The 

Aids to Navigation Bulletin 

National Aids to Navigation School Summer/Fall 2010
National Aids to Navigation School 

US Coast Guard Training Center, Yorktown, Virginia 

ATON systems of the United States and its territories 

are established, operated, and maintained by the Coast 

Guard to assist mariners in locating their position and to 

warn of nearby dangers and obstructions. This is done 

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

Title 14 of the US Code makes this a responsibility of 

the Coast Guard. 

The Bulletin is published to support the individuals and 

units involved in providing a reliable ATON system for 

the mariner. The Bulletin seeks to meet the following 

objectives: 

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

• To increase the professionalism and knowledge of 

all ATON personnel, 

• To act as a channel for information flow amidst the 

ATON servicing units, Sector Office staffs, District 

Office staffs, Headquarters staffs, and units, and 

• To publish articles and photographs about people, 

units, or events which may be of general interest to 

the ATON community. 

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

read the Bulletin to take an active part in determining its 

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

a unique evolution, share it with other people in the 

ATON field. Submissions are welcome in any form. 

Articles and images may be submitted electronically to 

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

mailed to: 

ATON Bulletin Editor (tnaton) 

US Coast Guard Training Center Yorktown 

1 USCG Training Center 

Yorktown, VA 23690 

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

separate files; do not imbed or copy them into word 

documents. 

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

purposes only. 

Special permission for reproduction, either in whole or 

in part, with the exception of copyrighted articles or 

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

Bulletin and the article’s author. 

School Telephone Numbers 

(757) 856-XXXX 

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

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

LT S. Kingsley, Asst School Chief .. 2509

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

CWO S. Sawyer, Tech Advisor/ 

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

BMCM B. Williams, Minor Aids . 2066

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

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

After Hours Technical Support Hotline 

(757) 449-3681 

Editor: LT Tracy Speelhoffer 

School Home Page: 

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

Deadlines for Articles: 

Winter 2011 - 15 January 

Spring 2011 - 15 March 

Summer 2011 - Phonebook 

Volume 37, Number 3 

 

On the Cover: ELM crewmembers 

overlook collected oil in the Gulf of 

Mexico

photo contributed by ENS Ian Phillips Dezalia, CGC ELM (WLB 204) 

 

 
The ATON Bulletin Volume 37, Number 3 

1 

IN THIS ISSUE . . . 

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

ATON History..........................4 

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

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

Good Times.............................28 

Crewmembers of USCGC ELM (WLB 204) work on the buoy deck to set up oil collection 

Photo by ENS Ian Phillips DeZalia 
The ATON Bulletin Volume 37, Number 3 

2 

OPERATIONS SECTION 

LTJG Nick Monacelli, 757.856.2350 

Aid Positioning (ANC-AP) 

November 30 – December 8, 2010 

January 18 – 26, 2011 

February 8 – 16, 2011 

April 5 – 13, 2011 

May 17 – 25, 2011 

August 16 – 24, 2011 

September 13 – 21, 2011 

Officer Basic ATON (ANC-OB) 

March 7 – 11, 2011 

June 6 – 10, 2011 

August 29 – September 2, 2011 

Officer Advanced ATON (ANC-OA) 

March 14 – 18, 2011 

April 25 – 29, 2011 

June 13 – 17, 2011 

BUOY DECK TRAINING TEAM 

BOSN4 Skip Sawyer, 757.856.2145

Buoy Deck Supervisor (ANC-BDS) 

December 13 – 17, 2010 

February 28 – March 4, 2011 

May 23 – 27, 2011 

July 18 – 22, 2011 

Construction Tender (ANC-C) 

February 28 – March 4, 2011 

August 15 – 19, 2011 

MAJOR AIDS SECTION 

EMCS Keith Wiehrs, 757.856.2795 

Automated Lighthouse Technician (ANCLT) 

January 31 – February 11, 2011 

March 14 – 25, 2011 

May 2 – 13, 2011 

August 1 – 12, 2011 

MINOR AIDS SECTION 

BMCM Brian Williams, 757.856.2066 

ANT OIC (ANC-ANT) 

March 21 – 25, 2011 

April 18 – 22, 2011 

August 8 – 12, 2011 

Minor Aids Maintenance (ANC-MAM) 

November 29 – December 3, 2010 

January 31 – February 4, 2011 

February 28 – March 4, 2011 

May 9 – 13, 2011 

June 13 – 17, 2011 

August 15 – 19, 2011 

Advanced Minor Aids Maintenance 

(ANC-AMA) 

December 6 – 10, 2010 

January 10 – 14, 2011 

February 7 – 11, 2011 

March 7 – 11, 2011 

May 16 – 20, 2011 

June 20 – 24, 2011 

August 22 – 26, 2011 

ATON Tower Climber Safety (ANC-TC) 

November 1 – 5, 2010 

March 28 – April 1, 2011 

April 11 – 15, 2011 

September 12 – 16, 2011 

River Tender (ANC-RIV) 

August 29 – September 2, 2011 

Training Team Management (ANC-TT) 

July 26 – 28, 2011 

NATON FY2011 SCHEDULE 

NOTE: All course dates are subject to change. Please check TQC’s website (http://www.uscg.mil/

hq/tqc/default.asp) to confirm course dates before submitting ETR’s
The ATON Bulletin Volume 37, Number 3 

3 

NATON NEWS 

New NATON School Chief 

by LT Mark Crysler, NATON School 

To all within the ATON Community, 

I would like to take a minute of your time and introduce myself to you as the new NATON 

School Chief. 

