Rescue Autumn 2015 QF4


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Caloundra Marine

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Email: [email protected]

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Telephone: (07) 5437 9400

Facsimile: (07) 5437 9537

Email: [email protected]

Freecall 1800 333 342

www.solas.com.au


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05 10 14 18

20 22 24 26

28 30 32 34

04 EDITOR’S CORNER

05 QUARTERDECK NEWS Latest news from QF4

10 SQUADRON NEWS

14 LOCK IT UP OR LOSE IT Why you should secure your

vessel and the best way to do it

18 MORE COLREGS Why knowing the Colregs can

avert tragedy

20 BOAT RAMP DANGERS This boat ramp danger will

make you think twice when you

launch your boat

22 TRAINING WITH RACQ CAREFLIGHT Join QF6 as they go training

with RACQ Careight helicopterrescue crews

24 ANGELS IN THE SKY We look inside the RACQ

Careight helicopter rescueservice

26 YOU’RE THE SKIPPER ...Tackling the responsibilities ofboat maintenance

28 RULES OF THE RIVER Take a ride down a fast-owing river in China and experience

navigation ... Chinese style!

30 PLUMBING THE DEPTHS An “in depth” look at depth

sounders

32 NO FOOL LIKE AN OLD FUEL

Safety and pleasure on thewater can depend on what’s inyour tank

34 ASSIST STORIES

40 SQUADRON CONTACTS

CONTENTS

The Ofcial Magazine of AVCGA Sunshine Coast Squadron

AUTUMN 2015 | ISSUE 9QF4 Caloundra Edition

This issue’s cover: Coast Guard Caloundra provides an Ashes Scattering service for a Little Mountain Family. See story on Page 36.Photo by John Gasparotto


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Commander’s Dispatches

Forty years ago last January Graeme Sloan

joined Coast Guard as a founding memberof QF4. A good turnout of members

celebrated Graeme’s forty years of continuousservice with Coast Guard Caloundra at theMarch Flotilla Meeting, held as a DinnerMeeting at the Caloundra Power Boat Club.

The function was attended by QF4 PatronMark McArdle who spoke of Graeme havingachieved Leading Coxswain rating; of his

dedication to duty; of his skills and willingnessto share them and of his signicant contributionboth on and off the water to Safety of Life atSea.

QF4 is privileged in having two membershaving achieved forty years of continuousservice with A.V.C.G.A.

QF4’s Search and Rescue vessels continueto perform satisfactorily with Caloundra Rescue 2 having had her motors replaced recently.The replaced motors had done 2000 hours,were nearly 10 years old and simply ‘gave up’.The Squadron Board has approved the saleof Caloundra Rescue 2 and National Boardapproval has been sought. Action to replace thevessel has commenced.

The Training Crew is active and producinggood results. Training generally is proceedingwell.

While the number of new membersrecruited is generally good, the Flotillacontinues to lose members to leave orresignation due largely to their employment

circumstances. The trend shows no sign ofabating.

The Flotilla’s fundraising activitiescontinue to produce good results. The effort ofthe Fundraising Coordinator and of all membersinvolved is commendable.

Tony Barker Commander QF4

Top: Graeme Sloan cuts his cake to celebrate his 40 years ofservice with Coast Guard Caloundra.

Above: Coast Guard Caloundra Commander Tony Barker(centre) gives QF4 Patron Mark McArdle the low down onGraeme’s service, while Graeme pretends not to notice.


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Quarterdeck News

LOCAL MEMBER CRUISES PASSAGECoast Guard Caloundra’s Patron and localmember Mark McArdle and his wife Judyrecently took up the offer of a fact-nding trip onCaloundra Rescue.

After an informal chat with Echo crew, theydeparted QF4 Headquarters on board the vessel,skippered by Peter Vaughan. Mark wanted tosee rst-hand how Pumicestone Passage haschanged. Mr McArdle was particularly interestedin seeing the effects of erosion on Bribie Islandand the encroachment of sandbanks into theboating channel.

Top: Peter Vaughan explains the equipment on board CaloundraRescue to QF4 Patron and local MP, The Honourable Mark McArdle,and his wife Judy.

Left: Commander Tony Barker points out an area of interest to The

Honourable Mark McArdle.

Above: The Honourable Mark McArdle and wife Judy took time outto speak to Echo crew members.


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Quarterdeck News

STONEFISH DANGER IN CALOUNDRACoast Guard Caloundra would like to advise readersof the danger posed by Stonesh stings after alocal sherman caught one near Coast GuardCaloundra’s headquarters recently.

Stonesh are the most venomous of all shes.They are found in shallow coastal waters of thenorthern half of Australia. It usually lies motionless,often partially buried and is perfectly camouagedamong surrounding coral, rocky reef, rubble, oraquatic plants.

It has 13 sharp strong dorsal n spines thatare contained within a sheath of thick skin. At thebase of each spine there are two venom glandswhich discharge their contents along ducts in thespine. When disturbed, the sh erects its spines, butremains in the same position on the sea oor.

Stings usually occur to the feet of swimmersor waders who have ventured away from cleansandy areas and closer to the more complexbottom structure preferred by the stonesh.

Multiple spines can often penetrate affected limbs,resulting in more extensive poisoning.

Stonesh stings are both potentially lethaland extremely painful. The pain is immediate,excruciating and may last for many days. Muscularparalysis, breathing difculties, shock, andsometimes heart failure and death can ensue.

To prevent stonesh stings, sturdy footwearshould be worn on reef ats, or while wading onsoft-bottom areas adjacent to rocky or weedy areas.

The two most recommended treatmentsinclude the application of heat to the affected areaand antivenom. People have used hot water (at atemperature no lower than 45°C (113°F)) applied tothe injured area which has been found to destroystonesh venom, and causes minimal discomfort tothe victim. For more extreme cases, antivenom hasbeen used.

In the event of a sting, the victim should leavethe water, apply rst aid and seek medical attentionas soon as possible.


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Quarterdeck News

TREVOR PITT ... MASTER CALENDARSALESMANAt the March meeting of Coast Guard Caloundra,Trevor Pitt was presented with a MeritoriousService Award for his sales skills in selling ourcalendar to rise much-needed funds for theFlotilla.

Trevor’s dedication to fundraising for theotilla saw him at many locations around CoastGuard Caloundra’s area of operations, in allweather conditions, talking residents and visitorsalike into purchasing one or more copies of ourquality calendar.

The award came as a complete surprise toTrevor as he was not expecting his contribution tobe acknowledged in this way.

He advises that the 2016 Calendar, now inthe design stage, will soon be ready for sale andthat he will soon be out and about selling it.

Trevor received his award from localmember and Coast Guard Caloundra’s Patron The

Honourable Mark McArdle.

Battery Care and Maintenance As we all know, maintenance is an important part of owning a boat. However,

we tend to neglect the battery. Without a fully charged, reliable battery, a day on

the water can lead to disaster. Below are some pointers to maintain your battery.

• Keep top of battery clean and dry• Battery terminals should be kept clean and tight

• Check that the battery is securely fastened as battery plates can be damaged by excessive

vibration

• If accessible type of battery, ensure water levels are correct after charging. Do not overll or add

when battery is discharged

• Use only an automotive cut off battery charger and recharge after use even if the motor has a

charging system

If more information is required on battery maintenance, please contact:

The Wise Old Owl at Battery Wise Sunshine Coast5437 6799 / 5 Main Drive, Warana 4575


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From the Galley

Cheese Balls

250g Philly Cheese1/2 cup grated Mozzarella

1/2 cup grated Parmesan2 tablespoons of Bay of Bengal Curry Dip

Mix all ingredients wellShape into balls and refrigerateJust before serving sprinkle generously

with Mediterranean Dukka and a drizzleof Honey Caramelised Balsamic Vinegarover the topServe with veg sticks and crackers


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Squadron News

ANZAC DAY 2015The 100 Year Commemoration of Gallipoli

On April 25th, 1915, troops from Australia’s and NewZealand’s armed forces stormed the beaches of Gallipoliand carved their names into the pages of Australian andNew Zealand history. The carnage was horric, yet the menbattled on in primitive conditions, ghting to gain metresof enemy territory, then repulsing attacks to hold on tothat hard-fought ground. Stories of bravery and heroismemerged and on that bloody battleeld, the spirit

of ANZAC was born.100 years later, on April 25th, 2015,

Australians and New Zealanders gatheredto honour those who fought and made theultimate sacrice in that bloody conict, and allother military conicts which followed. We alsoremembered those who went to war to supportour troops - the medical personnel, and inparticular the nurses, who treated and cared for thewounded.

As in previous years, AVCGA otillas acrossthe Squadron again participated in ANZAC Dayservices and marches ...QF4: John Gasparotto reports that Coast GuardCaloundra has participated in the ANZAC Dayceremony for many years. Not only do weparticipate in the March, but we also lay a wreathat sea at the Dawn Service to honour thoseservicemen and nurses who lost their lives at sea.

