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1. 60 Table 18 Lifesaver 2 radios 88 1 1 60 Table 19 Lifesaver hull BRE SER T 08e meer nenne 65 Table 20 Lifesaver 3 1 7 cect es eceeececeeececaecececececececeseceeasecenessesneees 65 Table 21 Lifesaver 3 7 65 Table 22 Lifesaver instruments and controls 66 Table 23 Lifesaver 3 ralis N ccc eee cece cee eeeeececeeeeececececececececaeesecesenesenenenes 66 Table 24 Some useful two letter signals esses memes 87 D dvd Copy of SA JRB Operating Procedures 0 4 Page 7 of 139 JRB Operating Procedures Outline PREFACE This Manual has been divided into three main sections Section 1 deals with items that are specific to the Jet Rescue Boats a whole It includes for example the prerequisites for training Jet Rescue Boat crew and drivers the main documentation that would be found in normal operations the general principles for driving the boats and how to perform rescues and searches Section 2 describes each of the Jet Rescue Boats that are currently in service at the time of publication of the Manual This includes the general specifications but also includes detailed information about each for Pre Launch checking purposes for example as each is quite different from the o
2. 113 mA IUD Am OoOo 113 me ien cera cscs I 113 Thatsecure 114 LOWAO 114 Around an obstacle CrOSSWIDG dbi 115 Docking in a confined 116 OCI ACK WANG PR T ET EAS 118 Going forward to go backwards 119 Hovering facing the wind sss eene 121 122 sey r PH 124 Square or reef knot ssssssssssssssessssssssseseseeeneneenei sese eise e esi sare easi se senis 124 OVE aCe e m T 124 ICOM INC PT 124 tI PE TEE E E 125 Dan OnE aN ego C 126 PAC MICA ANG NO ETT MUT 126 SOS CON Lotes rM DUE 127 TC TD UD T TT 128 Page 6 of 139 List of Tables Table 1 Jet unit fault 21 Table 2 Reverse system fault finding cesses
3. 92 General HandliNg EE EEEE AEE E 92 EAN GIAO e E a E des aur N E N 92 EIDEN a PEINT 92 Recovery COCKHSE 93 Qlzzi B c 94 94 94 Diesel Hazards ldentification ge 0 enia 96 Leaded Petrol Hazards 99 Unleaded Petrol Hazards ldentification 102 TRAILERS err REEL 105 General D omm mI 105 Pre Launch ChecH emm 1 105 Launching EMI 105 Launching List MB 106 Recovery BE NOMI scales esccecccncscncscncncncacaeonenensnensasenesenssenscesscuanens 106 DOCKING DEMMl DNI A TP Leer ee eeu eee Lures 107 Undocking Plan 107 Docking Plan 0 108 Alongside in a 027 109 Boat Docking in PRICING WINK 1cccccccensecencecsecessccesuccsseccusu
4. RESCUE BOAT Operating Procedures Ha South Australia JRB Operating Procedures Outline DOCUMENT CONTROL Version 7 September 2000 Initial draft 9 April 2001 Amendments after initial review 18 May 2001 Changes to document structure 27 July 2001 Further refinement to contents a ee ee Surf Lifesaving Association of Australia Operating Procedures for Jet Rescue Boats 1 Edition Compiled by Stan Nowakowski South Port Surf Lifesaving Club Edited by Hugh Tippins South Australian Jet Boat Officer Photographs by Hugh Tippins Craig Hobart David Pummeroy D dvd Copy of SA JRB Operating Procedures 0 4 Page 2 of 139 JRB Operating Procedures Outline TABLE OF CONTENTS DOCUMENT CONTROL 2 TABLE OF CONTENTS NUTS 3 PREFACE ET MC este eee 8 PAC se WIC OG CINE ea E E 8 SECTION 1 JET RESCUE BOAT GROUP SPECIFIC INFORMATION 9 OVERVIEW Me 10 PO CCT OD 10 10 IBIQ ci M MT 10 CREW RESPONSIBILITIES A Cirad d 11 TRAINING E
5. 72 40 79 This fix offers an opportunity for an application question It is unseen and relates to the practiced techniques in doubling the angle There are some interesting angles involved in constructing the diagram accurately See the sample question given in the assessment section Extract from a Norie s Table Fix by a Bearing and Soundings This method of fixing position requires one bearing to be taken and a position line plotted on the chart at that bearing Assuming the ocean floor is not too rugged or too uniform a sounding can be taken and compared to those shown on the chart The vessel will lie on the position line at the recorded sounding SOUNDINGS IN METRES D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 83 of 139 JRB Operating Procedures Outline Example Fix the position of a vessel in 20 5 metres of water that has taken a bearing of 318 M to feature A on the coast Fix by GPS A fix by GPS Global Positioning System requires little effort from the navigator The GPS equipment when turned on returns information of position on the earth s surface altitude speed and direction of travel and time This information is transmitted from a number of the 24 satellites orbiting the earth GPS is covered later in Satellite Navigation Systems Speed is often very important in calculations for navigation Speed is measured in knots 1 knot 1 nautical mile per hour opeed Distance X Time
6. While pushing H L DIM push UP DN to select the desired brightness Set channels to be scanned as TAG channels Table 8 ICOM IC M45A VHF Marine radio troubleshooting guide D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 53 of 139 JRB Operating Procedures Outline DOCUMENTATION TRAINING LOG SHEET JRB CREW APPLICATION FORM POWER CRAFT INJURY REPORT FORM D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 54 of 139 JRB Operating Procedures Outline SECTION 2 JET RESCUE BOATS D dvd Copy of SA JRB Operating Procedures 0 4 Page 55 of 139 JRB Operating Procedures Outline LIFESAVER 1 GENERAL DESCRIPTION Length Beam Height Draught Weight Crew HULL 6 85m 2 4m 1 8m 0 4m 2100 kg 4 Table 9 Lifesaver 1 hull Type Make Model Power Fuel Fuel capacity opeed Radius of action MOTOR Turbo diesel Volvo Penta TAMD42A WJ 230hp 170kW Diesel 195 litres 35 knots 4 hours Table 10 Lifesaver 1 motor Type Make Model Stages JET UNIT Single stage mixed flow Hamilton HJ213 Single Table 11 Lifesaver 1 jet unit INSTRUMENTS AND CONTROLS Steering Throttle Thrust deflector Tachometer Oil pressure Alternator charge D dvd Copy of SA JRB Operating Procedures v0 4 doc Hydraulic Cable operated hand amp foot Hydraulic Analogue Analogue Analogue Page 56 of 139 JRB Operating Procedures Outlin
7. eee E 75 Creeping Line Search 219 ZAG Pattern enne 76 BI ai CIN 76 CONCUSSION ae 77 NAVIGATION mEERTMMKH 78 NVO TON AO 78 Soc MN IM Um 78 Taking Bearings On Small 84 How to Calculate the Distance to the 85 INTERNATIONAL CODE FLAGS OR SIGNALING FLAGS 86 Some Useful Two Letter 87 EMEHGENCIES 2255222559292 2 020 seis auc sn ccs SRM eR M DM TREE E IEEE EE UR DNE E 88 D dvd Copy of SA JRB Operating Procedures 0 4 Page 4 of 139 JRB Operating Procedures Outline International DISITesSS SIOTalbiesisesastca IER oaa Haa d pa 88 Distress FIO CCOU IES NEN RT 88 cil da axl 8 01 6 6 9 6 CHERCHER ae E ee EE PE ee Se 88 FO 89 Heavy VV CAN C Ie RTT NN 89 Man QVCO OGIO H H 89 FAVA CH RTI 91 alie o 91 AWD VEH LEG cm
8. ISC Indicator Dual Watch Control Indicator ISC Switch Indicator Dual Watch Switch CH88 Switch Red Figure 11 GME Electrophone GX295 controls and functions Volume On Off Rotate the Volume control knob clockwise past the click to turn the GX294 ON Adjust the volume control for a comfortable listening level Squelch Control The squelch control is used to eliminate any annoying background noise when there are no signals present To adjust the squelch first rotate it fully counter clockwise until the background noise is heard Then advance the squelch control clockwise until the noise just disappears The receiver will now remain quiet as long as there are no signals present but an incoming signal will override the squelch and be heard in the speaker As the control is advanced further clockwise the squelch signal is progressively increased and stronger incoming signals are needed to override it To receive extremely weak signals or to disable the squelch simply turn the control fully counter clockwise Channel Selector Select the required channel by rotating the channel selector clockwise or counter clockwise The selected channel is displayed on the LED channel display Note that if full strength sunlight is falling on the channel display it may be hard to see In this case refer to numbers around the channel selector knob D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 40 of 139 JRB Operating Procedures
9. Jet Rescue Boat JRB Lanyard Any cord attached to an object that will allow that object to be made fast to another fixed object Motor Petrol or diesel fuelled engine that drives the Jet unit which in turn propels the boat Painter A line attached to bow and or stern of the boat used to make it fast when coming alongside D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 136 of 139 JRB Operating Procedures Outline Left side of boat when looking towards the front of the boat P ort Sand anchor Scupper Hinged flap set into the Transom that allows water to drain off the Deck over the Duckboard Smae ime SSCS Transom T Waypoint A position such as a fishing spot favourite anchorage dive location and trip destination that can be saved in the GPS s memory A temporary waypoint A leg 15 the division of a route between waypoints D dvd Copy of SA JRB Operating Procedures 0 4 Page 137 of 139 JRB Operating Procedures Outline BIBLIOGRAPHY A Scrape in the Dark www boatsafe com nauticalknowhow anchor html Anchoring www onwater com anchoring html Australian CB UHF Marine and VHF Frequencies amp Usage www vk2nnn com AustCB html Boat Crew Seamanship Manual U S Coast Guard COMDTINST M16114 5B 27 Feb 1998 Boat Docking www boatsafe com nauticalknowhow books bdock htm Boating Basics Glossary of Terms www boatsafe com nauticalknowhow gloss html Boating Eti
10. T AKING BEARINGS ONA SMALL BOAT By Bill McNiel Accurate bearings are critical to small boat positioning Small boat s freeboards and shallow drafts greatly increase the ratio of drift to advance when underway and the possibility of dragging anchor Following are methods for taking bow on compass hand bearing compass and relative bearings will also discuss use of the three arm protractor for plotting lines of position LOPS obtained from bearings The simplest bearing to take is the bow on bearing The operator aims the vessel s bow at a landmark or an object on the water and reads the compass direction The resulting reading is a compass bearing The accuracy of this method can be greatly improved by providing sights on the vessel that are parallel to the keel and in the normal line of sight of the helmsman Simple items to use are a vertical line of tape or heavy thread attached to the windshield and a pop rivet or golf tee placed vertically near the steering station Where the steering compass is mounted on a small boat may limit the skipper s ability to take bearings over the ship s compass When the compass is used to obtain compass bearings be sure to use the deviation for the boat s heading at the time of the bearing to convert the bearing to true before plotting My experience with hand bearing compasses is mixed Soon after we acquired a 24 foot outdrive sport fisherman my wife gave me a beautiful hand bearing compass Three yea
11. ee ee Leere eee eee eere earn nnne nnn 65 General Descriptiqigim 65 Hull BB O 65 uoic rrr AMT EE ane Te eee A ee eee ae eee 65 NSQNE 0 Jdem 65 Instruments and 65 66 sedi MTM 66 EE EG V 66 eoe 66 SECTION GENERAL 67 TOWING DISABLED VESSELS ER E UE Uns nU DEMON EFE DINE NUN ENEMIES SM UNE UNE 68 Power SOS cce EU RUPEM D DLE PM M DA nee 68 e 69 Personal Watercraft 70 70 71 SEARCHING 72 Factors Altecting Search AVC RE Qa FRA daran una 72 COMMON Search TermilolOUV adus i22 eda ienr 22 Sau ERI AANER MM EENE 73 ONGEIWATCE SION GIS RR 74 CAC OS testes eats cs 75 Track Line 5 75 Parall l Track
12. 5 Take care to read the chart details carefully and note whether soundings are in fathomsor metres 6 Achart is always true A compass course is always magnetic Be sure to take account of these two facts in your chart and navigation work Conversions must be done correctly 7 Some charts will have more than one compass rose displayed This is because variation declination is not constant It is changing continuously and it varies from place to place We say that the Queensland coast has a variation of 11 easterly but this is just an approximate value In the Torres Strait variation is approximately 5 easterly Always use the compass rose closest to the area you are working in and be sure to note the variation details on that compass rose and apply them consistently to your bearings 8 Variation declination changes continuously because the magnetic north pole is moving around It was drifting away from the geographic true North Pole and so our charts for the Queensland coast showed variation as Increasing x minutes annually The magnetic north pole is now drifting back towards the geographic pole and variation is now decreasing y minutes annually in Queensland If the chart you are working from is very old the variation statement cannot possibly be correct Variation cannot keep increasing or decreasing indefinitely Current chart information is published fortnightly by the Australian Hydrographic Servic
13. EPIRB D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 130 of 139 JRB Operating Procedures Outline WEATHER Lots of excellent information is available about weather on the Bureau of Meteorology web site hitp www bom gov au In addition the Bureau produces a worthwhile booklet called Wind Waves Weather which is part of a Boating Weather Series of booklets Each state office has a book that focuses specifically on local marine weather conditions WINDS Winds flow in order to more evenly distribute heat between the equator and polar regions Wind direction and speed are determined by the patterns of highs lows and fronts seen on weather maps and by local effects such as sea breezes and thunderstorm downdrafts When the isobars lines of equal pressure around highs and lows become more closely spaced then winds increase That is the higher or tighter the pressure gradient the stronger the wind speed otronger wind speeds are associated with tropical cyclones deep lows and cold fronts Sudden squalls are associated with thunderstorms heavy showers or the passage of a cold front or low pressure trough and can happen in clear skies e g the Southerly Buster in NSW The very strongest winds are caused by tropical cyclones deep mid latitude low pressure systems and tornadoes water spouts DEFINITIONS AND T ERMINOLOGY e Wind speed mentioned in forecasts and coastal observations refers to the average speed over
14. INSTRUMENTS AND CONTROLS oteering Throttle Gear lever Thrust deflector Boost Tachometer D dvd Copy of SA JRB Operating Procedures v0 4 doc Hy Drive Hydraulic Cable operated hand amp foot Cable operated hand Twin duct type Hydraulic Analogue Page 65 of 139 JRB Operating Procedures Outline Oil pressure Analogue Alternator charge Analogue Engine hours Digital Compass Riviera Liquid damped GPS NAVMAN FISH400 Table 22 Lifesaver 3 instruments and controls RADIOS UHF ICOM RMK1 27MHz Marine GME Electrophone GX294 VHF Marine ICOM IC M45 Table 23 Lifesaver 3 radios PRE LAUNCH CHECKLIST Open engine cover Check for fuel leaks Select appropriate battery and switch on Switch on blowers LAUNCHING Bungs are fitted Raise engine cover Blowers on Thrust control in neutral Warm up motor Secure all fenders inboard when leaving pier or dock facility Nothing will make you look more like an inexperienced boater than to run your boat across the water with your fenders flopping outboard RECOVERY CHECKLIST D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 66 of 139 JRB Operating Procedures Outline SECTION 3 GENERAL SEAMANSHIP D dvd Copy of SA JRB Operating Procedures 0 4 Page 67 of 139 JRB Operating Procedures Outline TOWING DISABLED VESSELS Check to make sure your boat cleats are through bolted and that a backing plate hardwood or metal is used Check pe
15. Skin Contact e Wash contact areas with water e Remove contaminated clothing e Launder contaminated clothing before re use Inhalation Remove from further exposure f respiratory irritation dizziness nausea or unconsciousness occurs seek immediate medical assistance f breathing has stopped assist ventilation with bag valve mask devise or use mouth to mouth resuscitation Ingestion e Seek immediate medical attention e Do not induce vomiting Note to Physicians Material if ingested may be aspirated into the lungs and can cause chemical pneumonitis Treat appropriately Fire Fighting Measures Extinguishing Media Carbon dioxide foam dry chemical water fog Special Fire Fighting Procedures e Evacuate area e For large spills fire fighting foam is the preferred agent and should be applied in sufficient quantities to blanket the petrol surface e Water spray may be used to flush spill away from exposures but good judgement should be practiced to prevent spreading of the petrol into sewers streams or drinking water supplies or spill has not ignited apply a foam blanket to suppress the release of vapours D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 99 of 139 JRB Operating Procedures Outline e foam is not available a water spray curtain can be used to disperse vapours and to protect personnel attempting to stop the leak Special Protective Equipment For fires in
16. 0 4 Page 74 of 139 call attention Made bottom SUCCESSION OF PULLS Emergency Signal Pull me up immediately more than four When the diver gives FOUR PULLS to signify he wishes to surface the boat crew should maintain a slight tension on the two line so that the diver knows that he is well clear of the boat before surfacing SEARCH PATTERNS Search patterns are designed to cover an area in relation to each set of circumstances with maximum efficiency in minimum time If you are involved in a search offshore with other rescue groups they should adopt a formal search pattern Four main patterns are described TRACK LINE SEARCH e Could apply when a Club IRB calls in its location and is returning to the Club but does not arrive e Mainly used if you are near the location and can attend quickly Search is run along a known or intended track Used when vessel assumed to be on track and survivors are capable of signalling USING TWO BOATS ALLOWS QUICKER COVERAGE Figure 15 Track line search PARALLEL TRACK SEARCH Used when Datum is unknown or has a large error e Each track is run parallel to the intended or assumed path of target e Provides coverage of a large area e Best used when you are fairly sure that the target has maintained its track or has a fairly accurate draft line D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 75 of 139 JRB Operating Procedures Outline Comm
17. 16 26 will displayed in the LCD Panel 2 Press DW 16 DW 16 will also be displayed in the LCD Panel 3 Your GX558 will now operate on Channel 26 but will continue to monitor Channel 16 every two seconds If there are no signals present on either channel the selected channel number will be displayed along with DW 16 If a signal appears on the selected channel the signal will be heard but the display will flash 16 every two seconds indicating that it is still monitoring Channel 16 and a brief interruption to the signal will be noticed at each time This will continue for as long as the signal is present and for a further five seconds after the signal has gone this allows the radio to hold the channel during short breaks in the conversation The display will then return to the selected channel If at any time a signal appears on Channel 16 the receiver will immediately lock onto Channel 16 and 16 will be displayed The receiver will remain on Channel 16 for as long as a signal is present D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 45 of 139 JRB Operating Procedures Outline and for a further five seconds after the signal has gone The display will then return to the selected channel and Dual Watching will resume NOTE When Dual Watching any transmissions you make will be on the selected channel If you need to reply to a call on Channel 16 press CH 16 to exit the Dual Watch mode and go immediately
18. After 6 or 7 turns bring in the free end of the loop C and then pull steadily in the direction of the arrow until all is securely within the whipping The length of a whipping is from 1 2 inch to 1 inch according to the thickness of the rope Sailmaker s Whipping Unlay 2 or 3 inches of the rope Put loop of twine round middle strand Relay the rope Wind long end of twine round and round working towards the end of the rope When the whipping is long enough slip the loop back over the end of the strand it goes round and pull steadily and firmly on the short unused end Then bring the end up so that it serves the third strand Tie off the ends with a reef knot in between the strands on top the knot will then be hidden This makes a very neat whipping if done carefully Keep everything tight KNOT STRENGTHS So how strong is knot Knot very According to the U S Coast Guard in their Boat Crew Seamanship Manual COMDTINST M16114 5B 27 Feb 1998 common knots lose much of the line s strength The following table is from the above manual D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 125 of 139 Knots or Splice Percent of Line Breaking Percent of Line Breaking Strength Lost Strength Remaining ww n ANCHORS AND ANCHORING Types At some point in your boating career you will probably want to anchor You may want to stop and fish swim have lunch or stay overnight second reason to drop anchor may be to control
19. and it affords you better steerage The speed however is definitely a two edged sword The faster you go the faster things happen The faster you go the harder it is to get the boat stopped While you re in reverse gear putting the brakes on as it were your steering ability may be precarious so in this sense it s good to go as slowly as possible In the real world you ll have to find the optimal speed by experience and experimentation and on balance it will probably be a little faster than bare idle speed If you re ever caught off guard by a wind such as this remember that you can do power practicing Try a few simulated dockings out on the open water before coming into the harbor and then drive back and forth past the slip a few times You l get a quick course on how your boat handles in the present conditions On your final approach turn a little too little rather than a little too much It s much easier to extricate yourself from a failed docking if the boat is upwind and head to wind whereas if you get blown on an angle into the boat abaft there is no elegant way out Conclusion There is no conclusion to boat docking In the unlikely event that we ever think we have headwind dockings completely licked we ll find ourselves docking in a new boat which handles differently or in a shifting wind or in one which is one or two points off the bow We will realize yet again with joy and eagerness that there will be many future opport
20. as well as all ahead and astern speeds feature which gives the water jet unrivaled manoeuverability 1 Before starting up check the craft is securely tied up or well clear of other objects and the helm is centred and the reverse lever at neutral 2 After starting move the helm and reverse lever if necessary to stop boat moving Neutral The neutral position for the reverse lever or thrust or bucket control allows the boat to be pivoted in one spot As mentioned earlier this gives the boat unparalleled manoeuverability in skilled hands The neutral position can be found easily in some boats and with difficulty in others its a matter of trial and error locating the spot between forward and reverse that keeps the boat stationary This may fluctuate depending on the amount of power the boat is producing at the time D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 14 of 139 JRB Operating Procedures Outline Forward Forward movement is obtained by pushing the reverse lever forward of the neutral position and increasing engine revolutions Forward motion can be controlled by the amount of thrust being generated by the motor and the degree of deflection of the water jet At slow speeds the crew can assist the driver by moving amidships or even towards the stern of the boat in order to trim the boat level Reverse As with forward motion reverse is any reverse lever position below the neutral mark Re
21. lights operate in a cycle OFF DIM FULL OFF Channel 16 Override Pressing CH 16 at any time causes the transceiver to go immediately to Channel 16 Channel 16 is the emergency safety and calling channel Selecting Channel 16 cancels all other modes including SCAN and OTC DIALLING modes Transmitter output power is automatically set to maximum LCD Panel The Liquid Crystal Display LCD panel displays the selected channel number and indicates which function or mode has been selected This type of display can be easily read even in direct sunlight For low light or night viewing panel lights are provided which light the display internally Dual Watch Selector Pressing DW 16 allows you to monitor both Channel 16 and a channel selected by the numeric keypad DW 16 is displayed on the LCD panel Signals appearing on Channel 16 will take priority over those on the selected channel Scan ON OFF Selector Press SCAN to activate the scanning mode This causes the GX558 to scan any channels that are programmed into the memory Scan will pause when a signal appears on one of the channels and will not continue until the channel is clear During this time the signal can be heard Front Mounted Speaker The powerful front mounted speaker projects the sound forward for maximum volume and clarity Memory Programming Key The MEM key is used to store channels in the memory It can also be used to remove channels that have been previously stored When
22. or when a channel is selected HIGH power is automatically selected 1 To select LOW power press LO momentarily A high beep will be heard and LO will appear in the LCD display 2 Toreselect HIGH power press HI LO again A high beep will be heard and HI will appear in the LCD display When HIGH power is selected the transmitter output power is 25 Watts reducing to 1 Watt on LOW power IMPORTANT NOTE Some channels may be designated LOW power only Your GX558 will automatically select LOW power on these channels and will not accept any attempt to select HIGH power Programming Memory Use MEM to store selected channels in the memory or remove unwanted channels from the memory Those channels stored in the memory can be scanned for signals when required using the function The memory is large enough to store ALL AVAILABLE CHANNELS if you so require Channels programmed into the memory will remain indefinitely until removed using the key Storing Channels 1 Select the required channel using the numeric keypad D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 46 of 139 JRB Operating Procedures Outline ii Check that MEM is NOT displayed in the LCD panel This confirms that the channel is not in the memory iii Press and hold MEM for about half a second until a high beep is heard iv MEM should now be displayed in the LCD panel indicating that the channel is now stored in t
23. unless the boat is sinking or is on fire or two boats are vying for the last open slip Keeping up the momentum From here on in this docking is a momentum and or momentous exercise This particular technique there are others of course entails taking a gentle run at it Make sure your lines and fenders are organized first Now as you slow to a stop thereby losing the ability to steer to the boat all won t be lost because you have pre steered Notice the angled approach establishing momentum which will to some degree continue your upwind dockwards sideways journey towards the dock against the wind even without further throttle or rudder control Also just before shifting into neutral or reverse gear as the occasion demands give the boat a little spin it will continue to yaw and slide the boat into a parallel orientation with the dock It all amounts to a spinning skid into position and it requires some practice and experience to get it right have found that the practice goes better if one has some idea where to start book learning and water time going hand in hand It was still a struggle to get the first two lines on smartly but at least we got close enough to the dock without hitting that the dockhand could grab a rail and the crew could step ashore and start to tie up Conclusion Every docking is different Learning the principles is great and learning the timing vigor and duration out on the
24. D dvd Copy of SA JRB Operating Procedures 0 4 Page 129 of 139 JRB Operating Procedures Outline NIGHT OPERATIONS Remember a general rule is that the more lights you see on a vessel at night the larger it is and the more you should try and avoid it Carry spare light bulbs of the kind and type for all your navigation light fixtures and know how to change them Having navigation lights on your boat that don t work is considered the same having navigation lights on your boat If you are out at night and see another boat s red light but not the green light you are in a give way position This means that you must slow turn stop or make whatever other maneuver is necessary to stay out of that boat s way If you see both the red and green light you are meeting the other boat head on If you see only the white light you are running up the stern of the other boat or that boat is at anchor or it may be a sailboat under sail If you see the green light and not the red you have the right of way But remember right of way is of little solice if there is a collision so avoid collision at any cost Night boating is deceptive reduce speed and be careful Equipment to be carried fitted tightly in the boat e Spot lights e Dolphin torch e Lights for life jackets cyalume sticks e Space blankets e Reflector tape Siren horn e Deck lights red interior Compass Blacked out radio aerial and
25. In a maritime emergency time can be critical The quicker the search area is identified and rescue co ordinated the more likely a successful rescue will be accomplished There are a number of ways that search and rescue authorities can be alerted including radio distress calls distress flares and overdue vessel reports One simple and effective alerting and locating device already carried in the life rafts of ships and by many yachtsmen and commercial fishermen is the Emergency Position Indicating Radio Beacon EPIRB An EPIRB is a compact buoyant self contained radio transmitter which when activated continuously emits a distinctive radio signal for a minimum of 48 hours From now on space age technology can take much of the search out of search and rescue Australia s decision to participate in the international satellite aided search and rescue system known as COSPAS SARSAT has greatly improved the chances of early detection of EPIRB signals and thus improved the chances of saving lives By accurately locating the source of the EPIRB signal the system also reduces the number and the flying time of search aircraft Satellites now supplement the existing arrangements whereby overlying aircraft listening out on the aviation international VHF distress frequency 121 5 MHz or the military distress frequency of 243 MHz report any EPIRB signals they hear EPIRBs can now be detected and located even if they are activated in areas re