I recently reported aboard from HENRY BLAKE and look forward to working with all of you 

over the next several years. I have been very fortunate in my career and report aboard with an 

extensive aids to navigation background. My career experiences have included six buoy tenders 

ranging from Commanding Officer (2 WLM’s), Executive Officer (WLB), 1st LT (WLB & 

WLM) to Officer In Charge (ANT). 

As an operator, I have always held NATON School in the highest regard and it is my goal to 

continue to provide the field with the outstanding service you are entitled to. In order to provide 

that service, I ask for feedback, both positive and negative as we are constantly reviewing 

course curriculums and looking for improvements. 

Please do not hesitate to contact myself or any member of this outstanding, dedicated staff here 

at NATON if we can be of any assistance. My intent during my time here is to travel with our 

exportable training teams as much as the schedule allows in order to make certain you are receiving the training needed to safely and competently complete your mission. 

I look forward to working with all of you. 

GO PACK
The ATON Bulletin Volume 37, Number 3 

4 

ATON HISTORY 

U.S. Lighthouse Service Airways Division 

by BM1 Stacy R. Thomas, NATON School 

On the 17th of December, 1903, Surfman 

John T. Daniels of the Kill Devil Hills 

Life-Saving Station captured what might 

be the most recognized photo in aviation 

history: that of Orville and Wilbur 

Wright’s motor-driven, heavier-than-air 

flight. Aviation boomed, and by 1918, the 

U.S. Postal Service was using planes to 

regularly carry the mail. At that time, pilots navigated by following the terrestrialbased highways or railroads. This limited 

pilots to only flying in the daytime. 

In 1923, Congress approved funding for the lighting of a transcontinental air-mail route. This 

would be a series of beacons spaced approximately 10 miles apart. In this manner, a pilot at 

night could leapfrog from one beacon to the next. The Air Commerce Act of May 20th, 1926, 

placed the Secretary of Commerce in charge of administrating this system. The U.S. Lighthouse 

Service, which was a part of the Department of Commerce at that time, was a natural choice to 

manage the Airway Beacon System. 

T h e U . S . 

L i g h t h o u s e 

Service took 

control of the 

system on July 

1st, 1927. At 

that time, there 

were 1,389 

m i l e s o f 

lighted airways 

in service, consisting of 755 

beacons, 616 

of which dated 

from when the 

U.S. Postal 

Service managed the system. 
The ATON Bulletin Volume 37, Number 3 

5 

The Airway Beacons were standardized as much as 

was practical. A typical site contained a 51’ steel 

skeleton tower, atop which was mounted a 24” rotating 

beacon. The beacon produced one flash every 10 seconds. Also mounted on the tower were two course 

lights that pointed forward and backward along the 

course route. They were colored red, unless the beacon 

had an adjoining landing field, in which case it would 

be colored green. 

If required, the site also had a small building for an 

electrical generator. The tower was painted an alternating yellow and black color. The generator building 

was painted yellow with a 2’ black band painted midway up the walls. On the roof were painted the route’s 

designation code and beacon number. The entire aid 

was mounted on a yellow-painted concrete pad. To 

assist aviators during the daytime, the concrete pad was in the shape of an arrow pointed towards the next beacon on the route. 

By 1933, there 

were 18,000 miles 

of lighted air 

routes. On July 1st

of that year, the 

Airway Beacons 

were transferred 

out of the U.S. 

Lighthouse Service. Federal responsibility for 

lighted air routes 

ended in 1973. 

Currently, only 

the State of Montana maintains 

any lighted air 

routes, with 19 

beacons guiding 

aviators through 

the rugged western part of the 

state.

ATON HISTORY 
The ATON Bulletin Volume 37, Number 3 

6 

25 AMP High Wattage Power Supply (HWPS) Safety 

by ETC Wesley Richie, NATON School 

The Major Aids teaching staff recently paid a visit to 

C3CEN and was given a tour of the ATON facilities. 

One of the items pointed out was the 25 AMP 

ATON HWPS and the presence of high voltage inside even when the A/C power is secured to the 

equipment. Capacitor 1C1 has an excess of 300 

VDC which poses a safety threat to anyone that 

comes in contact with the component. A SMEF advisory was released to advise ATON servicing units 

of this potential safety hazard. See C3CEN msg R 

052126Z AUG 10/ C2CEN SRAN SMEF ADVISORY 10-002 available at following link: 

http://cgweb.lant.uscg.mil/c2cen/Files/

C2CEN_SMEF_ADVISORY_SRAN-10-002.htm

The following HWPS and their contract numbers apply to this SMEF advisory: 

A. DTCG23-96-P-TEYE69 CALTRONICS 

B. DTCG23-98-P-TEYE23 DELTA INTEGRATION 

C. DTCG40-00-R-20015 GREYSTAR ELECTRONICS 

Adhesive warning labels are available and are required to be applied by the ATON servicing 

units. Because of the need to complete adjustments of the output voltage resistor (R9), the 

warning label is in place to remind the field unit of the potential 

safety hazard. Only qualified personnel should remove the access 

cover to perform the PMS procedure. 

