The 

Aids to Navigation Bulletin 

National Aids to Navigation School Winter/Spring 2009
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 

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

LCDR 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 

BMC C. Langeslay, Minor Aids... 2977

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: 

Spring 2009 - 30 March 

Summer 2009 - Phonebook 

Fall 2009 - 15 September 

Winter 2010 - 15 January 

Volume 36, Number 2 

 

 

 
The AtoN Bulletin Volume 36, Number 2 

1 

IN THIS ISSUE . . . 

NATON News.........................2 

News Clips..............................3 

Buoy Deck Training Team....18 

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

Positioning.............................27 

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

USCGC JOSHUA APPLEBY (WLM 556) steams past the Key West entrance buoy. Photo contributed by CWO Justin Vandenheuvel. 

On the Cover: USCGC HICKORY (WLB 212) recovers West Cape Shoal Buoy 1 (1CR), which 

broke free of its mooring during a storm and washed up on the rocks of Fox Island on the South side 

of the Alaska Peninsula. Upon arrival at the site, HICKORY sent a shore team to attach a hawser 

and pry the buoy loose using 4x4's and pry bars. In all, the buoy traveled thirty yards down the 

rocks to the shore where it was re-floated and recovered. Photo contributed by LTJG Colby 

Schlaht, USCGC HICKORY 
The AtoN Bulletin Volume 36, Number 2 

2 

Current Status of the Major Aids Courses 

by EM1 Carlos Negron, NATON School 

Hello AtoN Community; I wanted to take this opportunity to fill you in on all of the great 

changes taking place in the Major Aids Section of NATON. As some of you may be well 

aware, technology changes very quickly and in the AtoN world this is no different. The implementation of LED beacons throughout our waterways has changed the face of AtoN forever. As 

technology continues to improve so must we. This is why we are taking a long hard look at all 

of our courses and implementing changes as needed. Right now our Differential Beacon, Solar 

Power Lighthouse and AC Lighthouse courses are being reviewed and updated for the 21st century. This means new equipment, a revised curriculum and possibly a change in the length of 

the courses. Speaking of new equipment, we will soon have in our classroom the brand new 

VLB-44. This beacon is a high performance optic which has already replaced the VRB- 25 in 

some areas. 

“Expect the VLB-44 to use up to 1.25 amps per tier. Therefore, an 8 tier lantern will have a 

maximum current consumption of 10 amps. Voltage drop between the battery and lantern shall 

not exceed 0.35 volts. Use of a low voltage drop kit to increase the wire size between the lantern and charge controller, CAT V Load Center or Solar Distribution Box may be necessary. To 

prevent excessive voltage drop, keep the wire run between the junction box and the lantern as 

short as possible (2-3 feet). Consult with the Solar Design Manual, COMDT 

M16500.24” (Vega Industries Technical Data). 

You can check out more information on the VLB-44 at Vega Industry’s web site: http:/

www.vega.co.nz 

 The intent is to integrate this new piece of equipment into the revised course. The professional 

staff at Training Center Yorktown’s Performance Systems Branch is working diligently with 

our subject matter experts in order to bring about these changes. This will ensure that all of our 

students get the most updated information, with the best tools for the right amount of instructional time. Our goal is to provide excellent service to our students so they have all of the tools 

necessary to perform their duties. As the year progresses I will bring more updates, until then... 

...Keep the lights shining! 

NATON NEWS 
The AtoN Bulletin Volume 36, Number 2 

3 

NEWS CLIPS 

Cape Cod Canal Breakwater Light 6 

by SN Kevin Burt, ANT Woods Hole 

With a focal plane 43’ above the waterline, 

Breakwater Light 6 stands at the eastern entrance to Cape Cod Canal as mariners travel 

from Cape Cod Bay to Buzzards Bay. The 

structure is located approximately 1⁄4 of a mile 

down a jetty, off of Scusset Beach, and has recently undergone major renovations. 

In late July 2008, the Lighthouse Maintenance 

Group from ANT Woods Hole, MA removed 

the roof of the structure that covered the 35 

watt VRB-25. Found standing on only one 

stanchion, the roof made of fiberglass and 1⁄4 

inch steel angle iron was greatly deteriorated. The fiberglass was cracked due to sections of 

rust that flaked off. Ready to fall, this roof posed danger to the light it housed as well as to the 

personnel who serviced it. Additionally, several people fish along the jetty and could have also 

been injured had the roof collapsed. Once removed, EMC Whalen, DC1 Schafer and EM2 Carrington had the daunting task of carrying this 450 lb roof across the rock jetty. 

DC1 Schafer spearheaded the efforts to custom-make a new cover and hand-crafted this piece 

from aluminum. DC1 began by taping copy paper together to create a template. Without a metal 

shop and with limited tools such as a sawzall, drill, measuring devices and a TIG welder, the 

construction of the new roof began. Unable to work on-site, DC1 needed to use the measurements he took from the base of the structure and create this piece at the unit. Several days of 

fabrication ensued, with the end result being a new octagonal shaped roof measuring six feet in 

diameter. With pieces fabricated separately, this four-sectioned roof, weighing a fraction of the 

original, was far easier to transport and place 

on the top of Light 6. The total cost of the 

project came in around $1000, versus the tens 

of thousands more it could have required had 

it been contracted out. 

Once the roof was affixed to the structure, 

other members of the ANT repainted the entire fiberglass structure, giving it a fresh, 

bright red appearance. Visitors of Scusset 

Beach are able to walk down the jetty and see 

this light up close as well as the 15 35-watt 

solar panels located next to the light. 
The AtoN Bulletin Volume 36, Number 2 

4 

EUREKA! USCGC ASPEN Discovers a Piece of Heavy 

History 

by LTJG Jayna McCarron, USCGC ASPEN (WLB 208) 

March 13th started out as a routine day for CGC ASPEN, just 

standard buoy ops outside the 

quaint town of Eureka, California. This begs the question 

though, is buoy tending ever 

really “routine?” As ASPEN 

was relocating one of the entrance buoys in the bay, there 

was a little snag while uncovering the sinker; actually, it was 

an 1100 pound snag. 

Humboldt Bay LBB 5 was 

pulled up on deck with an ancient anchor entangled in the 

mooring chain. Sensing that this 

was an exceptional find, ASPEN brought the anchor onboard and notified the Humboldt Bay Maritime Museum about the discovery. After some research, the historians determined the anchor to be an Admiralty Patterned Stream Anchor. This 

design was originated in the 1800’s when the stock of an anchor was bent back and found to 

give better bottom penetration in soft areas. In the 1840’s the Royal Navy began using this style 

until switching to the Troutman 

Anchor in the 1860’s. The Illustrated Marine Encyclopedia states 

that the stream anchor was used in 

calm weather as a temporary hold 

for a variety of vessels. This was a 

preferred anchorage method because it was faster than raising the 

main anchors that weighed almost 

twice as much as the lightweight 

stream anchor. 

NEWS CLIPS 

CDR Wittrock, CO of ASPEN,, with the Historian of the Humboldt Bay 

Maritime Museum at the anchor’s new display spot by the town lighthouse 

The anchor sees daylight after more than 

100 years at the bottom of the bay 
The AtoN Bulletin Volume 36, Number 2 

5 

The Humboldt Bay Maritime Museum’s interest in the relic drove 

them further into the books to find 

out who lost the anchor so many 

years ago. Sailing vessels transporting fur were the most likely candidates for using the stream anchor in 

the Humboldt Bay area during this 

era. Records showed that there were 

twenty shipwrecks near the bar that 

were possibilities. The pool was 

narrowed down further to six candidates: the Collaroy lost in 1899, the 

Fidelity lost in 1889, the Edward 

Park lost in 1880, the Laura Pike 

lost in 1876, the T. H. Allen lost in 

1862 and the Success lost in 1860. 

