The 

Aids to Navigation Bulletin 

National Aids to Navigation School Winter 2011
National Aids to Navigation School 

US Coast Guard Training Center, Yorktown, Virginia 

ATON systems of the United States and its territories 

are established, operated, and maintained by the Coast 

Guard to assist mariners in locating their position and to 

warn of nearby dangers and obstructions. This is done 

for the benefit of commercial vessels, recreational boaters, and to support the operations of the Armed Forces. 

Title 14 of the US Code makes this a responsibility of 

the Coast Guard. 

The Bulletin is published to support the individuals and 

units involved in providing a reliable ATON system for 

the mariner. The Bulletin seeks to meet the following 

objectives: 

• To provide a means of circulating job skill information among ATON technicians, 

• To increase the professionalism and knowledge of 

all ATON personnel, 

• To act as a channel for information flow amidst the 

ATON servicing units, Sector Office staffs, District 

Office staffs, Headquarters staffs, and units, and 

• To publish articles and photographs about people, 

units, or events which may be of general interest to 

the ATON community. 

To satisfy these objectives, it’s necessary for all who 

read the Bulletin to take an active part in determining its 

contents. If you have found a “better way” or performed 

a unique evolution, share it with other people in the 

ATON field. Submissions are welcome in any form. 

Articles and images may be submitted electronically to 

the editor via email at tracy.m.speelhoffer@uscg.mil or 

mailed to: 

ATON Bulletin Editor (tnaton) 

US Coast Guard Training Center Yorktown 

1 USCG Training Center 

Yorktown, VA 23690 

Electronic submissions are preferred. Please keep photographs in original electronic form, and send them as 

separate files; do not imbed or copy them into word 

documents. 

The articles contained herein are non-directive and nonrecord material. They are published for informational 

purposes only. 

Special permission for reproduction, either in whole or 

in part, with the exception of copyrighted articles or 

artwork, is not required as long as credit is given to the 

Bulletin and the article’s author. 

School Telephone Numbers 

(757) 856-XXXX 

General Information...................... 2139

LT M. Crysler, School Chief ........ 2143

LT S. Kingsley, Asst School Chief .. 2509

LTJG N. Monacelli, Operations.....2350 

CWO S. Sawyer, Tech Advisor/ 

Buoy Deck Training Team..........2145

BMCM B. Williams, Minor Aids . 2066

EMCS K. Wiehrs, Major Aids ...... 2795 

Fax .............................................. 2326 

After Hours Technical Support Hotline 

(757) 449-3681 

Editor: LTJG Nick Monacelli 

School Home Page: 

www.uscg.mil/tcyorktown/ops/naton/index.shtm 

Deadlines for Articles: 

Spring 2011 - 15 March 

Summer 2011 - Phonebook 

Fall 2011 - 15 September 

Winter 2012 - 15 December 

Volume 38, Number 1 

 

On the Cover: FIR surveys the 

scene of Quillayute River LB 2, 

which bounced off the bottom and 

washed ashore during a recent 

storm. 

photo by Mr. Doug Cameron, Thirteenth District AtoN

 
The ATON Bulletin Volume 38, Number 1 

1 

IN THIS ISSUE . . . 

Editor’s Page............................2 

NATON News...........................4 

News Clips................................6 

Technical Corner....................22 

ATON History.........................29 

Good Times.............................32 

Crewmembers of CGC WILLIAM TATE perform Elk River, MD seasonal buoy replacement 

operations on a snowy day in December. 

Photo by PA1 Michael Lutz, AIRSTA Atlantic City 
The ATON Bulletin Volume 38, Number 1 

2 

FROM THE (NEW) EDITOR 

Passing of Torch at The AtoN Bulletin 

by LTJG Nick Monacelli , NATON School 

Hello AtoN faithful! I’d like to take the opportunity to formally introduce myself, although I 

have had the privilege of meeting a few of you already. I’m Nick Monacelli, the new Operations Section Chief at NATON School and Editor of our beloved Bulletin. I reported aboard 

NATON at the end of August, having been released from Deepwater Horizon duty on the 

mighty Cutter CYPRESS (WLB 210), where I completed my first tour as a deck watch officer. 

I had an amazing two years serving onboard and would like to thank LCDR Riley Gatewood, 

LCDR Paul Morgan, and the entire crew of CYPRESS that I had the honor to serve with during 

that time. I’m very excited to 

be at NATON and am looking 

forward to meeting all of you! 

With that said, I would also 

like to thank LT Tracy Speelhoffer for setting me up for 

success. As many of you 

know, Tracy has moved on, 

but I would like to take the 

chance to recognize her hard 

work at NATON over the past 

three years. She was the first 

to bring us the AtoN Calendar 

(my personal favorite), and 

was always at the ready to 

provide exceptional mission 

support to the field, through 

individual technical issues and 

an exceptional training program. She was witness to many changes in the way we do AtoN business during the last 3 years 

and made sure to include insightful and detailed information in The Bulletin to keep the field up

-to-date. I know that I don’t speak only for myself when I say she’s made an indelible mark on 

the AtoN community and will be sorely missed. We all wish her the best of luck on her future 

endeavors. I’ll be striving to follow her footsteps during my time here – thanks for everything, 

Tracy! 

In closing, I’m ready to get to work to continue making The Bulletin something that you look 

forward to four times a year, and endeavor to maintain the publication as “ours.” That means 

I’m counting on you to help me fill the pages of this Bulletin each and every issue. No photo, 

comment, article, or e-mail is too small – let me know what you are doing out there! Also, I am 

always looking for feedback on how to improve The Bulletin, so let me know how we can make 

this publication better – after all, it is “our” bulletin. Thanks for reading! 

Captain W.J. Milne, TRACEN Yorktown Commanding Officer, 

congratulates LT Speelhoffer and presents her with a 

Coast Guard Commendation Medal on her last day at NATON 
The ATON Bulletin Volume 38, Number 1 

3 

NATON NEWS 

A Close Call for the “Happy Hooker?” 

by BM1 Stacy Thomas, NATON School 

Recently, we have been fielding calls from units who were having difficulty finding, or were 

unable to find, the “Happy Hooker.” An invention of Mr. Anthony Wemyss of England, the 

“Happy Hooker” has made the reeving of lines through bails and eyes easier worldwide. The 

torment of many break-in riggers, once understood and perfected, the “Happy 

Hooker’s” use has made buoy evolutions 

much more efficient. 

In the U.S., Stearns originally distributed 

the “Happy Hooker.” When the Coleman 

Corporation acquired Stearns, they decided 

to discontinue distribution due to lack of 

demand. While called the “Happy Hooker” 

in North America, it is known as the 

"Swiftie-Matic Rope Installer" elsewhere, 

including its home in the United Kingdom. 