Units are also advised that any replacement of the HWPS should 

be completed via Mandatory Turn In (MTI) MILSTRIP procedures using Federal Stock Number (FSN) 0C6130-01-464-8379. 

Units requiring warning labels, or with any further questions regarding this issue, are advised to contact the following C3CEN 

POCs: 

• Al Davis – e-mail – alan.b.davis@uscg.mil

• Paul Lamczyk – e-mail – paul.j.lamczyk@uscg.mil

NEWS CLIPS 

The modified HWPS with Depot Change installed, providing external access to the variable 

resistor (R9) 

Interior location of capacitor 

1C1 (bottom, w/ 2 brackets) 
The ATON Bulletin Volume 37, Number 3 

7 

NEWS CLIPS 

Your e-mail should include number of warning labels required and LLNR of aid with ATON 

HWPS units. 

A depot level Field Change has been developed, which provides external access to R9 and 

eliminates the need to remove the access cover. Once approved, the depot change will be installed on existing RFI HWPS inventory and equipment turned in for repair. 

New Lighthouse Technician Class 

by EMCS Keith Wiehrs, NATON School 

In early 2008, the need for a Job Task Analysis was identified for the Lighthouse Technician 

course (ANC-LT) by TRACEN Yorktown’s Performance Systems Branch, which helps maintain the overall health of our courses throughout their lifecycle. The analysis included input 

from over 40 members of the ATON community who service and maintain all types of lighthouses in their respective AOR’s. Our findings identified new course objectives and highlighted the need to remove or update current course objectives to better align the course with 

the most current and potential future lighthouse equipment in use today. 

With the new course objectives in development, it was found that combining both the ANC-SP 

(Solar Lighthouse, five days) and ANC-LT (Automated Lighthouse, fifteen days) courses 

yielded better training for technicians. Some lessons were removed, some course objectives 

were combined with the existing Automated Lighthouse course, and new training aid objectives 

were implemented to keep up with the latest changes in technology. The last ANC-SP class 

graduated in November, 2009 and the new Lighthouse Technician pilot class was held in January of 2010. 

Training on the equipment, troubleshooting, and being able to successfully maintain lighthouse 

systems remain the goals of students upon graduation. Although there is no standard configuration when it comes to lighthouses—some are solar, some use commercial power (AC), and 

some are a combination—we cover all categories in use today. 

The new course, which features new training aids to fit the material, is ten days long and is offered five times per year with a maximum of ten students per class. Prerequisites to attend are 

that the member is an EM or ET, E-4 or above. On a case by case basis a non-EM/ET member 

can request a waiver through the NATON School Chief, if the member has been at his/her unit 

for at least 6 months and has successfully completed ANC-MAM and ANC-AMA. When submitting an ETR, be sure to list alternate dates for enrollment and check TQC’s solicitation messages. Also, check TQC’s website regularly to ensure class dates haven’t changed. 

NATON continues to struggle with filling quotas for this class. We need at least 5 students to 

hold a class. Since 2008, we have had to cancel three classes. This could be due to lack of 

awareness or lack of interest. For now, we will assume that the EM/ET’s out in the field are not 

aware of this excellent training opportunity. Please help us get the word out! 
The ATON Bulletin Volume 37, Number 3 

8 

NEWS CLIPS 

Skimming Oil in the Gulf with SORS 

by ENS Ian Phillips DeZalia, USCGC ELM (WLB 204) 

Oil recovery operations are among the many missions the Juniper class of Seagoing Buoy Tenders (WLB) was designed to execute. Armed with a Spilled Oil Recovery System (SORS), 

WLB’s are able to respond immediately to emergency oil spills. However, since the first 

WLB’s were launched in the late 1990’s this capability has lain mostly dormant, except for 

training. This was certainly the case for ELM when it was deployed in May 2010 to respond to 

the Deep Water Horizon (DWH) oil spill in the Gulf of Mexico. Now, ELM deploys its fast 

sweep boom and weir skimmer several times a week to skim oil slicks found anywhere from 

floating far offshore near the DWH site to dangerously close to beaches and marches along the 

Gulf coast. As ELM enters its third month deployed to the Gulf it has successfully skimmed 

over 500,000 gallons of oil using SORS. 

While the designer’s conception of SORS differs from how ELM and other WLB’s are utilizing 

it today, the basic principles remain the same. Using its crane and an outrigger arm, WLB’s position their fast sweep boom alongside the vessel, creating a u-shaped collection pocket. Approximately 1 to 1.5 knots must be maintained to prevent oil from escaping from the pocket due 

to excessive speed and to check the boom from advancing out of station due to a lack of forward momentum. Once oil is collected to a thickness of about three quarters of an inch, the 

weir skimmer is lowered in position to the rear of the pocket. The skimmer is capable of collecting 440 gallons per minute with a discharge of up to 150 psi. 