This information led researchers to 

believe the anchor had been at the bottom of the bay for at least 109 years. It is speculated that 

the winter storms of late 2007 and early 2008 caused shifting of shoal areas and allowed the anchor to be recovered during this particular buoy evolution. 

To celebrate the induction of the anchor into 

the museum’s care, a ceremony was held on 

stage at Eureka’s Maritime Expo on September 

27th. During the presentation, CDR Steven 

Wittrock, Commanding Officer of ASPEN, 

said to the crowd, “we are happy to return this 

artifact to the maritime community that lost it 

over a century ago and restore this anchor to 

such appreciative citizens.” The anchor was 

placed on permanent display outside the 

town’s lighthouse for public viewing. 

These events go to show just how versatile 

buoy tenders are. The multi-mission platform 

is growing in diversity; adding archeology to 

its long list of operational capabilities and extending its commitment to excellence. 

NEWS CLIPS 

CDR Wittrock addresses the crowd at Eureka’s Maritime Expo 

Bringing the anchor on deck 
The AtoN Bulletin Volume 36, Number 2 

6 

NEWS CLIPS 

Buoy Tender in the Arctic 

by LTJG Ian Hanna and LTJG Tim Brown, USCGC SPAR (WLB 206) 

From August 18 to September 28, 

2008, SPAR embarked on a historic 

5,600-mile voyage that brought the 

ship and her crew to the far reaches of 

the Alaskan Arctic. As part of D17’s 

Operation Salliq efforts, SPAR conducted waterway surveys in the 

coastal communities bordering the 

Chukchi and Beaufort Seas. Salliq 

(pronounced sul-luck) is an Inupiaq 

Eskimo word meaning “the most 

northerly open ice free water as indicated by a dark sky.” SPAR’s trackline took her north from Kodiak to 

Demarcation Point at the Alaska/

Canada border, then along the Arctic 

coast stopping in the villages of Kaktovik, Barrow, Wainwright, Point Lay, Point Hope, Kivalina, Kotzebue, Little Diomede, Nome, 

and Gambell. SPAR also stopped at the famous Prudhoe Bay oilfields and at the Red Dog Mine 

Portsite, home of the nation’s largest zinc and lead mines. A crucial part of the waterway survey process was outreach to the Arctic native corporations, tribal leaders, and local governments in these remote villages and 

towns. The meetings helped to reestablish ties with the Arctic peoples 

who have had little interaction with 

the Coast Guard since the 1970’s. 

Navigating and operating a buoy tender in the Arctic is a significant challenge. There are no piers available to 

a WLB north of Nome, so SPAR was 

forced to spend 28 straight days underway or at anchor without mooring 

to a pier (7 days over the published 

WLB endurance limit). Food stores 

were flown into the LORAN Station 

at Port Clarence by an Air Station 

Kodiak C-130 and lightered by small 

boat to the cutter anchored offshore. 

Breaking ice near Icy Cape, Alaska 

Members of SPAR’s crew conduct community service at the 

Diomede Village School 
The AtoN Bulletin Volume 36, Number 2 

7 

NEWS CLIPS 

Fuel was taken from a commercial barge passing by that happened to have some extra diesel 

left over from the annual heating oil and generator fuel delivery to the North Slope. The nautical charts and navigational information in the Arctic are severely outdated, with the hydrographic information on many of the charts dating from the 1940’s and 50’s. In several instances, we anchored on charted land when in reality the ship was several hundred yards offshore in 40-50 feet of water. SPAR has developed a portable hydrographic survey system that 

is carried on both small boats (see “Taming Extreme AtoN at the End of the World,” Spring 

2007 AtoN Bulletin). The system was used extensively to enhance safety when approaching 

anchorages off of the Arctic villages. A National Oceanic and Atmospheric Administration 

(NOAA) Commissioned Corps officer trained in hydrography accompanied SPAR on this Arctic patrol, to assist with bottom surveying and the collection of corrections to the Coast Pilot 

and NOAA charts. 

This patrol was truly the trip of a lifetime. Crew members had the opportunity to attend the 

northernmost football game in the world as the Barrow High School Whalers took on the Valdez Buccaneers. SPAR’s crew worked on the electrical distribution system of Diomede village, 

and helped with other community service projects on several other stops. We observed at close 

hand the subsistence lifestyle of the Arctic, primarily whaling, fishing and hunting. Subsistence 

foods provide up to 80% of the food supply for an Arctic villager. While whaling is outlawed in 

most parts of the world, it is a way of life for the Inupiat and Yupik Eskimo peoples of the Alaskan Arctic. They have a phenomenal understanding of the ocean, ice, and animals honed over 

centuries surviving in this unforgiving land. Even the smallest changes in whale migrations 

caused by vessel traffic or ice coverage are noted and intuitively understood. 

We rounded out the trip working buoys and shore lights at Adak Island and False Pass. As if 

our trip wasn’t exciting enough, we intercepted a drifting NOAA weather buoy at 0200 on the 

morning we returned to Kodiak at the 

conclusion of our 42 day trip. As we 

returned home to start writing WAMS 

reports about our trip, HICKORY departed Homer to conduct a similar mission in the Norton Sound region around 

Nome. We could not have finished our 

trip without the support of HICKORY 

and the D17 staff, or the guidance of 

the Coast Guard’s true Arctic experts 

on HEALY. Thanks to them, we have 

the distinct privilege of counting ourselves among the few who have 

smelled dead whale carcass, encountered whalers, seen polar bears and the 

northern lights, anchored on charted 

land, and ventured to the far North. 

BM3 Hawkins gets his bearings at the U.S./Canadian border in 

the Arctic near Demarcation Point, Alaska 
The AtoN Bulletin Volume 36, Number 2 

8 

JUNIPER, KATHERINE WALKER and ANT New York 

Extend New York’s Ambrose Channel 

by ENS Beau Belanger, USCGC Juniper (WLB 201) 

For 41 years the entrance to New York’s Ambrose Channel has been marked by an Ambrose 

Light Tower, guiding vessels to the 3rd busiest waterway in the United States. Before the tower, 

the Ambrose Lightship marked the entrance since 1908. However, on July 28, 2008, the tower, 

damaged by a recent allision, was fully removed. With the help of divers and commercial tugs 

Sea Wolf, Sea Bear and Miss Yevett, the tower was disestablished. The cost to maintain the 

tower coupled with the compound damage done by vessel collisions on three separate occasions 

spurned its disestablishment. 

The most recent allision occurred in November 2007 when the tanker Axel Spirit severely damaged the tower’s stanchions, rotating light and anchorage. The demolition of the Ambrose 

Light Tower marked a new era for the Ambrose Channel, which had been largely unchanged 

since 1899. With the combined on scene efforts of JUNIPER, KATHERINE WALKER, and 

ANT New York, over 40 aids to navigation were established, relocated or renumbered to extend 

the Ambrose Channel 2.5 nautical miles beyond its original reaches. The most prominent 

changes within the channel were the disestablishment of the tower, the establishment of four 

new buoy gates, and the relocation of the “A” entrance buoy and 11 other buoys within the 

Ambrose area (see diagrams below). 

New Entrance to Ambrose Channel 

NEWS CLIPS 
The AtoN Bulletin Volume 36, Number 2 

9 

NEWS CLIPS 

Relocation of Surrounding Buoys 

The Ambrose Extension Project was a four-month undertaking that required extensive planning. 

The original plan to improve the channel consisted of dredging it to depths of 45 ft to 52 ft so 

that larger container ships could enter New York Harbor. However, to accomplish this, the 

channel also needed to be extended 2.5 NM due to the shallower depths outside the original 

channel. At this point, the Coast Guard became a key player in the project and ATONORDER 

01-08-064 was drafted. To extend the channel, new buoys needed to be established and the 

entrance buoy needed to be pushed further out. The changes spread out into the precautionary 

area and traffic separation scheme, requiring five additional buoy modifications. These buoys 

included the Fishing Grounds 5 and 6, NY Bight Dumping Ground 3, and the Nantucket and 

Barnegat traffic lane buoys. 