According to the manufacturer, there are no 

distributors currently in the U.S., though 

you may be able to find a vendor that still 

has them in stock. That said, They are in 

stock and available from SFLC. SFLC reports that they have a steady demand and 

have no intention of dropping support for this item. 

NSN: 2040-01-254-5284 

ITEM NAME: Line Reeving Device 

PRICE: $307.08 EA 

They can also be ordered directly from the manufacturer (P/N is 70466). The manufacturer contact information is: 

Seaswift Products 

231 Church Road 

Benfleet 

Essex 

SS7 4QW 

Phone: +44 (0) 1 268 566 666 

Email: info@rwo-marine.com 

POC: Ron Owen, Ron@rwo-marine.com 

One view of the Buoy Deck Training Team’s “Hard Eye” 

for reeving a line through a buoy bail. 

A close up of the rigged “Hard Eye.” 
The ATON Bulletin Volume 38, Number 1 

4 

NATON NEWS 

So, what do you do if your “Happy Hooker” is broken or “misplaced?” As far as alternatives, 

during a recent BDS class, we fashioned and used a "Hard Eye." This was a fairly common way 

of reeving a line through a bail before the advent or wide-spread usage of the “Happy Hooker.” 

It is basically a 12-14" eye in some three-strand, 21 or 24 thread stuff of which should be a sufficient size. A piece of metal coat hanger is threaded through the middle of the strands to provide stiffness to the eye. Just up from the throat of the eye is another, smaller (approximately 

2") eye in line with the large eye to receive the tip of a boat pole. It might not be a bad idea to 

fashion one of these for the time when you are underway and your “Happy Hooker” becomes 

unavailable. Additionally, there are a couple Fleet Drawings to fabricate a line reeving device at 

the unit (FL-2605-5 and FL-2604-4). These drawings can be found in NE-TIMS and for the enterprising Damage Controlman onboard, could pose a unique challenge. 

*Quick Note* 

The NSNs for 2nd and 3rd Class Rivet Pin Shackle Assemblies have changed to 

NSN 4030-00-290-4092 and NSN 4030-00-240-4717, respectively. The AtoN Technical Manual will be updated in the next revision. 

NATON Mythbusters! 

by LTJG Nick Monacelli , NATON School 

Fact or Myth: Completion of the NATON Aids Positioning course is a requirement to qualify as 

AtoN Coxswain. 

MYTH! 

Here at NATON, we get a great deal of training requests from aspiring coxswains at ANTs 

which detail a need to attend the excellent Aids Positioning course here. Though the course is 

helpful in learning all about positioning, admin, and policy, it is not a COMDT requirement for 

the qualification. The Aids Positioning Class was designed and is funded to train positioning 

technicians on AtoN cutters according to a platform-specific MTL. If you are an ANT positioning tech and have had a hard time getting into the class, that’s the reason! We at NATON have 

to clear the list of cutter requests before granting quotas to ANTs, which we work very hard on 

trying to fill. If you are looking for some additional training information while you are waiting 

to attend the class, most of our class resources are available 24/7 from a SWIII on the NATON 

Resources website (bookmark this one!): 

http://cgweb.tcyorktown.uscg.mil/NATON/download.asp 

Fact or Myth: When you tow an aid back on station, you should get your set fix using 

excursion.

MYTH! 

There may come a time when a positioning tech is tempted to get a set fix using excursion. For 

example, you may be responding to a cutter’s discrepancy using a BUSL. However, under no 
The ATON Bulletin Volume 38, Number 1 

5 

NATON NEWS 

circumstances should a set fix be recorded using excursion; the only method for obtaining a set 

fix is “shortstay.” Instead of using excursion for your set fix, simply overwrite the previous 

found fix and be sure notate your procedures in the comments. 

The VLB-44 Light Emitting Diode Beacon Brings 

AtoN into the 21st Century 

by ET2 Jason Vande Wettering, NATON School 

The introduction of Light Emitting Diode (LED) beacons, specifically the VLB-44, has improved visibility, increased battery duration, and reduced maintenance on Coast Guard aids to 

navigation. This unit, being self-contained, requires only a simple, periodic wipe-down to keep 

dust build-up from forming. These lights are programmable with different intensities (including 

different intensities for daytime and nighttime use), flash characteristics and even synchronization with another VLB-44. 

For a list of common programming steps and options, each VLB-44 comes with a mini-manual 

which includes instructions. For Coast Guard specific programming, visit the Ocean Engineering website and go into the Products/Services tab, to the LED Lantern Instructions, and then 

into the Vega VLB-44 LED Lantern link: 

http://www.uscg.mil/hq/cg4/cg432/2a_ledinstructions.asp 

The non-programmable features of the light include the color, divergence and number of tiers. 

These non-programmable features must be ordered in the correct configuration and cannot be 

changed. Unlike some of the optics currently in use, the VLB-44’s color cannot be modified 

with a simple colored slip cover. The color of each VLB-44 can easily be seen by simply looking at the base of the unit (a red base means a red LED). VLB-44s used on buoys must be ordered with a 10 degree divergence, while lanterns used on structures or lighthouses must have 5 

degree or 2.5 degree divergences respectively. The numbers of tiers are simply going to affect 

the visibility range of the light. Make sure to check the Federal Aid Information Document 

(FID) to ensure a newly-installed VLB-44 will correctly represent the characteristics associated 

with the given light. 

A problem we are starting to see with installation of some of these lights: 

When installing the VLB-44 with a Solar Aid Controller (SAC) or Audio Visual Controller 

(AVC), keep in mind that the internal Day Light Controller (DLC) on the VLB should be disabled with programming. The reason for this is twofold; for starters, most SACs and AVCs 

have an external DLC attached to them, meaning the two DLCs could conflict with each other. 

The second reason to disable the internal DLC on the VLB-44 is that both the SAC and the 

AVC have types of current detectors monitoring the current output by the light. If the VLB-44 

shuts itself off, the current detector will not see activity and will shut the main light off and turn 

the auxiliary light on. This could result in an improper characteristic and reduced battery life as 
The ATON Bulletin Volume 38, Number 1 

6 

NEWS CLIPS 

Signifying the light should operate in both day and night, and then key in the two digits associated with the required lux levels (05 is a mid-level setting). Keep in mind that every keystroke 

you input into the remote should give you instant feedback in the form of a quick flash from the 

VLB-44. If you do not see this feedback, either your remote is not working correctly, the remote is not configured for use with the Vega, the VLB-44 is not in daylight mode allowing for 

programming, or the VLB-44 is not working correctly. 

For more information on the VLB-44, reference the Vega website, Ocean Engineering website, 

or check out the ANC-LT course. 