This years ceremony, which was televised,saw Caloundra Rescue take up station off KingsBeach, Caloundra, before being surrounded by surfboats with crews dressed in army fatigues, raising

their oars in salute as QF4 Commander Tony Barkerplaced the wreath into Moreton Bay.

It was an early start for Echo Crew that day,but back at Headquarters, a BBQ breakfast wasprovided.

Top right: Caloundra Rescue crew on board for the DawnService.

Above right: The sun rises on Anzac Day, 2015.Centre right: At the Dawn Service, surf boats gather aroundCaloundra Rescue for the laying of the wreath.

Right: Commander Tony Barker places the wreath in MoretonBay, while surf boats stand by with oars raised in salute.


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Squadron News

QF6: FTO Bill Asher reports that Coast GuardMooloolaba was invited to participate in the ANZACDay March by the Maroochydore RSL.

Thirteen QF6 members formed up outsidethe Maroochydore RSL at 0800, then marched tothe Cenotaph on The Esplanade for the ANZAC DayCeremony to mark the 100th Anniversary of thelandings at Gallipoli. David Kuss laid a wreath at theCenotaph on behalf of Coast Guard Mooloolaba.An enthusiastic crowd enjoyed the perfect weatherand clapped as the marchers passed by. A huge

crowd at the Cenotaph, including a large numberof young children, witnessed the ceremony as fourvintage aircraft ew over the crowd and an F/A 18Hornet ew down the coast. Another feature of theceremony was the attendance of four mounted lighthorsemen in WW1 uniform.QF17: Julie Hartwig reports that members participated in a CampGallipoli camp out at Cooloola Cove RSL Hall on Friday 24th April,then attended the Dawn Service at the same location. Members alsoparticipated in the ANZAC March at Tin Can Bay and Service at AnzacPark.

QF21: FRO Jon Colless reports that ANZAC Day dawned ne, clearand cold in Maryborough for the Dawn Service. The organisers wereexpecting all previous attendance records to be broken, due to thetwin occasions of the centenary of the Gallipoli landings, and theinstallation and dedication of the statue of Duncan Chapman, one ofMaryborough’s sons and the rst Australian ashore on that fateful day.

The dedication and a historical light show was performed as thecontingents were lining up for the march to the Dawn Service, after agunre breakfast, or coffee at the Maryborough RSL.

QF21 was well represented on this occasion with 11 members marching, under the command ofDeputy Squadron Commodore (S) Jon Colless, who laid wreaths at both the Dawn Service and the mainANZAC Day service. Commander Jukka Manttari was again Parade Marshall, so was in RSL rig and full voice.

Above: QF6 members form up for the March.

Above: QF17 members gather aroundthe brazier at the Camp Gallipoli campout.

Above: QF21 members assemble for the Anzac Day March in Maryborough.Right and next page: QF21 members marching to the Cenotaph for the Main Anzac Day Service.


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Squadron News

After the Dawn Service most returned to the RSL for a sumptuous breakfast, or the odd pot or three.The assembly of the contingents for the main march saw groups spread from the Ellena Street

intersection almost a full block of Adelaide Street, with the school contingents lined up in Ellena Street.The march took a different route to that of previous years, arriving at the Cenotaph from the south,down Bazaar Street and returning to the RSL via Adelaide Street, as the rear parking area of the RSL isconsiderably restricted by the extensions to the building.

The main Service was observed by an enormous crowd of onlookers, as well as a record number ofmarching contingents and individual wreath layers. Addresses were made by senior ofcers from the Navyand Army, while the RAAF contribution was a y past by an F/A 18 Hornet.

On completion of the Service, the March proceeded own Sussex Street to the saluting base in frontof the Duncan Chapman Memorial, then turned left into Adelaide Street and returned to the RSL for morecamaraderie.

Organisers estimated that around 10,000 people participated, attended and observed this year’smarch and services, so the predictions from last year’s event came to fruition and prove that ...

“At the going down of the sun, And in the morning, We will remember them.” Lest We Forget


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Squadron News

40 YEARS DEDICATED SERVICE TOCOAST GUARD CALOUNDRACoast Guard Caloundra member, Graeme Sloan,has been honored with an award for 40 years ofdedicated service to the Flotilla. Local Memberand Coast Guard Caloundra Patron, The Hon MarkMcArdle, presented him with his award at a recentfunction.

Graeme was born in Ipswich and has livedon the Sunshine Coast since 1969. He joined Coast

Guard Caloundra in January 1975 and has seencontinuous service with the Flotilla since then.

He has previously seen service with theAustralian Navy, was a Police Ofcer for 10 years,spending a large part of that time in Mt Isa.Graeme also worked in clubs and has been aprofessional sherman. Currently, as well as hisduty time as Coxswain on QF4 vessels, attendingBase Station Radio duty and fundraising, Graeme isalso on the Executive of Meals on Wheels.

When he joined as a volunteer, traininginvolved much more practical work and less theorythan it does now. Graeme progressed throughBasic Seamanship to Quartermaster and thenCoxswain to Leading Coxswain. His boat handling skills and seamanship and his local knowledge andwillingness and ability to convey them to QF4 boat crew is acknowledged as ‘superior’.

Graeme enjoys being on the water. He has owned a number of boats, though rates an 18 ft Cat ashis favourite. At one time, he used it for the Flotilla’s marine search and rescue activity. At QF4 he has seenoutboards replaced by jet boats. Rumour has it that he isn’t too hard to convince to take command ofCaloundra Rescue, QF4’s primary rescue vessel.

Graeme remembers his most challenging experiences with QF4 as being his involvement in the searchfor a passenger who jumped from a cruise ship into a monster sea; and his search for a missing boatienorth-east of Cape Moreton, out of sight of land, and before the advent of GPS. He has been involved in a

number of searches which ended tragically.Graeme Sloan holds the Defence Medal, the National Service Medal, the National Medal with two

Clasps, and the Centenary Medal. His interests are his family and camping, and he combines the twowhenever he can by taking his grandson camping and shing.

John Gasparotto, QF4

Above: Coast Guard Caloundra’s Patron, the Hon. Mark McArdle, presents Graham Sloan with his Certicate for 40 years service to

the AVCGA and QF4.


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QF17 DEDICATES MEMORIAL GARDENOn Saturday 28th February, QF17 Tin Can Bay nally saw closure on a project that has been on the Flotilla’sradar for several years with the dedication of the Memorial Stone and Garden.

Originally conceived as a far more grandiose design, the project was batted back and forth betweenthe Flotilla Executive and Gympie Regional Council. Plans and models were submitted for consideration,rejected, redesigned and resubmitted. The scale of the project was downsized and nally the location wasmoved onto QF17’s Norman Point grounds before approval was nally granted. So long-winded was theproject that the documentation passed through the hands of three commanders until current CommanderColleen Johnson decided enough was enough; the project was going to happen.

Through sheer dogged determination to complete the project before she steps down at the Flotilla

elections in mid-2015, Commander Johnson, aided by a hard-working band of members, sourced all thematerials to complete the garden, now located in front of the QF17 Base with a nice viewpoint overlookingthe rescue vessels and Snapper Creek.

The actual Memorial Wall itself presented something of a problem. With such a restricted space, therewas no room to build a wall, so it was decided to utilise a number of large rocks. however, none of the rocksacquired were large enough.

A chance meeting with a Coast Guard supporter at the local markets soon remedied that. This kindgentleman said he had a rock that would suit the purpose. At no cost to the Flotilla, he travelled to Helidon,collected the (very large) rock and delivered it to the Base.

This presented Commander Johnson with another problem: how to manoeuvre the rock into its placein the garden. Enter Peter and Lisa Lee, who provided free use of a forklift. With some some helping hands,the rock was soon took pride of place in the garden.

With the nishing touches applied, members, special guests and supporters gathered for thededication. Commander Johnson said, “It’s been a long, hard road to see this project through tocompletion, but thanks to the hard work of QF17’s members and the support of local businesses, we arenow able to donate this special place to our members, friends and supporters in our local community.”

Local Pastor, QF17 Deputy Commander and Flotilla Chaplain, John Van Der Heijde performed thededication. In his address, he said, “This garden is a place of peace and refuge for those who mourn; it’s aplace where the pain of loss can be embraced with arms of love and trust.”

Councillor Mark McDonald acknowledged the battle that the Flotilla had waged to complete theproject. He also paid tribute to former Mayor Ron Dyne (who recently passed away) for the Council’sassistance in acquiring the garden.

“With the completion of the Memorial Garden, the volunteers of Coast Guard Tin Can Bay have given

a tremendous gift to the local community,” hesaid.For QF17 members John and Eleanor

Macfarlane, the dedication of the MemorialGarden has nally closed the chapter on thepassing of John’s parents, whose ashes werescattered at Inskip Point back in 2004.

“We’re pleased to at last have a place tocommemorate John’s parents,” said Eleanor afterthe Dedication service. “Until this garden wascompleted, they didn’t have a memorial. Whenwe heard that Coast Guard were building thegarden, we knew it would be the perfect placefor a memorial to John’s parents, and now wehave a lovely plaque on the Memorial Stone.”