In order to renumber the entire Ambrose Channel, establish 2 new gated pairs, and move the 

required buoys, a coordinated effort between ANT New York, KATHERINE WALKER and 

JUNIPER was needed. The project break-down called on ANT New York to renumber the 

buoys within the channel that otherwise stayed the same. At the same time, JUNIPER would 

reposition the Ambrose RW “A” entrance buoy, establish Ambrose gated pair 1 and 2, disestablish Ambrose 2A and 3A, and relocate the approach buoys surrounding the precautionary area. 

KATHERINE WALKER was to establish gated pair 3 and 4 and relocate Ambrose 1A, 11A, 

12A, 5 and 6. Due to the importance of the waterway and the high volume of commercial traffic utilizing the channel, the work needed to be completed as quickly and seamlessly as possible. The week of 20-24 October was chosen to get the work done. 
The AtoN Bulletin Volume 36, Number 2 

10 

NEWS CLIPS 

October 20th dawned with JUNIPER on scene at the Ambrose “A” entrance buoy seeing 30 kts 

of wind, 2.5 kts of current, and 5-8 ft swells. Though weather conditions weren’t ideal, the 

units were able to proceed. JUNIPER pressed through the weather to reposition the Ambrose 

“A” entrance buoy while KATHERINE WALKER made her way to establish the 3 and 4 

buoys. Simultaneously, ANT New York began renumbering the buoys further up the harbor. 

With precise coordination, outstanding flexibility and unwavering dedication, the team was able 

to complete the monumental project in a mere three days’ time. 

The changes made to Ambrose Channel were greatly appreciated, for the most part, by local 

mariners. The Sandy Hook Pilots were especially grateful and commented on the vast improvement the project made to the waterway. On the other hand, other mariners expressed the “if it’s 

not broken, don’t fix it” mentality. However, Ambrose now provides mariners with a deeper, 

longer channel that can be more easily and safely navigated through, which will ultimately help 

to decrease the number of mishaps and money spent on maintenance. In the long run, the 

Ambrose extension project will be remembered for its positive improvements to one of the 

world’s busiest waterways. 

The project inspired the following song to get into the holiday mood created by SN Harrison 

Flynn, SN Terrence Daignault, and LTJG Jeannette Green 

The 12 Days of Ambrose 

by SN Harrison Flynn, SN Terrence Daignault, and LTJG Jeannette Greene 

On the first day of Ambrose my Captain gave to me... A BMC yelling at me. 

On the second day of Ambrose my Captain gave to me... Two lighted buoys, and a BMC yelling at me. 

On the third day of Ambrose my Captain gave to me... Three concrete sinkers, two lighted 

buoys, and a BMC yelling at me. 

On the fourth day of Ambrose my Captain gave to me... Four nice Carmanahs, three concrete 

sinkers, two lighted buoys, and a BMC yelling at me. 

On the fifth day of Ambrose my Captain gave to me... Five shots of chain, four nice Carmanahs, three concrete sinkers, two lighted buoys, and a BMC yelling at me. 

On the sixth day of Ambrose my Captain gave to me... Six scrapers scraping, five shots of 

chain, four nice Carmanahs, three concrete sinkers, two lighted buoys, and a BMC yelling at 

me. 
The AtoN Bulletin Volume 36, Number 2 

11 

NEWS CLIPS 

On the seventh day of Ambrose my Captain gave to me... Seven shiny swivels, six scrapers 

scraping, five shots of chain, four nice Carmanahs, three concrete sinkers, two lighted buoys, 

and a BMC yelling at me. 

On the eighth day of Ambrose my Captain gave to me... Eight grumpy riggers, seven shiny 

swivels, six scrapers scraping, five shots of chain, four nice Carmanahs, three concrete sinkers, 

two lighted buoys, and a BMC yelling at me. 

On the ninth day of Ambrose my Captain gave to me... Nine solar panels, eight grumpy riggers, seven shiny swivels, six scrapers scraping, five shots of chain, four nice Carmanahs, three 

concrete sinkers, two lighted buoys, and a BMC yelling at me. 

On the tenth day of Ambrose my Captain gave to me... Ten sheets of retro, nine solar panels, 

eight grumpy riggers, seven shiny swivels, six scrapers scraping, five shots of chain, four nice 

Carmanahs, three concrete sinkers, two lighted buoys, and a BMC yelling at me. 

On the eleventh day of Ambrose my Captain gave to me... Eleven runny noses, ten sheets of 

retro, nine solar panels, eight grumpy riggers, seven shiny swivels, six scrapers scraping, five 

shots of chain, four nice Carmanahs, three concrete sinkers, two lighted buoys, and a BMC yelling at me. 

On the twelth day of Ambrose my Captain gave to me... Twelve buoy critters, eleven runny 

noses, ten sheets of retro, nine solar panels, eight grumpy riggers, seven shiny swivels, six 

scrapers scraping, five shots of chain, four nice Carmanahs, three concrete sinkers, two lighted 

buoys, and a BMC yelling at me. 

Editor’s Note: Busted! Don’t even TRY to tell me you weren’t just singing along with the JUNIPER crew! 

JUNIPER establishes the Ambrose Channel “1” Buoy 
The AtoN Bulletin Volume 36, Number 2 

12 

Implementation of GAPPS 

by LTJG Timothy Dolan, USCGC KUKUI (WLB 203) 

This past summer, KUKUI spent 6 

weeks in and around Guam serving as 

the primary offshore search and rescue unit for the Western Pacific while 

SEQUOIA was dry docked in Yokosuka, Japan. During this period, KUKUI patrolled the outer boundaries of 

the U.S. and Commonwealth of the 

Northern Marianna Islands (CNMI) 

Exclusive Economic Zones, conducted several High Interest Vessel 

(HIV) escorts, led search and rescue 

and debris recovery efforts for a 

downed B-52, and carried out aids to 

navigation maintenance in Guam and 

the Northern Marianna Islands. 

Amongst many other things, KUKUI’s deployment was significant because it marked the first 

operational use of the GPS Autonomous Point Positioning System (GAPPS) since it was implemented as an official positioning source by the Coast Guard on 14 July 2008. 

The Fourteenth District Area of Responsibility (AOR) is amongst the largest in the Coast 

Guard, yet it has only three Differential Global Positioning System (DGPS) beacons. Two beacons are located on the Big Island of Hawaii at Pahoa and Upolu point and the third is located at 

Kokole point on Kauai, Hawaii. While the beacons provide full coverage for the main Hawaiian Islands, areas such as the Northern 

Marianna Islands, Midway Atoll, 

Johnston Atoll, and American Samoa 

fall well outside of their 265 nautical 

mile range. To be precise, Apra Harbor, Guam is approximately 3360 nautical miles from Kokole Point (the nearest DGPS beacon site). 

Up until recently, the Coast Guard relied upon the Tender Deployable DGPS 

(TDDGPS) to obtain a differential GPS 

correction in areas outside the range of 

an established DGPS beacon. The 

TDDGPS worked on the premise that a 

NEWS CLIPS 

SNBM Jason Ruffenach assists SN Richard Macaraeg in servicing 

the light on Apra Harbor Entrance LB 1 

BM3 Joseph Noreikas lowers Apra Outer Harbor LB 5 as KUKUI prepares to reset the aid on station 
The AtoN Bulletin Volume 36, Number 2 

13 

portable antenna set up on nearby 

land could be used to correct for errors in global positioning data received by satellites. Although the 

TDDGPS worked, it proved to be 

problematic because the portable 

antenna had to be positioned stationary on land, it had to be positioned 

in sight of the cutter, and proper set 

up typically took 3 to 4 hours. To 

remedy these issues, the Coast 

Guard looked into using a new system known as GAPPS. 