How the FIR Uses the “Double Nut” to Combat Northern 

Pacific Conditions 

by LTJG Kevin Carmichael, CGC FIR

In an effort to keep aids on station in the extreme conditions of the Pacific Northwest, USCGC 

FIR (WLB-213), home ported in Astoria, Oregon, has placed two-sinker mooring configurations on aids that are highly susceptible to getting pushed off-station on the fourteen river bars 

of the Washington and Oregon coasts. A river bar is a unique geographic feature where a relatively shallow river pours directly into the deep ocean. When an ebb current, which can reach 

seven knots at the mouth of the Columbia River, meets the powerful and large swells of the Pacific Ocean that frequently reach thirty feet, 

hazardous “bar conditions” are created. In essence, the strong ebb 

meets the sea head on and 

quite literally creates a 

wall of ocean. The Columbia River, also known 

as the Graveyard of the 

Pacific, is home to over 

two-thousand shipwrecks, 

and the majority of the 

Coast Guard’s 9’ x 35’ 

buoys. No standard 

mooring configuration 

will survive even a single 

winter; 31/32nds of an inch 

annual chain wear is not 

uncommon on some bars. 

The double mooring configuration, known as the “double nut” aboard FIR, utilizes the combination of either a Dormor and a concrete sinker or two concrete sinkers to secure buoys on AP 

despite difficult bar conditions. Thirty-nine of FIR’s aids feature a “double nut” mooring conSinkers sit in mechanical and hydraulic chainstoppers in preparation for 

setting the mooring of Dunzte Rock “2D” 
The ATON Bulletin Volume 38, Number 1 

7 

figuration, most of which are 9’x 35’ or 9’x 32’ hulls. The first sinker, the set rock, is attached 

to the second sinker, or Dormor, by an entire shot of up to 1 and 7/8ths inch chian. “Inch and 

seven” as it is called, is unique to FIR. The second sinker, the bounce rock, is connected to the 

bottom chain, chafe, riser, bridle and then to the buoy as normal. The concept is that the bounce 

rock may move around, but will always be held near AP by the additional holding power of the 

set rock and chain. 

Setting a “double nut” is a ballet of steel and concrete. To 

begin the evolution, the OOD conns the ship approximately 60 feet from AP, toward the most predominant element, e.g. wind or swells. The BDS places the chain connected to the first sinker in the mechanical chain stopper 

and hangs the sinker over the side. On the CO’s command 

the BDS sets the first sinker. The OOD then conns the 

ship to AP, stretching the spreader across the bottom. 

When over AP, the second sinker connected to the bottom 

chain is rolled to the bottom from the forward stopper. 

The remaining shots of chain are rolled down normally, 

and the buoy is set on AP. 

One “double nut” configuration in FIR’s AOR, though not 

on a river bar, is of particular interest. Duntze Rock 

Lighted Whistle Buoy “2” located just northwest of Cape 

Flattery, Washington, near the entrance to the Straits of 

Juan de Fuca, is set in over 300 feet of water. The moor 

consists of a spreader shot, four shots of “inch and seven” 

as bottom chain and chafe, then 180 feet of nylon line, and 

a final shot of inch and a half riser secured to the bridal. 

Two rocks, an 18K and a 12.5K, are placed on the underwater rock shelf in the vicinity of Dunzte Rock, the hazard 

to navigation that the aid marks. Unfortunately, the rock 

bottom is slippery and apparently sloped. So, the entire 

mooring occasionally slips off the rock shelf into very 

deep water and takes the buoy into Davey Jones’ Locker, 

or casts the 9’ x 35’ buoy adrift. In December 2008, Duntze Rock LWB 2 was recovered by Canadian Buoy Tender, CCGS BARTLETT, off the coast of British Columbia. In May 2009, 

CGC SYCAMORE recovered it drifting in the inbound traffic lanes off Neah Bay, Washington. 

The buoy has disappeared altogether on at least five occasions. The double nut has not solved 

the problem, but it has greatly decreased the frequency of lost hulls. 

What is especially unique about Duntze Rock is that the first rock must be dropped from the aft 

mechanical stopper, even though it won’t reach the bottom. In other words, an 18K rock is 

dropped 90ft allowing it to fetch up on the 12.5K second sinker while it is hanging in the forward stopper. Yes, is quite a sight and sound. Once steady, both rocks are then lowered from 

the forward stopper, until the first rock reaches the bottom. Then the ship moves to AP, while 

simultaneously lowering the second sinker into place roughly 60-80 feet from the first sinker, 

achieving maximum spread between the rocks. 

NEWS CLIPS 

A common discrepancy is a sinking hull, 

when one or both sinkers slip off the rock 

shelf. 
The ATON Bulletin Volume 38, Number 1 

8 

ATON Island Style: Coast Guard’s Best Kept Secret 

by PA3 Michael De Nyse, Fourteenth District External Affairs 

“I don't remember seeing this on the recruiting 

poster," exclaims DC2 Jose Gomera, as he reluctantly leaves the tranquil safety of his truck to 

unlock a rusty gate, allowing access to the lighthouse. Suddenly and with great haste, he slams 

the gate, locks it and races back to the truck, 

sweating much more than before. "Those bulls 

are not happy to see us." 

For the members of ANT Honolulu, dodging 

massive bulls, herding wild pigs, and corralling 

ill-tempered cows are just a few of the challenges they face during their annual mission to 

service aids to navigation on Hawaii’s “Big Island.” Their most recent trip began Sept. 3, and 

lasted two weeks. 

One of the ANT’s aids is positioned on the 

northeastern side of the island and is named Kukuihaele, which means ‘lighthouse' in Hawaiian. 

The present 34-foot concrete tower was built in 

1937 and is accessed by a bumpy road and is inadvertently defended by a herd of approximately 

150 livestock. The ANT must open a series of 

three gates to access the light, leading to interesting encounters along the way. "Watch out for 

that one; the one with the horns!" yelled MK3 

Fritz VonSchlegell, alluding to the ill tempered bull glaring at them. The Kukuihaele is the only 

remaining concrete light structure in Hawaii, which has an interior ladder used for accessing the 

lamp. 

Despite the bulls, the team made it to the structure in one piece, serviced the lighthouse and returned back to town for the day. "Everything on the island that serves as a maritime navigation 

aid is our responsibility," said Chief Petty Officer Robert Petrillo, officer-in-charge of ANT 

Honolulu. "We're very fortunate to have a great crew here; my team is a group of qualified-hard 

working guys who are up for a challenge," said Petrillo. The team also tackled Hilo Harbor's 

rear range light, a 110-foot structure built in 1982. "These guys are self starters, they know 

what needs to be done, but most importantly they remain safe while they complete the mission," 

said VonSchlegell. "Safety is paramount while working tall structure such as these because one 

NEWS CLIPS 

Members of ANT Honolulu pose atop Kukuihaele, 

Hawaiian for ‘lighthouse.’ The tower was built in 

1937 and is the only remaining concrete light structure in Hawaiian Islands. 
The ATON Bulletin Volume 38, Number 1 

9 

NEWS CLIPS 

mistake and it could be your last," VonSchlegell said. 