Julie Hartwig, QF17

Squadron News


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Squadron News

QF21 CELEBRATES 30th ANNIVERSARYOn Sunday 22nd March, QF21 celebrated the30 anniversary of the otilla’s founding witha ceremony at the Seamen’s Memorial on theEsplanade at Big Tuan, followed by a garden partyat the base.

All the ex members we could contact wereinvited to attend and many, including most of thepast commanders, accepted and attended. DeputySquadron Commodore Andris Zalite represented

the Sunshine Coast Squadron and Mayor GerardO’Connell represented the Fraser Coast Council.Also present were the current State member forMaryborough, Bruce Saunders, and past memberAnn Maddern.

The occasion was used to ofcially installplaques in memory of two of our departedmembers, Edwin Burgess and Ian Heggaton.Our chaplain, Gerry Donoghue, called the roll ofdeceased members, to the tolling of a bell. Longestserving otilla member Commodore (S) Jon Collesslaid a wreath in memory of those members, and

those present were invited to place oral tributes.The ceremony was brought to a premature

close, as a heavy shower approached across theGreat Sandy Strait. Smart teamwork saw everythingpacked, loaded and on the way back to the basebefore the rain begain falling. Chaplain Gerry tooksome of the credit for the rain’s delayed arrivalclaiming his intercession with higher authority!

The planned garden party (sic) at the basehad undergone drastic modication caused byheavy overnight rain. This had turned the treed

area we were going to use as a site for an outdoorsetting into a potential quagmire. This necessitatedthat everything be moved indoors into the lessaesthetically pleasing storage area. Nevertheless,our catering team and wait persons maintained asteady ow of comestibles to satisfy the guests,who were mingling and chatting in the areasnormally inhabited by our boats.

The otilla’s rst Commander, Ray Earl, wascalled upon to tell about the founding of the otillaand some tales from the early days. Then, withCommander Manttari, cut the anniversary cake tobring the formalities to a close.

On a lighter note, Commander Manttari alsocongratulated newly married otilla members Patand Paul Bryant. Jon Colless, QF21

Top: Founding Commander Ray Earle addresses the assembled guests.Centre: Commanders gather. L-R: Jukka Manttari (2011-15),

David Dixon (2003-06), Lloyd Peatey (1995-96), Ray Earle (1983-84 & 1987-92), Hugh McCausland (1992-94), Kevin Ransome(1997-2000).

Above: Commander Manttari and Ray Earle cut the anniversarycake.


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Lock It Up or Lose It

If you read accounts of marine theft in Australia in the glossy media or have checked websites forvessel security systems, you could be forgiven for thinking Australia is in the middle of a crime

wave. You might even be tempted to rush out and buy one of those sophisticated electronic vesselsurveillance systems. Thankfully, reality is slightly different from the hype.

In Queensland, 236,000 vessels were registered in 2010, of which just under 210,000 were under 6m inlength. In the period July 2009 to June 2010, nearly 1,000 thefts were reported from vessels and over 600vessels were reported stolen. This data on thefts covers all vessels – on a trailer in the back yard, in thewater, even secured in marinas and hardstands.

Water Police report that theft of vessels is primarily smaller craft – those on trailers – and this issupported by the fact that in 2010, only one yacht was reported stolen from a swing mooring in a popularbayside anchorage.

The theft of vessels, in particular those kept on trailers, is in the order of 1 in 300. If left unattended

and unsecured, trailer boats are easy to remove and hide before the theft is reported. Most stolen vesselsare not recovered. They are often “re-birthed”, sometimes interstate or possibly, but much less often,stuffed into a shipping container for export. Jet skis in particular are a popular target for theft. One stolenJet Ski was found in Israel, still displaying its NSW registration!

Police suggest most theft from vessels is primarily opportunistic and the high-risk period is schoolholidays. This is not to say marine criminals are young, but school holiday periods are when many people,especially the young with light ngers, get out on or near the water. This opportunistic crime is typicallyfood, outboards, shing tackle and anything that might be considered desirable or easily disposed of suchas rods, cameras, mobile phones, etc. Very often, the cost to repair the damage caused on breaking in isgreater than the value of the stolen items.

Organised crime of theft from vessels is rarebut highly focused – new electronics such as chartplotters and at screen TVs are often sought-after

by Jon Neeves & Marc Eskew

Left: Trailer boats are vulnerable, especially quality models. Theyare easily removed, hidden and disguised unless uniquely marked.

Above: Marinas offer secure storage for vessels on the water andon the hardstand.


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items. Anything even a few years old is fairly safe and shunnedby professional criminals because electronic technologyis advancing so quickly that a 5-year-old chart plotter hasminimal re-sale value. A key pointer to the presence of highertechnology on vessels is digital and satellite communicationaerials. It is worth noting that while much crime is focused onitems that are not specically marine, they are sometimes 12vand therefore marine specic.

There have also been reports of theft of propellers fromvessels in the water – a small folding prop is worth about$3,000. Modern anchors – a small stainless steel model is worthin excess of $1,000 – are also being stolen. Recently, dinghieswith outboards are being reported stolen, having been tied tothe transom when the owners were asleep on board.

The only market for props, anchors and outboards isdenitely the marine public. Given that much theft is oftenon-sold to the boating public, anyone buying good equipmentat low prices is almost certainly encouraging marine theft andsupporting a marine thief. You would never buy a second-handoutboard motor in a pub for $500, but you might consider oneoffered for $50. Marine crime is therefore focused in two areas:theft of small vessels – primarily those on trailers – and theftfrom vessels - typically opportunistic from vessels that can beeasily accessed, whether on a trailer or in the water, and ttedwith expensive electronic equipment.Minimising the risk So what can you do the minimize the risk to your vessel?• Police and insurance companies all stress that anything

of value should be removed from the vessel or at leastremoved from view.

• Do not leave the keys to your vessel under the equivalent of

the owerpot or doormat – don’t laugh, but many peoplekeep a spare set of keys in a locker next to the helm.

• Note all the serial numbers of your equipment andpersonalize as much as possible by painting or engravingthe equipment with an obvious distinguishing mark, boatname, etc.

• Engrave (professionally if it’s stainless steel) in large letters,the name of your vessel on your anchor. Lock as much ofyour equipment away and chain and padlock outboardmotors.

• Do not leave your dinghy and outboard on the mooringwhen you go off for a day’s or weekend sail – you simplyoffer temptation to the less honest.

• Do not leave your trailer (with vessel) unattended for any length of time on the roadside, even in frontof your home. Insurers may reject any claim you make for theft because of where you stored the vessel.Storage is best in your driveway or back yard, preferably chained to something solid, such as a ringboltor a 4WD ground anchor, or best of all locked in a garage. Use a tow bar lock and (not or) wheel clampsif storing the vessel outside. Some insurance companies stipulate these security measures as mandatoryrequirements. If possible, chain the vessel to the trailer. Some vessels (like jet skis) are small enough tobe manhandled from the trailer (though more than one man might be required!), so securing the vesselto the trailer adds an extra deterrent.

• Personalise your vessel as much as possible - a unique colour scheme, the name of the vessel, anythingthat makes it difcult to alter the appearance of your unique property. Datadot is a commercial

alternative for personalizing your property. A thief will be less interested in an outboard or at screenTV if you have advertised on the exterior of your vessel that your property has been “Datadotted”. ThePolice have Datadot readers for identifying stolen property.

It’s all about making your property difcult to remove, making it easily identiable as being “yours”and very difcult to remove your personal “marks”.

Top: High-tech communications aerials on theoutside mean a vessel is well-equipped on theinside.Centre: Stainless steel anchors are expensiveitems for modern vessels. Unfortunately, they arealso “must have” items for thieves and are easilyremoved from a vessel.

Above: Electronic equipment such as GPS,shnders, chartplotters and radios are easilydisposed of when stolen.


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risk items like TV’s, radios, and GPS units. If you are not going to remove items, store them out of sight ina securely locked cabinet or locker.

5. Alarm It: Consider having an alarm system installed on your vessel. Care should be taken to selectsecurity equipment that is resistant to environmental elements typically found near waterways.

Marina SecurityMany thieves are successful because they look as if they belong in the area. Become acquainted with yourfellow neighbours at the marina. A tactful offer to assist a stranger to nd a person or a boat will signal tothieves that you are looking out for each other and that nobody goes unnoticed. Urge your neighbours to

also be observant of strangers in the area and to question their presence as well. Remember, a marina withgood security equipment and good security practices is a good start. Having marina residents who activelycarry out these practices can be the difference between crime prevention and criminal activity.Vehicle security at marinas and launch sitesBe sure to always lock your vehicle when parked at a launch site, marina or dock. Remember to keep allwindows secured and to remove any valuables from view. If you are not taking your wallet, mobile phone,or other property with you, lock it in the boot while you are gone.