26. Page 23 of 139 JRB Operating Procedures Outline RESCUE EQUIPMENT Rescue tubes Mask snorkel flippers Diving knife Diver s tow line Towing bridle Long tow rope Short tow rope First Aid Kit Oxygen Resuscitation equipment Fire extinguishers PFDs Boat hook Fenders D dvd Copy of SA JRB Operating Procedures 0 4 Page 24 of 139 JRB Operating Procedures Outline SAFETY EQUIPMENT PFDs Each boat is fitted with a number of Personal Floatation Devices PFDs Fire Extinguishers Next in line after PFDs fire extinguishers are a very important safety item As a general rule boat extinguishers should be regularly shaken to mix the chemicals as prolonged storage on the boat settles all the chemicals Portable fire extinguishers are designed to attack a fire in its initial stage The selection of a suitable extinguisher is primarily influenced by the following factors e size and rate of fire spread e Class of fire i e type of materials involved training and capabilities of the person using the extinguisher Note Always follow the specific instructions on a fire extinguisher and familiarise yourself with these instructions prior to an emergency situation Persons should be trained in the use of extinguishers to optimise their effectiveness General Guidelines for Using a Fire Extinguisher Raise the alarm summon help and have someone call the fire service on 000 e Keep your e
27. Water leaking from under front bearing Faulty water seal Replace water seal Excessive high pitched rattling or ratling whine Blockage of the Jet Unit Clear jet Faulty thrust bearing Inspect and repair the thrust bearing Cavitation is occurring Bad vibrations Blockage of the Jet Unit The blockage must be removed Worn cutless bearing or cutless bearing Check water drain hole inspect and repair the cutless bearing water drain hole blocked Something caught in the impeller Check through inspection hatch clear obstruction Worn driveshaft universal joints Inspect and repair the driveshaft as per manufacturer s recommendations Engine revolutions gradually increasing over a period of time Worn or blunt impellers Inspect and repair the impeller as well as the wear ring Excessive impeller tip clearance Inspect and repair the impeller as well as the wear ring Sudden increase in engine revolutions with no noticeable decrease in thrust Air ingestion or cavitation Faulty tachometer Repair tachometer Excessive engine revolutions noisy jet unit with aerated water from nozzle Screen blocked with wood or debris or Remove blockage rope through screen and wrapped around shaft Object jammed in stators an or impeller Hemove object 10 Low engine RPM Problem with engine Investigate operation of engine Incorrect impeller and nozzle selection Consult Hamiltons 11 Thrust bearing housing too hot to keep y
28. Weed Removal In the event of weed blocking the intake screen within the break the driver should firstly try to remove it by stopping even reversing for a short distance If that is unsuccessful then the driver may direct one of the crew to go over the side with a bow rope to provide stability against oncoming waves while the other crew dives under the boat to clear the blockage ROLLOVER C APSIZE Sometimes during operations either due to driver error or motor failure the boat is going to roll over If a rollover is imminent and the motor is still running every endeavour should be made to switch the motor off to prevent damage Every effort should be made to right the boat immediately If this is done before the engine compartment fills with water it is possible to restart the motor and continue with operations Note Plugs may be wet from fuel flooding and so may not start immediately If however the boat is upside down long enough to allow water to enter the engine compartment and submerge the motor then it will be necessary to beach the craft recover it and immediately commence repairs Every attempt should be made to re right the boat immediately to prevent additional damage to the motor and other equipment by continuos submersion Return to Shore after Power Failure or Rollover If it is not possible to restart the motor after rollover of power failure then the boat must be returned to shore for service This can be car
29. Whoever is co ordinating the exercise most probably Gold Coast Command should use other resources to check this point E g an IRB from Currumbin could check the location of the first sighting an IRB from Palm Beach could check the second sighting location and the JRB involvement in the exercise can proceed on the assumption there is only one swimmer After consideration of the initial high probability area proceed to a point in advance of this estimated position of the target and work back UNDERWATER SIGNALS Signals Between Boat and Diver The following signals can be made using the diving tow rope and interconnected life line or floating buoy line Signals cannot be made on a slack line therefore any slack must be taken up before signalling oignals on lines are one of two kinds 1 PULL A steady heave on the line 2 BELL A sharp quick tug on the line All rope signals should be preceded by an ATTENTION signal which is ONE PULL and must be acknowledged by ONE PULL by the receiver All conveyed messages must be repeated by the receiver back to the caller From Boat to Diver ONE PULL To call attention Are you OK Diver must acknowledge by one pull TWO PULLS Am sending down a rope s end or other item as previously arranged e g tools etc THREE PULLS You have come up too far Go down slowly until we stop you one pull FOUR PULLS FOUR BELLS Come Up Hurry up D dvd Copy of SA JRB Operating Procedures
30. absolutely everything you know about slow speed boat handling comes into play and contributes to your successful piloting Close quarters maneuvering is about always improving and this applies to station keeping just as much as if not more than to other boat handling skills This is no place for coasting As such one of the very best indicators of your progress is your ability to make your boat just hold still D dvd Copy of SA JRB Operating Procedures 0 4 Page 122 of 139 JRB Operating Procedures Outline ROPES KNOTS AND ANCHORAGE ABOUT ROPES There are some basic rules about caring for ropes and associated tackle These include no standing on ropes no dropping of clips crabs shackles There are many materials used today to make line ropes are on shore line is afloat The most popular is nylon lt is strong holds up well to the weather and stress and coils nicely without too much kinking Line is also made from natural fibers like cotton and hemp manila and other synthetic fibers such as dacron kevlar spectra technora and polypropylene Nylon three strand is the preferred line for docklines since it stretches sufficiently to dampen the sharp shocks of wave action and wind against your cleats Dacron doesn t stretch as much and is used for sailboat running rigging and other applications where you don t want stretch to interfere with your sets The big advantage of polypropylene line is that it floats Therefore
31. and then turning the boat sharply into its deep alcove with many other boats tied up nearby and the wind howling is not a trivial exercise It s still all the same as the first two turns except that each one gets more gut wrenching Three Final Points 1 There is quite often a point of no return a place beyond which there is no practical way to go into reverse gear and back out into open water Close quarters wind reverse gear these can be an impossible combination The higher the wind the earlier on this point is occasionally and also depending on the wind s direction even entering the harbour commits me irrevocably to completing the docking It is very helpful to have some idea where this no return point is Rarely in very heavy weather the intended slip may be simply inaccessible better to know about it while there are still options D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 117 of 139 JRB Operating Procedures Outline 2 don t always drive the boat right into its slip Sometimes I m content just to get a part of it usually the bow in close to the dock and from there or a crew member can take a few long lines ashore to control both ends of the boat and haul it in manually In certain adverse winds will even dock up initially on the south side across from my slip occasionally needing to rest against another boat there using lots of fenders Then throw a line or two across to my
32. are essentially the reverse of launching and you should keep in mind being courteous of others launching and retrieving Unload the boat away from the ramp if possible Back the trailer into the water again keeping the tyres of the tow vehicle at waters edge not in the water Maneuver the boat carefully onto the submerged trailer attach a bow line and shut off the engine Winch the boat onto the trailer and secure it As you drive up the ramp pause at the top to remove the drain plugs to allow water to drain from the bilge Drive the trailer and boat out of the ramp for cleanup reloading securing equipment and safety check D dvd Copy of SA JRB Operating Procedures 0 4 Page 106 of 139 JRB Operating Procedures Outline DOCKING UNDOCKING PLAN Prior to getting underway you should implement an undocking plan with the help of your passengers You should consider the traffic in the area the direction of wind and current and the depth of the water Do not assume that everyone onboard has the same boating experience that you have or that they can read your mind Be specific and give direction if you ask for their help Telling a passenger to attach a spring line means nothing if that person doesn t know the meaning of the term which line to use and where and how to tie it Make sure that your engines have run for a few minutes and that they are warmed up before casting off lines Long idle periods are not recomme
33. attachment overboard Raise the alarm by shouting MAN OVERBOARD Even if you are the only one left aboard shouting man overboard may provide reassurance to the person in the water lf there are others on board instruct a crew member to watch the person in the water and point continuously e Start your recovery manoeuvre You may have to lower your sails and start you engine beware of loose sheets fouling the propeller f possible note your position most navigational aids have a MOB function it may prove vital if contact is lost with the person in the water REMEMBER the MOB function records where the person fell overboard he she will drift away with the tide f you are the only person remaining on board do not leave the deck as you may become disorientated and loose sight of the person in the water e During the hours of darkness a white parachute flare which will pick up the retro reflective tape on clothing lifejacket can be used to illuminate area lf you cannot see the person in the water or have any doubt about your ability to recover him her send a mayday call on your VHF radio If you can see the person in the water clearly a simple 180 degree turn is the quickest If you lose sight of the casualty due to poor visibility or heavy weather and sea state the Williamson turn is a good way to get on to a reciprocal course which will take you back down your track X This will vary from bo
34. cannot propel themselves sideways ignoring for now twin SCrew effects bowthrusters etc and you may have very little steering ability as the boat loses headway Figure 25 Docking broadside to the wind The diagram shows where the boat actually goes and it bears resemblance whatsoever to where you want it to go The situation seems hopeless let s see how to get around tt Firstly it does get better with practice and experience Be prepared to invest the hours developing and improving that intangible feel for your boat in this situation you re going to need it Some of the factors and constituents of that feel comprise the discussion which follows More specifically notice in the diagrams which follow that the boat approaches the dock much more to one side of the slip the outside side of the turn than if there were no wind This is because you will use power in forward gear as you turn to control the boat and that will move the boat ahead in its slip So starting off to the side makes allowance for this Also the initial approach is made almost perpendicular to the dock keeping the effects of the wind especially the turning effect to a minimum until the very last moments and for the same reason the turn is done relatively late with the hull already very close to the dock The maneuver will require very positive control of the vessel necessitating at times vigorous but brief use of steer
35. enclosed areas firefighters must use self contained breathing apparatus Unusual Fire and Explosion Hazards EXTREMELY FLAMMABLE Vapour accumulation could flash and or explode if in contact with open flame Accidental Release Measures Notification Procedures Report spills as required to appropriate authorities such as the local Environmental Health Officer or Fire Brigade e f spills are likely to enter any drain waterway or groundwater contact the Area Water Authority e In case of accident or road spill contact the Police and Fire Brigade and if appropriate the Area Water Authority Procedures if Material is Released or Spilled e Eliminate all ignition sources e Runoff may create fire or explosion hazard in drain system e Contain and adsorb on suitable chemical absorbent material etc Shovel up and dispose of at an appropriate licensed waste disposal site in accordance with current applicable laws and regulations and product characteristics at time of disposal Environmental Precautions Prevent spills from entering storm sewers or drains and contact with soil Handling and Storage Handling NEVER SYPHON PETROL BY MOUTH PETROL SHOULD NOT BE USED AS A SOLVENT OR AS A CLEANING AGENT Use non sparking tools and explosion proof equipment e Avoid contact with skin e Avoid inhalation of vapours mists e Use in well ventilated area away from all ignition sources Storage Drums must be groun
36. it does behave and how it does respond to control inputs and you will increase the likelihood of joining the elite club of stern to dockers STATION KEEPING Charles T Low author of Boat Docking for Boat Safe 1999 October Keeping station refers to holding a position in the water not moving relative to the land and here we re talking about staying still without being secured to a dock or anchored to the bottom We hold the boat in place by piloting it at not to a certain spot without making any way and unless there is absolutely no wind or current station keeping requires very active and positive control of your vessel It s a little bit like balancing a pencil on its tip or like hovering a helicopter much more difficult than just moving the thing somewhere As such it ranks right up there in the advanced category of close quarters maneuvering skills and makes a very good exercise for familiarizing yourself with your boat s slow speed handling characteristics Why it presents such a challenge will become apparent as we go along But first consider why to bother with station keeping in the first place Any number of scenarios can present themselves Commonly you need to wait for someone else to clear a slip or just for other boats to get out of your way before you proceed along the next leg through the marina to or from your dock You may need to stop and talk to someone on shore You may be involved in search and re
37. it is appropriate for ski lines or other applications where you want to be able to see the line on top of the water Line is constructed in two basic ways although there are variations on the theme The first is 3 strand line Three strand twisted line can be laid right or left and should always be coiled with the lay of the line If you hold a length of 3 strand right hand laid twisted line at arm s length and eyeball it you will see the wrap of the line twisting to the right The other construction type is braided line Braided line can be single or double braided and in both cases the line is braided around a central core This type of line does not stretch to the degree that twisted line does and is more difficult to splice However it goes through a pulley or block very well because of it s rounded shape and is stronger than its equivalent size twisted line Whichever lines you choose to use make sure they are kept out of the sun when not in use clean unfrayed and coiled neatly Don t leave knots in a stowed line for long periods of time Protect the line from chaffing and replace the line at the first sign of wear KNOTS BOVWVLINE SQUARE KNOT Forman eye with the standing part Tietwo owerhand knots Remember left ower right underneath Run the free end up through the eye and twist then right over left and twist then take aturn around the standing part Feed the free end back down intathe eye
38. names of ships bearings etc Five flag signals are those relating to time and position Six flag signals are used when necessary to indicate north or south or east or west in latitude and longitude signals Seven flags are for longitude signals containing more than one hundred degrees Page 86 of 139 JRB Operating Procedures Outline SOME USEFUL T wo LETTER SIGNALS AC am abandoning my vessel AN need a doctor BR helicopter require CD require immediate assistance DV am drifting EF SOS MAYDAY has been canceled FA Will you give me my position GW Man overboard Please take action to pick him up JL You are running the risk of going aground LO am not in my correct position used by a light vessel NC lam in distress and require immediate assistance PD Your navigation lights are not visible PP Keep well clear of me QD am going ahead QT am going astern QQ clearance require health QU prohibited Anchoring is request permission to anchor RU Keep clear of me am maneuvering with difficulty SO You should stop your vessel instantly UM the Harbour is closed to traffic UP Permission to enter Harbour is urgently requested have an emergency YU am going to communicate with your station by means of the International code of signals ZL Your signa
39. nnnm 22 Table 3 Steering system fault finding 23 Table 4 NAVMAN Tracker trouble shooting 33 Table 5 Commonly used JAB group callsignS ed orem 34 Table 6 27MHz Marine channel assignments ssssssssssssssssesee nnne eene neis 35 Table 7 VHF Marine channel assignments sssssssssssssssssssenn nnne nemen eme eene 36 Table 8 ICOM IC M45A VHF Marine radio troubleshooting 90 53 Tape 9 T 0 56 Table 10 lt 1 MOTO sess 56 Table 11 Lifesaver D I mes 56 Table 12 Lifesaver 1 instruments and 57 Table 13 Lifesaver 1 radios eR eee nee 57 Table 14 Lifesaver 2 hull ror rer hr rin er Dern Hauke nd 59 Table 15 Lifesaver 2 motor ccccc cece eee c eee e eee ee ee nent ec ee ea eases eene ene e nn nemememe i isse eser a sa sain 59 Table 16 Lifesaver 2 jet unit s MA esee e a e 59 Table 17 Lifesaver 2 instruments and
40. regarding any problem areas as reported by Helicopter IRB and Patrols Can also include training e g driving pick ups search patterns anchoring etc 1330 Lunch Advise Surf Command of standby status 1400 Afternoon surf patrol Training etc 1700 Wash craft and equipment Carry out minor repairs 1800 Completion of Log Books patrol completed Notify Surf Command of status This is a basic guide for Driver and Crew and can be varied depending on the requirements of the day All JRB Crew are to be involved in training or familiarisation during their patrol It is the Driver s responsibility to set the day s training exercises During the patrol always advise Command of your intentions D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 12 of 139 JRB Operating Procedures Outline HANDLING WARNINGS WARNING 1 Reverse Thrust The reverse duct on this jet provides a powerful reverse force It must be used with caution a Astern motion causes wave making at the transom With smaller craft and excessive astern speed the wave making could be such that water flows over the top of the transom and into the hull This can be avoided by either limiting the astern speed or limiting the height of the transom b The high speed stop operating the reverse duct when the craft is d speed going forward will cause the bow to drop and in some cases cause the bow to be immersed which may result in water flowing into the hull Th
41. resume scanning 4 HOLD on a channel either e press on the microphone or press the PTT button on the microphone 5 scanning when the channel has been held either e press on the microphone or e press MEM The receiver will resume scanning 6 exit the SCAN mode either e press to return to the last selected channel or e press CH 16 to go to Channel 16 or e press the numeric keypad to manually select a channel Checking Which Channels are in Memory The following method can be used to identify which channels are stored in the memory e Rotate the squelch control fully counterclockwise The receiver hiss will be heard in the speaker Press If there are no channels stored in the memory a two tone beep will sound and the scan command will be ignored D dvd Copy of SA JRB Operating Procedures 0 4 Page 47 of 139 JRB Operating Procedures Outline If there are channels stored in the memory a high beep will sound SCAN will be displayed along with a channel number The displayed number will be one of those stored in memory e Press MEM to reveal any other channels in the memory Each press of MEM will reveal the next channel Continue until all memorised channels have been revealed When you have finished press again to exit the SCAN mode and readjust the Squelch Control Selecting Australian or International Bands When operating within and a
42. scanning the MEM key can also be used to skip over a busy channel Weather Channel Selector NZ versions only OTC Auto Dialling Mode Selector Australian versions only Microphone Socket The microphone plug should be inserted into this socket and the outer sleeve tightened The microphone must be inserted to activate the speaker Alternatively a telephone style handset can be plugged into the socket The receiver audio will be transferred to the handset s earpiece Channel Selector and OTC Dialling Keypad During normal operations the numeric keypad is used to enter the channel number Any legal channel can be entered by pressing the channel number digits in sequence Channels 1 to 9 should be prefixed with a zero Hi Lo Key The HI LO key has two functions Power Output A momentary press of the HI LO key causes the transmitter power output to be set to either HIGH power 25 watts or LOW power 1 watt The power output will toggle between HIGH and LOW LO power with alternate presses of the key Band Selector Pressing and holding the HI LO key for about 1 5 seconds will cause the GX558 to change from the AUSTRALIAN VHF marine channel allocation to the INTERNATIONAL VHF marine channels is displayed in the LCD panel when the INTERNATIONAL is selected Press and hold again to return to the AUSTRALIAN channels Power is automatically reset to HIGH after a channel change or a mode change O
43. side walk around and haul the boat over This is much more elegant than crashing around and even the guy who wrote the book absolutely has to know his own and his boat s limitations If its completely calm may back in but that doesn t happen very often Usually go in forwards as have been describing and then in preparation for my next departure turn the boat around end for end by hand winding ship using a simple effective system of lines Conclusion Close quarters maneuvering has no conclusion find this docking easier in October than did in May and hope and expect to find it easier in ten years than do now never perfect and I m always learning As gain ever more experience it gets easier at least partly because work at it harder although when you love boating as do work isn t quite the right word giving closer attention and a more concentrated focus to the details of close quarters maneuvering STERN by Charles T Low author of Boat Docking for Boat Safe 1998 February Stern to docking has many advantages over docking with the bow in towards land In many boats it s just easier to load gear and get on and off from the cockpit than over the bow Although docking this way iS commonly done it s also common to see it not done and not only for reasons such as protecting the rudder from grounding or hitting the dock important though that is There are man
44. sighting to arrival of search units at search area Obviously if a beach patrol has visual contact your task is easier Once visual contact is lost the task becomes harder and other factors especially the time since the last sighting and movement of the target must be considered COMMON SEARCH TERMINOLOGY DATUM The most probable location of survivor DATUM or DRIFT LINE The projected or estimated line or path of the target from the last known Datum Point This is worked using all the known information LKP The last known position of the target POSSIBILITY AREA Where the target could possibly be This is usually a fairly large area If something is seen at Burleigh Hill then the possibility area could include an area of say a one kilometre radius from Burleigh Hill PROBABILITY AREA Where the target probably will be All available information is calculated to give a reduced area where the target probably will be and where the greatest change of finding the target will be Datum Point or Datum Line will be in this area EXAMPLE Assumed times and distances only A swimmer is seen in difficulty at Currumbin Creek entrance He is lost sight of and five minutes later he is seen 500 metres North of the first location and then lost sight of A JRB is activated from the North and arrives in the area ten minutes after the initial sighting and five minutes after the second sighting Consider this information which should have been gat
45. so that information applicable to all boats is contained in the main body of the document Information specific to each individual boat is in Appendixes The development of the aluminium craft powered by turbo charged diesel engines has meant a significant advancement in white water rescue capabilities for South Australian aquatic safety in a period of rapid local and tourism population expansion on our coastline SCOPE In addition to being used as the source document for Jet Rescue Boat driver and crew training this document aims to provide additional information for them above that given during formal training lt can also be used as a reference on a wide range of nautical topics At no time is this document meant to replace formal training and experience gained on the job while patrolling DEFINITIONS A glossary of commonly used terms is at the end of the manual These will be found in everyday use while patrolling and may also be encountered during rescues and other situations on the water D dvd Copy of SA JRB Operating Procedures 0 4 Page 10 of 139 JRB Operating Procedures Outline CREW RESPONSIBILITIES TRAINING REQUIREMENTS The training requirements for skippers drivers and crew are detailed in the Blue Book GENERAL REQUIREMENTS Checking of all equipment must be completed prior to the commencement of your patrol The JRB must be ready for immediate callout Previous log sighted all equipment pre l
46. the center of a low pressure area is called Buys Ballot s Law MAN OvERBOARD MOB Practice man overboard drills with your crew and or family members The drill should go something like this Yell loudly to alert everyone on board if someone goes overboard and toss something floatable overboard immediately Have someone assigned to point at the MOB and keep pointing until the helmsman says its OK to stop pointing Sound five or more short blasts on the horn the danger D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 89 of 139 JRB Operating Procedures Outline signal to alert other boats in the area Approach the MOB upwind or upcurrent slowly until your boat is in a retrieval position and then shut off the engine Bring the MOB into the boat over the stern Practicing this simple drill can save a life Wear suitable protective clothing and a lifejacket preferably fitted with reflective tape and a light REMEMBER that if you do go over the side at night or in bad weather there is a high probability that you will not be recovered When you first discover that someone has fallen overboard the most important thing to remember is DON T PANIC If the person is on a lifeline stop the boat immediately and then recover them using the lifeline harness as necessary If you are well prepared and have practiced the drill regularly you will automatically know how to react MOB Check List Immediately throw a lifebuoy and
47. to select a channel DUP appears for duplex channels 3 To change the channel group while pushing and holding H L push CH WX simultaneously US Canadian and international channels can be selected in sequence D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 50 of 139 JRB Operating Procedures Outline Weather Channels There are 10 weather channels These are used for monitoring the NOAA National Oceanographic and Atmospheric Administration satellite weather broadcasts Weather Alert Function NOAA broadcast stations transmit a weather alert tone before important weather announcements When the weather alert function is ON the ALT indicator appears briefly on the display When the alert signal is received ALT flashes with an alert tone and then weather announcements start e This function is activated when a weather channel is selected or during any scan Receiving 1 Rotate PWR VOL to turn power ON 2 Rotate SQUELCH fully counterclockwise 3 Adjust PWR VOL to a suitable listening level 4 Rotate SQUELCH clockwise until the audio noise disappears 5 Select a channel When a signal is received e the squelch opens audio is emitted from the speaker and e BUSY appears in the function display 6 When an interrupting signal is received rotate SQUELCH deeply clockwise Dual Tri Watch Functions These functions allow you to conveniently check the distress channel Channel 16 or
48. vehicles may require low range for the extra power required because of the increased resistance between the tyre and ground Usually 2nd or 3rd is a good gear Momentum is more important than speed Turning corners too sharply will cause the wheels to dig in Do not change gears while travelling through soft sand Choose your gear before proceeding If the vehicle starts to spin and stop do not keep digging the vehicle in reverse back over your tracks to compress the sand and then try again e For inclines take a run up and as the wheels start to spin back off slowly the accelerator to regain traction This will take some practice to get the exact combination e Vehicles should never be driven onto the waterline he underside needs to be well rinsed each time it is immersed in water during a launch or recovery LAUNCHING As mentioned earlier 4WD should be selected prior to reversing down the ramp with the boat in tow Once this has been accomplished the crew driving the vehicle rinse down the vehicle and trailer secure the vehicle and place the keys on top of the right hand front shock absorber EQUIPMENT Communications Each vehicle is fitted with a UHF radio tuned to among other frequencies Surf Lifesaving SA Its details are recorded with the associated boat that it tows Safety Each vehicle ts fitted out with a First Ald Kit D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 92 of 139 JRB
