The 

Aids to Navigation Bulletin 

National Aids to Navigation School Spring/Summer 2008
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, 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 

End of Highway 238 

Yorktown, VA 23690-5000 

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/YN............... 2139

LT B. Huff, School Chief ............. 2143

LT S. Kingsley, Asst School Chief ..2509

CWO D. Merrill, Tech Advisor/ 

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

LTjg T. Speelhoffer, Operations....2350 

BMCM W. Weir, Minor Aids....... 2066

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

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

After Hours Technical Support Hotline 

(757) 449-3681 

Editor: LTjg Tracy Speelhoffer 

School Home Page: 

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

Deadlines for Articles: 

Summer 2008 - Phonebook 

Fall 2008 - 01 September 

Winter 2009 - 01 December 

Spring 2009 - 01 March 

Volume 35, Number 3 

On the Cover:

ANT Fort Lauderdale at work. See 

page 4 for details. 

Photo by BM1 Clare Linder, ANT 

Fort Lauderdale 

 

 
The AtoN Bulletin Volume 35, Number 3 

1 

IN THIS ISSUE . . . 

Editor’s Page...................2 

NATON School News........3 

News Clips.......................4 

 Positioning........................22 

USCGC BARBARA MABRITY conducts discrepancy response 

Technical Corner...................28 

Buoy Deck Training Team........34 

Good Times................................36 
The AtoN Bulletin Volume 35, Number 3 

2 

A Note from the Editor 

by LTJG Tracy Speelhoffer, NATON School 

Hello AtoN community. How’s everybody doing? Well we’ve got a good issue for you here, 

with some hot, current topics. I tried to go out and find information on issues that I’ve been 

hearing questions on lately, so in this issue you’ll find info on GAPPS, the dive program, the 

Light List coming from I-ATONIS, and much more. 

We just completed our last Officer Advanced AtoN class, and we’d like to congratulate the latest group of AtoN CO/OIC’s and XO/XPO’s as they head out and complete their reliefs. On 

that note, our former Assistant School Chief, LT Marshall Griffin, has headed up to New York 

to take command of CGC PENOBSCOT BAY, so we wish him the best of luck. LT Steve 

Kingsley has taken over here as our new Assistant School Chief, so feel free to stop in and greet 

him the next time you’re at NATON. 

I know you’ve all been busy out in the fleet, but I sincerely appreciate the response we got on 

our latest request for articles for this issue. The submissions I received were great, and I’ve included as many as I could. For some of you who sent me photos, you may not see them in this 

issue, but keep your eyes on the next couple of issues. In addition, and this is pretty big news, 

no promises just yet but we’re working on developing a NATON calendar to send out with the 

Fall or Winter Bulletin. So a lot of the cool photos you’ve sent me may find their way into that. 

That being said, if you have some good photos and you haven’t already, send them my way! 

And I’m always on the lookout for a good cover page. Remember, cover photos have to be 

taken long ways so they’ll fit the page, and the higher the resolution the better. 

In addition to Bulletin submission requests, many of you may have seen our recent data requests regarding our Aid Positioning (AP) course. We just completed a survey designed to collect data on what folks in the field really need to know and do with regard to positioning. The 

information we got from that survey will be a major factor in our updates to the AP curriculum. 

So thanks very much to those of you who took the time to give us important feedback that will 

help us improve the course. 

The AP course isn’t the only one undergoing changes. We recently completed an update to the 

Advanced Minor Aids (AC) course, the Officer Advanced AtoN (OA) course is seeing ongoing 

revisions as well as a formal curriculum update, C2CEN is assisting us with updating the Differential Beacon (DB) course, and we’re working on making the Buoy Deck Supervisor (BDS) 

course exportable. And once we’re done with those courses, we’ll be moving on and updating 

others. So, we’re hard at work making sure we’re getting your people the best training possible. 

That’s about all the news from NATON. Please feel free to contact me with any suggestions 

about the Bulletin; I’m always looking for ways to make it better. And as always, keep sending 

those articles!

FROM THE EDITOR 
The AtoN Bulletin Volume 35, Number 3 

3 

NATON SCHOOL NEWS 

Cape Henry Lighthouse Trip 

by EM1 Carlos Negron, NATON School 

On March 20, the Major Aids Section of NATON visited Cape Henry Lighthouse for the 

first time. They were met by EM2 Stebbing 

from Sector Hampton Roads who, along with 

a lighthouse historian, gave the team a “VIP” 

tour of the grounds. As part of a new approach to ANC-LT instruction, the trip was the 

first of many to come, as in the future the 

course will include a trip to the lighthouse. 

These trips not only break up the monotony of 

the classroom environment but also give the 

students a chance to see the different types of 

configurations out in the field. Students beware! Ascending the stair case to reach the 

top is no easy feat, so make sure you are in 

good physical condition when you arrive at 

NATON. This way you won’t be breathing as 

heavily as some in our group! Great fun was 

had by all and we look forward to seeing new 

students this year. Our next ANC-LT course 

is scheduled to begin on July 28, 2008—see 

you then! 

Major Aids outside Cape Henry 

“Where the magic 

happens”—the actual 

lighting equipment 

inside Cape Henry 
The AtoN Bulletin Volume 35, Number 3 

4 

NEWS CLIPS 

On the Cover... 

by BM1 Clare Linder, ANT Fort Lauderdale 

ANT Fort Lauderdale recently visited Fowey Rocks Lighthouse. On the cover, ANT Fort 

Lauderdale personnel head out to the lighthouse. In the photo below, BM3 Wick Bennett conducts annual service on the VRB-25 at the lighthouse, located about 4 nautical miles east of 

Soldier Key, Florida. The light's First Order Fresnel Lens, which was removed in 1974, is on 

display today at the AtoN Museum at the National Aids to Navigation School in Yorktown, 

VA. 

New Vega VRB-36 LED 

by BMCS Mike Winans, ANT Fort Lauderdale 

In the photo below, BM2 Ryan Nicholson, ANT Fort Lauderdale installs a new generation 

Vega VRB-36 LED lantern on New River Sound LT 13. ANT Fort Lauderdale was one of the 

units chosen by Headquarters as a field test unit 

to install 25 of these new age lights. The intensity of these lights far surpasses the traditional 

155mm, and in some cases has been used to replace the 250mm and 300mm. They come in 

three different sizes; small, medium and large, 

and can be programmed to the flash rhythm as 

well as the intensity desired. The unit selected 

aids primarily located within its three major 

ports to test the lights as well as aids located in 

areas with intense background lighting. 
The AtoN Bulletin Volume 35, Number 3 

5 

NEWS CLIPS 

Navy League Names ANT Baltimore’s BM1 Flickinger 

“Baltimore Area Coast Guard Enlisted Person of the Year” 

by Ms. Dottie Mitchell, CG Yard 

The U.S. Navy League honored BM1 Robert Flickinger as the 

“Baltimore Area Coast Guard Enlisted Person of the Year” in 

ceremonies at the Coast Guard Yard in Baltimore, Maryland. 

BM1 Flickinger currently serves as the Executive Petty Officer for Coast Guard Aids-to-Navigation Team (ANT) Baltimore under the command of Coast Guard Sector Baltimore 

located at the Yard. 

 

The U.S. Navy League’s Baltimore and Annapolis Councils 

bestow this recognition annually to a Baltimore area Coast 

Guard member who displays “inspirational leadership in all 

phases of his/her duties.” This year, BM1 Flickinger competed among several nominees from the various Baltimore 

area Coast Guard commands for the coveted title. 

ANT Baltimore’s area of responsibility is between the C&D 

Canal and Kent Island. The team’s 12 crew members service 

410 aids to navigation in the Upper Chesapeake Bay. BM1 

Flickinger, a 12 year Coast Guard veteran, has been stationed at ANT Baltimore since 2005. 

