Lets have a friendly discussion about the Rules of the Road

[boatman61]

Originally Posted by Snore

No buddy- it wasn’t friendly, perhaps hanging out on Sailing Anarchy where folks have thicker skin has made me less politically correct.

As someone who regularly sails Tampa Bay on my boat and doing charters I have heard pilots advising vessels the ship is CBD, speaking them and instructing them to move. On deliveries I have heard the same in Gov Cut and countless other channels. You and others are stating that all these pilots and in some cases the USCG or USN escort vessels are not complying with COLREGS. I am saying that they are fully compliant with COLREGS.

Please feel free to say how I am wrong.

Give up mate.. the classroom and real life often clash..

[Uricanejack]

Originally Posted by Dockhead

Keep in mind the rather tricky difference between "not impeding" and "giving way". They are not the same at all, and so Rule 9 and the other Rules (including Rule 13) interact in a very complicated way. Neither Rule "trumps" the other.



Small vessels (and ALL sailing vessels) must stay out of narrow channels when being in them might impede a larger vessel. This is basic seamanship (Rule 2) besides the requirement of Rule 9.


However, if a risk of collision DOES arise for whatever reason, including violation of Rule 9 by the small vessel, the other Rules apply just like they would apply in open sea. It means that the large vessel must not run down the small vessel, and must give way to sail. It also means that the small vessel must stand on for a certain period of time to allow the larger vessel to give way, as bizarre as that sounds.


But standing on and giving way only takes place starting from the time that a risk of collision arises and until the collision cannot be prevented by the action of the give-way vessel alone (or at the option of the stand-on vessel, when the stand-on vessel has reasonable doubts about the intention or ability of the give way vessel to prevent the collision with his maneuver). So in reality, if you screw up and find yourself in a risk of collision situation with a large vessel in a narrow channel, you can skip standing on (because you have reasonable doubts about the ability of the larger vessel to give way), and get the heck back out of the channel.


But for the case under discussion -- the small vessel tacking up the narrow channel and impeding a large vessel should not be there -- violation of Rule 9. But the larger vessel must not run down the smaller vessel -- Rule 13 is fully in force. And once things get hairy enough that a collision is imminent, anyway both vessels must do everything they can to unwind the situation.


And at all times both vessels are obligated by Rule 2 to apply common sense and good seamanship and keep things safe. The small vessel tacking up the narrow channel when ship traffic is present is violating Rule 2, in addition to Rule 9. Typical WAFI behavior, observed every day in Poole Harbour and a million other places.

Here is my 2 cents worth.

I will give Dockhead a gold star and 9 1/2 out of 10 for explaining the hardest concept in the colregs.

I took the half mark for the order of action by stand on vessel. Dockhead has written the right bit in brackets, it comes earlier with a bit higher priority.

As a stand on vessel the requirements to stand on ends when it becomes apparent to the stand on vessel the givevway vessel is not taking sufficient action. Determining when this point is is up to the stand on vessel.

The simplest way to explain the requirement not to impede.
It’s a requirement to not get in the way in the first place.
Once you are in the way.
The normal rules apply.

Next as Dockhead points out later. There are no rights.
The rules have obligations. Not rights,

The obligation to stand on comes into play when risk of collision comes into play.
It should be noted. Risk of collision does not require risk of an actual colision.
A close quarters situation is considered risk of colision.

The reasoning behind the requirements to follow the rules remains for the givevway vessel. It can still slow down and if required take all way off.

Even by doing the wrong thing and impeding a large vessel at least this is predictable and by maintaining course and speed the givevway vessel can still avoid the impeding vessel.

A this point stand on maintain course and speed.

Until it becomes apparent the give way vessel is not taking sufficient action in sufficient time to avoid a close quarters situation.

When in doubt the stand on vessel should signal her doubt. 5 short.

The stand on vessel may now take action be her manoeuvre alone to avoid a close quarters situation.

This should happen prior to the situation described by Dockhead. Where the colision cannot be avoided by the action of the give way vessel alone. Which could be considered a last resort situation after both vessels have failed in thier obligations.

In practice in a narrow channel the time for the stand on stage may be very short and may initially be considered to coincide with a time to not impede.
The sound signal is a requirement. To indicate doubt about intentions prior to taking action as a stand on vessel. The sound signal is not a requirement to take action to not impede. Determining exactly which phase you are in is up to you.