Leading up to KUKUI’s deployment, GAPPS was still in a prototype and testing phase. As such, KUKUI’s use of GAPPS to position 15 buoys in Guam, Saipan, Tinian, Rota, and Kwajalein marked the 

first operational use of GAPPS since it was 

implemented as an official positioning 

source. Although GAPPS requires use of a 

quick and simple correction sheet to account 

for the 109.36 yard error associated with a 

GPS fix, the new system is much more user 

friendly, takes up less space, and requires 

significantly less time for setup. In essence, 

having GAPPS is like having your own differential site on the bridge. 

On a truly multi-mission platform, GAPPS 

significantly enhances the operational capabilities of the unit whether it is working aids 

to navigation with the cutter, the small boat, 

or the dive team. 

NEWS CLIPS 

BM3 Joseph Noreikas puts Apra Outer Harbor LB 5 at the stbd rail

BM3 Joseph Noreikas directs the movement of Apra 

Outer Harbor LB 5 as it is shifted across the buoy 

deck
The AtoN Bulletin Volume 36, Number 2 

14 

ANT Sitka Teaches Valuable Survival Skills 

by BM1 Derrick Borel, ANT Sitka 

In Sitka Alaska, surviving nature's elements is a way 

of life. Local schools start teaching children survival 

skills and techniques in elementary school. Each 

year, ANT Sitka, along with many other volunteers, 

spends several days with third and fifth graders. We 

spend several days going over cold water survival, 

wilderness survival techniques, shelter building, and 

how to make fires from cold, wet wood. A few days 

later, the team spends about three days working with 

the third graders, focusing on cold water survival. 

Members of the ANT, along with other volunteers 

from the local community, show the kids the proper methods of donning life jackets, boarding 

life rafts, and donning cold water immersion suits. This includes a day in the harbor where the 

kids get the opportunity to practice what they have 

learned over the last few days in the warm waters 

of the school pool. During the harbor swim, members from ANT Sitka spend several hours in the 

45-50 degree water while the kids float around 

them in their immersion suits. 

With the main industry in Sitka being fishing and 

the remote location of the town, the only way in is 

to fly, hike, or ferry. The odds of children having 

to spend a few nights in the woods or falling into 

the water during a fishing trip with mom and dad 

are better than slim, so the skills that they learn could save their lives or their families’ lives. 

Each member of the ANT goes through a week long wilderness survival school to teach them 

the techniques of survival in the event that something may happen. On several occasions, ANT 

members have had to use their skills when out 

hunting in the local area and the weather picked 

up, or the helicopter that was scheduled to pick 

them up at an aid was diverted or could not get 

back due to weather. 

The members of ANT Sitka feel that the training 

they are providing to the students is valuable and 

could very well save a life someday. 

NEWS CLIPS 
The AtoN Bulletin Volume 36, Number 2 

15 

NEWS CLIPS 

ANT Sitka’s Changing Missions 

by BM1 Derrick Borel, ANT Sitka 

A few months back, Aids to Navigation Team (ANT) Sitka received the CG 41328 from Air 

Station Sitka. Upon receipt of this platform, the members of ANT Sitka overhauled the boat, 

putting in two new engines, scrubbing the bilges, painting the interior and completing general 

maintenance that had been neglected for several years. Before the 41328 arrived, ANT Sitka 

had only seven people assigned to the unit; now the unit is billeted for 13. The purpose of the 

41 is to provide Air Station Sitka with a training platform. Before the 41, ANT Sitka only flew 

with Air Station Sitka to service aids in Southeast Alaska; now we help train the flight mechanics and the rescue swimmers on a weekly basis. On average, we spend between 10-15 hours a 

week conducting hoist exercises and being a standby platform for the helicopter crews. All of 

this, and ANT Sitka is still able to maintain a 100% aid availability rating and stay ahead of 

AtoN maintenance. 

Since the arrival of the 41, ANT 

Sitka has also received the 26' 

TANB. This has also changed 

the mission of the ANT. Before 

the 26' TANB, ANT Sitka had 

only two buoys, which we 

worked from a 23' UTL. Now 

the unit is able to assist other 

units in Southeast Alaska by 

helping to disestablish aids that 

are not needed in the winter 

months. In October 2008 a crew 

ferried the boat to Juneau, AK to 

assist CGC ELDERBERY in removing the Mendenhall Bar 

Buoys from service for the coming winter. With the addition of 

the 26' TANB, ANT Sitka is able to increase the range of operations and jobs that this prior 

“Flying ANT” can perform, including search and rescue (SAR). 

With the new boats and new crew, ANT Sitka was able to assist Sector Juneau in executing four 

SAR cases during the fall of 2008. These cases included saving one person who fell off the side 

of his boat while fishing. The members of ANT Sitka came across the person in the water 

while out conducting training on the boats. There were no other boats around to assist the person, and he was not wearing a lifejacket or cold water survival clothing. ANT Sitka will still be 

known as the “Flying ANT;” however, the addition of these assets make every person assigned 

to the unit better versed in all aspects of the boat forces community. 
The AtoN Bulletin Volume 36, Number 2 

16 

NEWS CLIPS 

Coast Guard Units in Hawaii Save Energy While Saving 

Lives 

by PA3 Angela Henderson, District 14 Public Affairs 

A growing concern in the United States is the impact of rising 

energy prices on households and the economy. Gas prices have 

reached record highs. It seems that everything from toothpicks 

to televisions has become too expensive. The U.S. Coast 

Guard takes pride in its ability to save people and the environment, so why not help save energy costs for taxpayers? The 

Fourteenth Coast Guard District, which encompasses 12.2 million square miles and has its headquarters in Honolulu, is joining the overall Coast Guard initiative to “go green.” 

“The world is constantly changing, and the Coast Guard is doing its best to help protect the marine environment, recycle and 

use less energy,” said Senior Chief Petty Officer David 

Garrett, the officer in charge of Aids to Navigation Team 

(ANT) Honolulu. 

Fourteenth District crews are tasked to develop, establish, operate, and maintain 443 aids to navigation. The aids to navigation system helps recreational and commercial mariners determine their position, enjoy safe passage on the water and avoid 

obstructions. The system is vigilantly maintained by crews on 

three 225-foot Seagoing Buoy Tenders, located in Honolulu 

and Guam, an Aids to Navigation Team (ANT) from Honolulu, and personnel at the district’s waterways management 

branch. 

The Coast Guard has long utilized solar technology to provide 

mariners with safe and reliable waterways. In June 2007, The U.S. Coast Guard Maritime 

Short-Range Aids to Navigation Strategic Plan was released and set a course for implementing 

various technologies that would provide the best service for mariners while ensuring the best 

return for the taxpayer. One of the main requirements of the plan was to introduce and require 

certain lighted aids to use a light-emitting diode (LED), about the size of a wall clock, instead 

of the longstanding traditional lanterns. 

 The traditional lanterns are made, for the most part, of fiberglass, metal, mechanical parts and 

plastic. The LED, in contrast, is made of metal and a hard plastic, with no mechanical parts, 

which makes the light more durable, said Petty Officer 3rd Class Brian Guevara, a boatswain’s 

mate at ANT Honolulu. 

Merry’s Point Light standing tall at 

the entrance to Pearl Harbor 
The AtoN Bulletin Volume 36, Number 2 

17 

The conversion of commercially-powered aids to navigation to an LED solution has the potential to reduce monthly utility costs by approximately $500 per light as well as save time and labor, said Garrett. Every dollar saved helps when the overall cost to taxpayers for servicing these 

aids is realized. For example, it costs roughly $4,500 per hour for a buoy tender to go out to sea 

to service an aid, which does not take into account member benefits and fuel, among other 

costs. “We often send a team out by boat or vehicle to replace a single lamp on a traditional 

lantern,” said Petty Officer 1st Class Kate Bogle, a marine information specialist at the district’s 

prevention division. 