The major change to SORS for the DWH mission has been how the collected oil is stored. The 

original design called for 

oil storage in a shipboard 

compartment. However, 

due to a variety of mechanical and engineering 

deficiencies, this method 

was never implemented. A 

later modification used a 

dracone, or sea slug, towed 

astern. This component 

was ineffective because the 

excessive strain put on the 

vessel and the slug significantly decreased ELM’s 

maneuverability and speed 

while also endangering the 

integrity of the slug itself. 

Oil was also unable to be 

removed from the slugs. 

ELM collecting oil 
The ATON Bulletin Volume 37, Number 3 

9 

WLB’s in the Gulf have adopted two new storage and offloading techniques: skimming into 

three highway tanks stored on the buoy deck, and offloading the oil directly into a barge towed 

alongside the cutter simultaneous to skimming oil. These two methods have dramatically improved oil spill response flexibility and the amount of oil able to be collected in a day. The 

barge has allowed the recovery of up to 130,000 gallons of oil in a day. However, for dispersed 

oil slicks of reduced concentrations, skimming into the highway tanks offers more maneuverability and increases WLB response capability. 

There are currently eight WLB’s using SORS in response to the DWH spill. They are joined by 

two WLM’s equipped with Vessel of Opportunity Skimming Systems (VOSS). With this many 

buoy tenders deployed away from their AOR’s for such an extended period, many other units 

are filling in the gaps left behind, especially when it comes to ATON responsibilities. Both the 

WILLIAM TATE and the JAMES RANKIN have worked a significant number of buoys in 

ELM’s AOR, making it possible for ELM to remain in the Gulf for as long as necessary. This is 

just one example of how the ATON community and the greater Coast Guard have pulled together to respond to this crisis. 

The Coast Guard will likely have some WLB’s deployed for spilled oil response in the Gulf for 

the foreseeable future. The DWH spill is unprecedented and tragic. However, it has afforded 

the Coast Guard the opportunity to test and modify its primary skimming assets: the WLB’s. 

These experiences are invaluable and will enhance the Coast Guard’s spilled oil response capabilities in the long-term. 

NEWS CLIPS 

ELM with SORS gear deployed in the Gulf 
The ATON Bulletin Volume 37, Number 3 

10 

NEWS CLIPS 

USCGC JUNIPER Responds to Deepwater Horizon Oil 

Spill 

by ENS Andrew Kauffman, USCGC JUNIPER (WLB 201) 

On June 2nd, USCGC JUNIPER began the 1,700 nautical mile transit from Newport, RI to the 

Gulf of Mexico to assist with oil recovery operations after the explosion on the Mobile Offshore 

Drilling Unit Deepwater Horizon. Having only used the Spilled Oil Recovery System (SORS) 

during training evolutions, the trip would prove to be an invaluable learning experience for JUNIPER, and the entire 

Coast Guard, in oil recovery operations. 

The Deepwater Horizon spill created many 

challenges in equipment limitations, crew 

fatigue, and safe operating conditions. 

Preparations for JUNIPER’s deployment to 

the Gulf were critical 

in ensuring initial operating capability upon 

arrival in theater. Notable pre-deployment 

preparations included 

the installation of new 

carbon filters for the ventilation system, portable air conditioning units for aft berthing areas, 

and an on demand water pump for the 4-57-0-W ballast tank. Due to the possibility of gasses 

emitted from the oil, Aerostar Series 550 Odor Removal Pleats were installed in the ventilation 

system to improve interior air quality. These carbon filters proved to be highly effective at 

minimizing interior odors and harmful vapors. The portable A/C units aided in cooling the surrounding spaces, including aft steering, where temperatures were recorded in excess of 100 degrees F. The on demand water pump was installed for the 4-57-0-W ballast tank to provide 

fresh non-potable water for buoy deck cleaning and forward laundry. With water conservation 

in effect due to having to secure the Reverse Osmosis units, this pump allowed JUNIPER increased endurance while maintaining adequate decontamination procedures. 

The major components of the SORS collection system for WLB’s include the DESMITERMINATOR Skimmer DS-250 pump, Control Stand, 48’ outrigger arms, Fast Sweep Boom 

Assembly, Sea Slug, and all necessary hydraulic hoses and hardware. Each WLB maintains 

JUINPER with SORS gear deployed in the Gulf of Mexico 
The ATON Bulletin Volume 37, Number 3 

11 

two sets of gear in the SORS cargo hold, providing capability to skim on both sides of the vessel. Prior to JUNIPER reaching the Gulf of Mexico, Sea Slugs were determined to be unreliable due to high failure and inadequate configuration for at sea lightering once full. As with 

several elements of the SORS system, the slugs proved great in theory but impractical in execution. As a solution, three 4,200-gallon highway tanks were installed on the buoy deck. These 

tanks allowed for a combined 12,600 gallon retaining capacity with the option to decant the oily 

water. While the installation of the tanks provided a solution to the Sea Slug deficiencies, it 

presented additional challenges by securing access to the SORS cargo hold. As a result, all 

SORS gear was removed from the cargo hold prior to the tank installation and stored on the 

foc’sle. This allowed for easy replacement of broken parts while skimming. 

The next major obstacles were the poor condition of the SORS fast sweep booms and deficiencies in their design. In most cases, the SORS fast sweeps that came with the cutter’s original 

outfit were over 12 years old and had been packed away in the hot and damp SORS cargo hold. 