49. very little swing but a yacht at anchor may have considerable scope out and may swing widely A shallow draft boat will be more affected usually by the wind whereas a deep draft boat will be more affected by the current Put your bow into the wind or current whichever is having the greatest affect on your boat power up slowly to or just beyond where you want your anchor to lie and check your forward motion with your reverse gear Double check to ensure that the bitter end of your anchor line is attached to something sturdy on the boat Most experienced boaters have watched at least one anchor with a few hundred feet on line disappear over the bow because they forgot to secure the end Don t throw the anchor it will probably get tangled Release it by holding on to the chain or line making sure that the chain and line are free and dropping the anchor off the bow If your anchor line was properly coiled it will pay out smoothly Once you see slack in the line feed out the proper amount of scope as the boat drifts back Hopefully you ve got your anchor line marked at 25 increments Average recommended scope is somewhere around 7 to 1 or 8 to 1 that means that if you are in 20 feet of water you will want to pay out between 140 and 160 of line You also want to take into consideration the distance between the water line and the bow cleat and also any depth increase because of tides If the tide may come in another 4 feet and your bow cl
50. water builds confidence and makes your love of boating even more blissful DockiNG BROADSIDE TO THE WIND by Charles T Low author of Boat Docking This particular docking confounded me more than any other in the early days and so would like to present it to you now as my second Boat Docking article for Boat Safe The Online Safe Boating Course for December 1997 Docking in an off the dock wind when done well brings praise even from experienced marina dock hands the converse brings back several memories which at best find embarrassing The extra challenge of this specific situation as illustrated is that a long angled run at the slip is not possible making an already difficult maneuver even more invigorating As usual planing hull power boats suffer wind effects more than others but have also seen exactly this docking defeat moderately experienced skippers in displacement hull boats even full keeled sailboats Docking into a brisk wind lets say something like 20 25 knots stretches everybody s skills D dvd Copy of SA JRB Operating Procedures 0 4 Page 111 of 139 JRB Operating Procedures Outline The problem arises because to do this docking you must eventually and inevitably slow down and turn the boat broadside to the wind The moving mass of air will then blow you away from the dock and itself will also turn the vessel Your options for countering the wind quickly dwindle because boats
51. when it does occur it is accompanied by widespread damage Widespread damage occurs FORECASTS AND WARNINGS Routine coastal waters and high seas forecasts and warnings are produced by the Bureau of Meteorology and broadcast by Telstra marine radio They are also available from a variety of other sources Routine Coastal Waters Forecasts are for areas within 60 nautical miles of the coast see map for coastal waters sections They are issued by Regional Forecasting Centres in each capital city several times daily and monitored continuously for changes which may occur Routine High Seas Forecasts are issued twice daily by the Regional Forecasting Centres in Perth Darwin Brisbane and Melbourne for the areas beyond the coastal waters surrounding Australia Warnings for Coastal Waters are issued whenever strong winds gales storm or hurricane force winds are expected The initial warning attempts to provide a 12 to 24 hour lead time and warnings are renewed every 6 hours Warnings to Shipping on the High Seas are issued whenever gale storm or hurricane force winds are expected The initial warning attempts to provide a 12 to 24 hour lead time and warnings are renewed every 6 hours NOTE Australian and International practice refers to weather system positions for marine use in DEGHEES and TENTHS of a degree For example 25 4 South is the latitude of twenty five decimal four degrees south NOT twenty five degrees four minut
52. work is the basis for good navigation Before going to sea a course is plotted on a chart noting bearings distances and expected times for each leg of the trip While at sea position is fixed at regular intervals and the course adjusted when necessary This is safe sensible practice It is a general safety obligation of the person in control of the vessel and applies to both large ships and smaller recreational craft Some important points to note about working with charts are 1 Latitude and longitude scales are divided into minutes and then tenths of minutes seconds are not used on charts So a latitude may be given as 34 28 5 and this should be able to be determined from the scale on the side of the chart 2 When determining distances on the chart use only the latitude scale on the side of the chart 3 Remember one minute of latitude equals one nautical mile 1 minute of latitude 1 nautical mile 1 852 kilometres 4 Transfer distances to the latitude scale directly beside the chart area from which the distance was lifted Make this a habit It is good practice as the latitude scale is not constant The effect of the Mercator projection from which most nautical charts are produced is to stretch the scale slightly at higher latitudes This is because the angle at the centre of the earth increases towards the poles and the cylinder of the projection when unwrapped from around the spherical earth distorts the latitude scale
53. your boat No driver means no access to the brake pedal which activates the brake on all four wheels The parking or hand brake only sets the rear wheels D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 105 of 139 JRB Operating Procedures Outline Carry spare bulbs for your trailer lights LAUNCHING LIST Do initial launch preparations away from the ramp so as not to impede launching for others Fit the drain plugs bungs Disconnect the trailer wiring Remove tie down straps and again check the drain plugs Make any equipment adjustments necessary and check the drain plugs Drive to the ramp and back the boat and trailer down the ramp keeping the tow vehicle s wheels out of the water Set the hand brake shift into 1st and wait and listen for instructions from the boat driver Someone should get aboard the boat turn on the blower look for water entering the boat sniff the bilge and start the motor Make sure you have attached a bow line to the boat then release the winch and disconnect the winch line You should be able to launch the boat with a slight shove or by backing the boat off the trailer under power Return the towing vehicle to the parking lot as soon as the boat is launched so the next person in line may proceed then rinse vehicle and trailer down Move the boat to an area away from the ramp to load additional equipment and passengers if necessary RECOVERY The steps for retrieving the boat
54. 139 JRB Operating Procedures Outline Ramp Courtesy www boatsafe com nauticalknowhow ramp courtesy htm Rescue Procedures www boatsafe com nauticalknowhow rescue html Some Facts About Marine Radios and the Legal Requirements Marine Safety Department of Transport Tow Tow Tow Your Boat www 4seatow com tow html Towing for Fun www boatsafe com nauticalknowhow towtip htm Training and Examination Manual for the Operation of Jet Rescue Boats Surf Lifesaving Association of Australia 2 edition November 1978 Wind Waves Weather South Australia Boating Weather Series Bureau of Meteorology 1998 D dvd Copy of JRB Operating Procedures 0 4 Page 139 of 139
55. 39 JRB Operating Procedures Outline Scan operation 1 Select the desired channel group USA CAN INT or WX channels with H L CH WX or CH WX only for weather channels When the weather alert function is in use select the desired WX channel in the display then perform the above step 2 Push SCAN to start scanning SCAN appears and flashes in the function display e 16 appears during priority scan 3 To stop the scan push SCAN again SCAN disappears Scan resume timer when a signal is detected scan pauses until the signal disappears or resumes after pausing 5 sec according to the SET mode setting Confirming tag channels while operating scan push UP or DN Only tag channels are selected Stop pushing UP or DN to resume scan Weather alert function when this function is turned ON the selected weather channel is checked during scan Call Channel Programming Pushing 16 9 for 1 sec selects the call channel channel 9 by default however you can program your most often used channels in each channel group for quick recall 1 While pushing and holding H L push CH WX one or more times to select the desired channel group USA CAN INT to be programmed 2 Push 16 9 for 1 sec to select the call channel of the selected group CALL and the call channel number appear 3 Push 16 9 for 3 sec to enter call channel write mode call channel and channel group to be programmed
56. Adjust detent as per installation instructions Reverse duct vibrates or judders during control movements Spring is disconnected Reconnect spring Table 2 Reverse system fault finding D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 22 of 139 Steering System Possible Cause Steering stiff at the helm Grit jamming nozzle Helm wheel or cable system stiff Steering tiller shaft stiff Grit between nozzle bushes Nozzle bearing bushes worn allowing the nozzle to rub on the housing Steering jamming Grit jamming nozzle Nozzle pivot bolts loose or bent Nozzle holder bowl deformed by impact JRB Operating Procedures Outline Solution Work nozzle from side to side to release grit Flush out Disconnect cable system from the jet Check rectify and lubricate as necessary Disconnect cable system from the jet Check movement of shaft and clearance on shaft bushes Rectify to a loose running fit Remove bolts bushes and O rings Check bushes and O ring seal for wear Replace with new parts as necessary Remove bolts bushes and O rings Check bushes and O ring seal for wear Replace with new parts as necessary Work nozzle from side to side to release grit Flush out Remove check and replace bolts to the torque specified on the drawing Remove rebuild or replace as necessary Table 3 Steering system fault finding D dvd Copy of SA JRB Operating Procedures v0 4 doc
57. B Operating Procedures Outline SECTION 2 JET RESCUE 55 PIPES AVR NEU ONES 56 tz Jn Beg ER 56 Ii NRRERERERRRRRRRRR 56 lero aam 56 NE ENTRE 56 instruments 56 57 RPM EON ic PEE TRRRTRTORRRe RIT 57 57 EUG AO C XX RQ RR 58 Checklist TEENS 58 LIFESAVER 2 UTR ccs RM 59 General socie egeta aviones suus eas oe trs RD erue 59 instruments and Gontrols tar ro ERE ee ak aas DE aa 59 Radios MEME NEM MEM 60 Pre Launch Checklist eo ERA rh rna nnns 62 LAUNCHING UMEN 63 Equipment LOCATIONS RIA 64 Forward Hatch DOROP DELL eeeseeees nennen nnnm rennen 64 Port Locker afl 64 Starboard Locker 000 64 Centre Console IP 64 Recovery Checkli Sm EM EA 64 LIFESAVER 3
58. N FEATURES OF A TYPICAL SAILBOARD Figure 14 Main features of a typical sailboard D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 70 of 139 JRB Operating Procedures Outline OVERTURNED BOATS When approaching overturned boats do so slowly and from astern as there may be persons in the water around the boat Ropes etc will contribute to a dangerous situation all persons as required from a safe distance Ensure all persons are accounted for If not radio for immediate assistance Persons may be trapped inside the overturned hull Care must be exercised performing this task Both crewperson and diver should swim to the hull with mask snorkel flippers and knife A torch is useful to give better light The diver checks inside and the crewperson stands by to assist if the diver gets into any difficulty The diver may use scuba equipment to check the hull He must however have a lifeline to the JRB and have the assistance of the crewperson D dvd Copy of SA JRB Operating Procedures 0 4 Page 71 of 139 JRB Operating Procedures Outline SEARCHING Last season JRBs were called upon many times to be involved in searches Most were for swimmers close into the shoreline but there were occasions when the JRBs had to travel further out for missing windsurfers and catamarans The following are some basics on search pattern formats and how a search area is decided upon Much has been written and standardi
59. Operating Procedures Outline RECOVERY CHECKLIST The checklist used for vehicles after recovery of boats is straightforward lt is simply to make sure the vehicle is ready for immediate use if called out This means it must be serviceable refuelled and clean D dvd Copy of SA JRB Operating Procedures 0 4 Page 93 of 139 JRB Operating Procedures Outline REFUELLING VEHICLE Refuelling of the vehicle normally occurs at a service station Remember to switch off any radios or mobile phones when refuelling Also make sure you know where the vehicle s fire extinguisher is located and how to operate it When filling petrol cans at a service station always remove the petrol can from the vehicle and make certain that the can is grounded before filling Several fires have occurred at service stations as a result of customers filling metal portable petrol containers petrol cans placed on plastic surfaces such as the bed of a ute with a plastic bed liner The insulating effect of the plastic surface prevents the static charge generated by the petrol flowing into the petrol can from grounding As static charge builds it can create a static spark between the petrol can and the fuel nozzle When the spark occurs in the flammable range in the petrol vapour space near the open mouth of the petrol can fire occurs BOATS Several things to remember if petrol is spilled into the bilge e Do NOT operate the bilge exhaust blower It can
60. Outline ISC Switch The ISC switch activates an extremely effective Interference Suppression Circuit Noise Blanker When selected the ISC combines with a built in Automatic Noise Limiter ANL to almost totally eliminate electrical impulse interference allowing clear reception of weak signals even under the noisiest electrical conditions When the ISC switch is selected the red LED indicator above it lights Channel 88 Switch The channel 88 switch allows instant selection of the Distress and Calling frequency 27 88 MHz When selected 88 appears in the channel display and the red Channel 88 LED above the button lights up Pressing the 88 switch again returns the GX294 to the latest selected channel he channel 88 switch can be used to provide instant switching between the calling channel 88 and a local channel as follows 1 Select the local channel by rotating the channel selector switch e g channel 94 2 Press the 88 button in Channel 88 will be displayed and the red channel 88 LED will light 3 Now whenever you are called on channel 88 and you wish to go back to the local channel simply press the 88 button to release the switch When you have finished your conversation press the 88 button again to return to channel 88 Dual Watch Switch The Dual Watch Switch allows the DX294 to monitor channel 88 AND any other selected channel Any signals received on channel 88 will take priority over signals on the
61. Procedures 0 4 Page 29 of 139 JRB Operating Procedures Outline WITHIN THE BREAK Recovery of unconscious patient on return to beach 1 2 3 Driver gives Assistance Required signal Patrol acknowledges and selected patrol members run to water s edge to meet boat Boat is beached or where considered desirable spun around whilst still afloat to enable boat to be quickly relaunched No 2 and No 3 lift patient ready to hand over to patrol As patient is lifted across boat the patient is rolled onto side face towards patrol No 1 and No 2 patrol members at front link arms under patient and take patient s weight and continue to roll patient over to face down position No 3 patrol member places right upper arm under legs rolling patient s legs onto right shoulder The No 1 and No 2 patrol members then swing the patient s arms over and down the No 3 patrol member then stands fully supporting the patient s legs such that the patient is then carried in the classic face down draining position If a further patrol member is available he should support the patient s head so that the airway is kept open The patient can also be transferred in the face upwards position BEYOND THE BREAK Patient transfer from IRB to JRB 1 IRB Driver positions craft alongside JRB preferably on leeward side of prevailing wind and sea conditions If sea conditions are bad both boats should be positioned facing the oncoming swe
62. Procedures 0 4 Page 58 of 139 JRB Operating Procedures Outline LIFESAVER 2 GENERAL DESCRIPTION Hull Length 5 85m Beam 2 4m Height 1 8m Draught Weight 1800kg 2240kg on trailer Crew 3 Table 14 Lifesaver 2 hull Motor Type Marinised petrol Make Volvo Penta marinised Chevrolet 350 V8 5 8 litre Model AQ271C Power 280hp 208kW Fuel Lead Replacement Fuel Fuel capacity 175 litres Speed 35 knots Radius of action 3 hours Table 15 Lifesaver 2 motor Jet Unit Type Single stage mixed flow Make Hamilton Model HJ212 Stages 1 Table 16 Lifesaver 2 jet unit INSTRUMENTS AND CONTROLS Steering Hy Drive Hydraulic Throttle Foot Cable Thrust deflector oplit Cable Tachometer Analogue Oil pressure Analogue Alternator charge Analogue Engine hours Digital D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 59 of 139 JRB Operating Procedures Outline Compass Liquid damped GPS NAVMAN Tracker500i Table 17 Lifesaver 2 instruments and controls RADIOS UHF Motorola MCS2000 27MHz Marine GME Electrophone GX294 VHF Marine GME Electrophone GX558 Table 18 Lifesaver 2 radios Steering Steering is performed using the helm shown below It is hydraulically operated The boat responds as a car does when moving forward turn the helm left or right to turn the boat to port or starboard respectively When travelling astern however steering differs from that of a car it continues to turn the bow whichever
63. Procedures v0 4 doc Page 62 of 139 Bungs are fitted Raise engine cover Blowers on Thrust control in neutral D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 63 of 139 Warm up motor Secure all fenders inboard when leaving pier or dock facility Nothing will make you look more like an inexperienced boater than to run the boat across the water with your fenders flopping outboard EQUIPMENT LOCATIONS FORWARD HATCH Handheld pyrotechnics orange smoke and red flares Oxy Viva First Aid Kit otiffneck collars Tool kit Jumper leads Admiralty chart opotlight Binoculars Handheld compass otrobe Chemical light cyalume sticks De watering fluid opotlight Bungs Lifejackets Tow rope Bucket and lanyard Sea anchor Underwater tow rope Mask and snorkel Fins Diver s knife PoRT LOCKER STARBOARD LOCKER CENTRE CONSOLE RECOVERY CHECKLIST D dvd Copy of SA JRB Operating Procedures 0 4 Page 64 of 139 JRB Operating Procedures Outline LIFESAVER 3 GENERAL DESCRIPTION Length Beam Height Draught Weight Crew HULL 2 4m 4 Table 19 Lifesaver 3 hull Type Make Model Power Fuel Fuel capacity opeed Radius of action MOTOR Turbo diesel Yanmar 6LP STE 300hp 221kW Diesel 195 litres Table 20 Lifesaver 3 motor Type Make Model Stages JET UNIT Single stage mixed flow Hamilton HJ241 1 Table 21 Lifesaver 3 jet unit
64. RES douwieawanssaxexs 11 General Requirements er roin a EET ee 11 Patrol ic ERR UU I ARO aiaia eero ainia TASEEN 11 Bicis ee ee 11 Crew Daily Procedures eese REED aaaea 12 HANDLING e eric roce nen roa lila ERREUR wwe aenn 13 Warnings 13 Low Speed 11 22 14 Emergency Brakinq esM END HABUI 0 2 16 Beyond the Break 16 Within the Break MH TEES i scesecccecsccaenencesececscneeacsesseseracecnanacacesenerscsenanseseess 17 Rollover Capsize SE RU UA 1 20 Jet Unit Fault NM 21 RESCUE EQUIPMENT SES NI 0 24 SAFETY EQUIPMENT SS 25 xi lellmeew 3 27 BieewedUcfun Af 27 Conscious 29 micis zio 29 RR mU 29 Beyond Me d eee 29 NO ROCK m em 29 FATTA TO eae e E E nde E T E EE 29 WNN TIC sic EE EE E 30 Beyond the Break TE 30 CALL OUT CREW EQUIPMENT LIST ac iicvotetet iieucsincndedveticwadeccsuciutettieucinaidoswutinwnddou
65. This is essential and also Figure 45 Sea anchor provides more comfortable conditions when drifting in choppy seas Anchor Rode Anchors also must have something to attach them to the boat This is called the anchor rode and may consist of line chain or a combination of both The whole system of gear including anchor rode shackles etc is called ground tackle The amount of that you have out scope when at anchor depends generally on water depth and weather conditions The deeper the water and the more severe the weather the more rode you will put out For recreational boaters let it suffice to say that at a minimum you should have out five to eight times 5 to 1 scope for day anchoring and 6 to 8 to 1 for overnight the depth of the water plus the distance from the water to where the anchor will attach to the bow For example if you measure water depth and it shows four feet and it is three feet from the top of the water to your bow cleat you would multiply seven feet by six to eight to get the amount of rode to put out Adequate scope is necessary if your boat is to be anchored safely Scope is the ratio of the length of the anchor line to the distance from the bow chocks to the bottom Satisfactory scope is generally considered to be a ratio of 7 to 1 If you anchor in 10 feet of water you should pay out 70 feet of rope Remember also that a rising tide will change the scope If the distance becomes 15 feet to the bottom you sh
66. a 10 minute period at a height of 10 metres above the surface It is given in knots A knot kn is equal to a speed of one nautical mile per hour Note 10 knots 18 5 km h and 10 km h 5 4 knots e Gusts may be up to 40 per cent stronger than the average speed A squall is an abrupt and large increase of wind speed with a duration of the order of minutes which diminished rather suddenly e Strong wind 25 to 33 kn e Gale force 34 to 47 kn e Storm force more than 47 kn e Hurricane force used for tropical areas only more than 63 kn remembering these are all ten minute averages e Wind Direction is given in the 16 compass points and is the direction the wind is coming from Wave height is vertical distance between the top of crest and bottom of trough Wind or sea waves are generated by the local prevailing wind and vary in size according to the length of time a particular wind has been blowing the fetch distance the wind has blown over the sea and the water depth Swell waves are the regular longer period waves that were generated by the winds of distant weather systems There may be several sets of swell waves travelling in different drections Causing a confused seas state state is the combination of wind waves and swell he wave and swell heights described in Bureau observations and forecasts refer to significant wave heights which represent the average of the highest one third of the w
67. ain think it s too much to get into all of the niceties just now we may get around to it eventually and it s all in the book but at least know that there s something to know Figure 35 Going forward to go backwards Inboard or Outboard For steerage astern would you rather have an inboard or an outboard engine Inboard outboards are classed with outboards in terms of their steering mechanics Well both propulsive designs have advantages and disadvantages and for every boater who is sure he or she knows which one is best another has a considered and differing position In this instance however vote for the outboard because being able to actually swing the propeller itself from side to side affords better reverse gear steerage acknowledging that there are always exceptions than does a rudder Do not construe this to mean that prefer inboards or outboards or rowboats or anything My comments relate very narrowly to docking stern to Keels Even more to the point would you rather have a boat with or without a substantial external keel As usual there are pros and cons For example sometimes a full keel exacerbates the effects of asymmetric propeller thrust Just as often however it allows the hull to track straight and true and to tolerate a cross wind better so in general a boat with a keel will back into a slip better What to do One solution for all of these things as mentioned above is simply not to do
68. al Port Operation Environmental Distress Safety and Calling Commercial Port Operation Port Operation Port Operation Port Operation Public Correspondence Pubic Correspondence Pubic Correspondence Public Correspondence Pubic Correspondence Pubic Correspondence Pubic Correspondence Port Operation Pubic Correspondence Port Operation Pubic Correspondence Port Operation Port Operation Commercial Pubic Correspondence Port Operation Pubic Correspondence Port Operation Pubic Correspondence Port Operation Supplementary distress and safety Non Commercial Non Commercial Operation Prohibited Non Commercial Non Commercial Port Operation Port Operation Guard Channel Operation Prohibited Guard Channel Operation Prohibited Commercial Non Commercial Port Operation Port Operation Port Operation Port Operation Public Correspondence Pubic Correspondence Pubic Correspondence Public Correspondence Public Correspondence Public Correspondence Non Commercial Public Correspondence Table 7 VHF Marine channel assignments Operation is prohibited on Channels 70 75 and 76 D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 36 of 139 JRB Operating Procedures Outline RADIOS GENERAL Radios play a vital role within the Jet Boat Service The aim of the radio is to provide a quick and efficient means of obtaining equipment or help which would otherwise not be possible without some los
69. and hold there while pulling standing part ta tighten down knot Hat part nT rope maztex ME 1 F5 haee Copy ight EEG 1 ES heey Fo pm mo was ony Fo pm mo was ony proh d D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 123 of 139 CLOVE HITCH Make a turn around post withthe standing part on the top Take a second turn around inthe same direction and feed the free end throughthe eye of the second turn Pull tight Cop gh FREI 5 hey Coup agr RES 1 P 5 hary ool s on Depod Fo pm ono um nn Figure 40 Clove hitch Figure 41 Mooring hitch D dvd Copy of SA JRB Operating Procedures 0 4 Page 124 of 139 JRB Operating Procedures Outline Make more than one and a half figures of 3 The hitch is secured by running the last eight before securing the hitch turn back under the crossing line see drawing The last turn should lead in the same direction as the standing line Pull tight It can be relied on to hold itself firmly Figure 42 Cleat hitch LASHINGS SPLICES WHIPPING Common Whipping Lay the twine in a loop on the rope with a loop on the rope with a loop going beyond the end Hold this down with the left thumb Then wind the twine tightly round the rope working toward the end A don t go over the free end of the loop
70. appear Very large waves with long overhanging crests tumble and sea is chaotic with dense white appearance 48 55 89 103 56 63 104 117 Small medium sized ships are temporarily hidden by waves wave crests blown into froth and visibility is heavily impaired over 63 over 117 Air is filled with foam spray and visibility is severely impaired Sea is like a mirror omoke rises vertically Moderate waves with many whitecaps Small leafy trees begin to sway and inland form waters form crested wavelet Large branches are set in motion and whistling is heard in overhead wires Whole trees sway and there is little difficulty in moving against the wind Moderately high waves break and form Twigs break from trees and there is difficulty well defined streaks known as spindrift walking Large waves form crests roll over spray Small waves with whitecaps form Dust and loose paper is raised and small branches move Significant wave height range m limit Effect of wind on land Smoke follows wind but wind vanes are still 0 1 Leaves rustle wind is felt on face and wind vanes move Leaves small twigs are in constant motion and light flags extend 1 0 0 2 3 1 2 1 2 3 4 4 Structural damage may occur in buildings and installations O N Bl i Rarely experienced inland but trees can become uprooted and severe structural damage in buildings may occur Very rarely experienced but
71. are 77 per minute including GST higher from mobile and public phones Check your local telephone directory dial 1900 926 113 or poll Weather By Fax on 1902 935 254 for a list of your local numbers Services are e Local Waters Forecasts Supplied for capital city boating e Severe Weather Warning Service Marine and land based warnings Marine Forecasts Full coastal waters forecasts and latest actual reports Bureau of Meteorology Marine Weather Radio Broadcasts The Bureau of Meteorology issues radio bulletins of marine weather forecasts warnings and coastal observations over Telstra Australia s coast radio station network on HF MF frequencies for the high seas and coastal waters Bulletins for coastal waters are also broadcast on VHF channels over Telstra s Seaphone network Broadcasts are also made via Inmarsat satellite as part of the international Maritime Safety Information broadcast service to shipping under the Global Maritime Distress and Safety System GMDSS Inmarsat C communications equipment is required for these broadcasts to be received HF Voice amp VHF Coastal Waters Weather Warnings Broadcast Schedule e seni Lt MN i A la a eee eagle Note Warnings are included in the scheduled weather broadcast and on receipt in both HF voice and VHF transmissions D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 135 of 139 JRB Operating Procedures Outline GLOSSARY V distress sheet Ora
72. at to boat and should be adjusted following a trial At heading 60 put helm hard over to port 1 LI 1 i E ies toss oW dL 4 1 i i T m 3 5 starboard Man overboard rM oe s note heading AN iie A 180 1 At heading 180steer gt 70 e Put your helm hard over to the starboard and add 60 degrees to your course When the compass 15 reading course 180 degrees steer a reciprocal course and the casualty should be ahead of you D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 90 of 139 In heavy weather the reciprocal course may bring the sea astern in which case a short approach head to sea may be more appropriate once the turn has been completed Do not waste time while the boat is turning to approach the person in the water prepare for the recovery as it is too late when they are alongside Which side will you approach Have a heaving line ready Wear a lifejacket and lifeline if you don t you may get pulled on top of the person in the water The initial approach to the person in the water will vary depending on weather sea conditions and the type of boat Let the weather help rather than hinder stop unwind and drift down If you are concerned about drifting onto the person in the water bring your stern into the wind If you re not confident with your boat handling skills or if it looks likely that the boat could come down on top of the pers