After a finishing at the Hilo Harbor's rear range, it was off to the next structures. Generally, 

navigational aids in Hawaii are in remote areas and are difficult to get to; just getting to the 

structure often requires off-road driving over rough terrain. The next stop was at Cape Kumukahi, located 25 miles southeast of Hilo on the easternmost point of the Hawaiian Islands. 

Originally, this Cape's light was a 32-foot wooden tower capped with an automatic acetylene 

gas light. Before arriving at the structure, there is a long bumpy paved road, and lava fields 

stretch out as far as the eye can see. "I take a lot of pride in knowing that what we're doing out 

here makes a big difference," said VonSchlegell. "I don't see it as turning a wrench or changing 

a light bulb. I see it as keeping people safe and that's why I joined the Coast Guard in the 

first place." A day in the life of the ANT Honolulu can be difficult, dangerous and exciting; 

however, it certainly has its perks. This team is living proof that just because the job isn't glamorous or on the recruiting poster doesn't mean it's not a rewarding Coast Guard career field. 

DC2 Jose Gomera climbs the ladder to the top of 

Kukuihaele Lighthouse 

SN Joseph Calderon checking a battery with 

the beautiful Hawaiian coastline as a 

backdrop. 
The ATON Bulletin Volume 38, Number 1 

10 

NEWS CLIPS 

The “Flying” ANT: Kodiak, Alaska 

by BMC James Brumley, ANT Kodiak, and 

PA3 Walter Shinn, Seventeenth District External Affairs 

ANT Kodiak is one of only two "flying” Aids to Navigation Teams in the Coast Guard. We 

only service about 9% of our 127 aids by boat. The remainder are serviced via HH-60s, C130s, and HH-65s by coordinating our efforts through Air Station Kodiak. We deploy to destinations that span from Kayak Island, near Cordova, to recently Point Hope, some 250 miles 

north of Nome. This includes the Pribilof Islands of St. Paul and St. George, and the Alaska 

Peninsula from King Salmon down to Dutch Harbor. 

The recent trip to Point Hope was especially unique because Air Station Kodiak is unable to 

safely land in the vicinity of the area, presenting the challenge of getting a 1944 tower with fifteen foot legs onto a commercial plane. 

Many ideas were bounced around the shop 

and we decided to cut the legs to five foot 

sections to be re-assembled with pipe couplers at the build site. The deployment 

team consisted of MK1 Craig O'Brien, BM2 

Case Loken, BM3 Chris Mackey, and BMC 

James Brumley. In preparation for the trip 

we assembled a 1944 tower in our shop, 

giving the team the necessary experience 

for a smooth build. We were able to arrange 

a C-130 flight to Kotzebue, AK, but that 

still left us the last 150 miles that we needed 

to cover with a chartered flight. 

We contracted "Bearing Air” to do the honors with two small planes; one was loaded 

with 2500 lbs of AtoN equipment and the 

tower, while the other carried our team of 

four. We enjoyed the flight, even with a pilot that apparently didn't know how to fly a 

straight line. About 250 miles later, we arrived at Point Hope, met up with our rental 

truck, and proceeded to our lodging at the 

Whaler's Inn. The accommodations were 

“adequate,” comprising of little more than a 

roof and four walls; it was more of a camp 

than a hotel. Several connex boxes had been 

joined together forming a sturdy, albeit 

oddly shaped, building. The Whaler’s Inn 

BMC James Brumley getting a taste of the “icy shrapnel” 

danger inherent to digging through permafrost. 
The ATON Bulletin Volume 38, Number 1 

11 

proprietors were quick to advise us to secure all of our gear, including the tower, inside the 

“building” to ensure that it didn't walk away. 

The morning after arrival, we 

drove out to the build site and 

began digging four (4) threecubic-foot holes to anchor the 

tower's sand feet. In most 

places in the world, this 

would not seem so bad. However, 200 miles north of the 

Arctic Circle, we hit permafrost only nine inches below 

the surface. Let me tell you a 

little about digging permafrost 

with a pick axe and shovel– it 

can only be explained by 

comparing it to concrete, except concrete would chip off. 

permafrost either absorbs the 

blow and holds your pick, or 

explodes sending icy shrapnel directly at your face. After five hours of digging, we ended the 

day with the decision that any more would result in a wayward strike into a foot and/or leg. 

Day two was more of day one, a lot of grunting and bursts of fatigue-generating adrenaline 

dumps, ending in four symmetric holes, waiting for tower legs. On day three, we hand loaded 

the 1600 lbs of tower for the short drive to the site. Once on scene, the team had to carry the 

tower and equipment nearly 1/4 mile uphill. We carried 100 to 150 lbs loads on frame packs to 

the site. I couldn't help but to think how we resembled an actual team of ants carrying these 

heavy loads, making trip after trip to get our payload on-scene. The build went on without a 

hitch; the tower was constructed and awaited the AtoN hardware. 

The next day arrived with a sense of relief, an hour or two of lighting the aid and we were done. 

To our delight, things went as planned with the equipment install. With the aid watching properly, we took a few cool pictures and were finished. The pride of a job well-done would work 

wonders to smooth out the bumpy flight home. Everyone agreed that our efforts would surely 

aid the safe navigation of not only transiting ships, but our beacon was also sure to help the residents of Point Hope during their long dark winters and their upcoming whaling season in May. 

This story would not be complete without mentioning the members of our service that made it 

all possible: LT Kelley Hansen, D17(dpw), whose commitment to the construction of this aid 

was unwavering, BM1 Robert McCormick, D17(dpw), who coordinated the land use, including 

trips to Point Hope to locate and serve the build site. Thanks also go out to DC2 Michael 

Thomasson, ANT Kodiak's AtoN operations Petty Officer who coordinates all aspects of our 

NEWS CLIPS 

MK1 Craig O’Brien tightens up the hardware on a support beam 

for the tower. 
The ATON Bulletin Volume 38, Number 1 

12 

NEWS CLIPS 

Lighting the Present, Preserving the Past 

by CWO Christopher Runt, Sector Baltimore 

The historic Fourth Order Fresnel 

lens at the Craighill Range Rear 

Light, stationed at the entrance of 

the Patapsco River in Baltimore, was 

removed August 2010 after 111 

years of service as part of a two-light 

system that guides mariners through 

a five-mile channel into Baltimore 

Harbor, one of the nation's largest 

and busiest ports. 