As a result, many of them failed within the first two weeks of use. Initial testing of the standard 

SORS fast sweep boom resulted in oil escaping out of the bottom of the boom while skimming 

at slower than design speeds. A sufficient “pocket” was not formed at the rear of the boom for 

the DESMI-250 to skim from. Additionally, bladder filling valves and the inner air bladders 

failed at an alarming rate. As a result, JUNIPER was outfitted with two additional booms to 

test; a foam filled boom and the VOSS sweeps. The foam boom performed well at speeds less 

than 0.5 kts in calm seas; however, with an increase in speed or seas greater than 2 feet, oil escaped out the back of the boom. The VOSS sweeps performed the best out of all booms tested 

once the netting was removed. The netting provided many challenges during deployment by 

twisting the boom and during skimming operations by pulling the boom away from the hull. 

Once the netting was removed, the VOSS sweeps 

were capable of retaining oil 

at speeds of 1.5 kts and in 

seas up to 3 feet. 

Although outfitted with 

three oil tanks, JUNIPER 

was still limited in her skimming ability by holding capacity. When skimming 

large patches of oil, all three 

tanks could be filled in as 

little as an hour. In order to 

maximize skimming operations, the tanks were either 

lightered to pre-staged 

barges or a barge was taken 

in a side tow for direct 

NEWS CLIPS 

Tug TODD DANOS and barge in side tow for lightering of the tanks 
The ATON Bulletin Volume 37, Number 3 

12 

pumping. The barges 

ranged in length from 

200 to 300 feet, with a 

tug assist. Lightering 

of the tanks was accomplished by making off to the barge 

and using the DOP 

160 hydraulic pump 

with JUNIPER’s port 

SORS HPU hookup 

and extra SORS hydraulic control stand. 

The DOP 160 proved 

to be the most reliable 

and quickest method 

to lighter the heavy oil 

sludge mix at a rate of 

190-200 gpm. Using 

this method, all three 

tanks could be pumped 

down in roughly 3-4 

hours, pending any debris in the oil which clogged the pump. The ship’s crane was used to lift 

the pump in and out of the tank, with hoses running to the barge. When the barge was set up in 

a side tow, JUNIPER was able to lighter tanks while pumping skimmed oil directly to the 

barge. Pumping directly to the barge in large concentrations of oil was the most effective 

method of recovery. 

The ability to have an effective “skimming day” rested heavily on the ability of air assets to 

vector cutters into skimmable oil as early as possible. SORS set up, break down, and approaching and departing a barge can take an hour or more per evolution, leaving limited daylight for 

actual skimming. Once oil was found each day, each cutter had to make a determination of 

whether to skim to the tanks or pump to the barge. Weather conditions, concentration of oil, 

barge availability, and proximity to other vessels were the major factors in determining which 

method was appropriate. The trade off between the tanks and barge came down to maneuverability versus capacity. When operating in strong currents, small concentrations of oil, or in 

close proximity to other vessels, pumping into the tanks was most desirable due to the increased 

maneuverability. Large concentrations of oil and calm seas were preferred for the side tow configuration. The side tow configuration enabled JUNIPER to collect more oil since there were 

no capacity restrictions or time constraints. 

Taking a barge in side tow caused a number of concerns relating to the 225’ side tow capacity. 

Since taking a barge in a side tow is not a common operation for the 225’ fleet, there was a 

NEWS CLIPS 

CWO3 Molnar, BM2 Scott, SN McCarthy, SN Gallagher, and SA Smith offloading a 

tank to an awaiting barge with the DOP 160 pump 
The ATON Bulletin Volume 37, Number 3 

13 

NEWS CLIPS 

large learning curve. The biggest concerns when initially taking the barge in tow were the tow 

strap configuration, tow strap limitations, and bit capacities. With help from tugs and lessons 

learned from all of the 225’s, it was found that keeping the rudder and stern thruster aft of the 

barge would allow for the greatest maneuverability. Proper fender placement and line arrangement were critical to minimize chafing and possible damage to the barge and cutter, while 

maximizing maneuverability. The tow strap configuration was set up with lines 1 and 4 with a 

slight forward lead to assist with turning the barge, line 2 doubled from the forecastle with an 

aft lead and line 3 doubled from the aircastle with a forward lead. Repeated ahead and astern 

turns were required to adequately get all the slack out of the towing straps. This line and fender 

configuration enabled JUNIPER to stay tight against the barge and eliminate unnecessary 

movement while maneuvering. Since JUNIPER had never conducted a side tow, more substantial tow straps were needed to safely operate. Until appropriate tow straps were procured, standard mooring lines were used as the primary lines with the barges lines used as the double up. 

Standard double braid nylon line worked but was not an ideal solution. Of particular concern 

was the lack of a WLB drawing that listed official towing capacities of the bits. After considerable research it was determined that the drawing was never created and guidance for deck fitting pull limits is constrained to the capabilities of the lines originally outfitted on the WLB’s. 