Petty Officer Flickinger conducted over 100 AtoN missions, accounting for 600 underway 

hours during the last year. While engaged in these often complex operations, his professionalism and assertive leadership helped achieve ANT Baltimore’s zero operational mishap rating. 

Through long hours of classroom and underway training, BM1 Flickinger also played a critical 

role in ANT Baltimore’s receipt of an outstanding rating during the unit’s most recent “ready 

for operations” inspection. 

His Officer in Charge, BMC Michael Brandt, comments, “Petty Officer Flickinger is that one 

individual in an organization whom superiors routinely rely on to supervise or solve difficult 

problems or demanding situations. He consistently seeks ways to improve the quality and enjoyment of Coast Guard life with an uncommon perception to the morale and welfare needs of 

others. BM1 Flickinger’s deep personal pride and inspirational leadership identify him as an 

exceptional career Boatswain’s Mate.” 

The Baltimore Area Coast Guard Enlisted Person of the Year award began in 1981 at the initiation of the State of Maryland Navy League to honor and publicize the achievements of Baltimore area enlisted personnel. Nominations concentrate on members’ demonstration of leadership, Coast Guard rating skills, knowledge and core values, personal and work ethics, teamwork, and community service. 
The AtoN Bulletin Volume 35, Number 3 

6 

USCGC ELM Winter/Spring Happenings 

by ENS Matthew Williams, USCGC ELM (WLB 204) 

Since February, the ELM has been busy 

with everything except “run of the mill” 

ATON operations. On February 27, ELM 

conducted a training exercise with the 

Spilled Oil Recovery System (SORS) in 

Charleston, SC. SORS is a complex system that can be deployed in response to 

oil spills to provide preliminary oil skimming support. As a result of the Oil Pollution Act of 1990, each Coast Guard 

225-foot buoy tender is outfitted with the 

SORS and will be ready to respond in the 

event of such a disaster. The goal of 

ELM’s exercise was not only to determine if the cutter could respond, but to 

also allow other Coast Guard personnel to become familiar with the SORS equipment. ELM’s 

crew as well as members from Sector North Carolina and the new Environmental Specialist rating from the First District’s Response Advisory Team (DRAT) underwent two days of pier-side 

training before deploying the equipment. The actual deployment was a success. The crew as 

well as other Coast Guard members benefited from the experience. 

NEWS CLIPS 
The AtoN Bulletin Volume 35, Number 3 

7 

NEWS CLIPS 

Not long afterwards, the ELM deployed to the Caribbean to service NOAA buoys 41048, 

41047, 41046, and recover NOAA Buoy 41002. Due to a casualty to one of our engines, the 

crew was able to spend three relaxing days in Nassau, Bahamas. 

On April 15th and 17th, ELM gave two day cruises to different second-grade classes from Beaufort Elementary school as well as members of the Navy League and friends and family of crewmembers. Before getting underway, ELM gave tours of the vessel and showed the school children fire-fighting equipment, navigation equipment and explained what the Coast Guard does 

on a day to day basis. While underway, a man overboard was conducted which involved CH46 

Marine helicopters in the recovery. 
The AtoN Bulletin Volume 35, Number 3 

8 

NEWS CLIPS 

CGC IDA LEWIS Conducts Recovery Ops in NY Harbor 

by CWO4 Douglas Tribou, USCGC IDA LEWIS (WLM 551) 

In January 2008, IDA LEWIS conducted drag 

and recovery operations for obstructions located 

in NY Harbor anchorages. STURGEON BAY 

and other NY-based cutters reported that their 

anchors had been fouled in the anchorage areas, 

so IDA LEWIS went to work to correct this 

problem. Using survey data provided by NOAA 

that identified two areas of concern consisting of 

‘large chain and cable of unknown length,’ IDA 

LEWIS lowered a grapnel hook to the bottom 

hoping to hook something. The grapnel hooked 

on something on the first pass over one of the 

potential targets, and when it was brought to the 

surface we found we had hooked a large wire 

towline 2-1/2” in diameter. After securing the 

wire on deck it was cut at the bight and one end was secured to the chain in-haul winch, which 

was used to recover the wire. Once the first segment was recovered, the other segment was recovered using the forward and aft portside cross deck winches taking bites in alternating fashion since the in-haul winch was loaded to capacity with wire from the first segment. A total of 

1000+ feet of wire towline was recovered and disposed of at Bayonne with the help of KATHERINE WALKER and ANT NY. 

Brining up the “catch” 

Piling the second segment up on the deck The inhaul loaded up with the towline 
The AtoN Bulletin Volume 35, Number 3 

9 

KATHERINE WALKER Swaps out Seasonal Hulls 

by LT Amy Florentio, USCGC KATHERINE WALKER (WLM ) 

In March, KATHERINE WALKER changed 

out 43 seasonal buoy hulls on the upper Hudson River. The winter hulls, which stand up to 

ice, were replaced with the summer hulls, 

which are easier to see, are lighted and have 

better radar return. We also checked our prototype year round hulls, which fared very well 

through the winter months. The deck force 

fine tuned each evolution, safely moving over 

250,000 pounds of equipment across the deck. 

The trip up the river offered few port calls, so 

the buoy deck was loaded to maximum capacity each trip. During the trip, we saw the fruits 

of our labor as mariners plied their trade on the 

river. The large ships relied heavily on the 

buoyage system in these narrow waterways 

and often called on the radio to thank us for 

our hard work. The top exports on the Hudson 

are gypsum and crushed rock, which are transported by bulk carrier. Gypsum is used to 

make many things including drywall and cement. Gypsum, also known as Calcium Sulfite, is even used as an ingredient in Twinkies 

and Tofu. The biggest import on the Hudson 

River is home heating oil and gasoline. The 

use of the river as a transportation system is 

critical to our economy with each typical oil 

barge equaling 4.5 miles of tractor trailer 

trucks lined up bumper to bumper on the highway. 

NEWS CLIPS 
The AtoN Bulletin Volume 35, Number 3 

10 

Little Goose LT “26” 

by BMCS James Madsen, ANT Kennewick 

On mile 96 of the Snake River in South Eastern 

Washington, far from civilization and a 2.5 

hour truck and boat ride from the ANT, Little 

Goose Light “26” was in need of some attention. Due to extensive erosion of the bank on 

which it was situated, the light tower needed to 

be relocated. So, after identifying a suitable 

location 200 yards downstream, we got to work 

relocating the light. 

First, thick blackberry briars and trees stood in our way and needed to be cleared out. Next we 

developed a template for the footings. It took a full day of hard work to dig deep enough holes 

in the basalt rock for the footings. Very careful attention to detail was critical in ensuring the 

footings were level and that the anchor bolts were exact. We hauled in 16 80-pound bags of 

concrete and mixed them on site to create the concrete piers. 

NEWS CLIPS 
The AtoN Bulletin Volume 35, Number 3 

11 

NEWS CLIPS 

We had to wait several days for the 

concrete to cure, and were further delayed by inclement weather. When we 

finally got some decent weather, we set 

out to erect the 15-foot tower. Due to 

the weight of the steel tower parts and 

the number of crew involved, it took 

several long boat trips back to the ramp 

to get all the parts and pieces to the site. 

After four days of work at the site, the 

tower began to take shape. A new fiberglass deck was installed, which will make 

working the light much safer with a sturdy 

deck under foot. Some of the upper bolt 

holes did not line up well enough, but a 

come-a-long provided the mechanical persuasion necessary to get the job done. 

After six long days of hard labor, we drove away 

with Little Goose LT “26” watching properly in its 

new home. 
The AtoN Bulletin Volume 35, Number 3 

12 

116-Year-Old Lighthouse Discontinued 

by BM2 Michael Burgess, ANT Astoria 

An HH-60 helicopter departs a 30 acre island approximately 4 nm off the coast of Washington. 