To lessen the opportunity a would-be-thief has to break into your vehicle, park it in an open, visiblearea. Be mindful and alert of any suspicious vehicles or persons who are lingering in the area. Recordregistration plate numbers and remember physical descriptions of these vehicles and persons you observeloitering in the area.Conclusions

• Thieves like unattended property.• If your vessel is stored away from your home, visit the storage facility frequently. The Police will have an

uphill struggle if you report that a break-in occurred in the last four or ve months rather than yesterday,when evidence is more apparent.

• If you store your boat in a marina, know your neighbours and report unusual activity. The Police wouldrather deal with false alarms than an increased crime level.

• If you are the victim of a break-in, even if the damage is minimal and the value of the theft low, tell thePolice.

• If you are offered cheap equipment, advise the Police. Anyone getting away with minor crime might getgreater ambitions.

By using common sense, employing theft prevention measures and being mindful of activity in our

boating location, Australian waters will remain the safest, in terms of theft, in the world.

Shark Cat THE ORIGINAL AND THE BEST

Manufactured by

6 Producon Street, Noosaville Qld 4566

Phone: (07) 5449 8888 Fax: (07) 5449 9480

hp://www.noosacat.com.au/


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compiled by John GasparottoEditor, QF4

More Collision Regulations

CASE STUDY 1: ARE YOUR LIGHTS SAFE?Two recreational powerboats were operating on Lake Erie one clear evening in July 1998. One boat wasapproaching the other from close on the starboard bow, with one proceeding at 20 knots, the other at 25knots. The two boats collided, neither having seen the other, and three people died.

How could this have happened? Both of the boats involved were displaying all-round white lights - anacceptable alternative to a masthead light and stern light for vessels less than 12m long (Rule 23c).

The operator of one of the boats was standing at the wheel. From this position, the all-round whitelight was 12 inches forward, 1.5 inches above, and a few inches to the left of his line of sight when lookingat the horizon dead ahead. It was the opinion of experts that the position of the all-round white lightdestroyed the night vision of the helmsman, especially as the other boat was approaching on nearly thesame bearing as the light when seen from the operator’s position, Although it was not a cause of thisaccident, it was also noted the all-round light was shielded astern by the position of the standing operator.

Why didn’t the other boat see the rst boat on a collision course? The all-round light is mountedon a standard which when vertical meets specications for visibility of two miles when the boat is at rest.The visibility is decreased as the boat comes up on the plane, and the operator is supposed to adjust theposition of the light standard in increments of 15 degrees to compensate for displacement; there is nowno way of knowing whether the operator of the rst boat had adjusted his light correctly to achieve the

required visibility. And how about the sidelights?

The two boats were closing at a rate ofnearly 45 miles an hour. Sidelights are onlyrequired to be visible for one mile – at thesespeeds that distance was covered in about oneand a half minutes.

A number of our readers enjoyed the articles published in Rescue magazine regardingincidents at sea and what collision regulations were breached. So we decided to publishmore of these articles.

Above: The lights to be displayed by a power-driven vessel lessthan 20m in length when under way. The visibility ranges differ forsail and powered vessels.

Above: Rule 14 states that when 2 power-driven vessels aremeeting on reciprocal or nearly reciprocal courses so as toinvolve risk of collision, each shall alter course to starboard sothat each shall pass on the port side of the other.

Such a situation is deemed to exist when a vesselsees the other ahead or nearly ahead, and by night shecould see the masthead lights of the other in a line or nearlyin line and/or both sidelights and by day she observes thecorresponding aspect of the other vessel. (Rule 14(b).

When a vessel is in any doubt as to whether such asituation exists, she shall assume that it does exist and actaccordingly. (Rule 14(c).


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CASE STUDY 2: FISHING BOATS RACING HOMEIn daylight and clear weather, the shing vessels Navegante and Teresa Maria collided when returning totheir homeport of Wheatley, Ontario, Canada. Both were on automatic pilot and proceeding at full speed.

The Navegante was steering 010 degrees at 11 knots, slowly overtaking the Teresa Maria who wassteering 000 degrees at 10 knots. As the distance between the vessels diminished, neither boat alteredcourse or reduced speed. When the vessels were within 15-25meters apart and nearly abeam of each other,the Navegante suddenly veered to starboard, striking the port side of the Teresa Maria. Who was at fault?What rules apply?

The operator of the Teresa Maria saw that his vessel was being overtaken by the Navegante. Upondetermining that a close quarters situation was developing, he unsuccessfully attempted to communicatewith the other vessel by VHF radio. As required by Rule 17 (action by stand-on vessel) Part a, he kept hisvessel to her original course and speed. However, as the distance between the shing vessels decreased,the operator did not use sound signals to attract the attention of the overtaking vessel (Rule 34), nor didhe take action to avoid collision (Rule 17 Part b); the Teresa Maria remained on automatic pilot at 10 knotsuntil after she was struck by the Navegante.

As the overtaking vessel, the Navegante, was required to keep clear (Rules 13 and 16). The operatorneither reduced speed nor altered course to avoid the development of a close-quarters situation. Theoperator also failed to maintain an efcient radio watch. The vessels collided because the hydrodynamicinteraction between two vessels proceeding at speed on nearly parallel courses and in close proximity,caused the Navegante to sheer to starboard and collide with the Teresa Maria. However, had either vesseltaken appropriate action under COLREGS this interaction would never have occurred.

WHAT THE RULES SAYRule 17(a) - Action by Stand On Vessel states that where one of two vessels is to keep out of the way,the other shall keep her course and speed. This vessel, may however, take action to avoid collision by hermanoeuvre alone as soon as it becomes apparent to her that the vessel required to keep out of the way isnot taking appropriate action in compliance with the Colregs.Rule 34 - Manoeuvring and Warning Signals requires vessels operating in close proximity to indicatetheir intentions with sound signals:1 short blast - I am altering course to starboard2 short blasts - I am altering course to port3 short blasts - I am operating astern propulsion.

The Rule also contains information about other sound and light signals.Rule 17(b) - Action by Stand On Vessel states that when, from any cause, the vessel required to keepher course and speed nds herself so close that collision cannot be avoided by the action of the give wayvessel alone, she shall take such action that will best avoid collision.Rule 13 - Overtaking states that any vesselovertaking any other vessel shall keep out of the wayof the vessel being overtaken. The Rule also deemsthat a vessel is considered to be overtaking anothervessel when approaching from a direction more than22.5 degrees abaft the beam of the vessel beingovertaken, and that at night, only the sternlight of the

vessel being overtaken would be visible and neithersidelights would be visible. When a vessel is in anydoubt as to whether she is overtaking another, sheshall assume that this is the case and act accordingly.Rule 16 - Action by Give-Way Vessel further requires that every vessel which is directed to keep out ofthe way of another vessel shall, so far as possible, take early and substantial action to keep well clear.

When giving way, a vessel should make the move in good time and make a fairly large movement sothat your intentions are obvious. A change in course is more obvious than a change in speed when givingway to a vessel crossing your path.

You should avoid passing ahead of the vessel you are giving way to. It is safer to “dip” astern of anyvessel you are giving way to.

Also bear in mind that large ships are unable to alter course or speed quickly and there is also a

“blind spot” ahead of many ships. Small boat mariners are advised to avoid any close encounter with largeships and should exercise extreme caution when operating in shipping channels.We’ll have more Colreg stories next issue. There are a number of Colregs publications available both in print and electronic forms.Colregs can be downloaded in PDF form from the Maritime Safety Queensland website at http://www.msq.qld.gov.au/Safety/Collision-regulations.aspx

Above: Rule 13 requires the overtaking vessel to keep clear.


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by Ian Hunt Deputy Commander, QF6

Boat Ramp Dangers

It’s a fact that at some time or another all boaties use a boat ramp. However, how often do we think about

or consider the dangers when planning a trip to catch “the big one?”I have had my own boat since 2000, although I had my license for 25 years before that and had

been on many trips with mates around South Queensland and the NSW coast around Bateman’s Bay. Onplanning such trips we always decided which ramp to launch from, but that was about it from the shore-based perspective.

A few years ago I planned a trip for two weeks to Stanage Bay with a mate, who also owned a boat.Everything was planned to the nest detail, such as food, accommodation, fuel stops, suggested shingspots etc, etc. On reaching Stanage Bay, we settled in and got the boats ready, then off we went to the boatramp.

Well, all we could see at the bottom of the ramp was mud – we hadn’t counted on 6-metre tides!So, it was back to the house for some re-planning. We had planned our trip right when the biggest tidal

range was happening at the worst time of the day for going and coming back from our shing expeditions.With our Tide Book at the ready we then had to calculate the times each day when we had to leave by andreturn by to have enough water to launch and retrieve the boats. That done, we waited until our calculateddeparture time and off to the ramp we go to join the single lane queue of boats waiting to launch.

As it happened, the tide was fairly low ( photo below ), with quite a drive down a fairly steep ramp,which as you can imagine had quite a bit of slime, mud and sand towards the bottom. Slowly down we goand then gently hit the brakes – woops – we keep going and if you have been in this situation, you knowit is not a good feeling, with images of boat and vehicle drifting off into the distance going through yourhead.