The cost of the lamps is yet another factor. The traditional lantern lamps usually last one or two 

years; however, the LED lights can last 10 years, said Bogle. “The LEDs, which operate on 

solar power, will help eliminate the reliance on shore power and will also reduce unnecessary 

and dangerous trips to secluded lights,” said Bogle. 

Garrett said the time saved by not having to make unnecessary trips will allow buoy tender 

crewmembers to devote more time to other important work, including protecting the environment, search and rescue and law enforcement. 

The process of changing over to LEDs has already begun. On May 28, 2008, Maui’s McGregor 

Point Light became the first light in Hawaii to receive this LED technology and be removed 

from the grid. Merry’s Point Light at Pearl Harbor was the first to be converted on Oahu from 

lantern to LED on Sept. 11, 2008. The third light on the list to swap over to LED is the Lahina 

Lighthouse on Maui. “I take great pride in ensuring that these lights function properly. Saving 

taxpayers’ dollars makes me even 

happier,” said Guevara. 

Thousands of recreational and 

fishing vessels, cargo and cruise 

ships transit through the district’s 

ports and waterways. The Coast 

Guard helps to ensure the maritime transportation system flows 

smoothly and effectively – without breaking the bank. 

NEWS CLIPS 

BM3 Brian Guevara, BMCS David 

Garrett and SN Jason Lindbom of ANT 

Honolulu hold an LED at Diamond 

Head Lighthouse 
The AtoN Bulletin Volume 36, Number 2 

18 

BUOY DECK TRAINING TEAM 

News from the BDTT 

by BM1 Christopher Wilcox, NATON School 

Buoy Deck Supervisor Course 

As some of you may have heard, the ANC-BDS (Buoy Deck Supervisor) course has gone exportable. The biggest change is instead of the training primarily focusing on basic rigging, it 

will now cover the core fundamentals required to earn the certification of BDS. Like our current Construction Tender and River Tender non-resident courses, the new BDS course will utilize a voluntary host cutter. It will be held four times a year at various WLBB/WLB/WLM 

homeports with a maximum capacity of twelve students per class. The new course will be a 

very full five days long. The training will consist of a couple of days of classroom and lots of 

hands on. Students will be taught many things including advanced rigging and inspection fundamentals, special operations, proper oxy/acetylene techniques, and buoy chain management. 

Students will also install both Electroline fittings and epoxy poured sockets. The most important portion of the week will be the last two days, when the students will work on deck perfecting their BDS skills, including crane angles, the proper use of crossdecks and inhaul winches, 

and personnel management and safety. Each student will be afforded the opportunity to complete at least one buoy evolution. 

The pilot course was held the week of 05 January, the host cutter being CGC FRANK DREW. 

Speaking of FRANK DREW, we would like to send out our most sincere thanks to the crew of 

the FRANK DREW for their hospitality and participation with special thanks to CWO4 Etiemble and BM1 Greer; they were most gracious hosts. The course was a learning experience for 

the BDTT as well as the students. Being that this was the pilot course, we asked each student to 

spend some extra time on their course evaluations. We received excellent feedback from them, 

feedback that will be used to better the course. The first three and a half days were spent between the classroom and the cutter, with the last day and a half spent on the buoydeck going 

through complete buoy evolutions with each student breaking in as BDS while the rest of the 

class filled in as riggers. 

The BDS course has traditionally been offered to our ANT’s, especially those with a BUSL. 

We will continue this policy with the new exportable course. Although the buoy deck evolutions are different, there will be many topics covered that will be extremely beneficial to those 

at an ANT. Some of these relevant topics will be the installation of end fittings such as the 

Electroline (fiege) and epoxy poured socket, outfitting a buoy, the inspection process of wire 

rope, slings, and rigging hardware as well as sound rigging practices. We’re looking forward to 

seeing all of you up and upcoming BDS candidates at one of our new classes. 
The AtoN Bulletin Volume 36, Number 2 

19 

Synthetic Slings 

BMC Jason Wyglendowski just completed some interesting research on synthetic slings. 

Unlike new chain and wire rope slings, a newly manufactured synthetic sling is not required to 

be proof tested. Why is this? When synthetic slings are manufactured they are usually done so 

in lots. Say Slingmax is making one hundred slings out of the same spool of polyester fiber. 

They are only required by American Society of Mechanical Engineers (ASME) standards to 

proof test 10% of the slings manufactured from that lot. There is an exception to the rule. If 

you have a custom-made synthetic sling made for your unit, it must be proof tested by the 

manufacturer and a certificate of inspection must be provided. What is a “custom-made synthetic sling?” A typical example would be a synthetic sling that is manufactured with additional 

hardware, say for example a hook and master link. If you’re not sure, contact any of the members of the BDTT. Just remember, Coast Guard standards still require you to proof test all of 

your slings, including synthetics, biennially to 200% of the WLL (Working Load Limit). 

While we’re on the topic of synthetic slings, here is some additional information regarding new 

synthetic slings versus new wire rope or chain slings. A wire or chain sling is considered in service as soon as it comes aboard your unit. A synthetic sling is considered in service when you 

first break it out. In other words, if you buy a new synthetic sling and store it in a cool dry 

place for a year before placing it in service, the biennial proof test clock doesn’t start to run until the day it’s placed in service. 

One last note; it’s rarely cost effective to proof test an old synthetic sling. Make certain that 

you compare the price of a new synthetic sling with the cost of a proof test. In almost every 

case it will be more cost effective to take the old sling out of service and replace it with something new. 

Special D9 BDTT Visit 

The Buoy Deck Training Team recently completed a marathon three-week trip to the Great 

Lakes to provide training to BRISTOL BAY, MOBILE BAY and BUCKTHORN. In the past 

the BDTT has only worked with the WLB, WLM, and WLBB classes of cutters. Working with 

these legacy cutters provided us the chance to work buoys “the old fashioned way.” It was a 

great learning experience for all of us, and we were able to obtain some great video footage that 

will be used to update the training material that we present to the entire AtoN fleet. The welcome that we received from all three of these fine cutters was top shelf. We are all greatly appreciative of the hard work that the crews put into our visit and all the knowledge and experience they shared with us. Stay warm this winter and watch out for the mysterious Yetti (aka 

BMC Wyglendowski) frolicking across the ice. I have heard there have been numerous sightings in all your homeports. 

As always, if you ever have any questions shoot us an e-mail or give us a call; CWO Merrill 

and the rest of the team always look forward to hearing from you. 

BUOY DECK TRAINING TEAM 
The AtoN Bulletin Volume 36, Number 2 

20 

Close Call on the Buoy Deck 

by SN Sean Tully, USCGC ALDER (WLB 216) 

Hello All! Greetings from the mighty USCGC ALDER! I thought I would take some time out 

of my day to put a story to paper. Not only to do that, but to relay an event to you all that will 

help us remember that the work we do in this hazardous field is not always a walk in the park. 

From the buoy decks of the Juniper Class 225’ or the faithful 140,’ or indeed any asset, we have 

all heard about mishaps or accidents happening. But have you ever been a part of one? I can 

tell you that I have. 

It didn’t happen the way one may think. There were no rough seas, no gales blowing, and no 

rogue waves. It was a calm, seventy degree summer afternoon off the shores of beautiful Sturgeon Bay, WI. The hard working deck force, myself included, were making the buoy deck 

ready for the deployment of a foam buoy equipped with a new carmanah. As things go when 

setting up the buoy deck, we followed our AtoN checklist to a “T.” The port side cross deck 

was run out and placed through a snatch block. Slings and taglines were brought out on deck 

for deployment of the buoy; the crane was broken out and made ready. And finally, at least the 

last thing I took part in breaking out for that evolution, was the in-haul chain. 