In addition to managing the operational risks, the Deepwater Horizon oil spill response was also 

a lesson in crew endurance management. Daily temperatures on deck often reached 100 degrees or more. The Tyvek suits were effective a preventing dermal exposure to the oil, but they 

accelerated heat stress and fatigue. In addition to constant hydration and plenty of sunscreen, 

other solutions had to 

be found to reduce the 

effects of the heat 

stress. Perspiration 

wicking clothing was 

ordered for personnel 

to wear under the Tyvek. In addition, water fans were set up 

under tents on the 

buoy deck to provide 

a cool zone. Despite 

the optimal crewing 

of the WLBs, a SORS 

bill crewing rotation 

was created to limit 

topside work to about 

2 hours per shift. Unfortunately, the oiled 

deck environment creCGC JUNIPER preparing to deploy the VOSS Fast Sweep boom ated a constant slip-
The ATON Bulletin Volume 37, Number 3 

14 

NEWS CLIPS 

ping environment that could not be abated. Extra precautions on top of the highway tanks, including crew rigged safety lines and non-skid, were installed over several weeks to gradually 

increase safety during lightering evolutions. 

Despite having never conducted operations of this nature before, there were many adaptations 

and innovations developed with the SORS and VOSS gear to maximize skimming efficiency. 

With multiple 225’s and 175’s being deployed to the region, trials and errors by all were shared 

to develop the most effective means of operation. While there were many lessons learned, there 

are still issues that need to be addressed. All of the SORS and VOSS vessels have had a significant impact on the Deepwater Horizon oil recovery mission. Unfortunately the learning curve 

was steep and the equipment as designed out of the box was not operationally practical for a 

spill of this magnitude. Hopefully the lessons learned from the extensive operational use of the 

SORS and VOSS systems will be captured and refined when the next generation of oil recovery 

systems are designed, tested, and fielded for future environmental disasters.

In order to maximize oil recovery, skimming operations often lasted until sunset 
The ATON Bulletin Volume 37, Number 3 

15 

NEWS CLIPS 

ATON Qualification and Competency Urban Legend Killer 

by BMC Ken Roberts, NATON School 

During our careers, we discover certain urban legends and myths about our service. Some 

Coasties call them “Wives’ Tales.” There are many out there and sometimes when we ask the 

question “why is it done that way?” the answer we get is “because that’s the way we’ve always 

done it.” 

One of the common urban legends out there is about the minimum time requirements for a 

member to receive qualification codes and competencies for ATON. Hopefully this article will 

help alleviate any confusion in the ATON world. 

All qualification codes and competencies are managed via the USCG Competency Management 

System COMDINST M5300.2 and the Competency Dictionary. For competency types, the 

Competency Management System states the assigned functional or mission area where the requirement of the competency is concentrated; i.e., Afloat Operations; Aviation; Command, 

Control, Communications, Computers and Information Technology (C4IT). Competencies may 

be assigned multiple types. The complete list of competency types can be found in the Competency Dictionary. 

The Competency Management System COMDINST M5300.2 and the Competency Dictionary 

can be found at: 

http://www.uscg.mil/ppc/ps/member_competencies/competencies_multiple.htm. 

This link also provides valuable information on how to add and manage competency codes in 

Direct Access. I encourage all personnel to check their competency codes in DA to ensure they 

are correct. 

The Competency Management System also states the complete listing of all qualification requirements (schools, Personnel Qualification Standard [PQS], time, prerequisite competencies, 

etc.) for competencies, as well as any restrictions on who the competency may be assigned to 

(military only, civilian, enlisted, Auxiliary, or pay grade). According to the Competency Dictionary, for ATON competency codes other than Coxswain and Crewmember of ATON platforms (which require time as per U.S. Coast Guard Boat Operations and Training (BOAT) 

Manual), there are no minimum time requirements. But, any CO/OINC can create a unit specific JQR and add time requirements before qualifying/certifying personnel at their commands. 

The Competency Dictionary is an online database developed, maintained, and published by the 

Competency Management System Administrator (CMSA) that contains the complete listing of 

every approved competency. The dictionary includes the competency code, title, complete description and requirements, type, category, and the sponsoring Program Manager for each competency available in DA. 
The ATON Bulletin Volume 37, Number 3 

16 

An Electronic APR 

by Ms. Marie Sudik, NAVCEN 

APR’s – you have to print them out and sign them – and then mail them to your dpw office. Or you can try to “go 

paperless” and send the forms to dpw via e-mail. ATON units and dpw’s can determine the best method for their 

district/unit. Two methods of generating electronic APR’s are described here; either method is endorsed by Headquarters. 

The first method for an electronic APR requires your workstation and a scanner/printer. Create the APR, then print 

and sign/date with the usual two signatures: Prepared by, and CO/OinC. Once signed, scan the signed document, 

save the file as an Adobe Acrobat .pdf file, and send the scanned file to your dpw. 

The second method uses Adobe Acrobat to sign the APR form electronically. It takes more steps, but there is no 

paper/printer/scanner involved. The specific steps are described below: 

1. Create the APR and save to Adobe Acrobat via printing to a file. Open the document in Adobe Acrobat. 

2. Begin the digital signature process – NOTE: do not use the CERTIFY process, just use the SIGN process. 

3. To begin the signature process, CLICK SIGN/PLACE SIGNATURE from the toolbar and drop down menu. 

4. The following message is displayed 

a. Using your mouse and crosshair on the screen, create a box for the signature: 

NEWS CLIPS 
The ATON Bulletin Volume 37, Number 3 

17 

b. The following warning may be displayed – if you want a larger box, this message provides a 

“START OVER” opportunity: 

5. CLICK SIGN and the following Dialog Box displays: 

6. CLICK the drop down menu under REASON 

If you are the APR Preparer (BM), SELECT “I am the author of this document”. 