Luckily, being in 4x4 low range helped and the slide stopped before anything too serious happened.Forewarned, I was super cautious from then on and tried to be using the ramp when the tide was a littlehigher.

Well, we don’t get 6-metre tides around Mooloolaba, but we still get up to a 2-metre range, whichmeans that at really low tides we have to use the ramps towards the bottom of the toe planks. So whatdangers do we have to consider?

Apart from the possibility of a slippery surface for both vehicles and boaties, which could lead to thesituation I had at Stanage Bay, the use of engines to drive boats onto trailers means that a huge amount ofpressure is put onto the rocks placed at the bottom of each ramp to try and resist erosion.

The use of excessive or prolonged forward power tends to dislodge the rocks and sand, leaving adrop off at the end of the concrete, which is a nice trap for your trailer wheels and hard to get away from ifthe ramp is slippery and your vehicle has reduced traction.

I have seen quite a few trailers stuck at the end of the ramps near QF6 and whilst the Boat HarbourControllers do their best to ensure that the drop-offs are repaired, they can’t be there all the time, so you

need to tell them if you have a problem like this.It’s not an easy x, with a truck load of rocks and divers required to place the rocks in the best

position possible. Other dangers lurk under the water or under the rubbish that sometimes collects on theramps. Such things as glass bottles, metal bottle caps,wood with protruding nails, spiked palm branches andeven syringes are just waiting for an unsuspecting barefoot to arrive. Lesson – wear shoes and don’t step onmounds of rubbish!

Now back to my Stanage Bay story and anotherdanger I bet not many have considered.

Recently at a Mooloolaba ramp near QF6, a

couple were launching their small boat from a boxtrailer attached to a nearly new Land Rover Discovery4. On launching the Boat, the male occupant headedoff to their nearby vessel.

The lady got back into the 4x4, but somehow


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went backwards down the ramp and before she couldblink, the trailer and vehicle were sinking under the water,totally oblivious to her male companion (see photosopposite page).

Whilst a slippery or steep ramp was not a factor inthis incident, the very serious outcome was that once thevehicle went under water the lady could not open theelectric doors and all sort of strange things happened like

alarms going off, lights coming on and wipers operating.Luckily, this lady had left her window down and she wasable to swim out of the vehicle. I shudder to think of theoutcome if she had her electric window up.

So how many of us with vehicles with electric doorsand windows think about this happening to them whenusing a ramp? I now have an Emergency Escape Hammer inmy console and leave a window down on the ramp, just incase.

There is something to be said for owning a trusty 60Series Landcruiser like I had at Stanage Bay, but we have toupgrade sometime and electric everything is hard to getaway from.

The very wet, nearly new Disco 4 was recovered, butI believe is a write-off. However, the good news is that aftergetting assistance at QF6, the lady has hopefully recoveredfrom her ordeal.

Hopefully, I have highlighted a few extra things foryou all to consider when planning your next journey on thewater. I have certainly learned a few lessons that will staywith me for the rest of my boating days.

Above: Discovering the hard way that vehicles don’toat. The roof of the submerged Landrover Discovery iscircled.Below: Recovering the vehicle, which was a write-off.But for an open driver’s window, this could have haddisastrous, if not fatal, consequences.


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One of the most interesting exercises that QF6 Mooloolaba crews get involved with is participatingin exercises with RACQ Careight, to enable the RACQ Careight crews to pass their regularcertication requirements.

On the 4th and 5th of January this year, QF6 participated in just such an exercise off Mooloolaba. Theexercise on each day consisted of a number of sorties, allowing the RACQ Careight crews to rotate theirpilots and crewmen through the different positions on the aircraft.

Once on site with Rhondda Rescue, the helicopter lowers a line and then a dummy life raft which isrecovered by the QF6 crew. Then a helicopter crewman is lowered to the deck of Rhondda Rescue whilst thevessel is underway into the wind. After taking the way off, the RACQ Crewman enters the water, swims awayfrom the vessel and is then retrieved from the water in a basket. This process is then repeated, as required,

with a short break between sorties as the helicopter returns to the airport for the crew changes.These exercises give our QF6 crews valuable experience with helicopter operations, which will be

extremely benecial for both QF6 and RACQ Careight crews when we have to operate together in a realemergency.

Briengs are held before each exercise and an RACQ Careight Safety Ofcer is onboard RhonddaRescue as an added safety precaution. The photos provide a pictorial summary of the exercise process.

QF6 Exercise

with RACQ Carefightby Ian Hunt Skipper, QF6

Left: RACQ Careight helicopter on station with RhonddaRescue.Below: Rhondda Rescue’s crew retrieve the life raft.


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So now if you see Rhondda Rescue offshorewith a helicopter coming and going, droppingand lifting objects and people, you will know whatis going on. Importantly, if you are on the waterwhen these exercises are underway, please keepwell clear.

Above: Helicopter crewman almost on board Rhondda Rescue.Below: Crewman in the life raft and being winched back up to

the helicopter.

Above: Dropping a line to Rhondda Rescue.Below: Lowering the crewman.


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Angels in the Sky

by Sarah ColemanMedia & Communications Ofcer, RACQ Careight Rescue

Saving lives is what drives RACQ CareFlight Rescue. Every day, CareFlight’s community helicopters y tothe aid of thousands of seriously ill or injured patients. In the past three decades, the lifesaving service

has treated and airlifted more than 40,000 patients.RACQ CareFlight Rescue is a not-for-prot rescue helicopter service supporting the communities

of southern Queensland and northern News South Wales. What began as a small volunteer-run serviceperforming weekend beach and surf patrols on the Gold Coast in 1981, has expanded into a full-time eetof six community helicopters working round-the-clock out of bases on the Gold and Sunshine coasts,Toowoomba and Bundaberg.

The service’s iconic blue and yellow helicopters keep a watchful eye over a region that stretches northto the Town of 1770, south to Lismore, west to Charleville and 100 nautical miles out to sea. Throughout2014, CareFlight crews performed 1,329 emergency air-medical missions, including search and rescueoperations, urgent hospital transfers, rescue missions from the scene of serious accidents, and preciousneonatal retrievals of sick babies.

Former Federal MP Ian Cameron found himself a CareFlight patient in August after he becametrapped in an underground grain silo at his South West Queensland farm.“In a split second, I found myself buried chest deep in sorghum – it was like quicksand pulling me

down! My right foot was sucked into the auger, crushing my toes,” Mr Cameron said.A CareFlight helicopter, SES, Queensland Fire and QAS were all called in for the marathon eight-hour

rescue effort to free the 76-year-old.“You don’t think you’ll ever need the CareFlight service, but I’m glad that it was there to help me,” he

added.In October, eight-year-old Oscar Root was airlifted after he was bitten by a deadly brown snake just

outside the front door of his home. Oscar’s mother, Myola Root said, “He kept saying ‘Mum, get me help,I need help!’ It’s difcult to keep calm when your child is saying thosewords to you in a very distressed state. My heart just stopped.”

“CareFlight is a very important service to our family. The crew thatwas with Oscar and I that day was amazing. I know they will only say thatthey were doing their job, but their actions will never be forgotten by ourfamily,” Mrs Root said.

In the last week of the Christmas school holidays, Mary River Valleymum Kate Higgs witnessed her 13-year-old son jump into a popularswimming hole and land awkwardly in the water. Rushing to her son’s aid,Mrs Higgs recalled the panic she felt, and the relief that quickly followed,when she learned that CareFlight was on its way.

“It seems that barely a few minutes had passed after the accidentbefore the road ambulance arrived and then almost simultaneously I

could hear the comforting sounds of the helicopter thudding overhead,”Mrs Higgs said. “The entire operation from his assessment at the site,moving him from the water to the ambulance and then his transfer to thehelicopter was so effortless and calming in a stressful situation.”

CareFlight Chief Executive Ofcer, Ashley van de Velde said a

Above: Eight-year-old Oscar Root inthe RACQ Careight helicopter.


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You’re the Skipper ...

You’re Responsibleby Ian Cranney

Maintenance Team, QF6

A bit of plagiarism, straight off the rego label. This doesn’t just go for the safety aspect of boating, itholds for the reliability of your vessel as well.

I’m not sure of the statistics overall, but it seems the number of calls I get to assist a vessel withinsufcient fuel outnumbers other reasons for assists. Usually the problem happens on the return journey,but on a couple of occasions, I have had boats running out on the way to their favourite shing spot. Iwon’t go into the excuses given, but believe me, I have heard them all.

Most times, the situation can be avoided by a simple passage plan (work out where you are going,how much fuel you think you will need and add an extra twenty percent) and a pre-trip check. This leadsinto my favourite subject: vessel maintenance.

No matter what type of vessel, you don’t need to be a marine engineer to carry out preventativemaintenance and basic level servicing of your pride and joy. As I try to impress upon our Coast Guardmaintenance team, know your vessel. The best way to start is to become familiar with the manufacturer’sManuals. If these are not available for some reason, a Google search will usually nd them. I wish we haddone this a few years ago. I remember getting a little excited when my Evinrude Service Manuals wereborrowed and not returned.