This procedure was an incidental part of every AtoN deployment or retrieval I had ever worked 

on; or so it seemed at the time. At this particular point in time, one of the riggers on deck 

would be called upon to remove the locking hook from a piece of line hanging from the guard 

rail in front of the in-haul roller. By locking hook, I mean the shurlok hook on the bitter end of 

the in-haul chain that attaches to buoy chain during a retrieval or deployment. 

Well, I was that rigger, fully prepared to remove said hook from the piece of synthetic line it 

was hanging from. The line was five-eighths in circumference with a tensile strength of approximately 12,000 lbs, so needless to say, it was pretty strong stuff. I stood there, ready to 

grab the hook and fake out the chain as it was paid out to us. The BDS gave the hand signal to 

come “in” on the in-haul winch. As soon as he did this, I heard someone else behind me shout 

“NO!!!” and then heard something that sounded much like a gunshot. 

Not knocked off of my feet, but rest assured windless; I held my right side and began screaming 

obscenities. My BM1 ushered me right up to the BDS and then straight to the corpsman. It 

was hard to breathe for 10 minutes or so and my right side hurt a lot! From what I could see 

from pictures later on my side looked like a moderately bruised piece of meat. 

Within minutes, the corpsman and I were med-evaced off of the ship and taken to the nearest 

emergency room in Sturgeon Bay by one of the Junior Officers from the crew of the MOBILE 

BAY. The check-in process took a matter of minutes and I was taken to a bed. They immediately took blood and urine samples from me. Afterwards, two IV’s were placed on my arms and 

my blood count was monitored for four hours while I was on pain medication. All of these proBUOY DECK TRAINING TEAM 
The AtoN Bulletin Volume 36, Number 2 

21 

cedures were done to verify that I wasn’t bleeding internally. 

Thank God, I was not! I was spared that agony. I was saved! Saved by a Type 3 Personal Flotation Device. By a life jacket and the strobe inside of the right lower pocket. The strobe was 

still wrapped in its parachute line but shattered into four pieces. If I had not been wearing the 

required safety gear that day, my predicament would have been a whole other story, and probably not such a lucky one. 

I’m still here, still strong, and still working AtoN. And proud of it! This story is to remind us 

that in any part of any evolution or job that we do, when safety is involved we cannot take 

those procedures for granted. Every part of every evolution, no matter how small or insignificant it may seem, is important. I think it’s safe to say I’m proof of that. 

A Note from the Buoy Deck Training Team 

by BMC Jason Wyglendowski, NATON School 

This is a fine example of how a small, mundane task can turn deadly in a flash! We in the Buoy 

Tender fleet do things like this many times a day and think very little about it. How many times 

have you stood directly in front of the in-haul/cross deck winch while the hook was slacked so 

you could remove it from its tether? The only thing at that point keeping you from a possible 

injury is someone pulling the lever in the correct direction. 

The moral of the story is to always keep your guard up; stay out of the “I have done this a thousand times” state of mind. We in the AtoN fleet do an outstanding job of keeping each other out 

of harm’s way. That said, if you do something enough times, you’re bound to run into issues; 

just continue to use common sense and the training you have been given. Lastly, never, ever 

get complacent when it comes to safety and following proper procedures. 

BUOY DECK TRAINING TEAM 
The AtoN Bulletin Volume 36, Number 2 

22 

TECHNICAL CORNER 

Radio Controlled Fog Detectors – A Needed Upgrade 

 by SN Sarah Cashwell, STANT Muskegon 

The days of light keepers standing watch and 

monitoring the slightest mood changes of the 

vast seascapes have long since become a timehonored memory of the past. As the 1970’s 

gave way to the 1980’s, the VM-100 Fog Detector was created. This useful invention is a 

microprocessor-controlled meteorological instrument capable of measuring visibility 

through the atmosphere by using the “back scattered light principle” (VM-100 Fog Detector 

Technical Manual). Though extremely useful, 

the fog detector proved to have a problematic 

existence. Routine maintenance is needed and 

eleven tools are required in order to assemble 

and install this complex twenty-two pound instrument. Soon the Coast Guard would upgrade 

this equipment. In the spirit of the theory “Work 

smarter, not harder,” we founded the Radio Activated Fog Detector. 

There is an excellent Aids to Navigation Team 

at STANT Muskegon. The area of responsibility that the Muskegon staff oversees includes 

thirteen fog signals located throughout a twohundred mile range on the west coast of Michigan, from Frankfort to Michigan City, IN. Three of the fog signals are radio controlled, while 

the other ten have the original VM-100 Fog Detectors. In 2008, all fog horn discrepancies we 

received arose from the VM-100’s; no repairs were needed on the new Radio Activated Fog 

Detectors. In the Station Muskegon Calendar Year 2008 Discrepancy Response Report, the 

problems that arose from the fog detectors included a myriad of discrepancies such as decommissioning due to pier head icing and a series of false reports. Because of the amount of discrepancies associated with the VM-100 Fog Detectors compared with the radio controlled units 

(RCU’s), which have yet to cause a discrepancy, it is evident that the RCU’s are a very convenient and safe option for navigational instruments. It is the priority of the Coast Guard to uphold 

the highest standard of safety and quality for those that need navigational assistance, which is 

why this station continues upgrading the fog detectors with the more reliable Radio Activated 

Fog Detectors. In light of the pros and cons of the RCU in comparison with the stand alone 

VM-100 Fog Detector, it is not hard to see which instrument is preferred for regulatory use. 

The VM-100 (top) and the Radio Unit (bottom) 
The AtoN Bulletin Volume 36, Number 2 

23 

The desired outcome of any aid to navigation is 

a dependable means of assistance to the common mariner. The stand alone VM-100 provides assistance to the mariner, but it may not 

always detect fog when fog is, in fact, visible. 

The reason for a discrepant VM-100 can range 

anywhere from dirty optics to faulty calibration. The Radio Activated Fog Detector gives 

mariners the choice of if and when to utilize 

this form of navigational help, but unfortunately it cannot be used if the mariner does not 

possess a VHF radio. The Radio Controlled 

Fog Detector is designed to activate foghorns 

by keying the very common VHF radio five 

times while on channel 79a, which then activates the FA-232 or ELG-300 sound signal, 

which can be heard for up to a half mile for a 

single FA-232 and 4 nautical miles for an 

ELG-300/04. By using the VHF method, this 

aid is activated for a period of thirty minutes, 

after which the activated assistance automatically shuts off. The radio unit itself is a new 

and convenient form of navigational collaboration in which maintenance is minimal and extremely basic; assembly or repair of the unit only requires one screwdriver. The only vital form 

of maintenance required is the annual removal of any accumulated dust and an inspection to 

confirm that all connections are, in fact, tight and not corroded. 

. 

As today’s modern navigational equipment improves and the digital age continues to evolve, 

the same intent remains today. Throughout the Coast Guard from shore to shore, a new genre 

of improved instruments continues to protect and assist the mariners of the 21st century. 

Though the stand alone VM-100 Fog Detectors have proven to offer adequate guidance, the 

Coast Guard has created an innovative alternative to the sometimes inconvenient fog detectors. 

This new and improved instrument is known as the Radio Activated Fog Detector. The Coast 

Guard and common mariners agree that this new change is both beneficial and productive. I believe that when it comes to protecting the seafarer from the adversities of fog, this new technological advance has proven to be one of the more ingenious creations in the field of Aids to 

Navigation.