The process to replace the priceless 

lens began in 2008 when the light 

was listed as "operating at reduced 

intensity" by the Coast Guard. Due 

to the state of the lens, missing 

prisms, a Pyrex substitute focal 

"bulls-eye," and the fact that these 

historical lenses are irreplaceable, 

ANT Baltimore, the Fifth District, 

CEU Cleveland, the Coast Guard 

Curator and the Maryland State Historic Preservation Officer carried out 

the order to stabilize, remove and 

replace the lens with a modern lantern as its relief. 

The beginning steps of this delicate 

operation called for members of CEU 

Cleveland and ANT Baltimore to use water to clean the circular glass prisms prior to stabilizing 

them to the brass skeleton frame using museum-quality archival tape. This tape is acid free and 

will not leave residue on the glass and frame but is strong enough to help hold the artifact together while being transported. Once stabilized, the team carried the lens and its antique stand 

down two floors to a trap door where they carefully secured the items in a crate and lowered it 

to the base of the light using a block and tackle. Following the removal of the Fresnel lens from 

the lighthouse, CEU Cleveland personnel and the Coast Guard Curator transported the lens to 

shore. Future restoration and ownership of the lens will be determined at a later date. 

Present-day Craighill Range Rear Light serves as an aid to mariners transiting the upper Chesapeake Bay 
The ATON Bulletin Volume 38, Number 1 

13 

The 160-pound RL-24 range lantern and its new stand, fabricated by Coast Guard Sector Baltimore's Engineering Division, were hauled to the top of the tower with the block and tackle, and 

then hand-carried up the spiral staircase the remaining 20 feet to its current location by ANT 

Baltimore crewmembers. The new lens emits a high-intensity pencil beam and is equipped with 

a 120-volt, 1,000-watt lamp in a CG-2P lampchanger and is capable of producing 2.5 million 

candelas. This lampchanger automatically detects when a lamp has burned out and changes to 

the next position to keep the light watching properly. 

ANT and Sector Baltimore personnel installed the lantern on its stand and secured it in place. 

During the course of the hot and humid August day, the crews had to climb the 105-foot tower 

to the lantern room about six or seven times. Finally, an ANT Baltimore electrician finished the 

wiring process. He energized the breaker and the light is now "watching properly" at its full intensity, guiding mariners on their journey into Baltimore Harbor.

Please check www.craighillrange.org for more information and history on the Craighill Range 

Front and Rear Lights. 

NEWS CLIPS 

Rear view of the Fresnel lens showing the 

light energized and operating at 

“reduced intensity” in 2009 

The new CG-2P lampchanger installed in the 

RL-24 range lantern 
The ATON Bulletin Volume 38, Number 1 

14 

NEWS CLIPS 

Go Get Your Own Benchmark! 

by BM1 Hector Ruiz-Santana, CGC FIR 

Normally verifying the GPS antenna on our ship is a simple process, or so I thought after learning the proper way at ATON Positioning School. Just find a benchmark close to your unit, 

measure the distance to the reference point, 

etc. Sounds easy, right? The problem is that 

our nearest benchmark is about 100 yards 

away, over water, at an impossible angle. To 

measure, I would have to either pull out my 

geometry books, or learn to walk on water. 

So we thought of the next best thing. What if 

we had a benchmark that was placed in the 

best possible location, near our ship’s berth? 

I decided to explore this possibility, not 

really expecting much. Seemed like at some 

point I would find and insurmountable road 

block, right? Nope!! 

I called the National Geodesic Survey (NGS) 

office in Salem, OR, and spoke to Mr. Mark 

L. Armstrong (Oregon Geodetic Advisor, 

National Geodetic Survey) about our issue; he graciously agreed to certify a position on our pier 

if we had a permanent monument, such as a brass disk. He also said that with a fixed position 

on our pier, he could verify our antenna within 

centimeters of precision!! That was more than I 

could ever ask for; it couldn’t possibly be this 

simple. 

 

We procured a 3.5 inch brass marker disk form a 

survey supplies distributor and installed it by 

drilling a hole on our concrete pier and affixing 

it with epoxy to ensure it would stay put. Since 

our new pier had two faces to which we could 

moor, we found a location that would allow for 

verification in any condition without having to 

move the ship and that we could accomplish fast 

enough without impacting the operational schedule. We then called Mr. Armstrong and set up a 

time to get he and his gadgets to our pier. He did 

have some requests, including a 5 ft radius 

around the marker clear of obstruction to set up 

It didn’t take much to drill the mounting hole for the brass 

plate on this typical, rainy, Oregon day 

A close up look at the newest NGS benchmark, 

USCG Base Tongue Point (CGPR) 
The ATON Bulletin Volume 38, Number 1 

15 

his equipment, a logged data 

file from our base receiver, 

and model numbers from our 

GPS receiver. 

After working through some 

scheduling issues, we agreed 

on a date. The day came and 

Mr. Armstrong set up his 

equipment on top of our 

marker, giving us a four letter designator. We called it 

USCG Base Tongue Point 

GPS Verification Marker, 

“CGPR”. The GPS equipment he used took readings 

every five seconds for approximately four hours, ensuring the most precise position. Mr. Armstrong sent us all the information in about a week and 

we were ready to do our verification. Then we just followed the instructions from NATON and 

had a new verified GPS antenna in AAPS. 

If you are looking to install a benchmark yourself, you just need to get in contact with your National Geodetic Survey advisor. The advisors are located in many Coast Guard states, and if 

there isn’t one in your state, just look for the closest one. Once you make initial contact, you 

will want to request that they come to observe the mark and submit the data they collect to the 

NGS Online Positioning User Service (OPUS). The NGS Advisor will need at least 4 hours, the 

time it took with the FIR, though it may take longer. It seemed to work best to have the brass 

mark in place before the Advisor came to visit. Once everything is done, you will be able to 

print off a Survey Datasheet for your mark like the one on the next page. For more information, 

the following links are great references. 

NGS State Advisor Listing: 

 http://www.ngs.noss.gov/ADVISORS/AdvisorsIndex.shtml 

OPUS Submittals: 

 http://www.ngs.noaa.gov/OPUS 

Interactive map from OPUS Database (click on ‘Map View’) 

 http://www.ngs.noaa.gov/OPUS/view.jsp 

NEWS CLIPS 

With a benchmark so close to the FIR (background), equipment verification is 

faster than ever 
The ATON Bulletin Volume 38, Number 1 

16 

NEWS CLIPS 

This is the datasheet for the FIR’s new benchmark. They are easily accessible online and should find their way into your 

hard-copy information folder once you complete your verification. 
The ATON Bulletin Volume 38, Number 1 

17 

NEWS CLIPS 

Texas ANT Saves Coast Guard $100K with Jetty Build 

by BMCS Daniel Plumley, ANT Port O’Connor 

The U.S. Army Corps of Engineers, Galveston District, recently completed the construction of a 

new east jetty at the mouth of the Colorado River on October 1, 2010, in Matagorda County, 

Texas. After the completion, USCG ANT Port O’Connor was tasked with constructing a new 

Jetty Light 2 and converting the old jetty light to a non lateral obstruction light. The newly built 

jetty, which is parallel to the existing west jetty, is 2,700 feet, of which 1,140 feet projects into 

the water. The new jetty will help 

reduce dredging frequency and 

channel maintenance costs at the 

mouth of the Colorado River. On 

September 2, 2009, a $20.4 million 

contract, funded by the American 

Recovery and Reinvestment Act, 

was awarded for the completion of 

the project. The two parallel jetties 

in the project are 400 feet apart 

which provide for an authorized 

navigational channel that is 150-

feet wide and 12-feet deep. 