Six members of the Aids to Navigation Team Astoria watch as the helicopter flies out of sight, 

leaving them with only the sounds of the crashing waves on the rocky island. 

The team begins the discontinuation of the “Destruction Island Light” as they reflect on its history. 

The 94ft lighthouse began construction in 1888. The light was lit on the 1st of January, 1892. 

Originally the lighthouse was maintained by a lighthouse keeper and two assistants. They were 

able to live on the island with their families. The keeper of the light planted gardens and kept 

cows and chickens that gave them fresh perishables. 

The U. S. Coast Guard assumed responsibility of the light in 1939. Personnel were stationed at 

the lighthouse for 18 months with a rotation of 6 weeks at the light and two and a half weeks off 

the island. It was manned until 1968 when the aid became automated. 

Two days have passed, the solar array has been taken down, the VRB-25 lantern removed; the 

buildings have been boarded up and the lighthouse locked. All the equipment and gear has 

been flown off the island. With mission complete, the members of ANT Astoria can’t help but 

wonder if they will ever return to this place. Only time will tell. We will always remember 

coming here to work, and how we enjoyed a little solitude from the outside world, if only for a 

short time. 

NEWS CLIPS 
The AtoN Bulletin Volume 35, Number 3 

13 

Aids to Navigation Team Kodiak: Not Your Typical ANT 

by BM2 Jared Wike, ANT Kodiak 

For many of the other Aids to Navigation Teams, 

being lowered from an HH-60J helicopter onto a 

rock jutting out into the arctic waters of the Gulf of 

Alaska to service an aid or loading pallets of ATON 

equipment onto a C-130 Hercules is unheard of, but 

that’s just another day at work for ANT Kodiak. 

Aids to Navigation Team Kodiak is located on the 

Emerald Isle, Kodiak Island, Alaska, the second largest U.S. Island and home of the largest Coast Guard 

base. 

We are responsible for servicing seventy eight primary shore aids and forty eight secondary 

shore aids. In June, when Alaska gets about twenty hours of daylight, we embark on our yearly 

North Slope trip to Nome, Bethel, and King Salmon in which we cross into the Arctic Circle. 

During this trip, which can last between three and four weeks, we service thirty six primary 

aids. We service our other aids through smaller week to two week trips throughout the year depending on Alaska’s harsh and unforgiving weather. 

At ANT Kodiak, servicing aids means dressing out in a flight suit, loading the ATON gear into 

a helicopter and packing our survival bags just in case the helicopter cannot make it back 

through the harsh conditions to pick us up. Our area of responsibility (AOR) covers much of 

Alaska’s extensive coast. We travel as far North as the Arctic Circle and from Dutch Harbor to 

the Prince William Sound. Coordinating the trips to maintain our aids takes months of planning 

and coordinating with Air Station Kodiak and the local villages. We travel to most of our aids 

via the HH-60J helicopter or the C-130 Hercules, where we drop off ATON personnel and gear 

to service aids within our AOR, often far from civilization, as many of our aids are hundreds of 

miles from the nearest towns or villages. 

Our personnel currently consist of a BMC (OIC), 

BM1 (XPO), BM2, MK2, DC2, ET2, and EM2. 

However, we received our first boats when we 

combined with Surface Operations back in May. 

We absorbed about seven more personnel and the 

Surface Operations’ 41’ UTB and 25’ RBS. At the 

end of 2008 we are also scheduled to receive a 

new 26’ TANB. This year holds many changes for 

us, all of which will add more responsibilities and 

challenges, certainly making this unit not your 

typical ANT. 

NEWS CLIPS 
The AtoN Bulletin Volume 35, Number 3 

14 

NEWS CLIPS 

An Airboat for Discrepancy Response... 

by CWO2 Rick Clark, USCGC BUCKTHORN (WLI 642) 

Here in the upper peninsula of Michigan, “old man winter” wreaks havoc over the area with 

bitter cold temperatures, heavy snowfall, and gale force winds. This wintry combination often 

leads to discrepancies requiring our AtoN personnel to brave the conditions and respond using 

non-traditional assets. One of those assets is an airboat, yes, an airboat. 

Following a “record breaking” blizzard, I was closely watching CGMS waiting for discrepancy 

messages to flood my inbox; we only had one, a RFL missing its 4KRW. I made a quick call to 

the OIC of Station Sault Sainte Marie, and asked if his airboat crew could give us a ride out to 

the aid; he agreed, so our AtoN Technicians loaded their gear, donned their dry suits and prepared for a ride on the ice. The recent snowfall (about 6”) provided a smooth cushion for the 

airboat’s hull and the crew enjoyed the optimum conditions. The coxswain of the airboat made 

his approach to the structure, shut down the powerful V-8 engine, and the AtoN technicians 

scurried over the ice and up the range. They hung the board and left the aid watching properly; 

mission accomplished! 

When the waters freeze, the boats are hauled, and “old man winter” flexes his muscles, the crew 

of the Cutter BUCKTHORN must adapt to the prevailing conditions to get the job done. On this 

day we couldn’t have done it without the help of our station friends and their unique asset. 
The AtoN Bulletin Volume 35, Number 3 

15 

NEWS CLIPS 

Who said “Last buoy?” 

by CWO4 Rob Ratajczak, USCGC BARBARA MABRITY (WLM 559) 

Two words seldom used on USCGC BARBARA MABRITY are “last buoy.” Here’s a good 

reason why... On a recent trip to Barataria Pass, an area known for a dense F/V population and 

plenty of mud, we were working our way through one buoy after the next. 

With all but one buoy to go before heading back to Mobile, we maneuvered to service Barataria 

Pass B “8.” We had planned for a “shave and haircut,” giving us a good 30 minutes to depart 

the channel prior to sunset. All were good intentions...but sometimes it’s better to be lucky 

than good. 

As we were slewing B “8” across the deck, the aux bogged 

down...and we knew we had a bigger fish on the hook than 

we should. We had enough slack in the chain to get it to the 

pelican hook and switch out to the Main hook. As we 

slowly came up on the Main we found numerous things; 

some expected, some not. 

The first item was a fouled mooring entangled in fishing net 

with line wrapped around both leads of the chain. This was 

going to take a while. Fortunately, the moorings were 

wrapped in a way that we could tell where all four parts of 

the chain were going. But cutting out the fishing net was 

going to take time. 

After cutting our way through, we were able to secure the 

buoy and mooring on deck, making it safe and ridding us of 

the extras. Halfway through the second mooring, we found 

an old hull and half of another old hull. Throw in another 

fishing net, more 

line and a danforth anchor and we thought we had 

seen it all, just in time to find an old outboard attached to the rock. 

So we finally picked up all the pieces and four long 

hours later we were done servicing our 30 minute 

buoy and headed back out once we all regained our 

night vision. It was a great experience (afterwards) 

for all involved and just goes to prove that you never 

know what you’re going to get on a buoy servicing...especially the last one!!! 

The extra hulls that came up 

Bringing aboard the “bonus” net and 

line that was hooked 
The AtoN Bulletin Volume 35, Number 3 

16 

NEWS CLIPS 

IALA – I’ve Heard of it, But What is it, Really? 

by CAPT Wayne Muilenburg, CG-541, U.S. Councilor to IALA 

Those of us with an interest in and responsibility for maritime navigation 

safety – pretty much the entire readership of the ATON Bulletin, I’m 

guessing – have likely heard of the International Association of Marine 

Aids to Navigation and Lighthouse Authorities ... or “IALA” for short. 

Yes, I know the acronym doesn’t exactly match the name, but when the 

organization started it was focused on lighthouses, and it has since expanded its role considerably. Unfortunately, “IAMATNLA” doesn’t roll 

off the tongue as easily as “IALA,” so those in charge wisely decided to 

keep it simple and stick with the original acronym. 