If you are the CO/OIC, SELECT “I am approving this document”. 

If you are the District, SELECT “I have reviewed this document”. 

NEWS CLIPS 
The ATON Bulletin Volume 37, Number 3 

18 

NEWS CLIPS 

In this example, “I am the author of this document” is selected and the signature will be placed on the 

“Prepared By” line where you drew the box for signature. 

7. Once you click SIGN, ADOBE will prompt you to SAVE the document since you have just changed the 

document by applying your signature: 

8. E-MAIL the file as an attachment to your CO/OINC for his/her review/signature. Once both signatures have 

been applied to the document at the ATON unit, E-MAIL the file to your dpw contacts. The dpw can then 

electronically sign the document and email back to the unit. 

9. Units receiving completed APR’s still must print the form and file in the Aid Folder. Units can also establish 

a folder on your shared drive for each aid in your AOR. You can add the electronic APR to this file folder. It 

is also a good idea to print and file APR’s that have been signed by the unit while they are being routed to 

District. Once you receive the District-signed copy, you can replace the APR that was only signed by the unit. 

But this ensures you still have a copy of the APR on hand if something happens as the APR makes its way to 

dpw. 

If you need more guidance on saving APR’s as an Adobe Acrobat form, see the tutorial on the I-ATONIS website 

covering electronic APR’s. 
The ATON Bulletin Volume 37, Number 3 

19 

Climbing ATON Structures 

by BM1 Stacy Thomas, NATON School 

Tower climbing is not new to the Aids to Navigation 

community; however is still confusion in regard to 

tower climbing procedures. In an attempt to dispel 

some myths, I will outline common questions from the 

field. The first being that the Coast Guard’s Aids to 

Navigation Manual – Structures (COMDTINST 

16500.25A) has been cancelled. This is untrue. Promulgated in 2005, this manual is still in effect and is one 

of your primary references for tower climbing. 

 

Another common question is at what height is fall protection required? In general, the Coast Guard follows 

OSHA regulations. Several OSHA publications use a 

height of 6’ as the requirement for fall protection. 

Some units are quick to point out that our own Structures Manual uses a height of 4’, promptly dismissing 

that as a typographical error. In fact, OSHA has different thresholds for different work, and 6’ 

applies to the construction industry. For general work, a height of 4’ is prescribed, and this is 

what the Coast Guard has adopted. 

 

As members of the Buoy Deck Training Team, one thing we often observe while visiting buoy 

tenders throughout the Coast Guard is an ATON Technician not securing themselves to the 

buoy cage with a work positioning lanyard when servicing the light. It’s not for lack of trying, 

as these members are usually outfitted with a proper harness and some sort of shock absorbing 

lanyard. It’s important to remember, however, that if a member falls from a buoy, the member 

may hit the deck before a shock absorbing lanyard fully deploys. A work positioning lanyard 

can help prevent this. Options for this include three strand line with a snap hook in each end, or 

something more efficient, such as Petzl’s Grillon, which is adjustable and quite versatile. It is 

important to note that work positioning lanyards cannot be fabricated by the unit, as they must 

meet certifications set forth by the American National Standards Institute (ANSI). 

 

Much like you, we here at NATON are eagerly awaiting word on the new Basic and Advanced 

Tower Climbing PQS. The latest word on the street is that CG-432 and CG-531 are working 

towards completion and final approval. We understand and have expressed your concerns up 

the chain and we hope to have approval soon. 

 

The National Aids to Navigation School continues to host four Tower Climber Safety courses 

throughout the year. CEU also offers tower training including a Train the Trainer course. Both 

NATON School and CEU can qualify a member to climb. For someone to be “certified” to 

climb, the individual must be a responsible volunteer, physically capable, completed a PQS, be 

recommended as “qualified” by a certified trainer , and have final written certification by the 

unit OinC or CO to climb ATON structures. Remember, safety is paramount and always inspect 

your gear before you climb. 

NEWS CLIPS 

“Old School” climbing...things have changed 

a bit since then 
The ATON Bulletin Volume 37, Number 3 

20 

NEWS CLIPS 

Vibration Hammer Makes its Debut on the Western Rivers 

by BM1 Robert Owens, USCGC WYACONDA (WLR 75403) 

Most of the members of the ATON community 

are aware that two of the Coast Guard’s River 

Tenders that service our country’s aids to navigation throughout the Western Rivers can also double as Coast Guard Construction Tenders, with a 

few modifications. For years, these boats have 

been driving piles into the Western Rivers using 

various piston-driven hammers. These hammers 

that have been used are, to say the least, very dangerous to use as they near the Appleton Crane’s 

SWL. 