73. ating Procedures Outline NAVMAN GPS Boat Track Tracker500 EEF n 4u 1l ig T Screen Cursor Escape Key Escape from screen or menu Also backlighting on off Move screen cursor and select menu items Increase Trackplot Scale Centre Boat on Trackplot Screen Figure 8 NAVMAN Tracker500 controls and functions Problem Tracker500 500i will not switch on Tracker500 500i switches itself off Some previously available navigation functions are no longer available GPS FIX LOST message displayed Prolonged period to obtain a fix TROUBLE SHOOTING GUIDE Cause Solution Power data cable not connected or not fully connected into its socket Power supply connections reversed Check for a poor connection in the power cable causing intermittent loss of power When the Tracker500 500i detects a large supply voltage surge it will turn itself off to protect itself Check for loose battery connections GPS no longer has a fix This may occur occasionally if the antenna does not have a clear view of the sky The satellite positions are constantly changing so that their signals can come from any direction It is essential that the antenna has a clear view of the sky This will occur if the Tracker500 500i has been moved more than 500 kilometres since it was last switched on or if it has not been used for several months The Tracker500 500i will automatically search
74. aunch checks must be conducted under the direction of the Driver When checking your equipment remember your life depends on its proper operation don t depend on others to check it it s your responsibility ropes life jackets etc used are be washed thoroughly in fresh water and dried in the shade prior to being stored or replaced in the JRB e The boat shed and vehicle are to be kept clean and all equipment stored in the area allocated e The Crew is to clean the JRB at the completion of each patrol under the direction of the Driver e Patrol Log Book must be completed before the completion of each patrol It is the responsibility of the Driver to ensure all logs and crew training logs are completed at the close of each day s patrol It is the responsibility of the Driver to contact the Jet Boat Officer in regard to any mechanical service gear problems written in log book e All Crew are expected to undertake regular fitness training and maintain a high standard in this area non proficient Crew will be stood down from duty until deemed proficient by the Jet Boat Officer This relates to all areas of JRB Crew Awards e All Crew are expected to have above average knowledge and skills in all lifesaving areas particularly resuscitation and first aid Regular training in this area is essential e Alcohol is prohibited to all crew members on duty or on standby No member shall undertake JRB duty after consuming al
75. aves Some waves will be higher and some lower than the significant wave height The probable maximum wave height can be up to twice the significant wave height e King Freak waves can occur when wind waves and or a combination of swell waves join to produce a very high wave These can be even higher than the probable maximum wave height and can result from the added influence of currents tides distant weather systems and shape and depth of the seabed D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 131 of 139 JRB Operating Procedures Outline UTC Universal Time Coordinate time references in warnings for high seas are given in UTC Australian Eastern Standard Time is UTC 10 hrs Western Standard Time is UTC 8 hrs D dvd Copy of SA JRB Operating Procedures 0 4 Page 132 of 139 BEAUFORT SCALE Wind speed range Beaufort Number Effect of wind on deep water Description Km hr 1 oO 1 5 Ripples are seen 4 6 6 11 Small wavelets with glassy appearance form 7 10 12 19 Large wavelets form and crests begin to break 11 16 20 28 4 Moderate breeze n Strong breeze 17 21 29 38 22 27 39 49 Large waves start to form foam crests are widespread and some spray is evident Sea heaps up and foam from breaking waves is blown in streaks along the wind 28 33 50 61 34 40 62 74 Strong gale Violent storm 2 affects visibility and dense wind streaks 41 47 5 88
76. be Take it slowly except that to be more realistic it has to be Take is as slowly as possible This is because the wind demands that the boat have very strong steerability and this steering authority comes i from motion through the water and ii from keeping the power on So you may have to maintain more speed up than you would like although on the plus side the head wind will slow you down a little too This is a very dynamic docking Things change quickly You have to do two contradictory things i think well ahead and ii throttle and steer very actively moment by moment What s the Problem The trouble arises for several reasons Firstly a headwind yaws the boat This turning force varies by boat being relatively mild and slow with a low profile displacement hull sporting a substantial external keel but tenacious and rapid for a planing hull boat But in almost any boat the wind tries to blow the bow off Furthermore if the wind turns the boat a little to port for example then the whole hull becomes an inclined plane and some of the wind s force now pushes it laterally also to port in this instance So now we have a boat turning and drifting sideways The skipper s best response is to turn to starboard perhaps adding in extra engine power to improve steerage But notice now which way the propeller s discharge current is pushing the boat to port 7 It doesn t take long under these circumstances to use u
77. ble An improperly rigged tow boat can cause damage and injury Let s review some basic towing procedures and rigs 1 The best point of connection to the towed vessel is the bow ring down by the waterline However most boats over 30 don t have one You therefore will need to construct a bridle The purpose of a bridle is twofold a to spread the strain of the tow over two or more attachment points and b to minimize yawing The easiest way to make a bridle is to take two of your dock lines tie the tow line to the spliced eyes using a bowline and run the ends through your bow chocks or hawseholes with chafing gear to your bow cleats A second option is a single line with a bowline on a bight tied in its center You can of course use a simple overhand knot to make the loop but you may never get it untied The length of the bridle legs should be at least equal to the width of your vessel plus the distance from the chocks to the bow A word of caution here if your bow cleats are not fastened to the deck with through hull bolts and back plates they are liable to rip off during a long tow or in rough seas If they don t have back plates then you must take a couple of turns on the cleats and continue the lines aft to your stern cleats or if on a sailboat to the mast The additional connection point will help absorb some of the shock The bridle rig itself should be stronger than the tow line If anything is going to break you want it to be the to
78. both the distress channel and leisure call channel Channel 9 programmable while receiving another channel When receiving a signal on one of these channels the transceiver stops on the channel until the signal disappears Depending on your preference select dual watch or tri watch in advance on SET mode Dual watch is the default setting Transmitting 1 Select an operating channel 2 Push H L to select a transmit output power e LOW appears when low output power is selected e High power cannot be selected on some channels 3 Push and hold the PTT switch to transmit TX appears 4 Speak into the microphone at your normal voice level Do not hold the microphone too closely to your mouth or speak too loudly This may distort the signal 5 Release the PTT switch to receive IMPORTANT In order to maximise the readability of your transmitted signal pause for a moment after pushing PTT hold the microphone 15 20cm from your mouth then speak into the microphone at an even normal voice level Scan Function The transceiver has a high speed scan function for standing by on utility signals The scan speed is 8 channels sec except when the weather alert function is in use Two scan types are available normal scan scans all tag channels in sequence and e priority scan checks channels 16 while scanning These scans can be selected in SET mode D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 51 of 1
79. cohol within 12 hours immediately prior to duty e The Jet Boat Officer is to ensure drivers undertake training and be familiar with all areas of the JRB operations and functions PATROL ROSTERS It is the responsibility of crew persons to contact the Driver to confirm patrol availability It is the responsibility of all crew to arrange a substitute if unable to attend patrol Senior Crew may only swap with Senior Crew JRB Crew will be stood down immediately from JRB Service pending an inquiry if absent from patrol without a replacement UNIFORMS The uniform is a very important item to portray a professional image e For identification purposes all Jet Rescue Boat Crew must wear the official uniform whilst on duty e Uniforms must be kept clean and neat e Whilst wearing the official JRB Crew uniform and representing the Association all Crew must be clean and well groomed and conduct themselves in a professional and courteous manner D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 11 of 139 JRB Operating Procedures Outline Trainee Crews are required to wear Club patrol uniforms and red peak cap CREW DAILY PROCEDURES 1000 Previous log sighted radio Surf Command advise JRB is on standby The boat is not operational until the pre check has been completed and has been launched 1010 Conduct functional checks as per Operations Log Book 1100 Morning surf patrol Communicate with Command and Clubs
80. csncesuecesuccesenusecansecates 110 Docking Broadside to the 111 Around an Obstacle a Cross 115 IVY qe H 116 IL 6 S 118 Iun 120 ROPES KNOTS AND ANCHORAQGE e cbe sun e eaten uua bua Uo euis a 123 ADU ri M 123 i 123 diio D 125 Sol 125 VV RID DING Nr 125 C 125 ANTOS QO 126 NIGHT SU We ce M 130 WEATHER M 131 ursi 131 DETININONS 1 T 131 sic our M 133 Marine Forecasts and 5 134 Forecast amp Warning Delivery 5 135 GLOSSARY fr EE EERE 136 BIBLIOGHAPPHY T E A 138 D dvd Copy of SA JRB Operating Procedure
81. d all of this with only the one line You may have to cleat it off somewhere in the middle and do it fairly briskly if the wind is strong Figure 31 Low line You may then be able to leave it there performing the function of two spring lines and adding bow and stern lines as usual Whatever you do you must do quickly The force of the wind broadside on even a medium size small craft often surprises even experienced boaters Caveats The timing vigor and duration of these maneuvers is critical and they are learned only on the water The boat will very likely need to be handled very forcefully often requiring emphatic steering and throttling so be careful If it goes wrong it can go very wrong Consider simply docking the other way around end for end if this is easier If you feel that you must turn the boat around then do it later by any of various methods at your leisure Don t be stubborn about docking a certain way or even about using that particular slip if the conditions are too difficult Conclusion There are many things in life that we know better than to do into the wind Sometimes however in docking our boats our only choice is an upwind dockage and it ranks right up there among the more difficult close quarters maneuvers we have to face We have covered a few of the concepts and D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 114 of 139 JRB Operating Procedures Outline techniques to he
82. d LCD The IC M45A s function display is easy to read and shows operating conditions at a glance Backlighting and contrast can be adjusted to suit your preferences Smart Microphone Operating channel and transmit output power level settings are easily selectable via the supplied microphone Panel Description Front Panel D Channel Up Down Switches UP V DN e Push to select Scan Switch SCAN e TAG e Push to start stop scanning scan type can be selected in SET mode e Push for 1 sec to toggle the tag setting for the displayed channel C High Low Power Switch H L DIM Toggles between high and low output powers e While pushing push the UP DN switches to adjust the display backlighting e While pushing push SCAN for 3 sec to clear all tag channels C Channel Switch CH WX DUAL e Push to toggle between regular channel mode and weather channel mode while in regular channel mode push H L CH WX to change channel groups e Push for 1 sec to start stop dual tri watch use SET mode to select dual or tri watch in advance Channel 16 Switch 16 9 e Push to select channel 16 e Push for 1 sec to select the call channel channel 9 by default Note that each group can have its own call channel programmed e Push for 3 sec when a call channel is selected to enter call channel write mode channel indication flashes Squelch Control SQUELCH e Rotate clockwise to eliminate a
83. d is possible chemical type goggles should be worn Skin Protection e Impervious gloves MUST be worn f contact is likely oil impervious clothing must be worn D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 97 of 139 JRB Operating Procedures Outline Exposure Limits This product does not contain any components which have recognized exposure limits D dvd Copy of SA JRB Operating Procedures 0 4 Page 98 of 139 JRB Operating Procedures Outline LEADED PETROL HAZARDS IDENTIFICATION Effects of Overexposure Eye irritation respiratory irritation dizziness nausea loss of consciousness Skin Irritation Studies sponsored by API conducted in the U S examining the mortality experience causes of death of distribution workers with long term exposure to petrol have not found any petrol related health effects Case reports of chronic petrol abuse such as petrol sniffing and chronic misuse of petrol as a solvent or as acleaning agent have reported a range of neurological effects nervous system effects sudden deaths from cardiac arrest heart attacks hematologic changes blood effects and leukemia These effects are not expected to occur at exposure levels encountered in the distribution and use of petrol as a motor fuel NOTE This product contains lead compounds Lead can be a cumulative poison First Aid Measures Eye Contact e Flush thoroughly with water e If irritation persists call a doctor
84. d personal hygiene practices should always be followed D dvd Copy of SA JRB Operating Procedures 0 4 Page 104 of 139 JRB Operating Procedures Outline TRAILERS GENERAL The weight that you are trailing will make your towing vehicle less responsive in many respects opeeding up slowing down and all maneuvers will require more time to accomplish Leave more room between you and a vehicle in front of you to make sure you can stop should they brake suddenly Make sure your side view mirrors are large enough to provide an unobstructed rear view on both sides of the vehicle Remember that the turning radius is much greater Curbs and barriers must be given a wide berth when turning corners Backing a trailer can be somewhat tricky but with practice you should be able to accomplish the task in a minimum amount of time The trailer will turn in the opposite direction of the car take it slowly and try to avoid oversteering Prior to operating on the open road practice turning backing up etc on a level empty parking lot PRE LAUNCH CHECKLIST This checklist differs slightly for each trailer so refer to each boat s trailer checklist for their relevant details In general however they are similar This means you need to check e tyres for wear the wheel bearings for sloppiness e that safety chains are correctly and securely fitted the main connection is secure e boat is attached to winch post sec
85. ded and bonded and equipped with selfclosing valves pressure vacuum bungs and flame arresters Store away from all ignition sources in a cool area equipped with an automatic sprinkling system Outside or detached storage preferred Storage containers should be grounded and bonded Exposure Controls Personal Protection Ventilation Use in well ventilated area with local exhaust ventilation Ventilation required and equipment must be explosion proof Use away from all ignition sources D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 100 of 139 JRB Operating Procedures Outline Respiratory Protection Approved AS1716 respiratory protective equipment must be used when vapour or mist concentrations are unknown or exceed the Worksafe Exposure Standards Eye Protection If splash with liquid is possible chemical type goggles should be worn Skin Protection Impervious gloves should be worn Good personal hygiene practices should always be followed D dvd Copy of SA JRB Operating Procedures 0 4 Page 101 of 139 JRB Operating Procedures Outline UNLEADED PETROL HAZARDS IDENTIFICATION Effects of Overexposure Eye irritation respiratory irritation dizziness nausea loss of consciousness Skin irritation otudies sponsored by API conducted in the U S examining the mortality experience causes of death of distribution workers with long term exposure to petrol have not found any petrol related health eff
86. dom of movement of the duct e clearance between the duct and the splash guard e security of the splash guard bolts and e security of the duct pivot pins Maintain the reverse system in good repair WARNING 6 Control with Engine Stopped There is no steering or reverse control when the engine is stopped This is because control is achieved by the water flow from the jet Never stop the engine when approaching a mooring or any time when steering will be required WARNING 7 Zero Speed Detent Unlike other propulsion systems that have a gearbox and therefore a positive neutral the waterjet relies on the reverse duct position to provide this neutral Correct operation of the zero speed detent is the only way the operator has of knowing he is in the neutral or zero speed position Proper selection of the zero speed position is essential prior to startup for safe startup and maneuvering Low SPEED MANOEUVRING The steering nozzle deflects the jet stream to port or starboard causing the boat to steer to port or starboard respectively The following points should be remembered when operating a water jet craft a If the engine is stopped there is no jet stream to deflect and thus the craft cannot be steered Never stop the engine when approaching a mooring or at any time when steering will be required b The wider the throttle is opened the greater the steering effect i e the sharper the turn Steering is available at neutral
87. ds with the left arm both hands on the gunwale grips as No 2 pulls the patient into the boat No 1 may accelerate slightly to assist in floating the patient D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 28 of 139 JRB Operating Procedures Outline Rescue of unconscious patient with both No 2 and No 3 on board 1 Driver manoeuvres boat alongside patient No 2 grasps patient under arms driver moves boat forward allowing legs to trail behind 2 3 grasps legs and assists in lifting patient into boat CONSCIOUS PATIENT Rescue of Conscious Patient 1 No 2 leans over gunwale and grasps patient s left arm or both arms driver throttles boat forward at approximately 10 knots allowing patient s body to trail alongside boat 2 No 3 positions himself aft leans over and grasps patient s legs Both No 3 and No 2 lift and swing patient into boat 3 Completion of swinging lift of patient into boat RESUSCITATION In Boat after airway is cleared by No 2 whilst patient is on deck 1 Patient is lifted onto engine hatch with legs extending aft and head supported on the hatch not over the end 2 No 2 and No 3 jointly determine patient is not breathing and No 2 gives 5 quick breaths 3 3 feels for carotid pulse No pulse 4 No 2 continues with EAR and No 3 commences ECC WITHIN THE BREAK BEYOND THE BREAK NEAR ROCKS PATIENT T RANSFERS D dvd Copy of SA JRB Operating
88. e Engine hours Digital Compass Liquid damped Silva GPS NAVMAN Tracker500 Table 12 Lifesaver 1 instruments and controls RADIOS UHF Motorola MCS2000 27MHz Marine GME Electrophone GX294 VHF Marine GME Electrophone GX558 Table 13 Lifesaver 1 radios PRE LAUNCH CHECKLIST Open engine cover should already be open Check for fuel leaks visually Select appropriate battery and switch on Switch on blowers MOTOR Main panel D dvd Copy of SA JRB Operating Procedures 0 4 Page 57 of 139 Automatic fuse An automatic fuse may have tripped if the engine cannot be started or if the instruments display 0 Emerge ncy stop readings If this is the case reset the fuse using A diesel engine is not dependent on a power supp the button Always investigate the cause of overlo ly for its operation Should a serious electrical fault ading occur the engine can continue to run but the nor mal stop function of the ignition switch is inoperati ve Emergency stopping of the engine can always be done by pulling the injection pump lever 1 backwards LAUNCHING Bungs are fitted Raise engine cover Blowers on Thrust control in neutral Steering centred Warm up motor Secure all fenders inboard when leaving pier or dock facility Nothing will make you look more like an inexperienced boater than to run your boat across the water with your fenders flopping outboard RECOVERY CHECKLIST D dvd Copy of SA JRB Operating
89. e Fesistance Whiskey Require Assistance AT ay Stop our htention Yankee Am Oragging or Zulu Require Tug Figure 19 International code flags D dvd Copy of SA JRB Operating Procedures v0 4 doc FLAGS Although you may never see them displayed except at fleet parades around naval installations and areas with heavy international shipping traffic International code flags are used to signal between two ships or between ship and shore Also called signaling flags they are a set of flags of different colors shapes and markings which used singly or in combination have different meanings The flags include 26 square flags which depict the letters of the alphabet ten numeral pendants one answering pendant and three substituters or repeaters Only a few colors can be readily distinguished at sea These are e e yellow e black and white and these cannot be mixed indiscriminately You will notice for clarity the flags shown are either red and white yellow and blue blue and white or black and white besides plain red white and blue One flag signals are urgent or very common signals see meanings below Two flag signals are mostly distress and maneuvering signals Three flag signals are for points of the compass relative bearings standard times verbs punctuation also general code and decode signals e Four flags are used for geographical signals
90. e RAN in the form D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 78 of 139 JRB Operating Procedures Outline of Notices to Mariners These are available from Maritime sections of Queensland Transport or on the websites http www transport gld gov au marine or http www hydro navy gov au 9 For formal chartwork the following symbols are used Fixed Position FP Estimated Position EP Dead Reckoning Position DR Fixing Position There are a number of ways to fix the position of a vessel at sea depending on the circumstances The Mathematics A course tends to concentrate on coastal navigation and the main methods for coastal position fixing are covered well in the majority of Mathematics A textbooks will give a brief summary of each with an example The remaining part will be concerned with less well known methods and those applicable to the open sea For coastal fixes the selected features for bearing observations must also be marked on the chart being used Fix by cross bearings This fix requires visible landmarks at least two but three is better from which to take bearings The back bearings are calculated and adjusted for variation and deviation if necessary Lines are drawn on the chart from the landmarks so that they intersect at a common point It is more usual for there to be a small error and the resulting intersection to form a small triangle called a cocked hat Position can be taken to be the cen
91. e as long a towline as possible and keep your head down A bridle should be used on the stern cleats of the towing vessel as well if there is no tow bitt Plan the tow before connecting Communication is critical during hook up and during the tow itself Pick a channel on your VHF to be used for primary communications Make sure everyone understands what will happen Establish the person in charge on each vessel and the person in charge of the tow Plan the transfer and connection of the lines If the seas are anything other than calm don t try to come directly alongside the other vessel to toss them the towline There are enough problems already The safest way to transfer line is to dtach a fender on the end and another about 50 feet up or use life jackets let out about 150 feet of line make a run behind the disabled boat and then run parallel to it The line will come up to the disabled vessels stern where it can be snagged with a boat hook Just be sure that the towline doesn t get entangled in the props of either boat and be prepared to let out slack The second choice is the use of a heaving line tied to the towline 5 Periodically check the lines for chafing and check the hardware for signs of excess stress When checking the rigging ensure that no one stands in direct line of or straddles the tow line As mentioned if the line snaps it will whip forward and backward severely injuring anyone in its way 6 Watch your speed to
92. e likely to enter any drain waterway or groundwater contact the Area Water Authority In case of accident or road spill contact the Police and Fire Brigade and if appropriate the Area Water Authority Procedures if Material is Released or Spilled e Contain and adsorb on suitable chemical absorbent material etc Shovel up and dispose of at an appropriate licensed waste disposal site in accordance with current applicable laws and regulations and product characteristics at time of disposal Environmental Precautions Prevent spills from entering storm sewers or drains and contact with soil Handling and Storage Handling e Harmful in contact with or if absorbed through the skin e Avoid inhalation of vapours mists Storage Store in a cool area e A flammable atmosphere can be produced in storage tank headspaces even when stored at a temperature below the flashpoint e Monitor and maintain headspace gas concentrations below flammable limits e Ensure that there are no ignition sources in the area immediately surrounding filling and venting operations e Avoid sparking conditions e Ground and bond all transfer equipment Exposure Controls Personal Protection Ventilation e Use in well ventilated area e Ventilation desirable and equipment should be explosion proof Respiratory Protection No special requirements under ordinary conditions of use and with adequate ventilation Eye Protection If solash with liqui
93. e service 000 e Never go back into the building once out e Wait to meet the fire service D dvd Copy of SA JRB Operating Procedures 0 4 Page 26 of 139 e JRB Operating Procedures Outline RESCUES UNCONSCIOUS PATIENT Rescue of unconscious patient which requires No 3 crewman to jump overboard retrieve the patient fit rescue tube and support patient until Jet Boat by the Driver No 1 is manoeuvred into position for pick up Page 27 of 139 D dvd Copy of SA JRB Operating Procedures v0 4 doc e JRB Operating Procedures Outline 2 thrusts patient upwards as No 2 grasps patient under arms and starts to lift patient into boat rising to a standing position 3 No 3 supports patient under legs with left arm both hands on gunwale grips such that he levers patient s legs upwards as No 2 ge pulls patient into boat No 1 may accelerate E a m slightly to assist in floating the patient E ch m Rescue of unconscious patient without time to fit rescue tube 1 No 3 crewman jumps overboard retrieves the patient and supports him until the boat is manoeuvred by the Driver No 1 into a position of the pick up 2 No 3 thrusts patient upwards to No 2 who grasps the patient under the arms and starts to lift the patient into the boat while rising to a standing position 3 No 3 continues to assist by levering legs upwar
94. e to the horizon and the object s distance to the horizon and add the distances together For example You have the same height of eye of 9 feet so your distance to the horizon is still 3 51 nautical miles You re approaching a port that has a lighthouse that is shown on your chart to have a height of 81 feet Using the same formula you would find that 1 17 times the square root of 81 1 17 9 z 10 53 nautical miles the light house can be seen 10 53 nautical miles over the horizon By adding the two together 3 51 10 53 14 04 nautical miles you should be able to see the lighthouse when you are 14 04 nautical miles away D dvd Copy of SA JRB Operating Procedures 0 4 Page 85 of 139 JRB Operating Procedures Outline INTERNATIONAL CODE FLAGS OR SIGNALING Xp IET aM e Alfa Diver Down Keep Clear B rawo Dangerous Cargo C harlie Yes LI eta Keep Clear Echa Attening Course to Starboard F Disabled Galt Want a Pilot H otel Pilot Board India Attening Course to Port Juliet On Fire Keep H ila Lle aire to Communicate Lima Stop Instantly Mike am Stopped O CA tes Ll i 04 H Howember Ha Iz car ian About to Sail Quebec Request Pratique Romeo Sierra Engines Going stem Tanga Keep Clear Uniform Standing Into Danger Victor Requir
95. eat is 3 feet above the water you are effectively in 2 feet of water and would need to pay out around 200 of line Up to 15 to 1 scope may be necessary in strong winds or currents Once the scope is out secure the line cleat and chock and back down on the anchor keeping your bow into the wind current Idle speed is usually sufficient to make the anchor bite into the bottom and set Put the engine in neutral and get your bearings Find two points on each beam that form a natural range or line and a third either ahead or astern from which you may be able to judge distance They can be other anchored boats rocks buoys or points on land Sit there for a few minutes to make sure that none of the angles or distances to these points change Any change would indicate that you are dragging and need to reset your anchor or pay out more scope or both Stowing When raising the anchor make sure you lay the line back in the anchor compartment by flaking the line carefully on itself so that when its time to drop the anchor again the line will leave the compartment without tangling Once you get to the chain lay it over the rope then carefully place the D dvd Copy of SA JRB Operating Procedures 0 4 Page 128 of 139 JRB Operating Procedures Outline anchor itself on top Try to wedge it in reasonably so that it doesn t bash around the compartment when you re in rough seas as it can cause considerable damage to the hull