But what many folks don’t know is how IALA is structured, what purpose it serves, and how active the US Coast Guard is in it. 

IALA is, simply, an international, non-governmental technical association charged with fostering the safety and efficient navigation of vessels through improvement and harmonization of 

aids to navigation worldwide. IALA membership is comprised of marine aids to navigation authorities and professionals from around the globe, manufacturers, and consultants, all of whom 

are committed to maritime navigation safety and protection of the maritime environment. Its 

members work together to foster international cooperation and alignment in matters impacting 

marine navigation. IALA’s expertise is sought around the world to assist with ATON system 

design and training standards, radionavigation issues, navigation risk assessment and disaster 

recovery within the maritime realm. 

Now, it’s not just about the buoys that those of us with roots in the Coast Guard’s black fleet 

care so much about. IALA takes an expansive view of “aids to navigation;” the world’s various 

visual aids to navigation systems – buoys, beacons, lights, etc – are just one component of what 

IALA considers “ATON.” Included in this spectrum is any maritime system or service that aids 

maritime navigation: Vessel traffic management (which includes VTS), a variety of radionavigation systems (LORAN, DGPS, etc), pilotage issues, the Automatic Identification System 

(AIS), the systems and processes involved in the emerging concept of enhanced Navigation 

(“eNav”), maritime risk management, ATON-related quality management systems, etc. 

IALA is recognized internationally as the authoritative source for ATON information. Collectively, its members represent a body of international navigation expertise, and it has no rival in 

the world. Seventy-four countries are members, and twenty-four member countries – of which 

the United States is one - comprise the IALA Council. IALA is headquartered in St. Germainen-Laye, France, a suburb of Paris, although meetings can and do occur throughout the world. 

The “heartbeat” of IALA, as Secretary-General Torsten Kruuse puts it, are the four technical 
The AtoN Bulletin Volume 35, Number 3 

17 

committees (and two technical panels) that work to develop common worldwide standards, in 

the form of recommendations and guidelines, for maritime navigation safety: ANM (Aid to 

Navigation Management), VTS (Vessel Traffic Systems), eNav (Enhanced Electronic Navigation), and EEP (Engineering/ Environment/Preservation). In addition, panels were recently created to discuss legal issues (the Legal Advisory Panel) and pilotage issues (the Pilotage Advisory Forum). The U.S. (specifically, the Coast Guard) has members on all six committees, and 

leads two: Mr. Mike Sollosi is Chair of the VTS Committee, and Mr. Bill Cairns is Chair of the 

quickly expanding eNav Committee. Both work within CG-5413, Navigation Systems Division, and both have been involved with IALA for well over a decade. The Coast Guard has 

been a national member of IALA since its inception in 1957. 

These six Committees, and the IALA Council, generally meet twice each year for four or five 

days; in addition, IALA organizes and hosts a multitude of symposia, conferences, and workshops for maritime navigation professionals around the world. It’s an extremely busy and active association, which keeps the small Executive Secretariat hopping. 

That the Coast Guard has benefited enormously from its association with IALA is inarguable. 

As the global maritime industry continues to evolve with rapid technological developments, 

ship design, and operations, it too looks to IALA to help promote standardization and lend expertise to increasingly complex navigation issues. 

Further information about IALA can be found at www.iala-aism.org. 

NEWS CLIPS 
The AtoN Bulletin Volume 35, Number 3 

18 

Micronesian ATON: TDDGPS, GAPPS, and Fly-Aways 

by LTJG Thomas Brittingham, USCGC SEQUOIA (WLB 215) 

Tender Deployable DGPS (TDDGPS), 

GPS Autonomous Point Positioning System (GAPPS), fly-aways, lift bags, lift 

tanks, fill whips, clumps, cherry floats, tow 

line, calipers, and scuba gear. Are all of 

these familiar ATON tools? If so, you’ve 

probably worked ATON in Micronesia. 

USCGC SEQUOIA (WLB 215) is homeported 3,300 nautical miles west of Hawaii 

and 1,500 nautical miles south of Tokyo in 

Apra Harbor, Guam. In addition to standard WLB 225’ ATON operations, SEQUOIA also uses unique positioning 

equipment and a dive team to work aids to 

navigation in an area of responsibility that 

includes Guam and stretches 125 nautical miles northeast to Saipan and 1,300 nautical miles 

southeast to Kwajalein Atoll. 

SEQUOIA’s ATON AOR is comprised of the Mariana Islands (including Guam, Saipan, Tinian, and Rota) and Kwajalein Atoll, located in the Marshall Islands chain. SEQUOIA’s AOR 

for all other missions is much larger, spanning the Western Pacific from Hawaii to Asia and 

from Russia to Australia. Guam is a territory of the United States and Saipan, Tinian, and Rota 

are part of the Commonwealth of the Northern Marianas Islands (CNMI), in political union 

with the United States. The Republic of the Marshall Islands (RMI) was established on October 

12, 1986 in a Compact of Free Association with the United States. The U.S. leases Kwajalein 

from the RMI and maintains the Ronald Reagan Ballistic Missile Defense Test Site (RTS) run 

by U.S. Army Kwajalein Atoll (USAKA). Kwajalein atoll is the largest atoll in the world, with 

a land mass of only 6 square miles and a lagoon measuring 665 square miles. The Coast Guard 

maintains federal aids to navigation in Kwajalein in support of military transport and commerce 

for USAKA. 

It takes SEQUOIA four and a half days of transit time from Guam to respond to an aid in Kwajalein. Furthermore, there are no ANTs in Micronesia; SEQUOIA handles all ATON (floating, 

fixed, shore side, etc.) in the AOR. The need for quick response to any ATON discrepancies in 

such a large AOR created the concept of “fly-away” ATON teams who travel independently 

from the cutter TDY to fix an aid. A fly-away team might consist of as little as one person. 

This not only saves time, but thousands of dollars in fuel and other logistical costs in deploying 

the cutter for a week or longer to service an aid. This method of discrepancy response has 

spawned several advances in ATON positioning technology as well. 

NEWS CLIPS 

Diving to recover a sunken hull 
The AtoN Bulletin Volume 35, Number 3 

19 

First, there are no DGPS beacons in Micronesia. Sextant angles were used to position 

aids until 2002 when the Tender Deployable DGPS (TDDGPS) was fielded. The 

TDDGPS utilizes a portable base station 

and antennae that are set up ashore within 

several miles of an aid, in order to create a 

temporary DGPS beacon for positioning. 

The tender deployable is a great tool and a 

significant advance since the days of sextant angles. However, the system still has 

drawbacks; a crew must take the unit 

ashore and remain with it during setup and 

operation. The unit is also very bulky and 

must be transported in four cumbersome 

containers and bags by a minimum of two 

people. Furthermore, the base station can take hours to fix its position and provide a signal accurate enough for the cutter to utilize for positioning. The TDDGPS can be used on a fly-away, 

but its size makes this less than desirable. 

To improve upon TDDGPS, C2CEN recently introduced a new system called the GPS Autonomous Point Positioning System or GAPPS. SEQUOIA utilized GAPPS for the first time during 

a deployment to Kwajalein in October 2007. GAPPS was developed to improve upon and replace the TDDGPS. The entire unit consists of a laptop computer, electronics box and antennae, both slightly larger than a typical PDA. All of this gear fits neatly into a backpack, making 

transport extremely easy for a single positioning technician. The unit does not require a shoreside base unit to be set up and can be used aboard a cutter or small boat to position aids due to 

its small size and autonomous operation. 

During SEQUOIA’s recent Kwajalein 

deployment, C2CEN provided SEQUOIA with two GAPPS units, enabling 

the cutter and small boat to position aids 

simultaneously. With the added versatility of the dive team, multiple aids in different parts of the lagoon could be independently serviced and positioned. 