Working hand in hand with the 

Army Corps of Engineers, CEU 

Miami, District 8 (dpw), and Sector 

Corpus Christi, ANT Port O’Connor developed a construction plan to construct the new light while keeping the waterway open 

for navigation. We would end up using an 8,000 pound, 42 foot shooting boom, off-road forklift, a 185 CFM 125 PSI diesel air compressor, and a 50 pound air rock drill with a 1 1⁄2” x 3’ 

granite rock bit to install a 10 ft modular tower at the end of the new jetty. We were able to use 

this option because of land access through the Matagorda County Jetty Park. Operating heavy 

equipment in the sand and on the jetty rock would be extremely challenging, but possible. 

The first thing we did was transport the bottom section of the modular tower, air compressor, 

and drill assembly to the end of the jetty. Then, we drilled the holes directly into the granite 

rock. In the past, this was a labor intensive, time consuming process, but given the proper tools 

and accessibility, we were able to finish in less than one-minute-per-hole. The hardest part was 

controlling the drill as it chewed through the granite at breakneck speed to the target depth of 3 

feet. After that, REVO 50 A&B, which is one of the strongest epoxies in the stone industry, was 

pumped into the holes, the 1in all-thread was set, and the bottom section of the tower was leveled; we allowed that portion to set for 12 hours. The next step involved using the forklift to 

attach the top section and install the lighting gear, day boards, and bird spikes. Once we completed that procedure, we moved on to converting the old existing jetty light to an obstruction 

light, completing the work order. 

ANT Port O’Connor crewmembers hard at work on the jetty. 
The ATON Bulletin Volume 38, Number 1 

18 

NEWS CLIPS 

Not only was having ANT Port O’Connor 

construct this aid the quickest option, but it 

was also at a savings of nearly $100K to the 

Coast Guard and the taxpayers. The total cost 

of the project was only $10,533, broken 

down as such: 

 - $1554.09 rental equipment 

 - $178.35 epoxy 

 - $310.50 travel orders 

 - $8490 ATON supplies including 

 tower and lighting gear 

Santa uses CGC SEQUOIA 

as His Sleigh 

by LCDR Matthew Salas, CGC SEQUOIA 

On 21 December, Coast Guard Cutter SEQUOIA returned from a four-day mission, Operation 

Santa Sleigh, to deliver holiday donations to the remote atolls of Ulithi and Woleai in Yap State 

of the Federated States of Micronesia. 

A combined effort from Coast Guard families, the Guam Naval Officer Spouses Club, and Boy 

Scout Troop 23 of Navy Base Guam collected nearly 1,000 pounds of goods including clothes, 

shoes, linens, camping equipment, and tools. The GNOSC also contributed $1,000 towards the 

purchase of new items including reef shoes, hygiene products, towels, and garden tools. 

As Commanding Officer, I was very pleased with the effort of the crew and the community to 

help these islands during the holiday season; many of the islanders will find the items extremely 

useful. 

SEQUOIA’s first stop was at Ulithi Atoll, located 340 miles Southwest from Guam. Using a 

small boat, crewmembers transferred items to the main island of Falalop, the atoll’s population 

center. SEQUOIA’s crew were assisted by a group of Ulithi men to help with the transfer of 

The finished light 
The ATON Bulletin Volume 38, Number 1 

19 

NEWS CLIPS 

goods. All of the donations were taken to a 

secure place at the local high school where the 

village chiefs from each island in the atoll 

would gather and distribute the items to the 

families. 

For many of SEQUOIA’s crewmembers, it was 

their first opportunity to visit such a unique 

island. As a staging point during World War 

II, Ulithi still had remnants of U.S. military 

presence including the structure of an abandoned Coast Guard station. 

SEQUOIA next anchored in the turquoise lagoon of Woleai atoll, located 370 miles south 

of Guam. The first crewmembers ashore were 

warmly welcomed by the village chiefs and the 

island community. Before the official welcome 

ceremony began, one 

SEQUOIA crewmember, Seaman Alexus Martin, was granted special permission by all of the 

chiefs to be allowed into the men only assembly area where formal greetings were conducted. 

“I felt very honored and privileged by the 

whole experience,” Martin said. “I’m so glad I 

got to be a part of a rare moment.” 

The Woleai island chief, Chief Francisco, thanked SEQUOIA for their visit. “I am very happy 

that the Coast Guard has not forgotten us,” said Francisco through an interpreter. "It has been 

nearly 10 years since the last visit by a Coast Guard Cutter." 

Once the donations were brought ashore, they were immediately taken to the men’s meeting 

area where they were evenly distributed to the families while the village chiefs from each island 

in the atoll observed. 

After the distribution, the women of Woleai gathered in their colorful ceremonial dress to perform dances for the crew of SEQUOIA. Forty women cheerfully clapped and sang in unison to 

show their gratitude for the generous gifts. 

During the short visit to Woleai, one of the villagers had asked if the Sequoia could replace the 

battery of their Emergency Position Indicating Radio Beacon (EPIRB). CPO Allen Hunter, a 

The crew of SEQUOIA transferring donations to their 

small boat for delivery 
The ATON Bulletin Volume 38, Number 1 

20 

boatswain’s mate aboard the SEQUOIA 

inspected the EPIRB and demonstrated the 

proper technique for testing and operating 

the device. The EPIRB was in fine working 

condition and 

operated normally. To promote safety, SEQUOIA also provided several adult and 

children’s personal floatation devices to the 

villagers. 

“The visit was truly heartfelt from both 

sides,” Hunter said. “This was an experience the crew will forever remember.”

DHS Secretary Visits CGC ANVIL 

by PA1 Christopher Evanson, Seventh District Public Affairs, with 

BMCS Robert Harlacher, Officer in Charge, CGC ANVIL 

Secretary of the Department of 

Homeland Security Janet Napolitano was in Charleston Oct. 

21, 2010, to visit the crew of the 

ANVIL. The all-enlisted crew 

was excited to demonstrate an 

unheralded mission of the Coast 

Guard, aids-to-navigation. The 

ANVIL crew departed their 

berth on the banks of Charleston 

Harbor and provided an up close 

view of ATON operations. The 

crew constructed a new fixed 

aid-to-navigation. More impressively, Secretary Napolitano 

insisted she be on the deck during operations, giving her a proverbial court side seat to the 

workhorses and often forgotten members of the Coast Guard - black hull sailors. 