96. ected e INT shows that international channels are selected WX shows that weather channels are selected 12 Low Power Indicator Shows that low output power is selected Basic Operation Power ON 1 Rotate PWR VOL clockwise to turn power ON all display indicators appear briefly Channel 16 is automatically selected 2 Operate the transceiver as indicated in the following sections Low Voltage Indicator When b appears and flashes there is a DC power source problem In this case check your vessel s battery and DC power cable Channel Selection Channel 16 Channel 16 is the distress channel It is used for establishing initial contact with another station and for emergency communications Channel 16 is monitored during dual tri watch While standing by you are required to monitor Channel 16 Call Channel The call channel is used to store your most often used channel for quick recall In addition the call channel is monitored during tri watch The default setting for the call channel is channel 9 which is for leisure boat use A separate call channel can be set for each channel group USA CAN and INT US Canadian and International Channels There are 57 US 57 Canadian and 57 international channels These channel groups may be specified for the operating area 1 Push CH WX to select a regular channel if regular channels USA CAN or INT are already selected this step is not necessary 2 Push UP DN
97. ects Case reports of chronic petrol abuse such as petrol sniffing and chronic misuse of petrol as a solvent or as a cleaning agent have reported a range of neurological effects nervous system effects sudden deaths from cardiac arrest heart attacks hematologic changes blood effects and leukemia These effects are not expected to occur at exposure levels encountered in the distribution and use of petrol as a motor fuel First Aid Measures Eye Contact Flush thoroughly with water If irritation persists call a doctor Skin Contact Wash contact areas with water Remove contaminated clothing Launder contaminated clothing before re use Inhalation Remove from further exposure If respiratory irritation dizziness nausea or unconsciousness occurs seek immediate medical assistance If breathing has stopped assist ventilation with bag valve mask devise or use mouth to mouth resuscitation Ingestion Seek immediate medical attention Do not induce vomiting Note to Physicians Material if ingested may be aspirated into the lungs and can cause chemical pneumonitis Treat appropriately Fire Fighting Measures Extinguishing Media Carbon dioxide foam dry chemical water fog Special Fire Fighting Procedures Evacuate area For large spills fire fighting foam is the preferred agent and should be applied in sufficient quantities to blanket the petrol surface Water spray may be used to flush spill away
98. egulations and product characteristics at time of disposal Environmental Precautions Prevent spills from entering storm sewers or drains and contact with soil Handling and Storage Handling NEVER SYPHON PETROL BY MOUTH PETROL SHOULD NOT BE USED AS A SOLVENT OR AS A CLEANING AGENT Use non sparking tools and explosion proof equipment e Avoid contact with skin e Avoid inhalation of vapours mists e Use in well ventilated area away from all ignition sources Storage e Drums must be grounded and bonded and equipped with self closing valves pressure vacuum bungs and flame arresters e Store away from all ignition sources in a cool area equipped with an automatic sprinkling system e Outside or detached storage preferred e Storage containers should be grounded and bonded Exposure Controls Personal Protection Ventilation e Use in well ventilated area with local exhaust ventilation e Ventilation required and equipment must be explosion proof e Use away from all ignition sources D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 103 of 139 JRB Operating Procedures Outline Respiratory Protection Approved AS1716 respiratory protective equipment must be used when vapour or mist concentrations are unknown or exceed the Worksafe Exposure Standards Eye Protection If splash with liquid is possible chemical type goggles should be worn Skin Protection e Impervious gloves should be worn Goo
99. elf against the dock while you secure the other lines All maneuvers are more easily accomplished if the boat has twin engines rather than a single engine This will also work for outboards and l Os Docking Summary Before you approach a pier make certain that everybody on board knows what they re supposed to do If it s just sit still and stay out of the way tell them that There s nothing more risky to fingers hands arms and even heads than to have everybody in the boat reaching overboard to grab a hold of the pier or a piling to help you out A good boater approaches a dock or slip at clutch speed and in full control regardless of wind or current conditions Running up to a pier at half throttle and slamming the engine in reverse to stop is a sign of poor boat handling skills All maneuvers in and around other boats piers and docks should be done slowly and skillfully Don t approach a dock at high speed Throttle down gently to keep your craft under control Decide whether you will dock on port or starboard put out the fenders break out docking lines and ready the boat hook Tell each crew member what specific chore he or she is to do Docking technique is determined by whichever is stronger at the moment the wind or the current This can be determined from the way in which anchored boats in the immediate vicinity are lying and from flags which show the direction and the strength of the wind The simplest method is to head in
100. enced at edge of search area CREEPING LiNE SEARCH 216 ZAG P ATTERN Used for a square or rectangular area Gives immediate coverage of area If a targets probable location is assumed this can cover that area quickly dependant on the size of the probability area Used for a large area where datum is unknown or has a large error Very effective to search back to a target estimated to be travelling towards you Commenced at edge of Search area 9 ESTIMATED DRIFT LAST REPORTED SEARCH POSITION OF TARGET CREEPING LINE SEARCH PATTERN Figure 16 Creeping line search pattern SQUARE SEARCH e Accurate Datum Point known Short time elapsed from first sighting e SHU on location Use of a survivor locates and further information that there are other targets in the water Commenced at Datum Point e Datum the most probable location of survivor e Each pattern needs to be applied to each set of circumstances the target location is known fairly accurately the square search could apply best allowing for the drift of the object As the target drifts the SRU will also drift D dvd Copy of SA JRB Operating Procedures 0 4 Page 76 of 139 JRB Operating Procedures Outline LAST REPORTED POSITION OF SEARCH TARGET SQUARE SEARCH PATTERN Figure 17 Square search pattern If the actual location is now known and you are working on an assumed high probability area then a parallel trac
101. eostuttveuehienans 31 uoce T 31 31 Te c 32 TIOUDIC SHGOUNG I 32 COMMUNICATIONS E EC uREUENI DAE DRU RENS ENSE UD DRM EE 34 Coordination with Sea Rescue and or Coast Guard sss 34 6721 16 C 34 RAOT TEGU 6 RC 34 27MHz Marine Channel 35 VHF Marine Channel 36 aie P 37 EIU 37 Emergency 37 SLA U 38 27 MHz AM Marine TTansCelVer iiia sana Ex a RR rd Fu Rua Dad ea d na Qd a aa PR 40 VHF Marine FAS COI CF mEET 43 DOCUMENTATION er n 54 DRAWING Log ut easier 54 JRB GIeWADDIIOQUOD ote abe EEE divae ba 54 Power Craft Injury Report 54 D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 3 of 139 JR
102. er500 500i can determine the boat s compass its direction The Tracker500 500i BEARINGS setting must be set to MAG before the indicated heading will match the compass The constantly changing SA offset results in an indicated heading error usually apparent only at low speeds The Tracker500 500i indicates the boat s direction of movement over the sea bed External influences such as tidal currents and wind induced leeway mean that this may not be the same direction that the boat is pointing in which is what a compass indicates Magnetic materials on the boat may influence a compass but not a Tracker500 500i Table 4 NAVMAN Tracker trouble shooting guide D dvd Copy of SA JRB Operating Procedures 0 4 Page 33 of 139 JRB Operating Procedures Outline COMMUNICATIONS COORDINATION WITH SEA RESCUE AND OR COAST GUARD CALLSIGNS Callsign Meaning Surf Command Surf Lifesaving Radio Room Lifesaver 1 JRB covering northern metro beaches Lifesaver 2 JRB covering mid south coast beaches Lifesaver 3 JRB covering south coast Support 1 Jet Boat Officer SHM 1 Lifesaver 1 s 4WD SRM 2 Lifesaver 2 s 4WD SRM 3 Lifesaver 3 s 4WD Lifesaver Crew Generic callsign to any JRB crew Table 5 Commonly used JRB group callsigns RADIO FREQUENCIES SLSA UHF Radio This radio is a Motorola MCS 2000 It is programmed with five zones each of which 15 a collection of different radio frequencies Zone Summary e Zone 1 Label SURF LIFESAVIN Chan
103. ering moment by moment as needed Don t use too much but certainly don t use too little in a strong wind especially a boat may require considerable force to persuade it to turn Step Number Three Back off on the power as soon as possible and make your way between the two rows of boats You may have to over rotate sometimes by a surprising amount to compensate for the gradually dissipating momentum which wants to make the boat skid wide through the turn and to counteract the force of the wind which is now more or less abeam Step Number Four The next corner to negotiate is just the same as the first except worse Quarters are getting closer and a novice or unskilled boater may even though he felt comfortable making the first turn now experience unease even though the general principles have not changed My boat s stern swings to port in reverse gear due to asymmetric propeller thrust A minority of boats have sterns which swing to starboard The phenomenon goes by several names one of which is walking Anyway right here about to make the second turn vaguely towards the east more often actually do use reverse gear to slow the boat down and the propeller walk helps to start the boat turning Sometimes will even begin to make a little sternway which also helps prepare the boat to make that very short sharp turn to starboard Step Number Five By this stage need not say that getting through a narrow gap
104. es south To convert the decimal to minutes multiply by 60 i e 0 4 degrees 24 minutes CH 41 rz 1 Land Forecasts District Western Agricultural C Northwest Pastoral Northeast Pastoral Northern Agricultural Central E Murray Coastal Forecasts E Southeast Far West Location West BE Provincial Town South Central Bl Cuf State South East State Metropolitan JRB Operating Procedures Outline FORECAST amp WARNING DELIVERY SYSTEMS Coastal Marine Radio Telstra operates marine radio transmitters around the Australian coastline with marine Coastal and High Seas forecasts and warnings broadcast at scheduled times on following frequencies 2201 4426 6507 8176 12365 kHz and VHF Channel 67 Some centres only Check with Telstra for details Broadcast schedules can be obtained from the Bureau s Weather By Fax and Internet services or from Telstra s Customer Service Centre on 1800 810 023 When a weather warning is issued it will be broadcast when first received and then at scheduled broadcast times Public Broadcast Radio TV Stations The Bureau distributes coastal waters forecasts and warnings to the ABC and commercial networks both city amp country stations Broadcasting of these varies between stations Recorded Telephone Services The Bureau operates a number of recorded services via Weathercall for coastal waters forecasts and warnings Call costs for 1900 services
105. etween 12 and 14 volts This means the alternator is charging the batteries not drawing on them Fuel Gauge The fuel gauge should be used as a rough guide when trying to determine how fuel is remaining Drivers should take note of the engine hour reading at the start of the patrol the sea and wind conditions and the way in which they have been driving to make a more detailed estimate D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 61 of 139 Engine Hours To view the engine hours the ignition switch must be on This number is used to verify the previous log reading at the start of each patrol and recorded at the end of each patrol It also provides a useful but rough guide to fuel consumption This varies depending on conditions driver s ability speed etc Ignition Light When the battery switch is on and the black ignition switch is on the ignition light will glow red indicating that the motor can be started Compass The compass is a liquid damped type mounted directly in front of the driver s position It can be illuminated when the boat s instrument and navigation lights are switched on 5 ee Instrument and Navigation lights GPS The GPS switch provides power to the NAVMAN Tracker500i Radios Tripping this switch provides power to the three radios in the boat Blowers Bilge pump Motor PRE LAUNCH CHECKLIST Open engine cover Check for fuel leaks D dvd Copy of SA JRB Operating
106. filled water grit or small objects sometimes stiffen or seize the controls The operator must continually check that the controls are operating freely especially just after beaching WARNING 4 Close Coupling Engine Mount For this option the rear engine mount is on the jet This engine mount however is not to be considered as providing restraint for the engine in a crash situation beyond its normal load carrying capacity It is therefore the responsibility of the person installing the engine to ensure that adequate separate anchor points are provided to hold the engine in place in a crash situation WARNING 5 MAINTENANCE OF CONTROLS Steering Failure of certain components can cause loss of steering Of particular importance are security of the cable mounts and attachments e freedom of the steering shaft security of the cotter e freedom of the steering nozzle and e the proper torque on the steering nozzle bolts Maintain the steering system in good repair D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 13 of 139 JRB Operating Procedures Outline Reverse Failure of certain components can cause either loss of the ability to stop or can cause a sudden and dangerous stop while under way Of particular importance are e security of the cable mounts and attachments e latch adjustment e freedom of the reverse shaft e security of the cotter e security and correct torque on the duct link bolt e free
107. flash 4 Push UP or DN to select the desired channel 5 Push any switch to automatically program the selected channel the transceiver returns to normal operation Display Backlighting The function display and switches can be backlit for better visibility under low light conditions While pushing H L DIM push UP or DN to adjust the backlighting backlighting can be set to one of four intensities or OFF SET Mode Entering SET Mode SET mode is used to customise operation of the transceiver to suit your operating needs To enter SET mode 1 While pushing 16 turn power ON Keep pushing 16 until the initial SET mode display appears SET mode is selected 2 exit SET mode turn power OFF then ON again To select an item There are five items in SET mode that may be adjusted to suit your operating needs 1 Select SET mode as above 2 Push 16 to select an item then push UP DN to set the condition for the item D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 52 of 139 SET Mode JRB Operating Procedures Outline Beep Tones This item sets the transceiver s confirmation beep tones when pushing a switch ON or OFF Normal Priority Scan This item sets the scan function to normal or priority operation Weather Alert This item sets the weather alert function ON or OFF Scan Timer This item sets the scan timer ON or OFF Scan timer OFF Scan pauses on a signal
108. from exposures but good judgement should be practiced to prevent spreading of the petrol into sewers streams or drinking water supplies If a leak or spill has not ignited apply a foam blanket to suppress the release of vapours If foam is not available a water spray curtain can be used to disperse vapours and to protect personnel attempting to stop the leak D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 102 of 139 JRB Operating Procedures Outline Special Protective Equipment For fires in enclosed areas firefighters must use self contained breathing apparatus Unusual Fire And Explosion Hazards EXTREMELY FLAMMABLE Vapour accumulation could flash and or explode if in contact with open flame Accidental Release Measures Notification Procedures Report spills as required to appropriate authorities such as the local Environmental Health Officer or Fire Brigade e f spills are likely to enter any drain waterway or groundwater contact the Area Water Authority e Incase of accident or road spill contact the Police and Fire Brigade and if appropriate the Area Water Authority Procedures if Material is Released or Spilled e Eliminate all ignition sources e Runoff may create fire or explosion hazard in drain system Contain and adsorb on suitable chemical absorbent material etc Shovel up and dispose of at an appropriate licensed waste disposal site in accordance with current applicable laws and r
109. he event that sand jams some of the components it allows the boat to make its way beyond the break into deeper water where attempts may be made to free up the controls When the boat is to be beached the motor should be switched off prior to contacting the sand It is important to note that the boat can stop suddenly on contact with the sand therefore the driver should warn all crew to brace themselves for a sudden stop The driver and crew should not attempt to get out of the boat until it has stopped or they could be catapulted forward and injury may result Once the jet boat has stopped the crew should get out and position the boat on the beach ready for retrieving or re use Care should be taken to ensure that there are no large rocks or stones buried beneath the surface of the sand Severe damage can be caused to the hull of the boat if it is beached onto rocks Shallow Water Running HIGH SPEED CRAFT CAN TRAVEL IN SHALLOW WATER MINIMAL DEPTH OF WATER UNDER HULL DRAWN INTO JET Figure 4 Shallow water running planing 1 At high planing speeds pumping stones sand etc through the jet unit is not a problem until the boat is nearly aground D dvd Copy of SA JRB Operating Procedures 0 4 Page 18 of 139 PICK UP SAND ETC OFF BOTTOM POOR TRIM DUE TO AFT LCG OR HEAVY LOAD NEEDS DEEPER WATER TO ACCELERATE UP TO PLANING SPEED Figure 5 Shallow water running poor trim 2 Avoid pumping stones sand etc thro
110. he memory Removing Channels 1 Select the channel you wish to remove using the numeric keypad ii Note that MEM should be displayed confirming that the channel is currently in the memory iii Press and hold MEM for about half a second until a low beep is heard iv should no longer be displayed indicating that the channel is no longer in the memory Scanning The SCAN function allows you to scan a group of channels stored in the memory Your GX558 will scan at a rate of five channels every second The channel numbers will be displayed as they are scanned Whenever a signal appears on one of the memorised channels scanning will pause on that channel and the signal will be heard The receiver will remain on that channel for as long as a signal is present and for a further five seconds after the signal has gone this allows the radio to hold the channel during short breaks in the conversation The radio will then resume scanning 1 Setthe Squelch control 2 To start scanning press SCAN high beep will be heard and SCAN will be displayed The memorised channel numbers will now appear in the display as they are being scanned NOTE If there are no channels programmed in the memory a two tone will heard and the SCAN command will be ignored In this case refer to the section on PROGRAMMING the memory 3 To skip over a busy channel press MEM The receiver will move off that channel and
111. hered in transit to the location 1 Target of a swimmer seen off Currumbin Creek 10 minutes previously Last sighting was 5 minutes before your arrival in the area and was 500 metres North of the first sighting D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 73 of 139 JRB Operating Procedures Outline From this it would be reasonable to assume that the swimmer is travelling northward at a rate of 100 metres each minute Therefore after ten minutes he would be 500 metres North of the second sighting or 100 metres North of the first sighting The possibility area is anywhere from Currumbin Creek to one kilometre North Ten 10 minutes have elapsed from the first sighting and he is travelling North at 100 metres per minute Using this information the Datum Point is one kilometre North of Currumbin Creek The possibility area to be searched is dependent on any possible error in determining the Datum Point and could be anything up to 500 metres each side of the Datum Point Start a search North of the projected probable location of 1 kilometre North of Currumbin Creek and work back There would be no point in first travelling to Currumbin Creek and working North As elapsed time increases the probability area needs to expand as the many variables have greater effect It could be likened to an increasing funnel There is a further point to consider however Is the second sighting the same swimmer seen in the first sighting
112. ill allow adequate maneuvering room It can however be difficult to discern another boat in motion when you yourself have some way on through the tangle of masts and pilings so be careful Step Number Two The next and probably least significant conundrum of this docking entails that first turn to port to head more or less north between the two rows of docked boats The prevailing wind tends to push the boat through a much wider arc than available space permits We overcome this using the same techniques as for the more exacting maneuvers coming up in a few moments The boat must go very slowly often coasting more rarely even using reverse gear to take off headway Slower speeds allow sharper turns Start the turn early knowing that the boat slides and skids as it yaws If you start too early flattening the curve out presents little difficulty whereas the converse starting too late may leave you out of room Also for reasons of having reserve space in which to perform maneuvers start on the outside upwind side of the turn if this causes an internal contradiction then make your best compromise Now that you have slowed down and are about to make the turn you may need to give the boat a little shove with the wheel hard over using more engine power than available at just idle speed The extra power gives you steering authority Use it briefly in short spurts lasting usually only a few seconds at most adjusting throttle and ste
113. ing and throttle Consequently it must be done skillfully and attentively firmly but smoothly Momentum talk a lot about momentum the great unsung hero of the difficult docking When thinking about docking into the C H wind consider the concept of throwing your boat at the dock using a spinning motion to skid and slide the vessel into its slip against the wind You generate the throw by i taking a little run at it and or ii by giving a firm but gentle surge of power as you begin your final turn The gray arrows in the illustration show the momentum which you develop and which persists for a while after the boat has turned Figure 26 Maintaining momentum i D dvd Copy of SA JRB Operating Procedures 0 4 Page 112 of 139 JRB Operating Procedures Outline Now done just right the boat will slide into its slip with a rotary motion coming to a stop at exactly the right spot Done just right that phrase covers a multitude of sins Don t get carried away figuratively or literally Take a little run and use power gently Figure 27 Maintaining momentum ii If in doubt underdo it better to err on the side of not coming in closely enough than of crashing into the pier or into nearby boats If it requires several attempts to dock your boat as you learn how your vessel handles that day under those specific conditions fine Don t let anybody rush you the most likely culprit bei
114. is can be avoided by having a closed bow and adequate windshield or by limiting the boat speed at which the reverse thrust is applied Also the craft will quickly decelerate under crash stop operation in which case the passengers need to be warned before the maneuver is carried out Hamilton recommend that the operator learn the limits and capabilities of the reverse system on each particular boat establish safe operating limits by building up from low throttle settings and drive within these limits once they have been established WARNING 2 Turbo Impeller The optional Turbo impeller is designed to give superior grip in white or aerated water such as in rapids Hamilton Jet have carefully developed and extensively tested the Turbo impeller to ensure it will operate effectively over as wide a range of conditions encountered in white water as possible but because of the risky and unpredictable nature of white water boating Hamilton Jet can take no responsibility for the safety of the boat fitted with this product when used in white water conditions Good safe boating practice starts with the helms person who must have suitable training and experience and who must ensure that the product and the boat are fit for the intended purpose WARNING 3 Freedom of Controls in Operation Reverse and steering control is provided by the movement of components outside the boat Both have small clearances between moving parts In sandy conditions or debris
115. ise and will require very positive and forceful control of your vessel But be Careful The use of such strong rudder and engine power necessary though it may be can lead to trouble Get to know your boat in gentler weather before attempting the rough stuff your margins for error here are quite small Next notice the very high angle that the boat is turned to not quite ninety degrees but it s close Look at the diagram and analyze it for a moment and think about where the wind will send the boat if D dvd Copy of SA JRB Operating Procedures 0 4 Page 115 of 139 JRB Operating Procedures Outline you just point the bow more intuitively but incorrectly along the shallower line of its actual intended trajectory Different boats handle differently and as always it depends on whether you steer with a rudder or a propeller outboards and stern drives on whether you have an external keel and what type and on whether you have a heavy displacement hull or a light planing one among other things But the general principles apply widely to almost any design of boat You have to know your vessel and while trust that reading about docking here will help ultimately we learn by experience and practice Let me add that really do regard this maneuver as impossible if attempted in reverse gear It must be done by going ahead not astern Conclusion This isn t the only obstacle have overcome in my life and not the o
116. it Go in forwards Many boating experts never dock stern to or they maneuver the boat only partly into its slip and walk it the rest of the way in by hand However without going into all of the technical details some of which have been discussed in this space before and some of which are planned for the future another approach is to learn more about your boat Practice backing into slips starting in calm weather some place where there is lots of room for error My hope is that it will be more rewarding and less frustrating for you if you at least know what you re up against and why the boat doesn t just back up in a straight line when you engage reverse gear So when practicing sternway boat steering consider all of the things we have touched upon poor reverse steerage asymmetric propeller thrust adverse hull dynamics wind and contrary motion and propulsion If you ever get it all figured out please let me know because think you will be the first this can be tricky and have met no one myself definitely included who couldn t still hone their skills a little more D dvd Copy of SA JRB Operating Procedures 0 4 Page 119 of 139 JRB Operating Procedures Outline Conclusion With practice and training most boaters find that they rebel against their boats idiosyncrasies less and less and learn to anticipate them and actively use them more and more The boat may not back up in a straight line but you will learn how
117. itted to attacking a wave Square On Although the boat will traverse most waves at an oblique angle as a general rule they should always be approached square on i e at right angles It is also important to have some forward momentum the time of impact with the wave Firstly this ensures the boat is not pushed back towards the beach called a backshoot and secondly if this does occur then in shallow water the chances of damaging the thrust deflector are minimised Breaking Waves A wave that has capped and is about to break is the most difficult to traverse but a steady run up to it followed by maximum power just prior to contact with the wave will ensure that the boat punches through With larger waves the driver must take care not to be dislodged from the driving position by the weight of water falling onto the driver In all cases the speed of the approach should be in proportion to the speed and size of the approaching wave As a general rule a broken wave lacks power and providing the boat is moving efficiently i e planing it will pass through the wave with very little trouble A long broken wave may require some additional throttle as it reaches the boat to lift the boat through the wave Overtaking Waves Figure 2 Overtaking waves If it is found necessary to overtake a wave then this must be done aggressively in order to keep the nose of the boat up when running over the face of the wave It is im
118. k in all boats because many are simply not adequately steerable in reverse gear especially with no way on Because of this the default technique remains head to wind But for those boats which can steer well enough in reverse more likely an outboard or an 1 0 than a straight shaft inboard there are at least two advantages First is that the propulsive force of the propeller s discharge current is often considerably weaker in reverse gear than in forward Thus you will likely make less sternway against the wind than you would make headway in forward gear So you can stay in reverse gear more of the time using it to steer if that works in your boat Figure 37 Hovering stern to wind 23 Secondly in reverse gear vessel s pivot point moves aft So even though the wind still and always exerts a yawing force on the boat attempting to put it broadside to the direction of air flow this will be mitigated to some extent in reverse gear by the aft displaced pivot point which lets the bow tend more to weathervane down wind The swiveling discharge current as you steer also pulls the boat back on course rather than pushing it off as was described above for forward gear We re no longer so much balancing a pencil from the bottom as hanging it from the top In short given the right boat steering may be easier stern to wind Don t change that station otation keeping is another one of those many close quarters maneuvering topics in which