Many local authorities have put in place local regulations which have greater requirements on small vessels to stay out the way of large vessels. Sailing may even be prohibited.
Quite a few have harbour patrol craft which will interven if required.

[Montanan]

Originally Posted by Dockhead

There is nothing in logic, and certainly nothing in the Rules, which prevents both Rule 9 and Rule 13 from applying simultaneously, and indeed they clearly do apply simultaneously. The ship must not run down the yacht -- crash stop, desperate maneuver around, whatever. Rule 13. The yacht must not impede the ship. Get the heck back out of the channel. Each vessel has its own obligations, and the obligations of one, does not reduce in the least the obligations of the other. There is no Pauli Exclusion Principle in the COLREGS.



The key to understanding this is to understand that one vessel having some kind of obligation, does not create any kind of privilege in the other vessel whatsoever. Just because the ship is obligated to follow Rule 13 does not give you any right to merrily continue on your way and consider it HIS problem. You have your own obligation under Rule 9.


There is no contradiction.


Now the contradiction is different -- and that is the obligation of the yacht to stand on. How can you stand on and not impede at the same time? This seemed absurd to me and that was the subject of my correspondence with the great Cockcroft some years ago.


But it's true -- not only are you obligated to get the heck back out of the channel, you are obligated to stand on. The key is that the obligation to stand on is limited to that phase of the encounter where the ship can manage the whole thing itself and you have no reasonable doubts about it. In practice, that phase may last one second, since the fact of being in a narrow channel itself creates doubt that the ship can manage by itself.



So just fork off out of the channel, like you should have done in the first place, but if you do find yourself in a situation where the ship is maneuvering and needs you to hold still, don't forget that technically you are obligated to stand on.

I try to give way to vessels that need room to maneuver, but there have been places where that is not viable. It is in those places where conflict arises, both physically and as to interpretation of the prevailing rule.

I have learned that the foremost rule regarding collisions can be summed up in one word: Don't. After that the sub-rules become specific.

I get that there can be simultaneous obligations, for example, Rule 13 [Overtaking] essentially to not run down the vessel you are overtaking and Rule 9 for a less than 20 meter craft to not impede the a vessel which can safely navigate only within a narrow channel or fairway. But there are times when the small craft can not depart the narrow channel because the small craft's draft will not allow it do such, it too can safely navigate only within a narrow channel or fairway. There are instances whereby both vessels can safely navigate only within a narrow channel or fairway and that channel is not big enough for two to pass side by side. There is only the one course to stand and indeed the vessel that is being overtaken is to hold course and speed, except as necessary to avoid collision. I have navigated channels that are like one lane roads, oncoming traffic and trailing traffic become keen issues.

Albeit it might be the better practice to try jamming oneself far enough onto a shoal instead of being rammed in the stern and thence be shoved under, holed or even more impactfully pushed onto a shoal. Hopefully in such an instance one would not be having to chose between a rock and a hard bow.

Rule 9
(b) A vessel of less than 20 meters in length or a sailing vessel shall not
impede the passage of a vessel which can safely navigate only within a
narrow channel or fairway.

(e)
(i) In a narrow channel or fairway when overtaking, the power-driven
vessel intending to overtake another power-driven vessel shall indicate
her intention by sounding the appropriate signal prescribed in Rule
34(c) and take steps to permit safe passing. The power-driven vessel
being overtaken, if in agreement, shall sound the same signal and may,
if specifically agreed to take steps to permit safe passing. If in doubt can be read as in disagreement she shall sound the danger signal prescribed in Rule 34(d).
(ii) This Rule does not relieve the overtaking vessel of her obligation
under Rule 13.

In the video that I posted previously regarding the trawler overtaking and ramming the large square sail sailing ship there was a lot of sounding of danger signal as was recommended in part e (ii) above, but little to no avoidance maneuvering.

Let's examine a real world example of a channel of the ICW in North Carolina that has become shoaled. See reference attached below. I believe Inland rules apply to the ICW, but not certain about that. I believe Inland rules do not have draft factors like the International Rules. Never skippered a vessel with more than seven feet of keel draft. This channel appears to be a navigate by braille location.

All but the shallowest draft boats can safely navigate only within the narrowed channel. Even say a less than 20 meter length craft can not likely depart from the channel ["fork out"] as there is no place to fork to. Both craft are very constrained in navigation, size has become an irrelevance. It seems that Rule 13 prevails over Rule 9. The boat that is abaft must not attempt to overtake the craft that is in front, until the craft has exited the narrow channel and an overtaking may be accomplished in a safe manner. Specifically Rule 13 (a) seems to prevail, even as to "obligations" as imposed by Rule 9.