TECHNICAL CORNER 

The Radio Unit 
The AtoN Bulletin Volume 36, Number 2 

24 

TECHNICAL CORNER 

LED Complete: A New Standard for Lighted Aids 

by ENS Keith Robinson, USCGC FIR (WLB 213) 

As Coast Guard Aids to Navigation units work toward completing the transition from incandescent lanterns to the newer LED lights, USCGC FIR offers some observations from the past 

years of its own transition. FIR recently completed the transition to LED lanterns on all of its 

lighted aids in the Pacific Northwest. FIR’s lighted aids now bear either Carmanah, Sealite, or 

Tideland lanterns, each used to meet the different requirements of its location. 

The Carmanah lantern is the most commonly found lantern in FIR’s area of responsibility. Because many of FIR’s aids are found within rivers and restricted waterways where a nominal 

range of three nautical miles is more than adequate, Carmanah 702-5’s are the ideal solution. 

As self-contained units, Carmanahs are easy to install and service, and offer fewer points of 

failure than other options which require external batteries, solar panels, and electrical connections. The Carmanahs are also incredibly durable and offer a great solution to water intrusion; a 

definite requirement in the Pacific Northwest. Carmanahs are limiting, however, in that they 

are not authorized for use on quick-flashing red aids or safe-water markers flashing Morse alpha in our AOR because they cannot hold enough charge for these characteristics. Carmanahs 

are also currently limited to use on aids with nominal ranges of three or four nautical miles. 

Sealites offer a good alternative for these aids because solar batteries have enough amp hours to 

handle the power requirements of the more demanding light characteristics. Even with their 

external batteries, Sealites run on significantly less amperage than an incandescent light, requiring only one or two batteries versus the six to twelve required of their predecessors. Sealites 

also offer good protection against water intrusion because they have only a single access to the 

lantern for the electrical connection, which is protected by a stuffing tube. Unlike the Carmanah, however, Sealites have external solar panels, batteries, and electrical connections, each 

of which is an additional source for potential failure. All of the different parts also increase the 

maintenance time for the aid. 

Tideland lanterns share many operational similarities with the Sealites; both are capable of 

powering the more demanding light characteristics, both have external batteries and solar panels, and both use less amperage than traditional incandescent lanterns. Tidelands, however, 

have an open underside. In the wet climate of the Pacific Northwest, this creates a problem 

with water intrusion. FIR has noticed that even in the relatively calm and protected locations 

within its AOR, Tidelands are susceptible to water intrusion which increases the likelihood of a 

discrepant aid. 

All LED lanterns, however, are more efficient, durable, and effective than incandescent lanterns. In 2006, FIR had 11 Carmanahs and 301 solar batteries installed on its aids; presently, 

FIR has 87 Carmanahs and only 82 solar batteries on its aids. This is a decrease of 219 lead 

acid batteries in less than two years. FIR also noticed a significant decrease in discrepancies, 
The AtoN Bulletin Volume 36, Number 2 

25 

allowing for the completion of other missions. Already in fiscal year 2009, FIR has conducted 

309 hours of law enforcement operations, more than the total 304 law enforcement hours conducted in all of fiscal year 2008. Even with the drastic improvement in lantern efficiency and 

the reduction in maintenance time, there has been no decline in performance; in fact the opposite is true. LED lanterns are in some cases brighter than their incandescent counterparts and 

FIR has received reports of discrepant lanterns when the only problem was an incandescent 

bulb amidst the brighter LED’s. Regardless of the type of LED lantern used, there is a significant and visible benefit to the new technology. 

USCGC SHACKLE (WYTL 65609) Photos 

Thanks to BMC Joseph Butkovic for these great shots of SHACKLE using a barge from ISD 

South Portland to rebuild an aid in the Merrimack River. Quite a change from the normal work 

of a 65’! 

TECHNICAL CORNER 
The AtoN Bulletin Volume 36, Number 2 

26 

Carmanah Lanterns “Under Cover” 

by BM1 Dale Janetka, USCGC WILLOW (WLB-202) 

Have you ever heard the expression, “Never wake a sleeping baby?” How about trying to wake 

up a sleeping Carmanah lantern? Transitioning a Carmanah from day-to-night and night-to-day 

multiple times isn’t as easy as it sounds. At night, the challenge is rigging a source of artificial 

light that is effective enough to “wake up” the Carmanah, but without blinding the bridge. 

Likewise, during the day, darkness needs to be simulated by covering the Carmanah with anything from a box to a hard hat. Of course, this usually happens while battling seas and winds, 

resulting in a cover that only lasts for a few seconds before flying away, as the Minor Aid Tech 

sadly watches from the top of the buoy. 

After walking around the ship and looking at all of our custom-made covers throughout the 

decks, I thought it would be worthwhile to see if our source of supply that designs and manufactures all of those covers could make something that would work on the Carmanahs. Indeed 

they could. After discussing our application and our environmental concerns with Jeff from Fit 

N’ Stitch, based out of North Kingstown, RI, he designed a prototype and brought it to the ship, 

and it was the perfect tool for the job. There are two sizes, small and large; the small fits the 

701 and the large fits the 702, 702-5 and 704-5. They are made of a black, waterproof Cordura® material and have a drawstring along the bottom with plastic buttons that cinch tight, 

keeping the cover from flying off. To make programming easier, there is a section towards the 

top where the Cordura® is replaced with a piece of clear plastic, allowing a remote control to 

be used for programming without the hassle of removing the cover. In addition, there is a Cordura® flap held down with hook and loop tape that protects the clear plastic and to allow for 

complete darkness when transitioning the Carmanah. At $55.00 each (April 2008), these covers 

have proven to be a worthwhile investment and have definitely simplified the transitioning 

process. They are also nice as a 

“quick fix” to cover flashing Carmanahs on buoys that are sitting 

on the buoy deck after being retrieved. 

Jeff from Fit N’ Stitch can be 

reached at (401) 294-3492. The 

company address is 3666 Quaker 

Lane, North Kingstown, RI 02852. 

In conclusion, if you choose to invest in some Carmanah covers 

from Fit N’ Stitch for your AtoN 

unit, I hope you find them as useful as we did. 

TECHNICAL CORNER 
The AtoN Bulletin Volume 36, Number 2 

27 

POSITIONING 

The Importance of Light List Verification with I-ATONIS 

by Ms. Marie Sudik, NAVCEN 

ATON units regularly add the following verification remark to their APR’s: 

The requirement for this remark originates in the ATON Positioning Manual, page 7-4: 
The AtoN Bulletin Volume 36, Number 2 

28 

POSITIONING 

This verification is critically important beginning with the 2009 Light List. For years, the 

USCG relied on another federal agency, the National Geo-Spatial Intelligence Agency (NGA) 

to provide the USCG with a file that the USCG used to print the Light List. Verification was 

important in the past because there were two databases (NGA’s Light List database and 

USCG’s I-ATONIS) at two different agencies maintained by different staffs so sometimes data 

“diverged.” 

Beginning in 2009, the USCG will produce the Light List from I-ATONIS. The 2009 Light 

List will display data directly from I-ATONIS, including the exact assigned position as stored 

in I-ATONIS for all aids. Therefore, I-ATONIS, and a Light List that is updated on a regular 

basis, will provide more reliable data. When you do the verification once the 2009 Light List is 

printed, if there is a difference, it is critical to alert the district to the data disparity. 

Checking the chart is critical, too. For the past several years, we have been sharing I-ATONIS 

data with the National Oceanic and Atmospheric Administration’s National Ocean Service 

(NOAA-NOS). They use your I-ATONIS data to update their charts (paper, raster, and electronic). 

If you are wondering what the 2009 Light List will look like, you can go into I-ATONIS and 

run one yourself (CLICK Reports/Publications/Light List and select a range of LLNR’s or run 

the entire publication). Excerpts from the 2008 and 2009 Light Lists are shown on this page 

and the next for comparison. 

2008 Light List 
The AtoN Bulletin Volume 36, Number 2 

29 

2009 Light List 

The USCG is a significant source of data for the mariner. Continuing diligent data entry and 

data verifications will result in accurate and reliable data for our customers. 