NEWS CLIPS 

SEQUOIA crewmembers LTJG Andrew Haley and 

BMC Allen Hunter inspect the island’s EPIRB and 

instruct the locals on proper use 

Secretary Napolitano toured ANVIL and saw first-hand the joys of 

ATON work. 
The ATON Bulletin Volume 38, Number 1 

21 

"The purpose of the Secretary's visit was to learn more about the unique world of construction 

tenders," said Senior Chief Petty Officer Robert Harlacher, officer-in-charge of the Coast Guard 

Cutter Anvil. "The visit also provided an opportunity to provide insight into the challenges 

posed by the aging WLIC fleet." 

ANT Boston Wins Kimball Award 

by PA3 James Rhodes, First District Public Affairs 

MCPOCG Michael P. 

Leavitt presented Aids to 

Navigation Team Boston 

with the Sumner I. Kimball 

Readiness Award Oct. 15, 

2010. The Kimball Readiness Award recognizes excellence in crew proficiency, boat and personal 

protective equipment condition and compliance with 

established training documentation requirements as 

essential readiness components.

NEWS CLIPS 

The proud crew of ANVIL poses with the Secretary 

The crew of ANT Boston celebrates their award 
The ATON Bulletin Volume 38, Number 1 

22 

TECHNICAL CORNER 

Gettin’ Good to Go!! 

by BMC R.C. Patten, NATON School 

Greetings fellow ATON professionals! I have no doubt that all of your units are extremely 

squared away in the I-ATONIS and AAPS arena. But, just in case, we here in the Operations 

Section of NATON have developed a list of things for you to complete and/or correct. With 

these tasks done, your unit will be ready to stop reading this article and get to work! 

This list is provided to graduates of our Aid Positioning (AP) course, but I’ve provided it here 

for all to enjoy. 

Back Home AP To Do List

1. Find the hard copy folder

- Verify the existence of the hard copies of vessel configurations for positioning. 

- Verify that the measurements are correct. 

- Check that the configurations in I-ATONIS are correct and not duplicated. 

- Make sure you have everything you need for DGPS equipment verifications. This list 

is not everything you COULD have, just what you definitely SHOULD have. 

- There should be NGS or CEU datasheets for all of your benchmarks. 

 - There should be a printed copy of all of the AAPS screenshots for your Target Position/Fixed Aids created from the datasheet information. 

 - There should be a printed copy of all of the AAPS screenshots for verification vessel 

configurations for all positioning assets. The serial numbers on these should match 

the equipment serial numbers that you are actually using. 

 - Make sure the APRs are within the standards and have remarks that explain what and 

how you did the process. The remarks should also have the serial number of your antenna. 

2. Find the section of your district SOP that outlines your Aid Folder organization.

 - Check all of your aid folders for compliance with your SOP (See 3 through 6).

 - If you have an aid folder that looks like the Los Angeles phone book, determine how 

 much information should be in your primary aid folder and archive old information in 

 an additional folder(s) and store somewhere safe. 

3. While in the aid folders, see if your DRF1 seems too high or low. 

4. While in the aid folders, see if your SIF intervals seem too high or low.

 

5. While in the aid folders, make sure an Accuracy class is assigned to your floating aids and 

see if they make sense. 
The ATON Bulletin Volume 38, Number 1 

23 

6. While in the aid folders check your latest APRs to see if they are valid (hope so) and that if 

 excursion was used, the method makes sense, etc.

7. Run the I-ATONIS battery reports and check for accuracy. If your batteries are additionally 

tracked anywhere other than I-ATONIS (i.e. green book), compare the information and 

make sure I-ATONIS is accurate.

8. Finally, go into the Control Panel of your Panasonic Toughbook and find out what mouse is 

listed in your hardware. P-Touch the name of the mouse or mice and put that somewhere 

on your computer. Once that’s done, if you experience a “jumpy mouse” in the future, return to the Control Panel and disable the mouse that shouldn’t be listed in your hardware. 

***Note: This fix will no longer work after you upgrade to Image 6 with Windows 

Vista.***

Saving AAPS Reports to PDF 

by Mr. David Gass, NAVCEN 

When an AAPS report is generated it can be printed or saved. AAPS reports output in the 

SnapView format. Unfortunately, this document type is not viewable by non-AAPS users due 

to the recent removal of SnapView viewer from the Coast Guard standard image. 

The workaround to this problem is to save any AAPS report as a PDF file if you intend to email it to someone who doesn’t have AAPS installed, e.g. District office. This can be done by 

using AAPS or using SnapView Viewer. 

 Using AAPS:

1. Generate the report. An 

APR is shown as an example but any AAPS report 

can be used. Single-Click 

on the PRINT Icon 

(Circled) 

TECHNICAL CORNER 
The ATON Bulletin Volume 38, Number 1 

24 

TECHNICAL CORNER 

2. Select “Adobe PDF” as your printer and Click the Print button 

3. A filename will be generated, but you can change it. By default, the file will be saved to 

your home directory. Click on BROWSE FOLDERS to change the location. After entering the file name click on the SAVE button. 
The ATON Bulletin Volume 38, Number 1 

25 

4. After few seconds, the PDF file will be created: 

Congratulations! You can now e-mail the file to someone, save it to a folder, etc. To e-mail the 

file as an attachment click on FILE from the Adobe Acrobat menu and Select Attach to Email. 

Using SnapView Viewer: 

You may already have some reports that you have generated from AAPS and want to 

e-mail them, save them as PDF, etc. 

1. Browse to the folder where the reports are located. They should be in C:\AAPS\Reports 

and will have a .snp extension. 

TECHNICAL CORNER 
The ATON Bulletin Volume 38, Number 1 

26 

2. Right Click the file and Open With Microsoft Snapshot Viewer Application 

 

3. Select FILE and PRINT 

TECHNICAL CORNER 
The ATON Bulletin Volume 38, Number 1 

27 

TECHNICAL CORNER 

4. Select “Adobe PDF” as your printer and Click the Print button 

5. A filename will be generated but you can change it. By default, the file will be saved to 

your home directory. Click on BROWSE FOLDERS to change the location. After entering the file name click on the SAVE button. 
The ATON Bulletin Volume 38, Number 1 

28 

TECHNICAL CORNER 

6. After a few seconds, the PDF file will be created: 

Congratulations! You can now e-mail the file to someone, save it to a folder, etc. To e-mail the 

file as an attachment click on FILE from the Adobe Acrobat menu and Select Attach to Email. 
The ATON Bulletin Volume 38, Number 1 

29 

Editor’s Note: When I first arrived, one of the many things that amazed me was the volumes of 

ATON history contained in the more than four decades worth of archived Bulletins at NATON. I 

want to share some of these articles with you to show you some of what has changed over the 

years. 