RULE 13
Overtaking
(a) Notwithstanding anything contained in the Rules of Part B, Sections I
and II, any vessel overtaking any other shall keep out of the way of the
vessel being overtaken.
(b) A vessel shall be deemed to be overtaking when coming up with
another vessel from a direction more than 22.5 degrees abaft her beam, that
is, in such a position with reference to the vessel she is overtaking, that at
night she would be able to see only the sternlight of that vessel but neither
of her sidelights.
(c) When a vessel is in any doubt as to whether she if overtaking another,
she shall assume that this is the case and act accordingly.
(d) Any subsequent alteration of the bearing between the two vessels shall not make the overtaking vessel a crossing vessel within the meaning of these
Rules or relieve her of the duty of keeping clear of the overtaken vessel until
she is finally past and clear.

When courses are not constrained I find it easy to avoid collisions, it is when they become very constrained that it seems to sometimes become bumper car like. I am the first to NOT play chicken; I am sailing which means I am not in a hurry to get anywhere, nor do I feel a necessity to prioritize getting somewhere over being anywhere else safely.

[inspectr]

Surely Naval vessels have additional rights in and around naval bases, just as vessels constrained by draught, towing or fishing etc have under the Rules.
Think about an aircraft carrier launching and recovering aircraft at sea. I know that I would not be insisting on my "rights" in my 35 foot sailboat if I ever was allowed to get close enough. When I was in the Merchant navy, on the bridge, we would often get Notices to Mariners advising of these operations and areas closed to non naval mariners. Those rules negatived the COLREGS too.
Interestingly some naval sailors might need to go back to school or be given shore jobs after several spectacular fails recently.
As I posted before, the COLREGS can be subverted by local rules, and the grey funnel line makes up their own

[Uricanejack]

Originally Posted by Snore

No buddy- it wasn’t friendly, perhaps hanging out on Sailing Anarchy where folks have thicker skin has made me less politically correct.

As someone who regularly sails Tampa Bay on my boat and doing charters I have heard pilots advising vessels the ship is CBD, speaking them and instructing them to move. On deliveries I have heard the same in Gov Cut and countless other channels. You and others are stating that all these pilots and in some cases the USCG or USN escort vessels are not complying with COLREGS. I am saying that they are fully compliant with COLREGS.

Please feel free to say how I am wrong.

What you have been saying and doing is safe,reasonable, practical, probably greatly appreciated by the large vessels you encounter. Although technically an error in how the rules apply. It’s a safe error,

One should never let the technicalities of the rules, take precedence over the practice of good seamen.

Read what Dockhead says. You will understand the technicalities. Then apply the practice of good seamen.

[Montanan]

Originally Posted by inspectr

Surely Naval vessels have additional rights in and around naval bases, just as vessels constrained by draught, towing or fishing etc have under the Rules.
Think about an aircraft carrier launching and recovering aircraft at sea. I know that I would not be insisting on my "rights" in my 35 foot sailboat if I ever was allowed to get close enough. When I was in the Merchant navy, on the bridge, we would often get Notices to Mariners advising of these operations and areas closed to non naval mariners. Those rules negatived the COLREGS too.
Interestingly some naval sailors might need to go back to school or be given shore jobs after several spectacular fails recently.
As I posted before, the COLREGS can be subverted by local rules, and the grey funnel line makes up their own

I would have appreciated a Notice to Mariners once when sailing on Flathead Lake in Montana, I was day sailing approaching an island and I could hear an airplane but not spot it, all of a sudden a large four propeller, Navy P3 Orion plane emerges popping just over the tree tops of the small island about a half of a mile ahead of me and then began to settle closer towards skimming the surface of the alpine lake, descending say from about 200 feet high over the island and lowering to getting close to 150 feet above the lake surface, the pilot then saw that he was on a dead course towards my boat and raised the P3 a bit higher to pass almost directly overhead and then he settled back toward the lake surface continuing across the bay until nearing the south shore about five miles distance and then flew higher over the town of Polson and headed south through the Mission Valley. Clearly out for a joy flight and enjoying the beauty. We have our assortment of seaplanes on the lake and the river, but that was by far the largest airplane and the closest airplane that has come near me when sailing. I am an Air Force brat, spent a lot of time standing near the end of the runways watching planes taking off and landing but did feel startled by the Navy plane.