GAPPS solves all size and ease of use 

issues that were present with TDDGPS. 

However, GAPPS is not yet approved for 

use and SEQUOIA returned both units to 

C2CEN after returning from Kwajalein. 

NEWS CLIPS 

Positioning with GAPPS 

Working an aid with the dive team 
The AtoN Bulletin Volume 35, Number 3 

20 

While GAPPS solves positioning 

issues in such a large AOR, it does 

not help with the most basic of 

ATON jobs: moving heavy objects 

both in and out of the water. To 

address this challenge, SEQUOIA 

turns to its dive team. 

SEQUOIA’s dive team serves two 

purposes; the first is to enable response to ATON with a small independent team, saving money and 

personnel in the same way fly-away 

positioning technicians save resources. The dive team can fly to 

Kwajalein with all necessary gear 

to respond to a discrepancy in a matter of hours. Second, the dive team enables the servicing of 

aids that are located in water too treacherous for the cutter to safely navigate. In the Western 

Pacific, aids often mark entrances to atolls, where depths may decrease from thousands to only 

a few feet in only a matter of yards. Sometimes there is no other choice than to position an aid 

in water only several yards from a reef line that may lie inches below (or above) the surface. 

Also, typhoons will routinely wash aids into a reef or near shore where recovery by divers is the 

only option. In addition to performing every task that the cutter is capable of, including inspections, mooring replacements, and complete hull and mooring reliefs, the dive team is also capable of salvaging sunken aids for repair and redeployment and ship’s husbandry missions. 

The unusual geographic and logistical challenges of the Western Pacific and Micronesia make 

ATON work in this region a truly unique and rewarding experience. For more information on 

SEQUOIA’s use of TDDGPS or GAPPS contact BM1 Sean Hope (Sean.P.Hope@uscg.mil) or 

BM2 Charles Palmer (Charles.B.Palmer@uscg.mil). For more information on SEQUOIA’s 

Dive Team contact LT Alan FitzGerald (Alan.J.FitzGerald@uscg.mil). 

Editor’s Note: After following up with LT Krystal Kenshalo at CG-54131, the following is an 

update on the status of GAPPS. 

During SEQUOIA's patrol, GAPPS was in the prototype stage. This summer GAPPS will transition to the implementation stage, and will be deployed to multiple units within D14 and D17 

for continued testing. GAPPS has not been fully deployed due to interface issues between 

AAPS and GAPPS, which will be corrected in the next release of AAPS. 

NEWS CLIPS 

A diver gets a chafe measurement while inspecting the mooring 
The AtoN Bulletin Volume 35, Number 3 

21 

A Note on Dive Ops 

by HSC Phil Roy, CG-7731, Assistant Dive Program Manager 

Editor’s Note: We’ve recently had some questions about the regulations surrounding use of 

divers by units without an assigned dive team. HSC Phil Roy provided the below guidance on 

use of divers. 

Commercial Diving Activities are regulated by 29 CFR 1910 Subpart T. Enclosure 10 of 

COMDTINST M3150.1B (Coast Guard Diving Policies and Procedures) gives a breakdown of 

the CFR that the units in the field can utilize when hiring Commercial Dive entities. There are 

only 3 exemptions to these CFR's and they are: Public Safety Diving (may only engage in diving in the interest of public safety and for emergency rescue), Scientific Diving (may dive in the 

interest of forwarding scientific knowledge and therefore must be a scientist or scientist in training), and Military Divers. Neither Public Safety nor Scientific divers may be used as working 

commercial divers per the CFR's. Military divers may perform all diving needs within the 

scope of training and qualification and are exempt from meeting the requirements of the CFR's. 

So, to summarize, Coast Guard units requesting dive services need to be utilizing military divers or hiring legitimate commercial dive companies who meet the criteria of 29 CFR 1910 subpart T, otherwise they are in violation of the CFR. For more information, check out the links 

below. 

Coast Guard Diving 

http://cgweb.comdt.uscg.mil/G%2DOPC/

Association of Diving Contractors International 

http://www.adc-int.org/

International Marine Contractors Association Diving Division 

http://www.imca-int.com/divisions/diving/

NEWS CLIPS 
The AtoN Bulletin Volume 35, Number 3 

22 

Hanson’s Method 

by LCDR Kevin Hanson, USCGC BRISTOL BAY (WTGB 102) 

Have you ever thought to yourself: “How do you calculate the Horizontal Dilution of Precision?” Have you ever checked the formula in AAPS to ensure that the offsets are being correctly applied (mathematically speaking)? Do you get excited when the EO asks you to help 

him graph his engine maintenance hours? 

Such is the curse of being a buoy tender skipper and a math geek. Do you want to know what 

has been robbing me of sleep lately? Well, I’m going to tell you anyway. 

The Fraction of Watch Circle Radius method for estimating excursion doesn't accurately reflect 

how a buoy behaves in a current. Instead of finding the buoy hull at a distance 1/4, 1/2, or 3/4 

of the watch circle away from the sinker, you should find it somewhere between the distances 

calculated by the 'L Method' and the 'Hypotenuse Method.' Please let me explain. 

The current formula assumes that as the current gets lighter, the buoy will continue to move toward the sinker. Furthermore, it assumes that in an extremely light current, the buoy will be 

very close to being right over the sinker, down current of the sinker, in a predictable position. 

This may sound accurate, but let’s think about it for a minute. When the buoy is directly over 

the sinker, what is holding it in place? The sinker? No. It is the weight of the chain on the bottom. In this case, the chain is not pulling on the sinker at all. So we have to ask ourselves: If 

the current is so light that the weight of the chain is holding the buoy in place, how do we know 

where the sinker is? We don’t. If the weight of the chain can hold the buoy, the buoy could 

even be up current of the sinker. In fact, the buoy could be in any direction from the sinker. 

The furthest away from the sinker a buoy could get in this situation is calculated by the Lmethod, because anywhere outside of the L-method the chain will start to pull on the sinker. 

So, if we are in a situation that the current is so light that the buoy is being held in place by the 

weight of the chain, we are in a situation that we cannot accurately determine where the sinker 

is without pulling on the chain and using the L-method. When this is the case, the Fraction of 

the WCR method does not apply. 

According to the NATON ANC-AP Workbook, the Fraction of the WCR method is to be used 

when the current is both strong enough and has held long enough that all the chain lies on the 

down current side of the sinker. So, when we are using the Fraction of the WCR method, we 

need to ensure that we are in a circumstance where the buoy is pulling on both the chain and the 

sinker with a steady tension. The buoy will look something like the figure on the next page. 

POSITIONING 
The AtoN Bulletin Volume 35, Number 3 

23 

POSITIONING 

The problem is that the current formula for the fraction of the WCR method often yields distances closer to the sinker than the distance calculated by the L-method. As discussed above, 

we should never be using the Fraction of the WCR method if the buoy is closer to the sinker 

than the L-method. Again, in this circumstance we cannot accurately predict the position of the 

sinker without pulling on the chain. 

In order to come up with a more accurate formula, we must first understand what we already 

know. It is well established that the maximum a buoy can be from a sinker is calculated by the 

Hypotenuse Method. This condition only exists in an extremely strong current where the chain 

is pulled straight. This maximum distance is also known as the watch circle radius (WCR). As 

discussed above, the minimum this condition could be is calculated using the L method. This 

would be the lower limit and would be approached in only a very weak current. Any situation 

where the buoy is closer to the sinker than the L-method is a situation where we cannot accurately determine where the sinker is and must use the L-method. 