The manuals will give you the service scheduling needed for your unit and, once the warranty periodis over, you should be able to gure out what you can do and what you can’t.

Start cleaning. Why? Cleaning is an excellent way to learn where different components are located onthe vessel and how they should look when everything is normal.

Oil and coolant leaks really are obvious on a clean and tidy engine. Keep the bilge space clean.Everything that falls off usually ends up rattling around down there. Clutter in the bridge area can hide afallen nut, bolt or screw. It can be a bit disconcerting when something that shouldn’t falls to the deck whenyou are in a rough sea.

Pre-trip checks are pretty basic. Everything was good when you used the boat three months ago,so just check the fuel gauge, stick the key in the ignition, start her up and away you go. This attitude mayresult in another missed hot meal for our Coast Guard volunteers.

The best way to help your trip to be a little less entertaining is to carry out some basic checks beforeyou go. This goes for trailerable vessels as well as those kept alongside. Use your eyes as you board. If youare familiar with how things should be, an anomaly will be fairly obvious.

Check coolant and oil levels. Look at the fuel lter glass checking for dirt and water. Fuel should bechecked by the gauges and sight gauges (if tted) as well. It is still important to carry out fuel checks even


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Rules of the River ...

China Style

by Ray MoggSkipper, QF6

While travelling in China recently, we were taken on a boat cruise down the Li River. The Li River

starts up in the Cat Mountains in Xing’an County north of the city of Guilin. It ows for 437kilometres until it reaches the West River. Between the two towns of Guilin and Yangshuo, the

tourist boats take hundreds of passengers daily down this fast-owing river. Because of the fast-owing ofthe river, they only take tourists down the river and the vessels return empty because it takes hours againstthe strong current to make it back to the start.

The scenery is spectacular, with towering mountains all around. The river is described as a jade ribbonwinding through gorges and hundreds of grotesque hills rising up to the sky. All of the mountains and hillshad been given names like, “Page Boy Hill”, “Five Fingers Hill”; yes there were ve ngers, “Snail Hill” and soon.

The river is owing so fast that in the shallows there are rapids which the tourist boats manage toavoid. We passed little villages which grow crops right on the edge of the river when its low and then lose

that land when the river rises from melting snow. It is very fertile, as fresh soil is deposited as it ows pastready for the next season.

All the village boats’ hulls are made from bamboo shaped up front and back. Some have makeshift


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canopies but this is theonly mode of transport.Some are used forwater taxis with stepsleading down to certainareas for boarding.The outboard motorsdriving these would

not be suitable for anyof our Coast Guardvessels.

As we travelledthrough the narrowgorges we were able tosee caves high up theside of the steep sides.Somehow relatives havelowered the cofns ofloved ones down andmanaged to slide themin to the caves to stopgrave robbers. Possiblythere were somevaluable items included in the cofns to help through the next life.

Travelling downstream, I noticed the hostess hurry to the bow from time totime. Curious, I followed and there she was holding out a green ag every time avessel travelling back upstream passed us. Green to Green was the rule to pass on thisriver. Well I guess green says go, but please do not try that here in Australia. Certainlya lot of the things used in other countries are rather primitive compared to what wehave here.


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Plumbing the Depths

compiled by Julie HartwigEditor, CGRSC

Electronic depth sounders are a great aid to modern mariners, allowing them to know the

precise depth of the water at all times and thus avoid underwater hazards and shoals.

Whether piloting a small outboard-powered runabout or a huge ocean liner, an electronic depthsounder is one of the most useful electronic navigation aids a mariner can possess. Contrary tomost landlubbers’ perceptions, the greatest dangers faced by mariners are located in coastal and

in-shore waters, not in the depths of the open ocean. Coastal and inshore waters conceal many hazards andmany lives and ships have been lost through poor navigation in these waters.

When navigating in coastal and inshore waters, no information is more essential than the depth ofwater in which a vessel is operating. In days gone by, ascertaining this depth involved a difcult processcalled “sounding”, which was accomplished by throwing a weighted line over the side in an attempt to ndthe bottom. This line, called a “lead line”, was knotted in increments that allowed the user to measure thewater’s depth.

Using a lead line from a moving vessel was subject to great inaccuracies. The user had to stand at thebow of the vessel and toss the line, wait until the lead weight hit the bottom, then haul it in and count thenumber of knots that were submerged. All the while, the vessel was still moving and the bottom contourcould change before the sounder advised the captain of the depth. Thankfully, electronic depth soundshave rendered this practice a thing of the past.How does a depth sounder work?Modern depth sounders provide instant and continuously updated readings of water depth while a vessel isunderway.

Depth sounders work by the principle of sonar technology, which was originally developed duringWWII as a means of tracking enemy submarines. Depth sounders are used to determine the distancebetween a vessel’s hull and underwater objects such as the sea oor or sh.

An ultrasonic signal is transmitted through water at a speed of approximately 1,500 metres persecond. When this sound wave strikes an underwater object, part of the sound is reected back towardsthe source. The depth of the object can be determined by calculating the time difference between thetransmission of the sound wave and the reception of the reected sound. An electronic depth sounder willdisplay this return on its screen using different colours (colour sounder) or different levels of grey scaling


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(monochrome sounder) depending on the strengthof the returned signal. This process is all doneautomatically, instantaneously and constantly bythe depth sounding instrument.Parts of a depth sounderA depth sounder consists of a transmitter, atransducer, a receiver and a display unit.Transmitter: Generates and sends electrical

impulses to the transducer. It is generally acceptedthat the more powerful the transmitter, the moreaccurate and sensitive the sounder is.Transducer: One of the most important partsof a depth sounder. The transducer receives theelectrical impulse from the transmitter, convertsit to a sound frequency and shoots it down intothe water beneath the vessel. When the soundfrequency strikes an underwater object, the echoof that sound rebounds to the transducer, whichcollects the rebounded echo and sends it to thereceiver.

The cone angle of the sound frequency is an important factor in the amount of information displayed.Like a torch beam, the wider the cone angle, the greater the area displayed on the sounder’s display.

Transducer position on the vessel is critical to accurate readings. If located in an area whereturbulence disturbs the ow of water, on-screen readings may be disrupted or even go blank.Receiver: The function of the receiver is wide and varied, for it not only detects and amplies the faintestsignals, but it must have the capacity to dampen the extremely high transmitter signals. It also separatessignals that are close together into separate impulses for the display.

Receiver quality is often the most overlooked item on a sounder, yet it is critical to the unit’sperformance. The difference between a good quality sounder and a not so good sounder depends on thequality of the receiver – the cheaper the unit, the lower quality the receiver. However, the difference won’tbe in the variation in power output, the amount of pixels in the display or the cone angle; it will be in the

quality, sensitivity and capability of the receiver.Display: Provides a visual interpretation of underwater objects. The most popular form of display

is the compact Liquid Crystal Graph (LCG). Lightweight and small in size, LCG displays deliver remarkableperformance and are easily accommodated in small boat dash panels. The dimensional measurement ofthe screen will always relate to the cost of the unit and available space for installation. Generally, the largerthe screen, the easier it is to view. However, larger screens do not display in any more detail than smallerscreens, but they are extremely useful when operating split screen functions.

Be aware also of a display’s pixel resolution. Low-resolution displays deliver a coarse image whileconversely; higher resolution displays deliver very ne images. The difference is often seen in the cost ofthe unit.

Night performance is generally quite good inLCG units. However, if you intend to use your soundera lot at night, make sure you test its performance indarkness before you buy.The MarketGarmin, Humminbird, Raymarine, Lowrance, Furuno,Navman, Northstar and Simrad are a few of the majorbrands available on the market. The choice in depthsounder models is many and varied, with all themajor navigation equipment companies marketingequipment from basic units for small boats right upto sophisticated units for large vessels.

When purchasing a new unit, talk to other

boaties and read widely – there is a vast amount ofinformation available on the Internet to assist withcomparing and evaluating models before you startpaying out the dollars.


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No Fool

Like an

Old Fuelby Mark Voisey

Safety and pleasure on thewater can depend on what’sin your tank.

Fuel problems can wreck manya boat trip. Apart from the blunder of not carrying sufcient fuel, motors that stall, splutter or won’tstart because of contamination or poor maintenance put a dampener on the day … and it can become

worrying if you are a long way from home.The biggest problem for boaties is caused by water build-up in the fuel tank due to condensation.

When a tank is left only partly lled, it draws in air as it expands and contracts and the moisture in that aircondenses inside your tank.

This is mostly a concern for boaties with sealed under-oor tanks that are difcult to drain (andexpensive to ll) and takes on extra signicance when it comes to ethanol-blended fuels because ethanol isa hygroscopic uid. In other words, it absorbs moisture.

This is why E10 is not recommended for boats. Any water in the tank mixes with the ethanol andsinks, creating a corrosive slurry. It will not remix with petrol and cannot be xed by additives.