119. k search or creeping line search could apply best A combination of patterns to cover an area quickly and efficiently could be used This depends on the number of available SRUs Realise that when working in inshore conditions there are difficulties associated with formal patterns but the principles can be adapted to cover an area efficiently and to establish a high probability area when visual contact is lost Other factors to consider are e distance or spacing between each track or leg The length of each track The experience of the crew crew fatigue If you are searching for a person in the water then track spacing needs to be smaller as compared to a search for a vessel Track length is effected by the size of the probability area which is determined by all the available information If an object or person is sighted by a crew member until it is seen by the driver a good method of holding visual contact is for the person to direct the driver to it by what is called the clock position and estimated distance Take 12 o clock as being straight ahead If something is seen directly to the right then it would be called as 3 00 o clock 200 metres As the craft comes around towards it until the driver sees it the next call could be 12 o clock 200 metres If you see something keep looking at it and try not to loose sight Don t be afraid of making a mistake because yourre not sure if you saw something or not If you think y
120. l has been received but not understood Table 24 Some useful two letter signals D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 87 of 139 JRB Operating Procedures Outline EMERGENCIES INTERNATIONAL DISTRESS SIGNALS The following signals are internationally recognised and indicate distress and need of assistance Use of these signals except for the purpose indicated is prohibited 1 Rockets or shells throwing red stars fired one at a time at short intervals 2 A signal made by radio or by any other signalling method consisting of the group in the Morse Code A signal sent by radio consisting of the spoken work A square flag having above or below it a ball or anything resembling a ball A rocket parachute flare or a hand held flare showing a red light A smoke signal giving off orange coloured smoke Slowly and repeatedly raising and lowering arms outstretched to each side A rectangle of international orange material with a black letter V or A black square and circle go Ro 0 A dye marker The International Code Signal of Distress indicated by NC 12 Continuous sounding of sound signalling equipment SOS 13 EPIRB Emergency Position Indicating Radio Beacon 14 Oar with cloth on end If an aircraft or helicopter is close by do NOT shine a light directly at it to get the pilot s attention regardless of how much trouble you think yo
121. lls No 2 and No 3 JRB crew holds IRB secure via rescue lines IRB Driver grasps patient s leg whilst crewman supports and lifts patient under armpits Patient is lifted across JRB gunwale JRB No 2 and No 3 then take over support of patient whilst IRB crew then take over grip on side of JRB JRB No 2 and No 3 then move across and carefully lower patient onto engine hatch Before IRB departs the crew should inform the JRB crew of the condition of the patient D dvd Copy of SA JRB Operating Procedures 0 4 Page 30 of 139 CALL OUT CREW EQUIPMENT LIST JRB Operating Procedures Outline Listed below are suggested items that crew should have with them at all times when on call These are broken down into mandatory depending on season and optional items MANDATORY Patrol uniform including cap Wetsuit Booties Gloves Hood Sunglasses Sunscreen Zinc Surf Rescue spray jacket Dive knife Torch Compass Full change of warm clothes Towel Beanie Peak hat Dry bag Garbage bag for wet clothing OPTIONAL Chemical light cyalume sticks Toilet paper Small personal First Aid Kit Emergency money Drink bottle Low volume sleeping bag Crew list including phone numbers D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 31 of 139 Display is backlit for Night Operation Boat Symbol Active Route Power On Off and Marks Man Over Board Reduce Trackplot Scale JRB Oper
122. loves e Launder contaminated clothing separately before reuse e Discard contaminated articles that cannot be laundered Inhalation e Remove from further exposure f respiratory irritation dizziness nausea or unconsciousness occurs seek immediate medical assistance f breathing has stopped assist ventilation with bag valve mask device or use mouth to mouth resuscitation Ingestion e Seek immediate medical attention e Do not induce vomiting Note to Physicians Material if aspirated into the lungs may cause chemical pneumonitis Treat appropriately Fire Fighting Measures Extinguishing Media Foam dry chemical CO2 and water fog Special Fire Fighting Procedures e Use water to cool fire exposed containers leak or spill has not ignited use water spray to disperse the vapours and to protect personnel attempting to stop leak e Water spray may be used to flush spills away from exposures D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 96 of 139 JRB Operating Procedures Outline e Prevent runoff from fire control or dilution from entering waterways sewers or drinking water supply Special Protective Equipment For fires in enclosed areas firefighters must use self contained breathing apparatus Accidental Release Measures Notification Procedures Report spills as required to appropriate authorities such as the local Environmental Health Officer or Fire Brigade e f spills ar
123. low throttle settings high settings will give faster response but makes control more difficult D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 15 of 139 JRB Operating Procedures Outline If the bow is rotating to starboard then port lock must be used to stop the rotation or vice versa then helm centered to hold position If the boat is moving ahead then the reverse lever must be moved astern to bring the boat to rest or vice versa and then neutral selected to hold position Braking For normal operation to brake the boat s forward motion e close the throttle e select zero speed or astern and e open the throttle gently at first EMERGENCY BRAKING CAUTION If the astern or neutral positions are selected with the throttle left open and the boat moving forward at speed the resultant braking effect is very severe even more so than full braking with a motor car The above procedures should therefore be used only in an emergency and only after warning the crew and any other passengers where possible Switching Off Before switching off the engine ensure all manoeuvering is completed and the boat secured e centre the helm and move the reverse deflector to neutral and e allow the engine turbo to cool to appropriate temperature before switching off REMEMBER if the ENGINE is STOPPED you have NO STEERING BEYOND THE BREAK Maintaining Nose Attitude to Swell Run Between Swells Gree
124. lp cope with this challenge The skills which you will teach yourself and practice will also stand you in good stead in many other boating maneuvers both in close quarters and on the open water Practice in lighter winds and build up to whatever your safety and your comfort level allows but do practice becoming more competent and confident in close quarters can only enhance the overall enjoyment you get from boating AROUND AN OBSTACLE IN A CROSS WIND by Charles T Low author of Boat Docking for Boat Safe 1998 July August This docking like one presented here recently recalls a pleasant memory not only because it went well but also because it so alarmed my sister in law She recovered and we are still friends although should not have so enjoyed her brief panic Why should she have been concerned at all Well if you haven t been there sitting in a 20 knot cross wind seeing what happens when you untie the boat it can be hard to visualize The short version of the story is that the wind sends the vessel scooting off sideways very briskly and then vigorously resists any compensatory attempt you make to turn the bow back upwind Worse still notice the direction of the propeller s discharge current as you hold the rudder or outboard or outdrive hard over This jet of water also pushes you away from the dock and very soon you re nowhere near where you want and need to be It is perfectly acceptable to walk the boat fo
125. mote from air routes As soon as an EPIRB is detected whether by satellite or aircraft the Maritime Rescue Co ordination Centre co ordinates the response operation using appropriately equipped aircraft to home in to the distress beacon FIRE HEAVY WEATHER If caught in a storm turn your craft into the wind and secure all loose objects and rigging on deck close or cover all hatches and openings and put on a PFD Also make sure distress signals and life rafts are readily accessible If caught in heavy weather make sure everyone on board is wearing a life jacket If offshore jot down your current location Reduce speed Turn toward the wind and approach waves at about 45 degrees Stay low in the boat Keep away from all metal objects and electronic gear If you d like to know where the approximate center of a low pressure area is located the source of most unstable weather face the wind and extend your left arm out from your body about 100 degrees a little further toward your back than sideways You ll be pointing at it If most storms generally approach your local area from the south west or southwest for example and your arm is pointing in that direction you can be pretty certain the low is moving in your general direction On the other hand If you re pointing northwest north northeast east or southeast the low is probably skirting you or has already passed You can then take appropriate action This method of approximating
126. n assumed course are plotted on the chart The distance traveled in the hour between readings is marked on this assumed course line By transferring the original bearing line to this marked point a true position point G on the diagram is determined D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 80 of 139 Example Saylor notes that the bearing of his cabin cruiser to base of a radio tower is 289 M 0900h He is traveling due north at 12 knots At 1000h the bearing to the radio tower is 210 M Use the given information to fix the position of the boat at 10 00 a m What was the true position of the boat at 9 00 a m TRUE COURSE CURE Vi ah Te ASSUMED COURSE Vi Rz ASSUMED INITIAL POSITION 0900h VPE INITIAL POSITION Doubling the Angle on the Bow This is a form of running fix that takes advantage of the properties of an isosceles triangle Example vessel is following a course of 090 T at a speed of 10 knots The log was read when a lighthouse was bearing 030 T on the bow and again when it was 060 T on the bow double the first angle What was the distance of the vessel from the lighthouse when the second bearing was taken DOUBLING THE ANGLE ON THE BOW do speed x time 10 x 1 10 n miles distance from the lighthouse is 10 n miles D3dvdCopy of SA JRB Operating Procedures v0 4 doc 1 of 139 Note This fix requires the initial bearing t
127. n find tables that do the calculation for you in numerous navigation books almost every book which talks about passagemaking the Coast Pilot almanacs etc But what if you didn t have any of these references onboard How could you calculate the distance to the horizon or the distance off if you know the height of an object It s simple really If you want to know the distance to the horizon you simply have to know your height of eye That is the distance that your eyes are off the surface of the water If you re in a jon boat that would probably be about three feet if you are sitting like you should be in a jon boat Of course if you were in a jon boat you probably wouldn t care how far the horizon was Anyway digress If you are on the tuna tower of a sport fishing boat you may be 15 20 25 feet above the surface of the water Once you know your height of eye you simply plug that into the following formula 1 17 times the square root of your height of eye z Distance to the horizon in nautical miles For example if your height of eye was 9 feet above the surface of the water the formula would be 1 17 times the square root of 9 z Distance to the horizon in nautical miles Figure 18 Calculating distance to the horizon 1 17 32 3 51 nautical miles If you want to calculate the distance at which an object becomes visible you must know your height of eye and the height of the object You then do the same calculation for your distanc
128. n swell waves that have not peaked are of little or no consequence and do not impede the boat by any amount Care must be taken though not to power up the face of the wave or the boat will become airborne causing possible damage to the boat and discomfort or injury to the driver and crew Turn Into Swells Weed Removal If the driver suspects that the water intake screen is blocked with weed one of the crew will be directed to clear the blockage Ideally this will occur beyond the surf zone where wave conditions are more stable The driver will stop the boat and hold it stationary while the crew dives under the boat to clean the screen D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 16 of 139 JRB Operating Procedures Outline WITHIN THE BREAK There is almost no limit to the ability of the Jet Rescue Boat to handle surf conditions and in the hands of a highly skilled operator it can perform most satisfactorily The greatest limiting factor is the courage of the driver and the driver s confidence in the craft to do what is required of it Aggressive Attitude When approaching the surf with the jet boat the driver should display an aggressive attitude In doing so the driver should keep all options open until the last moment Situations and circumstances can occur where the driver is required to change the approach at the last moment The driver must therefore be alert to abort any run into the surf before being totally comm
129. nd This is fine except that now in forward gear for much of the time we begin to make headway Making headway is not keeping station and this is why made the implication earlier that in really heavy weather we had better leave station keeping to those who have received extensive professional training in specially designed craft In moderate winds however the remedy is to pop into and out of forward gear just enough to maintain alignment without starting to move appreciably forward through the water The vagaries of steerage in reverse gear preclude its use when head to wind except for light airs and the most benign of boats Doing this well requires experience Your reflexes have to be sharp and it certainly helps to know your boat well enough to be able to anticipate what it s going to do next It s a matter as has been said in this space often before of honing the timing vigor and duration of the various control inputs It connotes having a feel for your boat and while reading about it here surely can accelerate your progress and focus your thoughts there is no way to get that feel except by practicing and rehearsing out on the water There s nowhere would rather be anyway Let s back up for a moment es v0 4 doc Page 121 of 139 In reverse gear the prot point moves aft and the prop pulls the JRB Operating Procedures Outline Another way around this seeming impasse is to go stern to wind This won t wor
130. nded Also check the oil pressure and other items on your pre departure check list prior to leaving the dock When the wind or current is pushing your boat away from the dock the procedure is simple 1 Cast off lines and pull in fenders as the wind blows you away 2 When clear and safely away from the dock and other boats shift to forward and depart at idle speed 3 careful to make sure you have been pushed safely away and that the stern will not hit the dock as you motor forward and turn Remember A boat does not steer like a car it pivots on its axis at a point approximately one third to one fourth back from the bow when moving forward If the wind or current is pushing your boat toward the dock you will have to do some extra planning Figure 20 Casting off Cast off all lines except an after bow spring line This line will keep you from moving forward and allow the stern to pivot away from the dock see illustration You may want to use a fender forward to cushion the bow of the boat against the dock Turn the motor or rudder to the direction necessary to push the stern away from the dock Shift into forward at idle speed Slowly very slowly The stern will swing away from the dock When it is clear of all obstacles and traffic cast off the spring line and back away from the dock 6 When you are safely away shift to forward and idle away from the dock Once you are clear of the dock
131. nel Name 1 TRAINING 2 ALDINGA LINK 3 MET STH RPT 4 TALKAROUND 3 5 MIDCOAST RPT 6 TALKAROUND 5 7 MYPONGA RPT 8 TALKAROUND 7 All the above channels are scanned when the radio is in scan mode e Zone2Label UHF CB RADIO Channel Name CB REPEATER 1 CB REPEATER 2 CB REPEATER 3 CB REPEATER 4 CB REPEATER 5 CB REPEATER 6 CB REPEATER 7 D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 34 of 139 JRB Operating Procedures Outline CB REPEATER 8 CB REPEATER 9 CB CHANNEL 40 Only the first eight channels are scanned when in scan mode e Zone3Label SEA RESCUE Channel Name 1 PT GILES LNK 2 PT GILES RPT 3 PT GILES TLKRND 4 ADELAIDE LNK 5 ADELAIDE RPT 6 ADELAIDE TLKRND All the above channels are scanned when scan is selected 27 MHzMARINE CHANNEL ASSIGNMENTS Channel Frequency MHz Usage 68 2 680 Commercial calling ship ship ship shore 72 27 720 Professional fishing calling ship ship ship shore 82 2 820 Professional fishing calling ship ship ship shore 86 27 860 Distress safety and calling supplementary to 27 880 88 2 880 Distress safety and calling 90 2 900 Non commercial calling ship ship ship shore 91 2 910 Non commercial calling ship ship ship shore 94 2 940 Non commercial calling ship ship ship shore 96 2 960 Non commercial calling ship ship ship shore 98 2 980 Rescue etc calling ship ship ship shore Table 6 27MHz Marine channel as
132. ng yourself Play the Wind At the other end of the spectrum you can finesse your boat into position by starting out virtually stopped in the water and then by playing with the wind We know that as the turn begins from a head to wind orientation the wind will catch the bow and complete the turn for you It often does this in a big hurry too and leaves you still some distance from the dock blowing away as you turn You counter this with power with the rudder or outdrive often somewhere near center Let the wind turn you Encourage it to do so You can t fight it so co operate with it Figure 28 Play the wind Constantly adjust the throttle and rudder as necessary to keep the bow very close to the dock and pay attention because this all happens very quickly Combination Therapy In the real world the two aforementioned techniques often blend seamlessly into one Using them in combination allows you to commit not quite so much momentum to the maneuver so you can go a little more slowly and yet still have enough speed to achieve that final sideways slide against the wind in to the dock Forward Thinking This maneuver only works well when making headway in forward gear Very few boats steer well enough in reverse to allow control in a twenty knot crosswind If yours does would like to hear about it Y The bow blows off downwind more so as you try pes to steer the stern more vigorously towards the d
133. nge plastic sheet with a large black V which when displayed indicates that people on board require assistance Normally used to signal to aircraft Internationally recognised distress signal 2 MHz Radio operating on 2 MHz wavelength normally tuned to channel 16 88 Aerial See Antenna To go forward or in front of the boat Amidships Nozzle centred Antenna Astern To go backward or behind the boat Front of the boat See Thrust deflector Crew Person or persons assisting the driver in the operation of the boat Deck Floor of the boat Diver Below Flag Internationally recognised flag that warns of divers operating in the area Person responsible for driving the boat and in charge of the Crew Duckboard Flat plate attached to the outside of the transom at the back of the boat Emergency EPIRB Emergency Position Indicating Rescue Beacon Fender Inflated rubber tube attached to Gunwale Designed to protect boat from damage when coming alongside another boat or jetty Flare Hand held pyrotechnics used for signalling in day or night in the event of an emergency Varieties smoke flare or parachute flare Global Positioning System satellite navigation system Sides of the boat Mond SOS Screened opening that allows water to be drawn into the Jet unit while filtering out foreign objects Jet intake Jet unit The propulsion system that allows the boat to move forward backward or from side to side
134. nique arrangement which utilises a six pin telephone style plug and socket This provides superior cord grip strength and a low profile installation The cord entry is then sealed against moisture by a rubber grommet LED Channel Display The LED channel display shows the currently selected channel D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 41 of 139 JRB Operating Procedures Outline Transmitting To transmit press the PTT button on the side of the microphone the microphone 2 6 cm from your mouth and slightly to one side so that your voice does rot project directly into the microphone Speak at normal voice level he GX294 has a built in speech processor circuit which automatically controls the average level of your transmitted voice for greater clarity and better penetration under poor signal conditions It is not necessary to raise your voice or shout into the microphone D dvd Copy of SA JRB Operating Procedures 0 4 Page 42 of 139 Electropho Features JRB Operating Procedures Outline VHF MARINE T RANSCEIVER ne GX558 This radio is made by Standard Communications Pty Ltd and is a GME Electrophone Model GX558 VHF Marine transceiver and has the following features All channel memory storage e Full memory scanning with skip and hold Permanent memory e Instant Channel 16 emergency override e Dual Watch funct ion with Channel 16 priority Soft touch ke
135. nly time l ve ever been broadsided But this was a rare serendipity doing a difficult docking well while harmlessly frightening my sister in law Still my wish for myself and for you is that your dockings will be possessed of more finesse and less drama so that your hull and your interpersonal relationships will both remain unscathed My HoME DOCK by Charles T Low author of Boat Docking for Boat Safe 1998 January My home dock assigned by my friend the local Harbour Master has by virtue of its difficulty made me a better boater have no choice but to try to hone my skills on every docking The HM expresses no interest in my anxiety level or my crew s nor in how many close calls we have had as long as actually can get in and out then he is happy and for the finesse which this has added to my technique am grateful Any committed boater will after a few seasons berthed at this dock have mastered probably 9096 of the basic close quarters maneuvering skills through nothing more than experience and the survival instinct assuming that he or she does not shy away from gradually more challenging winds Prevailing Wind Figure 33 Docking in a confined marina D dvd Copy of SA JRB Operating Procedures 0 4 Page 116 of 139 JRB Operating Procedures Outline Step Number One Make sure no one is eaving the harbour just as you try to enter There isn t enough space for two boats to pass and st
136. o be less than 45 The Four Point Fix This type of fix uses the same principle as doubling the angle on the bow but the angles used are specifically 45 and 90 It is called a four fix because 45 is four points on the bow a circle of 360 is divided into 32 points of 11 25 each refer to Boxing the Compass FOUR POINT FIX Dead Reckoning This is a method of fixing position which is at best an estimate of the vessel s position based on information gathered earlier It is a deduced position used when navigators are unable to sight visible features due to distance from the coastline A known fixed position a circle with a dot in it at a recorded time the intended course and distance traveled in a given time period are used to determine the deduced position a triangle with a dot in it Example A vessel traveling at 10 knots on a course of 035 T is at point A at 0730h Estimate its position at 0830h DEDUCED POSITION A D dvd Copy of SA JRB Operating Procedures 0 4 Page 82 of 139 JRB Operating Procedures Outline Fix by Special Angles This fix requires mariners to know some special pairs of angles a b that give the distance run between bearings as equal to the distance abeam abeam when the feature is at 90 to the intended course as shown in the diagram below OBSERVED FEATURE These pairs of angles are 16 22 21 32 25 41 32 59 37
137. ock and know of no way short of throwing lines ashore to swing it back upwind again Figure 29 Forward thinking D dvd Copy of SA JRB Operating Procedures 0 4 Page 113 of 139 JRB Operating Procedures Outline That Secure Feeling Don t relax until you get that boat secured A significant broadside wind will have it scooting back into open water before you can say Yassir pass me that hawser If you re short handed for crew you may only have time to get one line on before the vessel starts its downwind drift so you have to have your mind and your equipment organized in advance and know which line you re going to use Figure 30 That secure feeling You have several options The simplest consists of one amidships breast line quickly cleated Remove it as soon as you have your longer lines positioned and adjusted Or use a spring line along with engine power to hold you against the dock while getting the rest of your lines on an after bow spring with the engine in forward gear and the rudder turned away from the dock works beautifully but involves a bit more work and risk and time of which there may be very little than the amidships breast My favorite is the Low line a double spring one end attached at the stern and the other near the bow can be used with power but even without it you can take the middle of the line ashore and use it to move the vessel ahead or astern or to pull in on either en
138. on in the water throw them the heaving line and pull them alongside to a safe place for recovery SHARK ATTACK MASS RESCUE D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 91 of 139 JRB Operating Procedures Outline 4WD VEHICLES GENERAL HANDLING On Bitumen e As a general rule 2WD can be selected for most conditions The vehicle can be driven as other manual privately owned vehicle with the exception that it is bigger and heavier than most e 4WD should only be selected when reversing down the boat ramp with the boat on the trailer in preparation for launching Similarly when retrieving the boat 4WD should be selected prior to backing down the ramp this will assist in providing traction when driving back up with the boat on the trailer Once the vehicle is on the flat 4WD should be de selected as otherwise axle windup may occur as well as causing faster than normal wear on the tyres On Sand Sand is a very unpredictable surface in most cases it is soft and has no bottom This means that if traction is lost and the wheels start spinning they will keep spinning and dig deeper until the suspension has stretched to its maximum At this stage the differential and under body are usually touching the ground making it virtually impossible to remove that vehicle under its own steam Four wheel drive should always be engaged before entering a difficult section rather than in the middle of it Most
139. ou have seen something take a look at it It may be the real thing and save somebody s life CONCLUSION Much has been written and standardised about searches and search patterns Not all applies to SLSA work especially inshore Remember the basics of the target changing location because of wind tide etc and to search a wider area than where the target is last seen The patterns shown here have been used to cover an area in a minimum of time for maximum efficiency In our role time is often important and could mean the difference between life and death D dvd Copy of SA JRB Operating Procedures 0 4 Page 77 of 139 JRB Operating Procedures Outline NAVIGATION NAVIGATION AIDS Never tie up to buoys or other navigation aids It is dangerous and it is illegal Don t play chicken with buoys or other navigation aids The markers may be sitting atop a rock pile or the buoy chain may be angled your way because of wind or current Also if you happen to graze mark a buoy damage it or move it off station with your wake you will cause great peril to other boaters who depend on them for safe navigation otay well clear of large vessels in restricted channels Cargo ships river tows barges and other large vessels are very restricted in their ability to stop and turn Some heavily loaded ships in strong currents take miles to stop even with engines full astern So give them room COASTAL NAVIGATION Chart Work Accurate chart
140. ould pay out another 35 feet of rope Points to consider e Select an area that offers maximum shelter from wind current boat traffic etc e Pick a spot with swinging room in all directions Should the wind change your boat will swing bow to the wind or current whichever is stronger e Determine depth and bottom conditions and calculate the amount of rode you will put out If other boats are anchored in the area you select ask the boat adjacent to the spot you select what scope they have out so that you can anchor in such a manner that you will not bump into the neighboring vessel e Anchor with the same method used by nearby boats f they are anchored bow and stern you should too If they are anchored with a single anchor from the bow do not anchor bow and stern e Rig the anchor and rode Check shackles to make sure they are secured with wire tied to prevent the screw shaft from opening Lay out the amount of rode you will need on deck in such a manner it will follow the anchor into the water smoothly without tangling e Cleat off the anchor line at the point you want it to stop Don t forget or you ll be diving for your anchor e While reversing on a set anchor keep a hand on the anchor line a dragging anchor will telegraph itself as it bumps along the bottom An anchor that is set will not shake the line e When the anchor is firmly set look around for reference points in relation to the boat You can sight over yo