[El Pinguino]

Originally Posted by inspectr

Surely Naval vessels have additional rights in and around naval bases, just as vessels constrained by draught, towing or fishing etc have under the Rules.
Think about an aircraft carrier launching and recovering aircraft at sea. I know that I would not be insisting on my "rights" in my 35 foot sailboat if I ever was allowed to get close enough. When I was in the Merchant navy, on the bridge, we would often get Notices to Mariners advising of these operations and areas closed to non naval mariners. Those rules negatived the COLREGS too.
Interestingly some naval sailors might need to go back to school or be given shore jobs after several spectacular fails recently.
As I posted before, the COLREGS can be subverted by local rules, and the grey funnel line makes up their own

Flying on and off aircraft, together with RASing and mine sweeping/hunting, is covered up the front of the rules.... its not just 'made up' grey funnel stuff....

'(g) The term "vessel restricted in her ability to manoeuvre" means a vessel which from the nature of her work is restricted in her ability to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel. The term "vessels restricted in their ability to manoeuvre" shall include but not be limited to:
(i) a vessel engaged in laying, servicing, or picking up a navigation mark, submarine cable or pipeline;
(ii) a vessel engaged in dredging, surveying or underwater operations;
(iii) a vessel engaged in replenishment or transferring persons, provisions or cargo while underway;
(iv) a vessel engaged in the launching or recovery of aircraft;
(v) a vessel engaged in mine clearance operations;
(vi) a vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course.'

[Dockhead]

Originally Posted by Montanan

I try to give way to vessels that need room to maneuver, but there have been places where that is not viable. It is in those places where conflict arises, both physically and as to interpretation of the prevailing rule. ..

Indeed, and this is exactly the kind of case for which the Rules are written. That's why Rule 8 (iii) says:


"(iii) A vessel the passage of which is not to be impeded remains fully obliged to comply with the Rules of this part [which include all the give-way, stand-on Rules] when the two vessels are approaching one another so as to involve risk of collision."

and why for particular emphasis, Rule 9 itself says:

"(ii). This Rule does not relieve the overtaking vessel of her obligation under
Rule 13."

IIt means that if the sailboat screws the pooch and finds itself in the channel impeding the ship, both parties then still have to comply with all the regular give-way, stand-on Rules, and avoid a collision in the usual way, to the extent this is possible, and of course always applying Rule 2.

.

[Captain Graham]

Another point about the pecking order.
You must warn everyone when you are doing something special that gives you special rights.
In the day you must put up your day shape and at night you must display the correct lights.

Example:
You are a fishing trawler, you are heading out to go fishing, your fishing equipment is on deck but you are not using it.
At this point you are just a power boat.
After arriving at your fishing area, deploy your fishing equipment and start trawling.
You are not considered a fishing vessel until to display your day shapes or lights.

[Dockhead]

Originally Posted by Captain Graham

Another point about the pecking order.
You must warn everyone when you are doing something special that gives you special rights.
In the day you must put up your day shape and at night you must display the correct lights.

Example:
You are a fishing trawler, you are heading out to go fishing, your fishing equipment is on deck but you are not using it.
At this point you are just a power boat.
After arriving at your fishing area, deploy your fishing equipment and start trawling.
You are not considered a fishing vessel until to display your day shapes or lights.

That's a great point, often forgotten.


You are not RAM just because your vessel is relatively unmaneuverable. There is a definition of this, and the Rules concerning RAM do not apply unless you are showing lights and shapes.


You are not a Vessel Engaged In Fishing according to the Rules unless you meet the specific definition (not all fishing activity fulfills it), and unless you are showing lights and shapes.




That being said, if you see a sport fish with lines in the water and no shapes, you don't treat it like an ordinary motor vessel. You know what to expect, so you steer a wide berth, prior to risk of collision arising. But that's Rule 2, not Rule 18, so nothing to do with the "pecking order".


The difference is that if you are under sail, and you fail to do something prior to a risk of collision arising, then you are obligated to stand on for some period of time, to give the sport fish crew time to put down their beers and take some action. This is not optional.



This might not need to last for a long time -- if you see them still holding their beers and ignoring you, that could be a basis for forming a reasonable doubt about their intention to maneuver, giving you the right ot maneuver yourself. But you have to give them a chance, if they are give-way under the Rules.

[Captain Graham]

Originally Posted by Dockhead

That's a great point, often forgotten.


You are not RAM just because your vessel is relatively unmaneuverable. There is a definition of this, and the Rules concerning RAM do not apply unless you are showing lights and shapes.