When you head out on the water, you start by burning the fresh fuel, but once that heavily saturatedethanol mixture gets pumped into an engine—which generally cannot handle anything more than a 10 percent ethanol blend—it can cause costly damage. Almost all newer two and four-stroke engines are able totake E10 fuel, although manufacturers, outboard technicians and fuel companies mostly advise against it.

Besides attracting unwelcome moisture, it can also react unfavourably with some plastic componentsin outboard power plants, particularly older units.

Ian Cunningham of the Haines Group says any potential savings in using E10 fuel are more thandismissed by the potential damage it can cause. Environment-conscious boaties are far better off switchingto more frugal motors, such as four-strokes, and higher-octane fuel.

When it comes to fuel management, Ian Cunningham says it is best to drain the tank in your boat if itisn’t going to be on the water for an extended period.

“There are fuel stabilisers that you can put into standard unleaded fuel, but all require a degree ofushing and additional work when you want to bring your boat out again,” he said. “If you are going toleave fuel in your fuel tank, it is best to have it near full. This will help to reduce the potential problem ofcondensation occurring and having water in your fuel. However, you need to be careful as fuel will oftenexpand, particularly in warm temperatures, which could result in an overow.”

But if you leave your tank topped up, you had better use it. Unleaded fuel can start to degrade inthree or four weeks in warm climates and clog the fuel system.

Drainable fuel lters are a necessity and can be used by you and your mechanic to not only monitorcontamination (you may be surprised by how much of your tank is contaminated), but to help diagnose anyother issues with your engine.

As ethanol is a natural cleansing agent, it can loosen contaminants built up in the tank and quicklyclog the lter.

If topping up your tank after each trip, don’t ll past about 95 per cent to allow for expansion. Theworst option is to leave the tank half full over a long period.Fuel StorageAccording to fuel experts at BP Australia, the storage life of petrol in fuel tanks is one month. They say this


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can be extended by topping up with one-third fresh fuel, which restores the volatile components that haveevaporated. However, this is not a foolproof strategy for engines that are used intermittently. BP suggestsusing a fuel that contains anti-oxidants, metal deactivators and corrosion inhibitors to protect metalsurfaces.

When preparing to store a boat for extended periods (two months or more), it is best to remove allfuel from the tank. If it is difcult or not possible to do that, maintaining a full tank of petrol and including afuel stabiliser to provide stability and corrosion protection, is recommended.

A partially lled tank is not recommended because the void above the fuel allows air movement that

can bring in water through condensation as the temperature cycles up and down. This condensation canpotentially create operational problems.When two-stroke fuel is mixed correctly, it has the same storage requirements as petrol. Problems

arise when excessive amounts of two-stroke oil are added. Under this condition, the oil may separate fromthe fuel.

Diesel is not a volatile fuel, therefore it does not suffer from starting issues or from the evaporationthat petrol does. The main issue with diesel fuel in storage is the formation of gums and sediments thatcan block lters. Moisture from condensation will create a favourable environment for fungus and bacteria,which degrade the fuel. The solution is treatment with a biocide every six months when storing for lengthyperiods.Remember ...· Using the correct grade of fuel for your engine

helps to ensure optimum performance, economyand reliability.

· Always follow the recommendations for your makeand model of engine because using incorrect fuelcan damage your engine and affect performance.

· Using fuel that is below the minimumrecommended octane may reduce the life of yourengine.

· Fuel recommendations are based on enginesbeing set up and tuned to the manufacturer’sspecications. This includes using the correct

propeller to allow the engine to achieverecommended maximum RPM under typical loadand operating conditions.

· Leaded fuel is not recommended for modernoutboard engines.

· Use a brand of automotive unleaded petrol (ULP)with a minimum posted octane rating of 91.

· Some engines are designed to run on PremiumUnleaded Petrol (PULP) which has a minimumoctane rating of 95.

· If you are unsure which is the right fuel for yourengine, check with the manufacturer or your localmarine engine mechanic.

For more information contact the BP Lubricants and Fuel TechnicalHelpline on 1300 139 700 or visit the Technical Information pageat www.bp.com.

PROPERTY WEEK 1 WEEK 2 WEEK 3 WEEK 4 WEEK 5

% volume lost 3 5 8 10 15

Octane RON 98.1 98.4 98.6 99 99.5

Density kg/l@15°C 0.75 0.76 0.765 0.78 0.79Equivalent air/fuel ratio 13:1 12.8:1 12.7:1 12.5:1 12.3:1 Above: This table gives an example of how petrol changes when stored in a fuel tank. At the end of 5 weeks, the fuel is 5% heavierand the fuel/air mix will contain more fuel. Your engine will run richer, possibly resulting in a fouled ignition system and higher fuelconsumption.


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Coast Guard CaloundraPerforms Sombre Service

Andrew McCaskill, a dedicated photographerfrom Little Mountain, loved nothing betterthan photographing the sun rising from the

sea and his favourite location was Shelly Beach atCaloundra.

When he passed away in late Februarythis year his family approached Tony Barker,Commander of Coast Guard Caloundra, to see ifit was possible to have his ashes scattered at seaat his favourite location Shelly Beach at sunrise onGood Friday.

Tony advised the family that the Coast Guardwould be more than happy to provide this servicefor them. So at 0500hours, Caloundra Rescue skippered by Harley Moss and crewed by PhilNoble, Barry Grice, Dave O’Brien, Ben Davis andRussell Rogers, left QF4 Headquarters in very roughconditions, while Duty Base Radio Operator AlanRaeburn, maintained radio communications withboth Caloundra Rescue and Tony Barker who was

with the McCaskill family at Shelly Beach.A very heavy swell made conditions

arduous for the crew, with Caloundra Rescue oftendisappearing from view, but they managed to holdstation and perform the ashes scattering ceremonyas the cloud cover broke and a brilliant sunrise litthe morning sky.

The crew then scattered owers supplied bythe family and circled the area in tribute beforeheading back to base. While back at Shelly Beachthe McCaskill family were very appreciative of theservice provided by QF4.

by John GasparottoEditor, QF4

Top and left: Caloundra Rescue battling heavy weather to reachthe Ashes Scattering location.

Above: Caloundra Rescue performs the Ashes ScatteringCeremony.


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Top: Caloundra Rescue continued battling heavy weather on thereturn trip to QF4 Headquarters.

Above: Sunrise over Shelley Beach.

Photos by John Gasparotto.

Above: The McGaskill family watch the Ashes Scattering fromShelley Beach as a spectacular sunrise provided a tting end to theceremony.

A Biga, Betta Rescueby Kate Houley Skipper, QF21

On a bright sunny morning on Tuesday 3rd March, the sound of my phone changed all my plans forthat day. A vessel had broken down and was sinking just off the mouth of Big Tuan Creek and hadcalled Coast Guard Sandy Straits for assistance.

Duty Radio Operator, Don Archer, called me to assist this vessel back to its mooring up Big TuanCreek. The owner of the vessel had stabilised the situation and the bilge pumps were handling the ingress.

Arriving at the Base at Boonooroo twenty minutes later, MV Pride of Maryborough was prepared bythe skipper and crew, Bruce Pollard and Dan Philp, taken to the ramp and launched by 1100.

Although the distressed vessel was reported to be just near TC2 (Sputnik), she had drifted southbefore anchoring. The 15-knot SE breeze blowing over the outgoing tide had turned the normally atseas into a choppy mess of water. This also meant that this 20m houseboat was lying beam on to thewaves. Despite these conditions, Pride of Maryborough soon had the distressed vessel under tow and wasproceeding towards Big Tuan Creek at a casual 3 – 4 knots.

Normally, a vessel will be rafted once the creek is reached, but because of the wide beam on thisvessel and the need to take her past a number of moored vessels in a narrow, shallow channel, the towlinewas shortened signicantly. With all eyes open on both vessels and a good local knowledge of the upperreaches of the Big Tuan Creek, MV Biga Betta was successfully reattached to her mooring by 1400.

Oh, and all this had been accomplished on a falling tide!(Anyone who has ever visited QF21 or been boating in the Big Tuan Creek area of the Great Sandy Strait will be aware of how thewords “falling tide” could have complicated this assist. At high tide, there is water everywhere in Big Tuan Creek. At low tide, the creekis little more than a thin ribbon of water surrounded by a vast area of drying sand/mud banks, presenting often unnavigable obstaclesto boaties. A real challenge indeed! Editor)


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Night Searchby Jon CollessFlotilla Radio Ofcer, QF21

At 1730 on Thursday 20th March, QF21 was called out by Hervey Bay Water Police to search for two

persons reportedly in the water, their boat overturned, near Moon Boom Island.Conditions were atrocious, the weather driven by the approach of Cyclone Marcia, which had

wrought havoc in Rockhampton and other communities on its southwesterly track after landfall. 30-plusknots of wind swinging wildly north and south of a generally easterly direction, heavy driving rain and seasto 4 metres greeted the crew of Pride of Maryborough as they headed for the search area.