Unknown distance

Direction of Current

H = Hypotenuse

L-Method
The AtoN Bulletin Volume 35, Number 3 

24 

The current Fraction of the WCR Method formula establishes no minimum distance the buoy 

must be from the sinker. In the Fraction of the WCR Method, the WCR is multiplied by 3⁄4, 1⁄2, 

or 1⁄4 for a strong, moderate, or weak current, respectively. The problem is in most cases, 1⁄4 x 

WCR is less than the distance found using the L-Method. In fact, it is possible for 3⁄4 x WCR to 

be less than the L-Method. Although there are many cases in which this method is not accurate, 

I will demonstrate one instance which should be enough to show that there is a problem with 

the Fraction of WCR Method. 

In the NATON ANC-AP Workbook, students are taught how to apply the WCR Method. The 

example given has a depth of water of 38 feet and 120 feet of chain. The WCR Method for 

strong, moderate and light current yield answers of 28.46, 18.97, and 9.49 yards, respectively. 

The L-Method yields an answer of 27.33 yards. So, according to the WCR method, in a moderate or light current, the buoy will be closer to the sinker than the L-Method. Also, in a heavy 

current, the buoy will be only one yard further away from the sinker than the L-Method. 

The solution is simple. The formula must incorporate the lower bound of the L-Method. We 

already have two distances that we know how to calculate using the Hypotenuse and L- Methods. The unknown distance is somewhere between the Hypotenuse method and the L-Method. 

The distance between these two methods is simply H – L: 

Therefore the distance between the L-method and the unknown position is some fraction of this 

distance of H-L: 

POSITIONING 

H - L L 

 ? L 

This distance must 

be some fraction 

of H-L 
The AtoN Bulletin Volume 35, Number 3 

25 

POSITIONING 

We can call the fraction F, which will clearly be determined by the strength of the current. I 

propose the most logical values of F would be 3⁄4, 1⁄2, and 1⁄4 for a strong, moderate and weak 

current, respectively. 

The final formula would then be this estimated distance plus the L-method: 

 Distance from MPP = F x (H-L) + L 

I Like to call this formula HFFCEIASC (pronounced just as it looks), or Hanson’s Formula for 

Calculating Excursion in a Steady Current. 

Of course now we have a new question to answer: How do I know if the current is strong 

enough to be pulling on the sinker or if the weight of the chain is holding it in place? Well, 

don’t look at me. I am a math geek, not a physicist. I recommend making that determination 

based on prevailing weather conditions and experience. If in doubt, pull on the chain to see. 

That’s it. I should sleep better now that I got that off of my chest. I know you were hoping for 

more. But like I said, that’s what you get when you give a math geek Command of a Buoy 

Tender. 

Oh yeah, did I mention that I am a fitness nut as well? Really, it’s just my feeble attempt to 

look more like a football player than a math geek. Now that I have solved the conundrum of the 

Fraction of the WCR method, I often find myself thinking: “How can we increase our deck 

force’s average bench press by 25 pounds?” or “How long does an MK2 have to run before he 

pukes?” Strange, but true. Anyway, stay tuned for my next article: “How to get buff on your 

buoy deck.” 

Editor’s Note: 

The standards for positioning floating aids to navigation are contained in the Aids to Navigation Manual – Positioning, COMDTINST 16500.1C. Positioning floating aids to navigation 

that are not at short stay present a special situation since the position of the sinker must be esti-

 F x (H – L) L 
The AtoN Bulletin Volume 35, Number 3 

26 

mated. The policy promulgated by COMDT does not dictate a method or protocol to be used in 

determining buoy excursion from the sinker due to the numerous factors and conditions that 

may be encountered while on-scene. The AtoN professionals on scene must estimate excursion 

based upon their judgment and experience, and indicate the method used in the remarks section 

of the Aid Positioning Record (APR). 

The bottom line when we’re talking about excursion: it’s a guess. An educated guess, of 

course, but still a guess. We can’t see the sinker, so we’re making our best estimate as to where 

it is in relation to the hull. When we’re doing this, some assumptions are necessary, but we do 

the best we can with what we know and what experience has taught us. 

The Fraction of the Watch Circle Radius (FCWR) method is one of several frameworks that can 

be used to calculate excursion distance. Different methods apply to different on-scene conditions. The FWCR method can actually be used even when all the chain isn’t on one side of the 

sinker. This is where knowing your AOR comes into play. If you know the current has just 

shifted direction, even if it’s a strong current, the situation may call for 1/4WCR, because although it’s a strong current, it hasn’t had time to move all the chain to one side of the sinker, so 

it’s likely only as far out as 1/4WCR. This is just one example, but keep in mind that the FWCR 

method can be used in many different situations, depending on how well you know your AOR 

and how comfortable you feel in selecting the applicable fraction based on the conditions. 

The information in the article differs from what is currently taught at NATON School, and 

that’s because a unit found a different way to do things particular to the conditions they experience. Units are certainly permitted to devise their own method of excursion that suits the particular conditions the unit encounters, provided the unit can explain their method and it reflects 

due care. Keep in mind, if the fix you obtained comes into question, you’ll need to be able to 

explain the method you used and show that you were exercising due care. If you’ve developed 

a method at your unit, please share it with NATON so we have the option of providing our students with the different methods being used in the field. 

In addition, we encourage units to test themselves for accuracy in positioning with excursion. 

To do this, position an aid you know you’ll be positioning at short stay using excursion first. 

Get a found fix using whatever excursion method applies, and then compare the CWC to AP 

distance with the MPP to AP distance you get when you position it at short stay. If you do this, 

please send the data to NATON. If we can start tracking real data on excursion, maybe we can 

develop an even better method. 

POSITIONING 
The AtoN Bulletin Volume 35, Number 3 

27 

POSITIONING 

I-ATONIS Update 

by Ms. Marie Sudik, NAVCEN 

Title 33 Part 72 Code of Federal Regulations requires the Coast Guard to publish the Light List. 

Since 1985 the National Geospatial-Intelligence Agency (NGA) has produced the Light List for 

the Coast Guard using a NGA database that houses Coast Guard maintained data. Over the 

years, coordinating the publishing from the NGA database has proven to be complicated. 

The latest release of I-ATONIS (Version 1.5, released January 2008) includes the functionality 

to generate the Coast Guard Light List directly from the I-ATONIS database. The recent upgrade to I-ATONIS 1.5 allows us to finally achieve our long-standing goal of publishing the 

Light List directly from CG data. Beginning in 2009, all future editions of the Coast Guard 

Light List will be generated directly from the I-ATONIS database and published by the Coast 

Guard Navigation Center (NAVCEN). 

As has been discussed for many years within our community, it is essential that information 

contained in I-ATONIS is accurate. This becomes ever more so important with the wide publication of this data through the Light List. 

To ensure the data is ready for public release, CG-541 requires Districts to certify their Light 

List I-ATONIS data as correct for all applicable aids within their area of responsibility. Each 

district shall provide certification via message traffic or memo to CG-541 no later than 15 September 2008. Job-aids to assist in the certification process are available at: http://

iatonis.uscg.gov/atnsweb/atonis.show_support

As a limited test of the I-ATONIS Light List generation capability, Volume V, Mississippi 

River System, will be published from the I-ATONIS database in order to identify and resolve 

any process issues that may be present. This volume will be released in Summer 2008. 

The pending transition to I-ATONIS data provides the opportunity for the Coast Guard to control the entire publication cycle. Our goal is to publish the Light List annually at the same time 

each year. With this goal in mind, the 2009 Light List will be published in January 2009 and 

will include all corrections made through the final 2008 Local Notice to Mariners. It is our intention to continue this publication cycle each year into the future. Since the 2007 Light List 

was not published until late in the fall of 2007, the Coast Guard will not publish a 2008 Light 

List. 

Thank you for your continued efforts to support the Aids to Navigation program. 