The Ants Are Coming 

originally submitted by LT R. F. Doughty, CGHQ(oan) 

reprinted from Winter 1971 Bulletin 

Everyone who has ever been on a picnic knows what an ant is, that pesky little insect who always manages to get into the chow. But in the Coast Guard, ANT comes up with an entirely 

different meaning, and what this ANT does is no picnic. ANT is an acronym for Aids to Navigation Team, a new name for an old way to service aids, but with some new twists. This team, 

skippered by a Chief Boatswain’s Mate, will consist of eight men who have the necessary skills, 

training, and experience to service and maintain all types of short range aids to navigation. 

If all goes as planned, the first ANT, a Headquarters evaluation project, will be established this 

fall in an East Coast district. Servicing aids and correcting discrepancies on a full-time basis 

will be its only mission. This evaluation should continue for about one year. 

Basic equipment for the ANT will be a fast, aids to navigation boat about fifty feet long known 

as an ANB, a smaller trailerable boat such as a TICWAN, and a pick-up truck. The ANT will be 

shore based, provided with moorings, berthing, messing, equipment storage facilities, working 

and office space for members of the team. The ANB, a new piece of equipment to be added to 

the ATON inventory, is “on-order” and expected delivery is late this summer. It will be a modified version of a gulf coast crew boat, 45 to 50 feet long, 4 foot draft, all welded aluminum construction, twin screws to push it 300 miles at 22 knots, living accommodations for four, a small 

(1000 - pound capacity) hydraulic extension crane, radar, radios, fathometer and numerous 

other items peculiar to aids to navigation work. I’ll have more on this in a future Bulletin. 

Since the ANT will be responsible for routine scheduled servicing of buoys and structures and 

for the correction of all discrepancies, tenders in the area will only be responsible for those operations that call for lifting a buoy or its moorings or major repair of construction of minor 

structures. Tenders won’t get called out in the middle of the night, or on a weekend to relight 

extinguished buoys. The ANT will even be able to take care of off-station or missing buoys 

with an aid called a Discrepancy Buoy. I’ll cover discrepancy buoys in detail next issue. 

Maximum use of land travel is another one of the prime operating concepts of the ANT. They 

will have the equipment necessary to drive to the nearest Coast Guard or other facility convenient to the area to be worked in an launch its trailerized boat, correct discrepancies, or perform 

routing servicing operations, and on some occasions, use another station’s boats, and return 

home. If the work area is very far from base, then “home” could be a camper or trailer. 

FORTY YEARS AGO IN ATON HISTORY 
The ATON Bulletin Volume 38, Number 1 

30 

Training requirements for ANT members will be conducted at the ATON school and on the job, 

and will emphasize the basic concepts of aid installation, maintenance, operation, and the importance of doing a thorough and correct job of servicing. Since the ANT will not be assigned 

responsibility for any other missions, all servicing functions will thus be conducted by trained 

men working full-time on aids to navigation. Therefore the servicing will be done by people 

dedicated to the ATON mission and fewer discrepancies and a more effective aid system should 

result. 

ACVs for ATON? 

originally submitted by LCDR D. S. Smith, CGHQ(oan) 

reprinted from Winter 1971 Bulletin 

Is there an ACV (Air Cushion Vehicle) in your future? Will the Coast Guard actually make 

practical use of some hot air? Can we use a servicing craft that makes between 40 and 70 knots? 

These questions are now being studied by Headquarters in an attempt to utilize the unique capabilities of ACVs. There are two main types of these vehicles. The primary type is called a fully 

skirted or peripherally skirted ACV. This type is fully amphibious, being able to move at high 

speed across almost any fairly regular surface such as mud flats, ice, water, rough fields or 

paved highways. Depending on the design, most fully skirted ACVs can negotiate 2 or 3 foot 

obstacles on land and 4 to 6 foot or higher waves (at reduced speed) at sea. 

The fully skirted ACVs are supported by air compressed by a fan mounted on the structure of 

the craft. This compressed air is held under the craft by the flexible skirt forming a cushion 

which can lift the hull of the craft 3 or 4 feet above the surface to be crossed. Propulsion of this 

type craft is usually by air screws mounted aft. Another standard arrangement, as used on the 

Coast Guard’s SK-5 craft is for one engine, in this case a gas turbine, to drive both lift fan and 

propeller. 

The Coast Guard’s ACV Evaluation Unit at Fort Point, California is now evaluating fully 

skirted ACVs for their usefulness in several of the service’s missions. Aids to navigation is one 

of the areas being evaluated. The ACVs have been used to service all types of buoys and structures with positive results. ACVs are excellent platforms for approaching and laying alongside 

aids. With suitable modification, their low center of gravity and high stability would allow them 

to be used for recharging even the largest buoys. The Fort Point ACVs have also been used for 

various ATON logistics applications, making runs to the San Francisco Light Vessel and Farrallon Islands in record time. 

Another type of ACV which is less exotic than the fully skirted craft and more like a boat in 

operation, design, and cost, is the hard sidewall ACV. This type craft is essentially a catamaran 

barge with relatively narrow hulls or sidewalls, and flexible skirts at the bow and stern. A single 

marine diesel engine drives a lift fan which pressurizes the area between the sidewalls and 

skirts, lifting the vessel until only a foot or so of the sidewall is in the water. Two other marine 

FORTY YEARS AGO IN ATON HISTORY 
The ATON Bulletin Volume 38, Number 1 

31 

diesels drive water screws or water jets to move 

the craft at about 40 knots in seas up to 4 or 5 

feet high. This type of craft, although not amphibious, is easily handled and provides a wide, 

stable, working platform. 

Plans are now being made to set up a comparison 

between a hard sidewall ACV and a high speed 

displacement hulled “crew” boat to see which 

vehicle would be better suited for our operations. 

As discussed in previous editions of the ATON 

Bulletin, we are planning to move toward an 

ATON servicing team concept built around two 

types of servicing craft, i.e., a trailerable boat and 

a larger (50’-55’) high speed servicing craft. We 

are now looking for a boat to fill the latter category. Possibly the hard sidewall ACV might be 

the one chosen. 

The 1971 Bulletin version of “Good Times” (2011 version on next page) 

FORTY YEARS AGO IN ATON HISTORY 
The ATON Bulletin Volume 38, Number 1 

32 

GOOD TIMES 
National Aids to Navigation School 

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(757) 449-3681 

Call for after hours and weekend technical support questions! 

Underway on Friday night? Sunday? Have a Question? 

WE CAN HELP!!
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US Coast Guard Training Center 

Yorktown, VA 23690-5000 

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