On reaching the area, the crew started the search in pitch dark, with heavy driving rain and confusedsea conditions. Search speed was 8 knots to maintain steereage, with waves coming in from the quarteraccelerating the vessel to 16 knots at times.

As the evening progressed and conditions worsened, it became impossible to carry on the search.Wind speed increased and visibility decreased to under 10 metres in the driving rain and spume. The vesselwas barely controllable in the confused seas, with the added danger of the proximity of shallows close

downwind. The search was called off at 0145 on Friday morning, to be resumed at 0600.Friday morning was a complete antithesis of the previous night. Cyclone Marcia had passed

southwest of Maryborough around 0400 in the morning, favouring the town with a heavy shower and a fewmoderate gusts of wind to mark its passage. Sea conditions were almost dead calm, and the Sandy Straitwas bathed in brilliant sunshine.

The crew arrived at the search area and almost immediately found one of the missing persons,chest deep in the water, waiting to be picked up. From this person it was ascertained that there was some“friction” existing between the members of the party. Pride of Maryborough stood off the point where theother person had been spotted on shore and awaited the arrival of the Police. They arrived in two boats,plus a helicopter, obviously expecting a major search effort. Cooloola Rescue from QF17 also arrived.

Pride of Maryborough returned to Big Tuan with the person they’d rescued to be met by a Police car.The other person was brought in by another boat. It transpired that the pair had deed council blocking ofthe ramps and headed out on their trip.

Fraser Coast Council is to be commended for their action in having all launch ramps in the regionblocked off to deter people from launching into the expected foul weather for the duration of Marcia’seffect on weather conditions. Most people took heed of the implicit warning.

The Perils of a Late Night Dipby Julie Hartwig

QF17

A young Easter camper’s late night dip became a major Good Friday search and rescue drama for QF17.The man, 19, entered the surf at Teewah about 10.00pm on Thursday evening, but did not return tohis campsite.At 3.30am on Good Friday, the Water Police activated QF17, who responded, calling out crews for

Cooloola Rescue II and Mount Rescue II. “We had eight volunteers, plus our Commander, Colleen Johnson onradio at the Base,” said Skipper Ian Sutton. “We also had a second crew ready to relieve us, as these searchoperations can be quite lengthy operations.”

The boats departed at 4.00am to search the waters off Teewah. The QF17 vessels were also joined bya vessel from QF5 Noosa.

The good news came around 6.00am, when the rescue crews were advised that the man had beenfound. “But they didn’t tell us he’d been found alive,” said Skipper Sutton. “We thought, ‘Poor bugger’, butapparently he’d gone to sleep in the dunes and apart from some mosquito bites, he was okay.”

Commander Colleen Johnson said, “It’s the kind of outcome we don’t mind if it means someone hasbeen found safe and well.”


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Futile Search for ManLost Overboardby Julie HartwigQF17

On Wednesday 15 April, QF17 were activated by the Hervey Bay Water Police to assist in the search fora man lost overboard off Fraser Island.

The crewman, believed to be the cook on the Liberian-registered bulk carrier, Sea Amity , whichwas enroute from Townsville to Newcastle, was last seen on board the ship around 2220 hours the previousnight. The ship immediately commenced a search for the missing man, but failed to nd him.

Around 0730 the next morning, the ship’s agent notied AMSA of the MOB situation and a full-scalesearch commenced soon after. Six aircraft, including the Sunshine Coast RACQ Careight helicopter andAMSA’s Dornier SAR aircraft, the Hervey Bay Water Police vessel S.W. Gill, and QF17’s primary rescue vessel,Cooloola Rescue II, were involved in the search.

The search covered an area of some 8202 nautical miles (2,8162 km), in the sealane approximately 25nautical miles east of Fraser Island. Sea conditions were reported as moderate with 2m seas and 25-knotwinds.

QF17 was notied of the situation at 0950 by Hervey Bay Water Police. Crew call-out commenced,with Leading Coxswain Ian Sutton (skipper) and crew Coxswain John Van Der Heijde, Coxswain Dieter Vossand Coxswain Gr. 2 Terry Murphy answering the call. Tin Can Bay Auxiliary Fire Chief Desley Goldsworthywas also on board. Cooloola Rescue II departed Base at 1050 and proceeded across the Wide Bay Bar to thesearch area.

At 1315, the possible sighting of alife jacket was reported, but amounted tonothing. Throughout the afternoon, CRII

was directed to conduct barrier searchpatterns in the target area until the HerveyBay Water Police advised at 1622 that thesearch would be suspended at last light.Shortly after, AMSA advised that followingexpert medical advice concerning themissing man’s chances of survival, thesearch would be terminated at last light.

CRII commenced the long journeyback to Base. Approaching the Wide BayBar later in the evening, it was deemedthat conditions on the Bar were notfavourable to attempt a crossing, so CRII headed for Double Island Point and spentthe night anchor in the lee of the Point.

At 0500 the next morning, CRII retrieved her anchor and proceededto cross the Wide Bay Bar, eventuallyreturning to Base at 0700 hours.

The body of the missing man wasnot found and the ship continued toNewcastle.

Above right: The Liberian-registered bulk carrier SeaAmity.Right: Cooloola Rescue II assisted with the search.


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QF21 SANDY STRAIT•

QF17 TIN CAN BAY•

QF5 NOOSA •

QF6 MOOLOOLABA •

QF4 CALOUNDRA •

QF21 SANDY STRAITCommander: Jukka Manttari - 0417 199 070Deputy Commander: Don Archer - (07) 4129 8803Base: Phone 07 4129 8141 | Fax 07 4129 8907Email: [email protected] | Operations - [email protected]: PO Box 341, Maryborough, QLD 4650Location: 126 Eckert Rd, BoonoorooHours of Operation: 0700 - 1800 daily | 1800 - 0700 Duty Skipper on callRadio Call Sign: VMR421 or Coast Guard Sandy StraitRadio Frequencies Monitored: VHF 16, 80, 82 | 27MHz 88, 90Area of Operation: Great Sandy Strait south to Kauri Creek and north to McKenzie’sJetty; Mary River up to the Barrage

QF17 TIN CAN BAYCommander: Colleen Johnson - 0402 037 319Deputy Commander: John Van Der Heijde - 0447 166 906Base: Phone - 07 5486 4290 | Fax - 07 5486 4568 | Mob - 0419 798 651Email: [email protected]: PO Box 35, Tin Can Bay, QLD 4580Location: In the boat ramp carpark, Norman Point at 25° 54’ S / 153° 00’ EHours of Operation: 0600 - 1800 dailyRadio Call Sign: VMR417 or Coast Guard Tin Can BayFrequencies Monitored: VHF 16, 67, 80, 82 | 27MHz 88, 90Area of Operation: Tin Can Inlet & adjacent creeks; Great Sandy Strait north to S38;Offshore waters north to Indian Head, south to Double Island Point & 50nm to seaward

QF5 NOOSACommander: John Milland - 0403 339 050Deputy Commander: Alan Hall - 0414 957 427Base: Phone - 07 5474 3695 | Emergencies - 07 5449 7670Email: [email protected]: PO Box 274, Tewantin, QLD 4565Location: Russell St, Munna Point in the Noosa River Caravan Park

Hours of Operation: 24/7 | 365 daysRadio Call Sign: VMR405 or Coast Guard NoosaRadio Frequencies Monitored: VHF 16, 22, 80 | 27MHz 88Area of Operation: The entire Noosa River and its lakes; Offshore waters north toDouble Island Point, south to Point Arkwright and 50nm to seaward.

QF6 MOOLOOLABACommander: John Annabell - 0412 545 600Deputy Commander: Ian Hunt - 0411 351 001Base: Phone - 07 5444 3222 | Email: [email protected]: 65 Parkyn Parade, Mooloolaba, QLD 4557Location: In the boat ramp carpark, Parkyn Parade at 26° 41.1’ S / 153° 07.6’ EHours of Operation: 365 days 0600 - 2200 | 2200 - 0600 Night watch (CH 16)

Administration Hours: Monday, Wednesday, Friday 0800 - 1200Radio Call Sign: VMR406 or Coast Guard MooloolabaFrequencies Monitored: VHF 16, 67, 73, 80 | 27MHz 88, 90Area of Operation: North to Point Arkwright, south to Point Cartwright and 50nm toseaward.

QF4 CALOUNDRACommander: Tony Barker - 0439 913 533Deputy Commander: Peter Vaughan - 0439 913 522Base: Phone 07 5491 3533 | Fax 07 5491 7516Email: [email protected]: PO Box 150, Caloundra, QLD 4551Location: Tripcony Lane, Caloundra off Maloja Avenue

Hours of Operation: Weekdays 0530 - 1200 | Weekends/Public Holidays 0530 - 1700Radio Call Sign: VMR404 or Coast Guard CaloundraRadio Frequencies Monitored: VHF 16, 73 | 27MHz 88, 91Area of Operation: Offshore waters north to Point Cartwright, south to approximatelyhalfway down Bribie Island and 40nm to seaward

Squadron Contacts


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Rescue Autumn 2015 QF4

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