141. our hand on Thrust bearing or seal failure Overhaul thrust bearing Table 1 Jet unit fault finding D dvd Copy of SA JRB Operating Procedures 0 4 Page 21 of 139 JRB Operating Procedures Outline Reverse System Possible Cause solution Reverse duct not moving Reverse duct jammed by debris Remove debris and then check for correct operation Reverse duct creeping down from the up position Reverse latch faulty Adjust nuts Reverse duct will not stay in position unless hand controller held Reverse latch worn Adjust nuts Poor reverse thrust Reverse duct not travelling fully down Determine reason for limited travel and correct Poor forward thrust Reverse duct not travelling fully up Determine reason for limited travel and correct Reverse control lever movement is stiff Reverse control lever or cable is stiff Disconnect the reverse control cable at the latch Check controller movement and cable movement Lubricate as necessary Check for bent or loose linkages Check cable run from control lever to latch that cable is not being accidentally bent or squashed thus restricting movement Check cable type length and route are as specified Latch is stiff Disconnect the reverse control cable at the latch Check latch movement Dismantle lubricate and repair as necessary Linkages are binding Disconnect latch from reverse shaft and check linkages and bucket movement Detent pressure too great
142. p your maneuvering room and come crashing heavily into the dock with the port bow By the time you re halfway through this disastrous maneuver you re already beyond the point of no return You can probably see it coming and yet can t do a thing about it Let s say you have the skill to hold the boat directly head to wind This would avoid the whole problem except that you have to turn into the slip eventually and once you turn the wind may take over 1888 ctlow Figure 23 Alongside in a headwind What s the Solution Not to despair it gets easier after the first few thousand times Once you realize what s actually going on and that the boat s behavior is neither random nor capricious you can handle the situation better otay very focussed A difficult docking such as this does not necessarily require lightning reflexes although they help but it does demand intense mental concentration When you turn or when the windturns you turn very little and straighten out early D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 109 of 139 Stay ahead of your in your thinking Don t wait until the wind has reduced your options to nil You really have to anticipate what s going to happen next There just isn t time to make observations assess them plan a response and then begin to carry it out A little extra speed through the water often helps the hull to track straighter less susceptible to wind yaw
143. peration Receive Operating Procedure 1 Ensure the 13 8 Volt power source 50 Ohm antenna and microphone are correctly connected 2 Adjust the squelch control fully counterclockwise 3 Rotate the volume control clockwise past the click and advance it to a comfortable listening level D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 44 of 139 JRB Operating Procedures Outline Squelch The squelch control is used to eliminate any annoying background noise when there are no signals present To adjust the squelch turn the squelch control clockwise until the background hiss just disappears At this point the receiver will remain quiet when there are no signals being received but an incoming signal will overcome the squelch action and be heard from the speaker As the control is advanced in a clockwise direction the squelch action is progressively increased and stronger incoming signals are needed to overcome it To receive extremely weak signals or to disable the squelch simply turn the squelch control fully counterclockwise Selecting Channels Channels are selected using the numeric keypad on the front panel Press any two keys to enter a valid two digit channel number A high beep will be heard at each key press Single digit channel numbers should be prefixed with a zero e g select Channel 24 press 2 then 4 24 is displayed select Channel 2 press 0 then 2 2 is displayed The fi
144. petrol nozzle e Don t top off tank D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 94 of 139 JRB Operating Procedures Outline After Refuelling e Replace fuel tank cap Clean up any fuel spillage e Open hatches doors ports Ventilate bilge blower for at least four minutes before starting engine e Use your nose to check for petrol odors D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 95 of 139 JRB Operating Procedures Outline DiESEL HAZARDS IDENTIFICATION Effects of Overexposure e Respiratory irritation dizziness nausea loss of consciousness Prolonged repeated skin contact may result in skin irritation or more serious skin disorders Low viscosity material if swallowed may enter the lungs and cause lung damage Note This product contains polycyclic aromatic hydrocarbons some of which have been reported to cause skin cancer in humans under conditions of poor personal hygiene prolonged repeated contact and exposure to sunlight e Toxic effects are unlikely to occur if good personal hygiene is practiced First Aid Measures Eye Contact e Flush thoroughly with water e If irritation persists call a doctor Skin Contact e Remove contaminated clothing e Dry wipe exposed skin and cleanse yourself with waterless handcleaner and follow by washing thoroughly with soap and water e For those providing assistance avoid further contact to yourself or others e Wear impervious g
145. portant that this be done at right angles to the wave as veering to one side may cause the boat to broach when it passes the wave Full throttle should be maintained until the wave has been passed and the boat is clear Parallel Running Parallel running is the skill of driving a boat within the surf zone and the shore between sets of waves The skill is in maintaining speed and not deviating too much from the chosen path This should only be undertaken on the plane which gives responsive turns and maintains momentum D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 17 of 139 JRB Operating Procedures Outline As a wave approaches from the seaward side the boat should be leaned into the wave by turning slightly into the face the wave Power should be maintained at this point the throttle should not be backed off at this stage When the boat clears the shoulder of the wave the boat should be turned back to its original course If this manoeuvre has been successfully accomplished then the wave often straightens the boat out _ ai Figure 3 Parallel running Beaching is no longer used as a common practice as the size of the boats generally precludes driving them up onto the sand and then launching them afterwards it is only to be used as an emergency procedure Before beaching the boat ensure the reverse deflector is up in the forward position Straighten the helm so that the nozzle is amidships In t
146. quette www boatsafe com nauticalknowhow manners htm Boating in Heavy Weather www boatsafe com nauticalknowhow heavy html Boating Knots www onwater com knots html Boating Safety and Educational Resource Catalogue Australia New Zealand Safe Boating Education Group ANZSBEG November 2000 Boating Safety www boatingsafety com nzcg Coastal Navigation education qid gov au tal kla compass html cncha html Distress Signals www boatsafe com nauticalknowhow distress htm Docking www onwater com docking html Dockside Do s and Don ts www boatsafe com nauticalknowhow 012000tip1 htm Fueling Safety www boatsafe com nauticalknowhow 01 2000tip1 htm Glossary of Terms www onwater com glossary html GME Electrophone GX295 27 MHz Marine Transceiver Instruction Manual Standard Communications Pty Ltd Issue 02 Hints n Tips www commanderbob com Jet Rescue Boat Operations amp Training Manual SLSQ Man Overboard Procedures for Pleasure Crafts www boatingsafety com nzcg actpower html Marine Radio Operator s Handbook Australian Communications Authority Revised April 2000 Marlinespike Knots to Know www boatsafe com marlinespike know htm Nautical Know How Basic Boating Safety Certification Course www boatsafe com nauticalknowhow boating Navigation Lights Recreational Vessels Marine Operations Group Transport SA May 2000 NAVMAN Tracker 500 5001 User Manual D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 138 of
147. ried out by a number of methods two of which are driver and crew hanging onto the rear of the boat pointing the bow to the shore and surfing the craft in In doing this the crew act as a counter weight and rudder and if they keep hold of the boat they can quite successfully swim and surf the boat into shore This technique should only be used in light sea conditions e By tying a rope to the bow eye and the crew holding onto the rope keeping the bow pointed out to sea and allowing waves to wash the craft into shore The crew act as a sea anchor in this case and prevent the craft from being picked up by the sea and rolled over Approximately 10 20 metres of rope are required for this technique depending on conditions D dvd Copy of SA JRB Operating Procedures 0 4 Page 20 of 139 JRB Operating Procedures Outline JET UNIT FAULT FINDING Jet Unit No Symptom Possible Cause Solution The engine unloads rpm increases There is some blockage in the jet unit Clear blockage Air is getting into the jet Check waterseal inspection cover Consult Hamiltons A lack of jet thrust boat speed drops while rpm is high There is some blockage in the jet Clear jet Air is getting into the jet Check waterseal inspection cover hull design Consult Hamiltons Excessive noise and vibration comes from the Jet Unit Blockage of the Jet Unit Clear jet Blockage of the impeller or stator Clear impeller 4
148. riodically to make sure the nuts and bolts holding your cleats are tight This will be crucial if you ever need to be towed or if you are tied to a pier or anchored in rough water Don t tow another boat unless you are sure that your cleats and his will take the load and are through bolted with a backing plate When a cleat is pulled free under strain it becomes a lethal missile to anyone standing in its path A towline should be one that is quickly tied easily adjusted and easily cast off Metal fittings on the towline or bridle can become lethal missiles if the line breaks so don t use them They can also sink the line into the prop if not properly tended Use a bridle for towing unless your boat is equipped with a special towing bit or samson post on the centerline and forward of the rudder The bridle can be attached to your aft cleats if they can be trusted or to the boat s lifting hardware which you ll usually find bolted to the transom The length of the bridle should be about 3 times the width of your boat When you re heaving a line to another boater or someone ashore tie one end of the line to a rail or something else on or in the boat making sure its not underfoot or in danger of getting in the way With practice you should be able to toss an unweighted coiled line about 50 feet POWER BOATS Approach small craft into the wind and or tide so as not to be blown drift onto the craft and causing unnecessary damage to either ves
149. round Australian waters specific channels or frequencies have been allocated for specific uses However when operating outside this area an International frequency allocation has been accepted The GX558 has both allocations installed as standard but will automatically select the Australian mode when turned on To select the International Band press and hold HI LO for about 1 5 seconds Initially the radio will beep and the transmitter power will change continue holding the HI LO key down until a second beep is heard INT will be displayed indicating the radio is in INTERNATIONAL mode You should now reselect the required transmitter power if necessary return to the AUSTRALIAN channels press and hold HI LO again INT will disappear after the second beep Channel 87A Channel 87A as used by the Australian Yachting Federation is installed in the GX558 as Channel 87 in the Australian band If normal Channel 87 is required select the International band and enter Channel 87 in the usual Way D dvd Copy of SA JRB Operating Procedures 0 4 Page 48 of 139 JRB Operating Procedures Outline ICOM IC M45A Features Dual Watch and Tri Watch Functions Convenient functions that allow you to monitor the distress channel while receiving a channel of your choice dual watch or monitor the distress channel and another channel while receiving a channel of your choice tri watch Large Easy to Rea
150. rs later after many attempts to compensate it several lost contests because of bad positioning and plenty of reverified chart corrections it became a conversation piece On a cruise across Corpus Christi Bay a sailing member of another squadron demonstrated his latest high tech hockey puck hand bearing compass as he sat on the motor box He was taking bearings on a charted tower None of his bearings crossed within a mile of our obvious location which we verified by another technique Otherwise have had excellent results with my hand bearing compass on sailboats and my current 21 foot D dvd Copy of SA JRB Operating Procedures 0 4 Page 84 of 139 JRB Operating Procedures Outline outboard sport fisher recommend compensating and trying before you buy They re great devices when they work hope you ve gained some ideas for broadening the use of your small boat In closing I ll paraphrase the old joke about getting to Carnegie Hall If someone asks How do get to a safe harbour the reply is Practice man practice How TO CALCULATE THE DISTANCE TO THE HORIZON Have you ever been out on a leisurely cruise and suddenly wondered How far it is to the horizon Or maybe your destination is port that has a lighthouse and you wonder How far away will be when see the lighthouse Well you re in luck even if you are a sick unit that thinks of these sorts of things so are we We have the answer Of course you ca
151. rst digit entered will flash on the display At this point the second digit must be entered within three seconds If entered correctly the channel number selected will be displayed and the GX558 will operate on that channel If the second number is NOT entered within the correct time the radio will assume a single digit channel number was required and will select that channel on the condition that it is a valid channel number For example entering 2 will after three seconds assume 0 2 was required and Channel 2 will be selected If the channel number selected is NOT a valid channel a low beep will be heard indicating an incorrect entry and the radio will return to the last correctly selected channel NOTE When the channel is selected HIGH transmit power will automatically be selected unless LOW power is mandatory on the selected channel Channel 16 Override Press CH 16 to immediately select the Distress Safety and calling Channel 16 Pressing CH 16 will cancel all other modes and functions including OTC DIALLING and scanning and the GX558 will go straight to Channel 16 High transmit output power is selected automatically Dual Watch Function The Dual Watch function will allow the GX558 to monitor Channel 16 AND any other selected channel Any signals received on Channel 16 will take priority over signals on the selected channel 1 Enter the channel number you wish to use e g to select Channel 26 press 2
152. rtering wind The quartering wind docking holds a special place in my heart Years ago during research for the book dockhand complimented my docking Best I ve seen today he said feelingly It seemed significant at the time because firstly am arguably a little klutzy Furthermore it was late in the D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 110 of 139 JRB Operating Procedures Outline afternoon so was by no means the first boater he had helped in that day thought Yes this is beginning to work better The assigned berth would have us docking on the starboard side in a starboard quartering wind certainly not easy especially in a high windage boat The problem that everyone there had been having that day was that as a boat slowed to a stop the wind would send it skittering off sideways before its crew could step ashore or attach lines to hold it in place It would not have been pretty and was probably quite exasperating for the marina staff who had seen it fumbled too many times that day just circled around a few times back and forth past the slip feeling how the boat and were handling that day in that wind and giving myself time to formulate a plan My crew and passengers pushed me a little wanting me to act more quickly and decisively The dockhand was waiting and waiting unaware as yet that his patience was about to be rewarded Lesson Number One There is no need to rush
153. rward by hand using its railings and lines pulling it around the obstructing vessel Alternatively just accept that this docking is impossible and maneuver the boat out into open water from whence to make a more conventional approach Nonetheless this day when the marina staff asked me to move my boat did so from the helm using throttle and rudder making a short turn around the in between boat after which my sister in law was able to breathe again Here s the Trick Forget about where the bow of the boat is pointing At slow speeds trying to make a sharp turn in this beam wind the hull will very definitely not track straight through the water Relinquish any concept of fore and aft accept and embrace that the maneuver will consist of sideways sliding and skidding Figure 32 Around an obstacle in a crosswind Secondly all of your attention and effort at the start must be directed at getting the boat to turn Do not wait to see what the boat will do and then react to it there isn t time Start from a premise of over reaction and then be prepared to back off a little if necessary More concretely right from the beginning have the rudder hard over and give a firm shot of engine power just hard enough and long enough to do the job however hard and long that may be You Must be Decisive Right off the bat work very hard to get the boat turning Combating the wind effects in this situation is not a casual exerc
154. s 0 4 Page 5 of 139 JRB Operating Procedures Outline List of Figures Figure 1 Operating a waterjet steered 15 Figure 2 Overtaking Equi MM MERE errar rnrn 17 18 Figure 4 Shallow water running planing 18 Figure 5 Shallow water running poor trim 19 Figure 6 Shallow water running iCind cccccccecsecececseeeeeceseeeeeeeeseeeeeeeeseeeeaeseseeeeaeeeseneeeegees 19 Figure 7 UR NEMPE 20 Figure 8 NAVMAN Tracker500 controls and functions 32 Figure 9 Emergency tial 37 Figure 10 Figure 11 Figure 12 Figure 13 Figure 14 Figure 15 Figure 16 Figure 17 Figure 18 Figure 19 Figure 20 Figure 21 Figure 22 Figure 23 Figure 24 Figure 25 Figure 26 Figure 27 Figure 28 Figure 29 Figure 30 Figure 31 Figure 32 Figure 33 Figure 34 Figure 35 Figure 36 Figure 37 Figure 38 Figure 39 Figure 40 Figure 41 Figure 42 Figure 43 Fig
155. s and functions Button Functions Scan When this button is pressed and the chevron is displayed the radio scans the preset channels within the current zone e Home When this button is pressed the radio will change to Zone LIFESAVIN Ch Zone Up Changes to the next zone up Zone Down Changes to the next zone down Channel Up Changes to the next frequency up within a zone Channel Down Changes to the next frequency down within a zone D dvd Copy of SA JRB Operating Procedures 0 4 Page 38 of 139 JRB Operating Procedures Outline ICOM RMK1 D dvd Copy of SA JRB Operating Procedures 0 4 Page 39 of 139 JRB Operating Procedures Outline 27 MHz MARINE T RANSCEIVER This radio is made by Standard Communications Pty Ltd and is a GME Electrophone GX294 transceiver and has the following features Front mounted speaker with water resistant Mylar cone Interference Suppression Circuit ISC Dual Watch DW Channel 88 recall Miniature microphone plug Ultra bright LED display Superior receiver performance Designed specifically for marine use opare fuse holder Built in speech processor circuitry Isolated earth chassis Controls and Functions Front Mounted LED Channel Displa ane Speaker Channel Selector pay 2 Control 94 N TX CHANNEL RX 2 E Nx ERE Ea kc m Em HEN Microphone Socket
156. s of time It is very important to look after the radio equipment in the craft as someone s life may depend on the radio working Each boat is fitted with communications equipment that will allow the crew to contact a vast array of resources These include UHF VHF Marine and 27MHz VHF radios Details of radios and how to use them are shown overleaf EMERGENCY ANTENNA If your VHF antenna is damaged or falls in the water a temporary antenna can be made as follows FIG 10 FiGt1 13 ANTENNA 460mm 18 INCHES FISHING LINE OUTER CASE BRAID CENTRE WIRE FIG12 PULL CENTRE WIRE CENTRE WIRE THROUGH HERE COAXIAL CABLE Figure 9 Emergency antenna 1 Cut the coax cable from the antenna so that as much cable as possible is retained Fig 10 2 Cut around the black outer case about 450mm 18 inches from the end of the coax and remove that section of casing Fig 11 3 Spread the braid where it protrudes from the casing and pull the centre wire through the gap Pull the centre wire all the way through Fig 12 4 Fold the braid back against the coax and arrange the cable vertically using string or fishing line with the centre conductor as high as possible and away from any metal Fig 13 D dvd Copy of SA JRB Operating Procedures 0 4 Page 37 of 139 JRB Operating Procedures Outline SLSA UHF 3 TE 4 EE 11 12 Gy 13 Ge Figure 10 Motorola MCS 2000 control
157. scape path at your back Never allow the fire to get between you and the escape path e Select the correct extinguisher for the Class of fire e Remember P A S S Pull the pin Aim the extinguisher nozzle at the base of flames Squeeze trigger while holding the extinguisher upright Sweep the extinguisher or nozzle from side to side covering the base of the fire e Observe fire after initial extinguishment it may rekindle e The contents of small extinguishers may last as little as 8 seconds and up to 60 seconds for larger extinguishers The time to discharge an extinguisher depends on the type and size of the extinguisher Do Not Use or continue to use an extinguisher if fire is larger than a waste paper basket fire is spreading quickly beyond the point of origin the extinguisher is not having any effect or is having an adverse reaction on the fire e are putting your life at risk you cannot extinguish the fire quickly less than 30 sec you do not know what fuels are involved in the fire REMEMBER Saving lives through a quick escape is far more important than saving property An emergency is not the time to read extinguisher instructions If you do not know how to use the extinguisher or the type of materials involved in the fire e Close the door to contain the fire Ensure everyone is out of the building D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 25 of 139 e Ring the fir
158. scue in which case there are many times when the helmsman s job is just to hold still and often under these circumstances it s in a storm at night nearby to rocks and other vessels and with rescuees rescuers and debris in the water Even if the conditions are extremely calm remember that you are still considered to be under way albeit with no way on and are responsible for the handling of your boat Keep a close watch all about you and be prepared to get moving promptly should circumstances so dictate Bear in mind that a boat which appears to be motionless second by second still may stray quite far minute by minute My personal preference is to remain very close to the helm and to leave the engine running There will be other times when the conditions are active enough that keeping station will not be practical In heavy weather even if you can t control the boat enough to hold it still you can probably keep circling or doing figures of eight If there s not enough room to do even that then you likely shouldn t be there at all anyway Station keeping rule number one and only Stay aligned with the wind Or stay aligned with the current and if there are both then figure out the best compromise The wind will try to slide a boat sideways in the water not only pushing it along but also yawing it broadside The boat s propulsion is only fore and aft so the only way to maintain control of your vessel is to keep yourself lined up
159. sed on the subject of Marine Search and Rescue but what is here are the basics that a driver should consider if called into a search and then how to conduct a search of a given area with maximum efficiency in minimum time By adapting it to each set of circumstance sand using common sense it could apply to both inshore and offshore work FACTORS AFFECTING SEARCH AREA 1 Known accuracy of target location Datum Point e nitial sightings Second or subsequent sightings e Continued visual contact target still in sight constant updated status is provided en route to the search area 2 Size and shape of search area e Inshore e Beyond break e Between groins e Offshore 3 Number and type of search units JRB e Helicopter IRBs e Beach Patrol and Fixed Wing Aircraft 4 Nature of target e Active person alive and signalling e Passive unconscious person Shape size person Adult Child vessel IRB etc windsurfer catamaran e Number of people involved e Colour of target e g wearing a shirt a life jacket D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 72 of 139 JRB Operating Procedures Outline 5 Weather conditions e Rain squalls reduced visibility e Sea state search in calm seas in easier than rough seas e Wind e Tide and current drift 6 Time factors e Available fuel reserves Approaching darkness Crew fatigue long searches e Elapsed time from
160. sel Prepare the towing bridle and attach the tow rope Have the boat raise their anchor if down Make a slow pass to the boat the crew throwing the tow rope to the other craft After the rope has been secured proceed to tow the boat at a sensible speed back to shore It will be necessary to shorten the tow rope when approaching the Marina or boat ramp This will give better control in a cramped or tidal situation Ensure persons remaining on board a towed boat wear lifejackets Observe the towed boat at all times A smaller towing vessel with a line connected to a single stern cleat will have little if any maneuverability The pull exerted by the vessel being towed will either rip the cleat off of the stern whipping it back towards the vessel being towed at high speed or will dip the stern of the towing vessel under water swamping it You ll notice that commercial towing vessels have a tow bitt located at the centerline of the boat at least a third of the way forward if not further forward The tow bitt allows the towing vessel to pivot while under a strain The tow bitt also provides a strong point of connection for the tow line and allows the helmsman to quickly lengthen or shorten the towline to compensate for changing conditions We are assuming that you someday will either tow another boat or will need to be towed by a non commercial tower Because towing is inherently dangerous you want to ensure that your tow will be as safe as possi
161. selected channel When the DW switch is first selected the DW indicator LED above the button lights up and the selected channel is displayed Then every two seconds the receiver quickly switches to channel 88 if there are no signals on channel 88 the receiver immediately returns to the selected channel If a signal appears on the selected channel it will be heard but the receiver will continue to switch to channel 88 every two seconds and a brief interruption to the signal will be noticed each time e f any signal is found on channel 88 the receiver will stop switching and will remain on channel 88 for as long as the signal is present During this period the red channel 88 indicator LED will flash When the signal has gone the receiver will begin Dual Watching again Pressing the Push to talk PTT button on the side of the microphone causes the GX294 to transmit on the selected channel RX Indicator A green LED which lights while the GX294 is in the receive mode and extinguishes in the transmit mode TX Indicator A red LED which lights only when transmitting DW Indicator A red LED which lights when the Dual Watch function is selected Channel 88 Indicator A red LED which lights when the 88 switch is selected It also lights and flashes when channel 88 is active in the Dual Watch mode ISC Indicator A red LED which lights when the ISC function is selected Microphone Socket The microphone attachment on the GX294 is a u
162. signments D dvd Copy of SA JRB Operating Procedures 0 4 Page 35 of 139 NOTES Intl Channel Number 88 Allocated Seaphone Channels JRB Operating Procedures Outline VHF MARINE CHANNEL ASSIGNMENTS Aust Channel Number 87A 88 Frequency MHz Rx 156 10 160 70 156 15 160 75 156 20 160 80 156 25 160 85 156 30 156 30 156 35 160 95 156 40 156 40 156 45 156 45 156 50 156 50 156 55 156 55 156 60 156 60 156 65 156 65 156 70 156 70 156 75 156 75 156 80 156 80 156 85 156 85 156 90 161 50 156 95 161 55 157 00 161 60 157 05 161 65 157 10 161 70 157 15 161 75 157 20 161 60 1157 25 161 85 157 30 161 90 1157 35 161 95 157 40 162 00 156 025 160 625 156 075 160 675 156 125 160 725 156 175 160 775 156 225 160 825 156 275 160 875 156 325 160 925 156 375 156 375 156 425 156 425 156 475 1 56A75 156 575 156 575 156 625 156 625 156 675 156 675 156 725 156 725 156 875 156 875 156 925 161 525 156 975 161 575 157 025 161 625 157 075 161 675 157 125 161 725 157 175 161 775 157 225 161 825 157 275 161 875 157 325 161 925 157 375 161 975 157 375 157 375 157 425 162 025 Use Pubic Correspondence Port Operation Pubic Correspondence Port Operation Pubic Correspondence Port Operation Pubic Correspondence Port Operation Intership Safety Pubic Correspondence Port Operation Commercial Commercial Non Commercial Commercial Commercial Port Operation Navigation
163. stow lines and fenders so they will not be in the way or pose a tripping hazard Be sure to control speed when leaving the dock and check for other boats swimmers or other obstacles Figure 21 Casting off against the wind D dvd Copy of SA JRB Operating Procedures 0 4 Page 107 of 139 JRB Operating Procedures Outline DOCKING PLAN Before approaching the dock one end of the docking lines should be secured onboard fenders readied and speed reduced If the wind is onshore blowing toward the dock the boat is brought to a position parallel to the dock and about two feet off The wind will blow the boat in It can then be secured by bow stern and spring lines If the wind is offshore blowing away from the dock you should approach the dock at a 20 to 30 degree angle A bow line is passed ashore and secured In boats with an outboard or inboard outboard engine the engine is turned towards the dock and put in reverse This will bring the stern into the dock The boat can then be secured with the stern line Figure 22 Docking plan The procedure is different for boats with inboard engines The rudder will be used to bring the stern in To push the stern in using the rudder attach an after bow spring to keep the boat from moving forward With the engine idling forward turn the wheel away from the dock as illustrated below Since the boat cannot move forward and the rudder is pushing the stern in the boat will pin its