I-ATONIS specialists from the NAVCEN Charting Team will be available to assist districts 

with data certification. For further information contact Mr. Gene Diotalevi at (703)-313-5847 or 

Eugene.J.Diotalevi@uscg.mil or Marie Sudik at (703) 313-5813 or Marie.P.Sudik@uscg.mil. 
The AtoN Bulletin Volume 35, Number 3 

28 

SeaBeacon 2 System 6 RACON 

by EMCS Phillip McCall and EM2 Katherine Elgin, USCGC JOSHUA APPLEBY (WLM 556) 

The following information is in regard to the current electrical wiring connection procedures for 

the SeaBeacon 2 System 6 RACON. As per the Tideland Signal Corporation installation manual, this unit is using only the mandatory minimum field wiring required to allow for proper 

operation of unit and to provide lightning protection for internal electronics. The Racon Power 

and Data Cable is currently comprised of 9 conductors, all of which could be used for various 

signal assignments. This unit is only using the following conductors for operation of unit: 

1. Red Positive (+) Battery

2. Black Negative (-) Battery

3. Green Earth Ground for Electronics

4. Ground Strap Earth Ground for Electronics

All electrical connections, excluding the grounding strap, are made within a buoy mounted 

junction box that was fabricated by Delta Integration, Inc, and approved for use by the Coast 

Guard. The part number is BMJB 1174. Within this junction box, there are some minor flaws 

that will need to be addressed in order to keep the installation process easy and safe. See photos 

below for clarification. The flaws in question are as follows. 

1. The terminal board appears to be mislabeled 

on the negative (-) potential terminals for the 

solar panel. One of the terminal connections is 

listed as positive when it should be listed as 

negative. The same is true for the connection of 

a sound signal, if required. If the technician 

does not catch this error in time, a short circuit 

could occur, and possibly cause damage to all 

affected equipment on the buoy. Note on the 

photos how each half of the terminal board is 

electrically connected for required voltage potentials. 

TECHNICAL CORNER 

The bottom half of the terminal board (bottom 4 

terminals) should be a negative (-) potential. As 

you can see, the solar panel and sound positive 

conductors are incorrectly labeled. The top half 

of the terminal (top 4 terminals) should be a 

positive (+) potential. (Note the jumpers). 
The AtoN Bulletin Volume 35, Number 3 

29 

TECHNICAL CORNER 

2. There should be a provision within the CG junction box for connection of the earth 

ground for the electronics. This unit is currently grounding the negative potential on the 

terminal board in the junction box to the buoy hull via a separate conductor from the 

junction box. The Tideland Standard JB-5R Junction Box has this feature installed. 

 As always, we have managed to work around these issues to make the equipment perform as 

required. Feel free to contact CGC JOSHUA APPLEBY with any questions. 

The junction box has 4 large stuffing 

tubes for the larger power cables, four 

stuffing tubes for the solar panels, and 

a vent plug. It appears to be capable 

of protecting the electrical connections 

from the elements. 
The AtoN Bulletin Volume 35, Number 3 

30 

The Terminator 

by Mr. Jon Grasson, CG-432 and BMCM Bill Weir, NATON School 

Improperly installed wire terminations on 

lighted aids to navigation can fail, prematurely causing a discrepancy that is difficult 

to troubleshoot. The use of self contained 

lanterns will solve many of these problems, 

but many aids, including lighthouses, ranges 

and medium intensity signals will still use 

legacy components requiring quality terminations at the battery and equipment. 

Stranded copper wire is the preferred conductor on lighted aids due to its low electrical resistance, flexibility and wide assortment of sizes. Bare copper wire in a marine 

environment will oxidize (that greenish coating on the wire strands), which acts as an insulator 

on compression-type lugs. This oxide will wick up the conductor and make it difficult to make 

a new crimp termination when the old lug is cut off. When this oxide forms inside a spade or 

ring lug, the electrical resistance increases, limiting the current through that connection to the 

point that voltage drop is severe enough to cause the component to fail to operate. Tinned copper conductors offer superior protection to environmental corrosion; tin will still oxidize, but at 

a lower rate and the tin oxide does not act as an insulator so voltage drop through the lug is not 

an issue. So, for wires that are terminated in the field, only tinned copper conductors (wire 

strands appear silver instead of copper) should be used. Bare copper can be used if the wires 

are soldered to the lugs or a closed end lug is sealed with heat shrink tubing after being 

crimped. For units using a district-supplied lantern stand where the wire length is known, the 

best scenario is to make up some 12/2 SO cables of the appropriate length with soldered lugs at 

each end. If this cannot be done in-house, I can provide a suggested source of supply. Additionally, lugs can be soldered on the solar panel leads, but care must be taken to ensure that the 

stuffing tube can be slid over the lugs; otherwise the stuffing tube can be assembled on the cable before the lugs are attached. Wires that are terminated at devices with a clamp-pad or 

clamp-screw terminal (Range Power Box, Range Switch Box, etc,) should use tinned copper 

conductors. 

Lugs are available in tinned copper, which avoids the corrosion issue at the crimp and under the 

screw terminal and battery lug. Lugs can be purchased insulated or non-insulated. Insulated 

lugs are generally used if they are crimped in the field. Non-insulated lugs are used if heat 

shrink tubing is applied over the termination after the lug is crimped and/or soldered. When 

soldering, slide a piece of heat shrink up the insulated conductor, apply a liquid or paste rosin 

flux to the wire, insert into the lug, apply heat to the barrel of the lug and insert solder into the 

TECHNICAL CORNER 
The AtoN Bulletin Volume 35, Number 3 

31 

end of the barrel until it is drawn into the strands. Slide the heat shrink over the barrel after it 

cools and use a heat gun to shrink the tubing in place, sealing the insulation and lug to prevent 

moisture from wicking up the conductor. 

Four things must be considered when ordering lugs: wire size, insulated or non-insulated, type 

of lug and size of lug. With the exception of oversize lugs (for 8 AWG wire are larger), lugs 

are divided into three general sizes; 10-12 AWG, 14-16 AWG and 18-22 AWG. If insulated, 

they are color coded as yellow, blue and red, respectively. The proper size lug must be used; 

too large and the crimp will not contact all the strands and may be loose; too small and some 

strands will be broken or rejected when the wire is inserted. For components like flashers and 

lampchangers, I like to use the spring-spade or locking-fork lugs. The locking-fork looks like a 

spade or fork lug, but will clip in around the screw, allowing you to tighten it without holding it 

in place, yet also allowing easy removal. All of our flashers use number 8 screw terminals, so 

lugs should be sized accordingly. Minor aid batteries have either 3/8” studs (Delco) or 1/4” 

bolts (Sunlyte). Ring lugs work best on these applications. 

The proper crimper must be used when making field connections. An inexpensive “barrel” type 

crimper will not provide a suitable termination in the marine environment. The suggested crimper is the AMP ProCrimper III which accommodates all three insulated terminals discussed 

above. Different dies can be purchased if non-insulated lug terminations with heat-shrink tubing are made. Due to the difficulty of changing dies, more then one crimper should be purchased and labeled for the intended purpose (insulated lugs, non-insulated lugs, 10-22 AWG, 

etc.). 

TECHNICAL CORNER 

Insulated Spring Spade Non-insulated Ring Closed End 

Barrel Crimper AMP ProCrimper III 
The AtoN Bulletin Volume 35, Number 3 

32 

TECHNICAL CORNER 

Wires must be stripped with the proper tools. Linesman pliers, dykes and non-adjustable wire 

strippers can damage insulation or cut or nick wire strands which may prevent a complete crimp 

because the lug is sized for a specific range of wire diameters. Self-adjusting or stepped wire 

strippers (above) protect the conductors and provide a clean, square cut of the insulation. The 

amount of insulation removed from the wire should equal the barrel length “B” shown below. 