Aid Folders 

by BM1 Rudolph Patten, NATON School 

Anybody who has been through a class at NATON knows that we talk a lot about the concept 

of due care. Due care is the level of care a reasonable person would use in similar circumstances. And for AtoN purposes, this means that if the Coast Guard has decided to establish an 

aid to navigation in a particular waterway, we have an obligation to maintain that aid to the best 

of our ability. Of course, that concept applies to numerous aspects of an aid. But regardless of 

which aspect applies to you (positioning, light tech, etc.), one of the most important things to 

ensure is that your level of care is properly documented. A properly formatted aid folder is 

your best and most efficient means of documenting your due care. 

An aid folder is the hard copy information for each aid that you have responsibility for. It 

should contain the entire history of the aid. All of the information about the servicing and positioning of an aid should be in the folder. Any other information that would be helpful for someone who has never visited the aid to determine what to expect on a visit to that aid should be 

included. The aid folder is a legal record and should be treated as such. Keep in mind when 

you’re filing forms in your aid folder, they may very well be reviewed by a court if that aid is 

involved in a maritime incident. The aid folder should be reviewed before every visit to ensure 

current forms are still accurate and to review past servicing information. 

The unit with the primary responsibility for an aid should have the most complete and comprehensive aid folder. Units with secondary or discrepancy responsibility may or may not keep a 

folder depending on the needs of the units and requirements of the district. Your district will 

POSITIONING 
The AtoN Bulletin Volume 36, Number 2 

30 

POSITIONING 

also maintain their own version of an aid folder and will determine what they require copies of 

for their records. 

Something to consider...if you have to search through hundreds of randomly placed documents 

to locate the information you need for a visit, your mission is going to be much more difficult. 

You want to keep your aid folders well organized and uniform. If you have to keep more than 

one folder for an aid, do it. If your folder looks like the Los Angeles phone book, put the most 

recent, relevant documents in a “current” folder and put the rest of the documents in one or 

more folders that you can keep in an archive at your unit. A little effort now will make life 

much easier later. 

The format of an aid folder is very important. The formatting of the folders for each of your 

aids should be virtually identical. Formatting decisions for aid folders are left up to individual 

districts due to the differing needs of each district. The formatting requirements for your district’s aid folders should be found in your district’s SOP. 

My intent is to have each district’s aid folder format posted on the NATON Resources webpage 

soon. So check the site often. The following are excerpts from District 5 and District 7’s 

SOP’s to show different ways aid folders are formatted (MAKE SURE YOU CHECK YOUR 

OWN DISTRICT’S SOP). 

District 5 SOP

Units shall maintain a six-part folder as the official record for each aid assigned. 

To ensure consistency, all aid folders shall be organized as follows: 

Battery Recovery: Copies of the site survey and recovery documentation for every AtoN site 

surveyed should be kept in the permanent aid record at the servicing unit and District office. 

Part Title Documents Included 

1 Structural documents Photographs, Diagrams, and Schematics. 

2 Aid Servicing Information IATONIS FIDs, SANDS forms, Buoy 

Mooring selection sheets, and 

Other aid servicing documents. 

3 Aid Positioning Records Aid Positioning Records. 

4 Miscellaneous Aid Information Accuracy Classification, DRF I, SIF 

sheets, Old Grids, and Solarization 

Cards. 

5 Correspondence Operation Orders, CG 3213 & 3213a, 

and Letters. 

6 Message Traffic Discrepancies, Corrections, Broadcasts, 

Status Reports, and Seasonal Relief. 
The AtoN Bulletin Volume 36, Number 2 

31 

Discontinued Aid Files: The unit may destroy the file of a discontinued aid after 8 years. District will maintain their record at least 3 years after the aid is discontinued. 

District 7 SOP

Active aid files or those for aids temporarily discontinued will be maintained by servicing units 

and CGD7 (dpw). 

Units working aids primarily assigned to another unit will ensure the primary servicing unit and 

CGD7 (dpw) receive any newly generated documents for file, in accordance with the listed requirements below. 

The primary servicing unit is responsible for maintaining at a minimum the following items in a 

6 part/section aid service file folder to be organized as follows: 

Section 1 MESSAGE TRAFFIC 

Discrepancy messages, Correction messages, Broadcast notice to mariners, Discrepancy updates, Aid establishment/disestablishment/changes in characteristic, CASREPs/CASCORs, 

Post-grounding messages 

Section 2 AID SERVICING INFORMATION 

IATONIS forms, Aid worksheets/aid service reports, SolarCalc computations, Solar Power service report cards, Buoy mooring selection worksheets, PMS feedback reports, Future worklists, 

SIF 

Section 3 AID POSITIONING INFORMATION 

Grids, Accuracy classification worksheet, Aid Positioning Records (APR's), Sounding Charts, 

Chartlets, NAD 27/NAD 83 conversion information/datum, Conversion information 

Section 4 AID INFORMATION 

DRDG Part I, DRDG Part II, Lease agreements, Aid Photos, Chart Section, Obscure arc/Sector 

verification, Bird nest removal permit, Points of contact address/phone #s, Aid blueprints, 

Documentation on temporary aids, Documentation on dragging for downed structures 

Section 5 CORRESPONDENCE 

Incoming/outgoing letters, SSMRs and supporting photos, CG3213 and 3213A Aid to Navigation Operation Request, AWO, Incident Documentation Reports, including logs, equipment list, 

time, people, boats, vehicles, photos, Phone call summaries 

Section 6 HISTORICAL INFORMATION 

Sub cable test records, Corps of engineers dredge reports, Divers receipts, Environmental issues, Hazardous materials information, CEU Lighthouse inspection report, Lighthouse maintenance contracts, Advertisement from Local Notice to Mariners, Mariner comments, General 

correspondence. 

POSITIONING 
The AtoN Bulletin Volume 36, Number 2 

32 

GOOD TIMES 

by BM1 Jennifer Zercher, NATON School 

Need something a little more challenging than Lighthouse Mania? I have just the thing, Brain 

Teasers! Editor’s Note: The number for EAP is provided, just in case these brain teasers drive 

you over the edge. (Emer: 24/7 1-800-222-0364) 

WOW! Who in the world would be cruel enough to make these up? I’m sorry you don’t have 

the many hours you spent on these back; maybe your CO/OinC will take pity and give you special libo to rest your brain. So I’ll be kind enough to give you the answers: 

1. What do the words below have in 

common? 

ADAM CLAIM GALL BUOY FOND 

RAMP

Hint: Each can be followed by the same word 

to form a new word

2. Which of the following words is the

odd-one-out? 

IBIS IBEX ORYX SIKA ZEBU

Hint: All are living

3. Take the letters ERGRO. Put three 

letters in front of it, and the same three 

letters behind to form a common English word.

4. What do the following words have in 

common? 

BACK BREAK DISH RAIN UNDER

Hint: Each can be followed by the same word to 

form a new word

5. What do the following words have in 

common? 

RED BASS BUTTON 

COTTON DOG

Hint: Each can be followed by the same word to 

form a new word

6. Can you spot anything at all remarkable about this list of words? 

FLUFF IRAQI ROBIN SANTA 

TOTAL

Hint: First and Last in sequence
National Aids to Navigation School 

AFTER HOURS 

Technical Support Hotline 

(757) 449-3681 

Call for after hours and weekend technical support questions! 

Underway on Friday night? Sunday? Have a Question? 

WE CAN HELP!!
DEPARTMENT OF HOMELAND SECURITY 

Commanding Officer 

US Coast Guard Training Center 

Yorktown, VA 23690-5000 

OFFICIAL BUSINESS 

PENALTY FOR PRIVATE USE: $300 

Presorted 

Standard Mail 

Postage & Fees Paid 

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