164. t remove liquid and could make matters worse by creating a more explosive petrol air mixture e Evacuate anyone near the boat sure the vapor proof master battery switch is OFF so that no electrical equipment can start automatically e Notify the marina or service station management If a professional manager is not available to take control of the situation notify the Fire Department Open all doors and hatches to encourage evaporation automatic bilge pump bypasses the battery switch The pump should be disabled F IT CAN BE DONE SAFELY You can disable the pump by placing a weight on the float switch or by raising the pump above the fluid level e Arrange for a mechanic or salvage contractor to remove the fuel Before refueling built in fuel tanks close all doors windows and hatches Following the refuelling operation open up the boat and ventilate all spaces especially the bilges and engine compartment Check for fumes and inspect for water oil and fuel leaks If your boat has a blower run the blower for a few minutes before starting the engine Inspect fuel tanks annually Pay particular attention to bottom surfaces that may have been in contact with bilge water Refuelling Summary Before Refuelling e Fill portable tanks on dock Secure boat to dock Locate fire extinguisher e Close hatch doors and ports Switch off battery e Refrain from smoking e Shut down engines e Ground
165. the Sky for all available satellites This may take a few minutes This function is fully automatic and requires no user intervention Subsequent times to first fix should typically be 45 seconds D dvd Copy of SA JRB Operating Procedures 0 4 Page 32 of 139 JRB Operating Procedures Outline Problem Cause Solution Position indicated on 500 The US Department of Defense introduce a varying offset known as 5001 varies by up to 100 metres Selective availability SA The direction and magnitude of the offset is from true position constantly varying SA will cause errors typically of 0 100 metres but can occasionally cause errors in excess of 300 metres The effects of SA can be reduced with the installation of a differential receiver if this service is available in your area Indicated speed does not match the The constantly changing SA offset results in an indicated speed error boat s speed log instrument that is normally less than 1 knot but occasionally exceeds 1 5 knots A Tracker500 500i connected to a differential receiver will not exhibit this error The Tracker500 500i indicates speed over the sea bed speed log instrument indicates speed through the water if there is any tidal current these two will be different Speed log instruments are often not calibrated accurately and do not accurately show the boat s speed Indicated heading does not match The boat must be moving before the Track
166. the boat if bad weather is blowing you ashore or if your engine has quit and the wind and current are pushing you into shore or other boats The first step in anchoring is to select the proper anchor In spite of claims to the contrary there is no single anchor design that is best in all conditions On most pleasure boats the three anchors you will find most are the fluke or Danforth type the plough and the sea anchor REMEMBER A bucket can be used as a makeshift sea anchor for a small boat Danforth This type of anchor is most commonly used by small craft and is recommended A small light anchor has excellent holding power and can be easily handled in a small boat Figure 43 Danforth anchor CQR or Plough Can by used in small craft however more suitable for larger heavier vessels Both the above anchors have good holding power so if used on reef they may never come up Use a grapple when anchoring on reef The flexible prongs will straighten when sufficient pull is applied and released Many Danforths and other types of anchors remain on the bottom in Figure 44 Plough anchor reef area D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 126 of 139 JRB Operating Procedures Outline Sea Anchor or Drogue If you plan to go boating offshore or on an extended trip a sea anchor can be a valuable piece of equipment Sea anchors when set will slow your drift and keep the bow of your vessel into the wind and waves
167. ther Section 3 provides hints and tips for general seamanship These chapters are meant to broaden the overall knowledge of trainees crew and drivers alike on issues that they are likely to experience on the water Sections 1 and 2 are the sections on which drivers and crew will be examined Section 3 is not examinable but parts of it will assist trainees in their examination and further experience in the boats Remember Ignorance is NOT bliss it just might kill you ACKNOWLEDGEMENTS D dvd Copy of SA JRB Operating Procedures 0 4 Page 8 of 139 JRB Operating Procedures Outline SECTION 1 JET RESCUE BOAT GROUP SPECIFIC INFORMATION D dvd Copy of SA JRB Operating Procedures 0 4 Page 9 of 139 JRB Operating Procedures Outline OVERVIEW INTRODUCTION The safety of the Jet Rescue Boat and its personnel must at all times be the prime requirements of the crew The JRB Driver and crew must communicate and co operate at all times to ensure safe operations As crew you are expected to be fully competent with all rescue and first aid equipment safety and operations of the Jet Rescue Boat Through regular training professional attitude good communication and public relation skills the Jet Rescue Boat Service will provide a vital community service along our vast coastline This Manual contains various techniques requirements and protocols relevant to the Jet Rescue Boat Service It has been written
168. to Channel 16 Selecting Display Brightness The LCD Panel and keypad can be lit to enable them to be easily read at night The light is controlled by pressing the VOLUME knob inwards Each press will change the light from OFF to DIM to BRIGHT and back to OFF again When the radio is first turned on the light is OFF 1 Press the VOLUME knob ONCE The display and keypad will be lit at half brightness 2 Press the VOLUME knob again The display and keypad will be lit at full brightness 3 Press the VOLUME knob again The light will be extinguished Transmitting To TRANSMIT press the PTT button on the microphone Hold the microphone 2 6cm from your mouth and slightly to one side so that your voice does not project directly into the microphone Whenever the PTT button is pressed the TX indicator in the LCD panel will appear Channel 16 Channel 16 is used for calling purposes or emergency use only When contact has been established on Channel 16 you must switch to a working channel to continue your conversation You should always monitor the channel before initiating a call When calling identify your vessel name and your callsign Power Output It is good practice to use low power output whenever possible Using HIGH power unnecessarily may cause interference to other people s communication Setting Transmitter Output Power Alternate presses will select HIGH or LOW transmitter output power When your GX558 is first turned on
169. to the wind or current so it will help you stop as you come in Wise boat owners bring their boat to dead stop a few lengths away from the dock This allows an opportunity to observe the combined effect of wind and current When tied to the weather side of the dock or when the current is pushing you onto the dock use both your engine and a bow line to get underway Cast off the stern line Turn the wheel towards the dock to swing the stern forward with a fender to cushion your bow if it hits the dock Proceed ahead for a few revolutions dead slow This should kick the stern a safe distance away from the dock When completely clear head out to open water D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 108 of 139 JRB Operating Procedures Outline When tied to the leeward side of the dock use an oar or a boat hook to simply push off The wind or current will carry you far enough out for a safe departure ALONGSIDE IN A HEADWIND by Charles T Low author of Boat Docking for Boat Safe 1998 March A high windage boat trying to come alongside in a 25 knot headwind has a problem call it a challenge if you re more positively minded The way to accomplish it is to accept that it won t be easy Know your boat and its handling well and practice in lesser winds first Have your lines and fenders organized in advance pay attention and be careful These pieces of advice are fairly general A more specific one would
170. tre of the cocked hat The time of this position fix is noted on the chart Example At 8 00a m the eastern tip of Spot Island is sighted at 336 M a lighthouse is at 101 M and the end of a jetty at 044 M Variation is 11 easterly Fix the position of the vessel on the chart First convert the bearings to true bearings before plotting them on the chart Always remember the compass reads magnetic but the chart maps true 336 M 347 T 101 112 T 044 M 055 D dvd Copy of JRB Operating Procedures 0 4 Page 79 of 139 COCKED Transit Fix This method of fixing position relies on the fact that if a vessel observes two features directly in line then the vessel must also lie on that same line called a transit line It is possible to have a two transit fix when the vessel is able to observe yet another two features on a direct line with itself The two transit fix will fix the position of the vessel at that time Example A yacht observes a beacon B4 and the lighthouse in line at 12 30p m At this time a second beacon B2 and a lookout tower on the coast are also observed to be in line Use this information to fix the position of the yacht on the chart at 12 30p m A TWO TRANSIT FIX Running Fix This method of fixing position is used when there is only one visible feature to be observed Bearings are taken to the feature at two separate times perhaps an hour apart These bearings and a
171. u re in Also do not shoot a flare in the direction of an approaching aircraft or helo You can easily blind the pilot and if you do your troubles will just be STARTING Hand held automotive type flares work best when you re trying to get the attention of an aircraft which is in your immediate vicinity DISTRESS PROCEDURES SAFETY EQUIPMENT Flares smoke para day night Flares are required to be carried in vessels operating in open waters In case of trouble these can be your only means of indicating assistance is required They are also essential for showing your location to a search vessel Flares should always be stored in a waterproof container and in speed boats endeavour to store them where they don t receive too much pounding in rough conditions Always replace them before the expiry date for out of date flares can be unreliable If you don t know how to use them make yourself familiar with their operation even though you cant let one off just to see how it works ONLY FIRE A FLARE IN AN EMERGENCY Check the instructions before use V Distress Sheet D dvd Copy of SA JRB Operating Procedures 0 4 Page 88 of 139 JRB Operating Procedures Outline EPIRB The Maritime Rescue Co ordination Centre MRCC part of the Australian Maritime Safety Authority AMSA is Australia s designated maritime search and rescue co ordination centre lt is on standby day and night to organise a response to any maritime emergency
172. udio noise Z Power Volume Control PWR VOL e Turns power ON and OFF and adjusts the audio output level Microphone D Channel Up Down Switches A UP V DN e Select an operating channel in the selected channel group these switches can be used instead of the transceiver s UP DN switches D dvd Copy of SA JRB Operating Procedures 0 4 Page 49 of 139 JRB Operating Procedures Outline High Low Power Switch HI LO he same function as the transceivers H L switch toggles between high and low output powers pushing this key at power ON turns the microphone keys ON OFF Function Display 1 Transmit Indicator Appears while transmitting 2 Busy Indicator Appears when receiving a signal or when SQUELCH is rotated too far clockwise 3 Channel Indicator Shows the operating channel 4 Tag Channel Indicator Appears when the selected channel is set as a tag channel 5 Dual Watch Indicator Appears and flashes during dual watch operation 6 Tri watch Indicator Appears and flashes during tri watch operation 7 Scan Indicator Appears and flashes during scan operation 8 Duplex Indicator Appears when the selected channel is a duplex channel 9 Call Channel Indicator Appears when the call channel is selected 10 Weather Alert Indicator ALT appears when a weather alert function is turned ON 11 Mode Indicators e USA shows that USA channels are selected CAN shows that Canadian channels are sel
173. ugh the jet unit this will blunt and wear the impeller At slow displacement speeds avoid using high RPM in shallow water IDLE Ta P md IDLE OUT TO DEEP WATER sr IN SHALLOW WATER TEA MINIMISE PICK UP OF DEBRIS Figure 6 Shallow water running idling 4 If it is not possible to pick a deep water area to start off and stop in idle over the shallow area into deep water before accelerating up to speed If any debris has been picked up in the intake screen momentarily stopping the engine should allow the debris to drop away from the screen 5 Operate the sand traps when in very shallow water D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 19 of 139 JRB Operating Procedures Outline Beach Departure Position the boat in the water with the bow square to the waves pointing out to sea The crew and any other helpers should stand on both sides near the bow and stern to steady the boat and keep it in position while the driver boards the boat The driver requests ALL CLEAR Crew ascertain that no one 15 standing behind the jet outlet and that there is sufficient water to take off One then answers in the AFFIRMATIVE or NEGATIVE The driver then starts the motor with the reverse deflector in the neutral position Crew board the boat when instructed by the driver and signify by word or signal that they are on board and in position Figure 7 Beach departure
174. unities to hone and refine our close quarters maneuvering skills BOAT DOCKING IN A QUARTERING WIND by Charles T Low author of Boat Docking for Boat Safe 1998 April May Kindly overlook any apparent self aggrandizement if describe one of my more successful dockings Rest assured that am only human and that have also had my own share of humbling close quarters encounters which you will never hear about Those of you who have been following this column will by now recognize the familiar refrains of some of the basic principles which underlie all docking maneuvers It is the timing vigor and duration of these maneuvers which vary docking in a quartering wind being no exception lt is difficult to show in a diagram how different this is from docking in calm weather The crabbing angled track through water to compensate for the wind the more decisive use of engine power the unavoidable speed with which everything happens all of these are very unlike the PUDE BI similar maneuver on a windless day and yet on paper spin the distinctions appear much more subtle than they things really are A Doing it well involves understanding even if only intuitively something about hulls and their interactions with water and air rudder steering propeller steering asymmetrical thrust and angular and linear momentum among other things Figure 24 Docking in a qua
175. until the signal disappears and resumes 3 sec after that Scan timer ON Scan pauses on a signal and resumes 5 sec later Dual Tri Watch This item sets the CH WX e DUAL switch to activate dual watch or tri watch Troubleshooting Problem No power comes on No sound comes from the speaker No beeps sound even when a switch is pushed Sensitivity is low and only strong signals are heard Transmitting is impossible or high power cannot be selected Desired channel cannot be selected No display backlighting Scan does not start Possible Cause Power cord not connected properly Blown fuse SQUELCH is rotated too far clockwise Beep function is turned OFF SQUELCH is rotated too far clockwise Antenna feedline or the antenna connector solder has poor contact or is short circuited Transmission is restricted on some channels Different channel group is selected Backlight function is turned OFF No TAG channels are programmed Solution Check the power cord connection Check the polarity of the power connection then replace the fuse Rotate the SQUELCH counterclockwise to a suitable position Set beeps to ON in SET mode Rotate SQUELCH counterclockwise to a suitable position Check and if necessary replace the feedline or solder the antenna connector again Change channels Push CH WX H L to select the desired channel group USA INT or CAN
176. ur compass to get the bearing of two different fixed points house rock tower etc Over the next hour or so make sure those reference points are in the same place If not you re probably dragging anchor e Begin anchor watch Everyone should check occasionally to make sure you re not drifting D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 127 of 139 JRB Operating Procedures Outline With the bow to the wind or current in the spot you have selected stop the boat and slowly start to motor back Lower the anchor until it lies on the bottom then slowly let out the rode as the boat drifts back Backing down slowly will assure that the chain will not foul the anchor and prevent it from digging into the bottom When all the anchor line has been let out back down on the anchor with engine in idle reverse to help set the anchor e Figure 46 Setting the anchor Retrieve the anchor by pulling or powering forward slowly until the anchor rode hangs vertically at the bow Cleat the line as the boat moves slowly past the vertical This will use the weight of the boat to free the anchor and protect you from being dragged over the bow Once free raise the anchor to the waterline Clean if necessary and let the rode dry before stowing away Here are some more basic anchoring guidelines Pick your anchorage carefully If there are other boats nearby you will need to guess at their potential swing A boat on a mooring will have
177. ure 44 Figure 45 Figure 46 D dvd Copy of SA JRB Operating Procedures v0 4 doc Motorola MCS 2000 controls and functions esee 38 GME Electrophone GX295 controls and 40 GME Electrophone GX558 controls and functions 43 Standard two bridle configuration cccceceeec eee eeeeeeeeee esse eeeeeeaeseeeeseeaeseeseneeeeaeeess 69 Main features of a typical 70 Track line search em LUE es 75 Creeping line search pattern el 1 76 Square search pattern 171 77 Calculating distance to the 20 85 International 26620905 2 2 7 86 Casting 000 00 107 Casting off against the wind 107 Docking BRR A 108 Alongside nenne nnne nnne ni 109 Docking in a quartering nnns 110 Docking broadside to the 112 Maintaining 01111 1 eee 112 Maintaining momentum
178. urely via winch cable and shackled e trailer brakes are working that the reversing brake is engaged disengaged and the trailer lights are functioning LAUNCHING Most trailer boaters don t pay nearly as much attention to their trailer as they do to their boat If you have brakes on your trailer check the brake fluid level periodically Have your bearings inspected annually and packed or replaced when necessary And at least once a year tighten all bolts and other trailer hardware Cross the safety chains under the trailer tongue before hooking them to your hitch or frame If the tongue disengages in transit it will drop down on the crossed chain cradle and may keep the tongue from dipping to the roadway A good trick for practicing backing a trailer is to put your hand on the BOTTOM of the steering wheel Move your hand to the left the trailer goes left Guess what happens when you move your hand to the right Make sure the electrical connections to the lights and brakes are operating And before you back a trailer into the water unplug the lights It ll help save the bulbs Just don t forget to plug them back together before you take off again Inspect the trailer bearings and grease them as needed If you use bearing buddies make sure they re tight on the axle and filled but not over filled with grease Overfilling can blow the inner bearings out of their housing Always stay in your car while you launch
179. verse speed depends on the amount of power applied and the degree of deflection of the water jet stream Again the crew can assist the driver by stepping towards the stern as when the jet is deflected downwards and to the front of the boat it tends to lift the stern up and out of the water reducing the steering effectiveness Planing The most efficient hull position at speed is called planing This occurs when the hull lifts out of the water creating minimal drag and thus providing the most economical fuel usage Planing is best achieved by accelerating quickly yet smoothly until the hull is felt to lift out of the water dropping the bow to a more level attitude Power should then be reduced to maintain the desired speed Turning REMEMBER whether going ahead at neutral or astern The bow of the boat will always turn the way the steering wheel is turned i e turn wheel to port bow of boat will move to port and vice versa This means that going astern the boat has the opposite steering to a motor car a feature which can be used to advantage when manoeuvering LAN A 18 2 X Z3TY were Nun Figure 1 Operating a waterjet steered craft Manoeuvre with one hand on the helm and one hand on the reverse deflector Turn the boat using the helm REMEMBER the bow will always move the way the helm is turned Move ahead or astern by using the reverse lever slightly either side of neutral position Use only
180. w line D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 68 of 139 JRB Operating Procedures Outline STANDARD TWO BRIDLE CONFIGURATION B lem n Remo ang Simple niche Fog Ede i c Disabled Vessel ex _ Towing Vessel kiram em n nar B im Figure 13 Standard two bridle configuration 2 The tow line itself should be strong enough for the job at hand and be capable of some stretch Double braided nylon is the traditional choice There are however a number of synthetic ropes now available that combine high strength with some elasticity and they float If possible avoid twisted nylon If twisted nylon breaks while fully stretched it will whip back and hurt somebody The tow line should be long enough so that there is catenary dip in the line during the tow The length should be adjusted so that both vessels are in step both riding up and down waves at the same time not one going down a wave while the other is shouldering up a wave The longer the tow line the easier the ride The easier the ride the less stress applied to the hardware Three or four hundred feet of tow line is typically used when towing a thirty foot to fifty foot vessel in from offshore sometimes more Very few boats keep five hundred feet of synthetic tow line stored on board You probably will need to use your anchor line as a tow line Anchor line is typically twisted nylon the worst stuff to use If this is the case us
181. w should not exceed seven knots A higher speed will put excessive strain on both vessels and the towing apparatus 7 When you get in protected waters shorten the tow line for maximum maneuverability Be careful however as the vessels will not both slow at the same rate You don t want the disabled vessel overrunning the towing vessel The towing vessel should control the rate of speed decrease and must ensure that the tow line doesn t get wrapped in his prop s 8 Once near the dock go very slowly This is usually where the damage occurs Work with not against the wind and current Try to use a face dock for landing SAIL BOATS D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 69 of 139 JRB Operating Procedures Outline PERSONAL WATERCRAFT When preparing to tow a Personal Watercraft make sure the air vent in the front cowling is covered Water from your wake can enter and sink the disabled PWC Connect the towline to the trailer eye and if the operator is aboard have him her shift their weight as far back as possible Consider a hip tow in calm waters in tight quarters and in rough seas bring the operator on board the towing vessel SAILBOARDS MAST TIP WITH BATTEN SLEEVE SAIL BOOM END FITTING WINDOW OUTHAUL WITH CLEAT WISHBONE BOOM MAST SHOCKCORD FOOT STRAPS 7 STERN v CS Y p NOSE SKEG A MAST FOOT WITH UNIVERSAL JOINT DAGGERBOARD MAI
182. way you turn the helm Throttle The throttle is operated in the same way as a car s accelerator it is mounted on the floor and is worked using the toes of the right foot Thrust Deflector The thrust deflector or bucket control is a manually operated lever mounted to the left of the steering wheel It pulls or pushes a cable that in turn raises or lowers the thrust deflector respectively over the waterjet The photo shows it in the forward position neutral or zero speed is just below horizontal while reverse is pointing about 45 degrees towards the deck D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 60 of 139 JRB Operating Procedures Outline con EEEHEES Alternator charge ial 14 lj 20 10 407 on 50 Engine hours 9 pe Ignition light 2d aL Lr ULT Oil temperature 4 Tachometer The tachometer shows engine revolutions in units of 100 This means that the current indication would be just over 600 revolutions If the needle is on the first mark after the 30 it would show 3200 revolutions normal cruise position Oil Pressure This gauge displays the oil pressure within the motor in units of Normal operating pressure is Oil Temperature The oil temperature gauge gives an indication of how hot the motor is in particular the oil within it Normal operating oil temperature is Alternator Charge In normal operation the alternator charge needle should show b
183. with the wind D dvd Copy of SA JRB Operating Procedures 0 4 Page 120 of 139 JRB Operating Procedures Outline The wind will constantly try to blow the bow off to one side or the other Once out of alignment you might think you will simply steer yourself back onto your desired heading Simply however is not quite the right word because once you begin to turn off the wind the whole side of the boat becomes an inclined plane Now the moving air mass not only pushes it down wind but laterally too It gets worse Let s say that you re starting off head to wind and the wind has you yawing clockwise viewed from above The boat now is not only being pushed astern but also to starboard Clearly you apply forward propulsion and steer to port However at first the thrust of the propeller s discharge current also pushes the boat further to starboard This dilemma of what amounts to very sensitive steering when head to wind at slow speeds is never more apparent than when the speed is so slow that it s zero About all you can do about it when keeping station is to pay attention and catch any yawing early With practice most of us will ke able to hold our boats almost directly into the wind for as long as we care to It may If the boat yaw s to starboard however require us to be in forward gear much of the time then the wind and the discharge current both push it futher to starbaard Figure 36 Hovering facing the wi
184. y reasons for not docking stern to but VA AWA AY one of the main ones is that it is difficult propose in this short essay to demonstrate why it is not more straightforward You might pick up some tips which will you to maneuver your boat backwards into its slip or you may at least understand better when to try it and when not There is no shame in behaving prudently and prudence often means doing things the easier way or more accurately the more possible way Most of us even those who routinely dock stern to have experienced dockages or weather in which even docking bow in stretched our skills and strained our cool reserve won t belabor this further but even though it seems selfevident remember to dock stern to only if you can Figure 34 Docking backwards Why Does it Have to be so Hard Many but not all boats steer poorly in reverse There are many reasons for this including very little water flow over the rudder asymmetric propeller thrust the sideways force exerted by the propeller especially in reverse gear which renders sternway steerage almost impossible in some boats and the simple dynamics of the hull water interaction which work much better when making headway If a wind is blowing it frequently compounds reverse steerage problems and a vessel which can be controlled in a fresh breeze when making headway may become less predictable when making sternway A simple trick to counteract as
185. ymmetric thrust is to use the propeller as minimally as possible Get the boat moving astern just barely enough to enable the rudder to steer and then go into neutral and arift backwards It doesn t work for every boat but it does for many D dvd Copy of SA JRB Operating Procedures v0 4 doc Page 118 of 139 JRB Operating Procedures Outline Twin Screws Having and using the effects of twin screws can be a real boon under these circumstances Even twin screws have limitations but some vessels with them can even be made to walk sideways against a wind given an experienced operator am going to leave the details for another time and assume for the moment that you have a single engine boat as currently do I Contrariness Another problem to overcome is that of contrary motion and propulsion in this instance I m talking about using forward gear while you re still going backwards Forward gear is commonly used when making sternway briefly enough to allow the vessel to continue movement astern firstly because steering is so much better in forward gear than in reverse in many boats ee and secondly as a means of putting on the brakes a However it gets more complicated than that because the concepts and techniques for contrary steering are completely different depending upon whether you re making sternway and then putting the boat into forward gear or making headway and putting the boat into reverse gear Ag
186. ypad e High low transmit e Fully splashproof power keypad e Frequency update option e Optional remote station e Liquid crystal display Panel lighting in t e Channel 87A hree levels Controls and Functions 1 SQUELCH CONTROL 4 LoD PANEL 2 VOLUME ON OFF 5 DUAL WATCH LAMP SELECTOR SCAN ON OFF CHANNEL 16 Q HANNEL t SELECTOR vo UME SQUELCH m MEM OW 16 4 QU Wis me E k 2 ED HHE SEA e r1 ee MICROPHONE SOCKET 7 FRONT MOUNTED SPEAKER CHANNEL SELECT amp OTC DIALLING MEMORY PROGRAMING KEYPAD KEY TRANSMIT POWER OTC DIALING MODE AUST HILO SELECTOR 9 WEATHER MODE ND amp BAND SELECTOR Figure 12 GME Electrophone GX558 controls and functions 1 Squelch Control Turning the squelch control clockwise quiets the receiver when there are no signals present and allows a quiet standby operation lt functions only in the receive mode and does not affect the receiver volume or the transmitted signal Volume On Off Lamp Control D dvd Copy of SA JRB Operating Procedures 0 4 Page 43 of 139 JRB Operating Procedures Outline Volume ON OFF Rotate clockwise past the click to turn the transceiver on Continue to rotate clockwise to increase the volume level from the speaker DIM CONTROL Press the volume control inwards to control the panel lighting for night use The

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