Removing too much insulation exposes the wire strands to the environment and removing too 

little may not allow an adequate crimp. 

Lugs for 6 AWG and larger conductors should not be soldered as it is difficult to apply enough 

heat for a good connection due to the mass of the lug and conductor. Use closed end lugs to 

seal the end of the conductor and apply heat shrink tubing to seal the insulation to the barrel. 

The compression lugs are easy to use in the field, but must be sized for the specific conductor 

and lug. Large closed end lugs require a specific crimping tool to ensure an adequate connection. Consult with the manufacturer’s recommendations when purchasing lugs. 

Now go out there and terminate properly, or you’ll be back!

Closed End Lugs Compression Lug Crimped & Heat Shrunk 
The AtoN Bulletin Volume 35, Number 3 

33 

User Activated Sound Signals 

by BMCS Eric Smith, ANT Coos Bay, Mr. John Barbieri, D13, and Mr. Jon Grasson, CG-432 

ANT Coos Bay recently installed a new VOSS (VHF 

Operating Sound Signal) system on the Chetco River 

Fog Signal. This was part of a widespread operation 

in District 13 to replace the VM-100 fog detectors 

with VOSS units. 

The VOSS system allows waterway users to activate 

a sound signal by keying their VHF radio as specified 

in the Light List, which contains comments in the remarks column with activation instructions. The signal will sound for the programmed time as advertised. 

All waterway users may activate the fog signal, but 

are not required to do so. 

This is a huge improvement over the VM-100 fog 

detector, which would activate due to dust, moisture 

or dirty sensors even on crystal clear days, spawning 

numerous complaints from those who live and play 

around the water. 

User activated sound signals were authorized for all Districts by CG-PWN (now CG-54131) in 

2004 and again in 2007 in the Maritime Short-Range Aids to Navigation Strategic Plan. The 

Strategic Plan called for reduction of fog detectors by 50% (based on 2005 levels), either 

through switching to user activated sound signals or through discontinuation, by 2015. 

To date, D13 has discontinued 24 fog 

signals and the all remaining fog signals have had the VHF call up devices 

installed. There are no VM-100 detectors remaining in D13. Additionally, 

all remaining fog signals have been 

turned down to the 1/4 mile setting and 

all have been "baffled" to landward. 

Fog signal complaints are now nonexistent. 

TECHNICAL CORNER 
The AtoN Bulletin Volume 35, Number 3 

34 

Pelican Hooks 

by BM1 Chris Wilcox, NATON School 

Most of the 175 WLMs and 225 WLBs have pelican hooks that were handed down by the 180, 

157, or 133 that they replaced. Depending on the quality of the old ship’s rigging log, you may 

or may not have much information about these hooks, including the size and manufacturer. 

Pelican hooks typically have a very long service life and just because your pelican hook is old 

doesn’t mean it’s not safe. That being said, there are a few units out there that have recently 

had a few problems. 

Unlike regular weight handling hardware, there are no published guidelines regarding the wear 

of a pelican hook. As in all rigging hardware, we at NATON recommend no more than 10% 

wear. To measure the wear, first close the pelican hook and set the bale. Pull up on the hook 

until it firmly contacts the bale. Take your calipers and using the inside diameter reading, 

measure the distance between the inside edges of the hook. Be sure to measure where the chain 

normally sits in the hook. If you know the original size of the hook, you will be able to determine the actual wear. Don’t forget to measure the wear points on the eye of the hook. If you 

don’t know the original size of your pelican you can still determine if the pelican is serviceable. 

To inspect, ensure the pelican hook is operating correctly, that it passes a visual inspection, and 

securely holds whatever size chain you use with the hook. 

Unlike many of our ANT boats, one size doesn’t work for all applications on a tender. The majority of tenders should have at least two different size pelican hooks. The size of these pelican 

hooks should be based upon the sizes of chain you might encounter. IAW the AtoN Tech Manual, buoy chain ranges from 1⁄2” up to 1 7/8”. Pull a TRLB for an ANT and you might encounter 1⁄2” chain. Transiting offshore, you could encounter 1 7/8” chain. Only you can make the 

determination of what your unit needs. To aid you in determining what sizes might be best for 

your unit, we have included a sizing chart that was provided to us by one of the largest suppliers 

of pelican hooks, Washington Chain & Supply. This chart is a representation of most of the 

pelican hooks available in today’s market. The important point is using an improperly sized 

pelican hook could result in running chain. This recently occurred on one of our WLMs during 

a test of the emergency lowing function of the inhaul winch. With a test load of 16,500 lbs applied to the winch and the hydraulic chain stopper in the up position, the hydraulic pressure was 

increased using the emergency hand pump. As the pressure built, the hydraulic brake released 

and the inhaul winch began to pay out. A pelican hook had been set as a back-up, but because 

it was sized wrong for the chain that was being used, the chain ran through the pelican hook until the test weight hit the bottom! The good news? Nothing broke and no one was hurt. As always, someone else’s MISHAP becomes a wake-up call for the rest of us. 

If you’re in the market for a new pelican hook you have several options. Of course we at NATON don’t recommend one supplier over another, but these three are a good place to start. 

http://www.blueoceantackle.com, http://www.listerchain.com, http://www.wachain.com. The 

stock system also carries pelican hooks, but it’s very difficult to ensure that you’re getting the 

BUOY DECK TRAINING TEAM 
The AtoN Bulletin Volume 35, Number 3 

35 

BUOY DECK TRAINING TEAM 

right pelican hook as information in FEDLOG is sketchy at best. No matter where you go, we 

recommend that you use the sizing chart that we’ve provided to order the correct sizes for your 

unit. 

Fiege or Electroline Fittings 

by BM1 Chris Wilcox, NATON School 

Recently while conducting some research on Esmet’s Electroline (Fiege) fittings, we discovered 

an interesting problem that we’d like to share with the field. We were reading an article on Esmet’s website http://www.esmet.com titled, "Mechanical Wire-Rope in Military Applications." 

The article stated that the Electroline fittings are 1.3 to 2.0 times the strength of the attached 

rope, depending on the fitting grade, and are rated to Improved Plow Steel (IPS) or Extra Improved Plow Steel (EIPS) ratings, depending on desired strength. After reading this we got to 

thinking, if there is such a variance in strength from IPS to EIPS, what would happen if we 

were using a higher grade such as Extra Extra Improved Plow Steel (EEIPS) or High Strength 

(HS)? We e-mailed Esmet’s engineers with the question, “What if a higher grade of wire rope 

is used such as EEIPS or HS?” Esmet’s response was when EEIPS rope is required, Esmet's 

policy is to move to the next size up in fitting strength and modify the sleeve to fit the required 

rope. An example of this would be if you had a 1" EEIPS rope, Esmet would recommend a 1 

1/8" fitting and custom manufacture the sleeve to a 1" internal profile. Esmet would use the 

charts for rope strength from their catalog to verify the next size up fitting falls within the 

R.B.S. (catalog breaking strength) of the EEIPS wire rope that you were using. 

So, you ask, what should we in the field do? We recommend that when you call Esmet to order 

an Electroline fitting, ask for the correct fitting for your wire rope size and grade to meet the 

required 5 to 1 safety factor. Don’t call with the model number of the fitting that you think you 

require. Place the responsibility in the hands of the Esmet engineers. These guys are the experts and they will know what you need. Again, always ensure that what you are using conforms to the 5:1 safety factor that is designated by COMDTINST. Electroline fittings are excellent products. We do not want them to be pulled from service because we were using the wrong 

fitting for the wrong application. 
The AtoN Bulletin Volume 35, Number 3 

36 

GOOD TIMES 

Photo Hunt! 

This edition of Good Times was contributed by LTJG Jeannie Killen from CGC JUNIPER. See 

if you can find the 10 differences between these two shots of the buoy deck! 
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