You are not a Vessel Engaged In Fishing according to the Rules unless you meet the specific definition (not all fishing activity fulfills it), and unless you are showing lights and shapes.




That being said, if you see a sport fish with lines in the water and no shapes, you don't treat it like an ordinary motor vessel. You know what to expect, so you steer a wide berth, prior to risk of collision arising. But that's Rule 2, not Rule 18, so nothing to do with the "pecking order".


The difference is that if you are under sail, and you fail to do something prior to a risk of collision arising, then you are obligated to stand on for some period of time, to give the sport fish crew time to put down their beers and take some action. This is not optional.



This might not need to last for a long time -- if you see them still holding their beers and ignoring you, that could be a basis for forming a reasonable doubt about their intention to maneuver, giving you the right ot maneuver yourself. But you have to give them a chance, if they are give-way under the Rules.

Thank you for making it very clear.

[Montanan]

Originally Posted by Dockhead

That's a great point, often forgotten.

The difference is that if you are under sail, and you fail to do something prior to a risk of collision arising, then you are obligated to stand on for some period of time, to give the sport fish crew time to put down their beers and take some action. This is not optional.

This might not need to last for a long time -- if you see them still holding their beers and ignoring you, that could be a basis for forming a reasonable doubt about their intention to maneuver, giving you the right ot maneuver yourself. But you have to give them a chance, if they are give-way under the Rules.

When approaching sports fisherpersons, the appropriate etiquette is to sail close enough to exchange beers, or to raft and clink beers but to never collide and spill each others' beers all the while not fouling their trolling lines or crossing the your trolling line towed behind your sail yacht with their towed lines. Often, when the fisherpersons are having a good day and nearing their limit, I find they will readily place some of their fish into a bag and toss it into the water to allow you to gather it up and take some home or to cook aboard your yacht. That allows them to not have more fish on board then the limit allows. Yeah, that is bending the limit laws to the extreme if not outright collusion [note not collision] to break the law. I have been on many a fishing charter boat where boats with too many fish will pass their extras to a fishing charter boat that is not at or near their limits so that the passengers on the charter with less success in catching fish will be able to have more of their passengers go home with a fish. Pretty sure that is not a legal practice but it is customary and in total the limits are not exceeded.

Rule 3 General Definitions Not to be confused with daffynitions

(d) The term "vessel engaged in fishing" means any vessel fishing with nets, lines, trawls or other fishing apparatus which restricts manoeuvrability, but does not include a vessel fishing with trolling lines or other fishing apparatus which do not restrict manoeuvrability.

Now if they were towing a chest or tube full of cold beer, I believe that might qualify as being restricted in manoeuvrability. Certainly a grey area, worthy of a debate on this forum, Eh? And the deployment of such becomes even more reason to come aside, as they aren't going anywhere without that chest.

As to displaying day shapes, let's be honest that seldom happens with recreational vessels; when was the last time you saw a sailboat with a round black ball hoisted at anchor or an inverted cone when motor sailing? How many of us on the forum have such shapes? How many of us actually deploy them during all the times they should be deployed? Worse yet, how many recreational boaters actually know what the day shapes even mean? Answers: Few, damn few.

Proof of such lack of usage is easy to come by, just try to search the web for an image of a yacht with such day shape in use and you will find it hard to come by. Lot's of pictures of yachts at anchor or motor sailing but practically none with a day shape. Hey, if you have a picture of your yacht or vessel engaged in fishing deploying such day shape, how about posting such to this forum so others can see how it should be done and encourage the many of us to also do such. A New Year's resolution perhaps for skippers.

As to sports fisherpersons, indeed they are to show shapes and lights, but only if the equipment that they deploy is truly restrictive to their maneuvering, e.g., nets or dragging the bottom. Jigging or trolling with lures which is a most common sort, in no way restricts the maneuverability of their power craft hence does not qualify as to COLREGs as being a "vessel engaged in fishing".

It is common to come upon sports fisherpersons that are at anchor or on a drift anchor and then indeed they are restricted in maneuvering, but again they typically are not displaying appropriate day shapes or lights and it is not until one comes close that you may see an anchor line. Now that garners a question: If a boat is utilizing a drift anchor should it deploy "vessel at anchor" displays, or should it deploy "vessel engaged in fishing" displays or both displays? What say you?

