Furnish an evaluation of the contact by on the air summary plot so that coverage is out to
weighing all available information and past 200 miles.
movements, determining the contact’s future
movements and intentions, and recommending A6 . The tote board contains three sections—bogey,
an appropriate course of action. CAP, and other friendlies. It contains all of the
amplifying information on every air contact
ANSWER TO CHAPTER QUESTIONS plotted on the air summary plot.
A7. The No. 1 (or south) plotter records own ship’s
A1. A bearing that is 180°, plus or minus, from any
given bearing. contact and, hence, must wear the 61JS phones.
The No. 2 (or north) plotter plots the assisting
A2. The relative bearing of own ship from a target ship and the assisting ship’s contact. He or she,
ship. therefore, must wear the 21JS phones over one
A3. The geographic plot (also called the navigation ear and, at the same time, listen to the TG REPT
plot) shows the true movement of surface, net speaker for the assisting ship’s contact
subsurface, and certain air contacts. reports.
A8. Blue; surface friendly symbol.
A4. A formation diagram shows the station of every
ship in the formation. It is kept in polar A9. The primary objective of establishing bearing
coordinates relative to the formation’s axis and rate is to calculate target course and speed.
center, with formation’s center located at the
A10. The time/bearing curve or plot is the keystone to
center of the plot. The main body is shown, with
almost all TMA techniques.
each station number and the call sign of the ship
occupying that station. Screen sectors are also

10-45