A drift anchor is easy to quickly discharge, one just disconnects the line from the cleat and leaves it in the water and then recovers with the recovery float line, if one is smart enough to utilize a recovery float; not all drift anchorers tag their anchor with a recover float aid. And a drift anchor that floats is a navigation hazard as to entanglement, indeed a hard to see hazard, just like a trap or pot line is hard to see, but at least less of a navigation hazard then a boat at anchor.

Maneuvering with troll lines may be an inconvenience to fisherpersons but the lines in no way inhibit the boats capability to alter course or speed. But if you bring up the subject of COLREGs with many recreational boaters, my experience is that they will often think Cold Reg's and say: "Sure I'll have one of whatever your cold regular drink is or tell ya what their brand of Cold Reg is? Rarely do they discern if the Cold Reg is shaken, not stirred.

[Montanan]

Originally Posted by El Pinguino

Flying on and off aircraft, together with RASing and mine sweeping/hunting, is covered up the front of the rules.... its not just 'made up' grey funnel stuff....

'(g) The term "vessel restricted in her ability to manoeuvre" means a vessel which from the nature of her work is restricted in her ability to manoeuvre as required by these Rules and is therefore unable to keep out of the way of another vessel. The term "vessels restricted in their ability to manoeuvre" shall include but not be limited to:
(i) a vessel engaged in laying, servicing, or picking up a navigation mark, submarine cable or pipeline;
(ii) a vessel engaged in dredging, surveying or underwater operations;
(iii) a vessel engaged in replenishment or transferring persons, provisions or cargo while underway;
(iv) a vessel engaged in the launching or recovery of aircraft;
(v) a vessel engaged in mine clearance operations;
(vi) a vessel engaged in a towing operation such as severely restricts the towing vessel and her tow in their ability to deviate from their course.'

What can we discern and learn from the video below:

The fisherpersons did not have deployed equipment that would qualify as restricting their vessels manueverability, hence not truly qualifying as "a vessel engage in fishing";
even if the vessel had qualified as a "vessel engaged in fishing", it failed to deploy appropriate day shapes to signal such status;
the fishing vessel was not keeping watch at all times, and thus was slow to garner situational awareness and to act in a timely and decisive manner;
the fishing boat's motor was not operating nor readily operable so I guess its immediate status was NUC; [or perhaps almost F*&%ked]
but then again the seaplane which was crossing, did not adjust speed or course and did not give way until just before collision but ultimately did give way by changing speed and course [upward].

So ultimately good seaplaneship was achieved. Close call but at the end of day all was good. Crew aboard both vessels may have been in need of change of underwear. And the fisherpersons garnered a wonderful fishing story to tell to others.

So while we are talking about seaplanes and planes at sea, what might have been the more appropriate practices and procedures as to following COLREGs in this instance.

Enjoy.

https://www.youtube.com/watch?v=5X7wXiTvYzc

[Randy]

Originally Posted by Montanan

What can we discern and learn from the video below:

The fisherpersons did not have deployed equipment that would qualify as restricting their vessels manueverability, hence not truly qualifying as "a vessel engage in fishing";
even if the vessel had qualified as a "vessel engaged in fishing", it failed to deploy appropriate day shapes to signal such status;
the fishing vessel was not keeping watch at all times, and thus was slow to garner situational awareness and to act in a timely and decisive manner;
the fishing boat's motor was not operating nor readily operable so I guess its immediate status was NUC; [or perhaps almost F*&%ked]
but then again the seaplane which was crossing, did not adjust speed or course and did not give way until just before collision but ultimately did give way by changing speed and course [upward].

So ultimately good seaplaneship was achieved. Close call but at the end of day all was good. Crew aboard both vessels may have been in need of change of underwear. And the fisherpersons garnered a wonderful fishing story to tell to others.

So while we are talking about seaplanes and planes at sea, what might have been the more appropriate practices and procedures as to following COLREGs in this instance.

Enjoy.

The seaplane should have allowed greater clearance. But...there wasn't a collision so the seaplane did do what was needed.
Also NUC does not mean engines not operating. It means a vessel is disabled.

[a64pilot]

I may have already posted on this, but I’m seaplane rated, and during training it was stressed, and on the FAA written test, that when on water a seaplane is a boat, and subject to all the same rules and regulations that a boat is.
Once airborne, it becomes an airplane. A seaplane has no special status on the water, it’s just another boat.

I wouldn’t argue with a PBY in a row boat either though

I think that clip was made as an advertisement and that the camera was far away, making the PBY look close when it really wasn’t.