The USCGC WYACONDA (WLR-75403), 

homeported out of Dubuque, Iowa, was the first 

River Tender to perform pile driving missions using a vibration hammer, a piece of equipment that 

has been used by the commercial industries for 

decades. The WYACONDA was underway last 

July with 11 steel piles and a James King & Co. V 

5 E vibration hammer. The crew of the 

WYACONDA was itching with anticipation and 

hoping that this piece of equipment could drive 

piles as it advertised and hoped it would outperform their existing Del Mag hammer. 

The first test came in mid-July. The 

WYACONDA pushed into the river bank 

just below McGregor, Iowa and her crew 

was set to go. The pile was set into the pile 

jig with ease as usual. As the crane swung 

around to pick up the vibration hammer, 

you could feel the excitement on deck from 

the crew and the nervousness that something weighing only 6,500 lbs wouldn’t be 

able to drive a pile into the Mississippi 

River. 

The hammer slid onto the pile with ease 

and was rested atop the pile. When the 

Working with the new vibration hammer 

A close-up of the hammer 
The ATON Bulletin Volume 37, Number 3 

21 

BDS gave the signal for the hammer operator to 

close the jaws onto the pile, the hammer stood at 

attention like a young recruit. Finally, the BDS gave 

the command to slack the crane wire and engage the 

vibration of the hammer. The end result was having 

a 50 foot steel pile driven 38 feet into the bottom of 

the Mississippi River in less than 45 seconds; a sight 

to behold for sure. The cheers and astonishment exploded from the buoy deck and the bridge alike. But 

was this a true test? After all, the pile was driven 

into a sandy bottom. 

The third pile that we had to drive was into a rocky 

bottom. All of the literature on the vibration hammer indicated that it could drive piles into any bottom that the Del Mag could. We were about to find 

out. The performance of the vibration hammer did 

not drive the pile as far down as we had wanted it to 

(only about 12 feet). This might sound bad but on a 

previous pile trip with the Del Mag, it would only 

drive about 10 feet into a rocky bottom. 

Captain Steven Hudson, Commander of Sector Upper Mississippi River, visited the 

WYACONDA in La Crosse, Wisconsin to see the operation first hand. The pile Captain Hudson witnessed was driven off of the bow of WYACONDA’s barge; something that could never 

be considered with the Del Mag impact hammer. By adding a pile collar to the front of the 

barge, that operation went just as smooth as driving a pile off of the side. 

WYACONDA drove a total of 10 piles in 10 days. Some days she drove 2. By the end of the 

trip her crew was able to safely drive a pile, install a header kit, ladder, dayboards, and a 

155mm lantern in a record 1 hour and 25 minutes. That is the same amount of time it would 

take just to get the Del Mag hooked to the pile and pile jig. 

The only thing to complain about with a vibration hammer is the weight and lack of flexibility 

of the hoses that run from the hammer down to the controls and engine. However, with so few 

people needed to operate the hammer, you have plenty of bodies to help maneuver the hoses. 

My hope is that when the Heartland Security Cutter is designed and established, this technology 

gets incorporated and all other units have the ability to drive piles. It is a lot safer for our shipmates to work around and it cuts the time by nearly three quarters. 

NEWS CLIPS 

Another shot of the hammer at work 
The ATON Bulletin Volume 37, Number 3 

22 

TECHNICAL CORNER 

Using the Bardon Hook Sling on Construction Tenders 

by BM2 Eric Wieczorek, USCGC VISE (WLIC 75305) 

We in the construction tender fleet 

have many parallels with the logging industry due to the nature of 

our work (wood piles, plenty of 

wood materials for structures and 

piers, etc.). Given the similarities 

among us, we use many of the same 

tools in the field. Common logging 

tools found on deck could be 

forstner drill bits, peavey poles, 

chain saws and the like. One item 

that may not be as common is the 

Bardon hook logging sling. This 

tool can really increase safety and 

ease of operations on the construction deck. 

The first Bardon Hook came about 

in the early 1900’s. Charles F. Swigert formed a steel foundry in Portland that revolutionized 

metal working. His new electric furnace allowed for the creation of new, stronger alloys for use 

in railroads, logging, and bridge building. His new furnace also allowed for easier mass production of metal products. The 

new alloys were used in the 

manufacturing of a special hook 

and socket sling for use in hauling logs out of a cut stand. By 

the 1920’s the sling became an 

industry standard, and is still in 

use today in all types of logging 

(http://www.escocorp.com/

about/history.html). 

The Bardon hook sling can be 

useful on the construction deck 

for several reasons. It holds the 

pile positively (the socket locks 

in to the hook), and holds everything tight against itself. The 

sling is a choker style rig, and 

The rig as a whole 

The back side of the Bardon Hook 
The ATON Bulletin Volume 37, Number 3 

23 

this wears on the choked 

area of the wire. Proper 

rigging is very important, 

as the weight of the load 

held flat against itself ensures the rig holds securely. Once the pile is 

raised out of the rack on 

deck, and put into the bonnet, the CDS can maneuver as required and safely 

control the pile. They can 

raise, lower, or re-spot the 

pile as needed. Once the 

pile is on the bottom and 

the hammer is lowered 

down, the sling can be 

lowered and removed as 

the choke will release itself once the weight is removed. 

The Bardon Hook is a safe, reliable, and cost effective tool for the WLIC deck. The sling can 

be assembled at your local rig shop for $80-$100 a piece, and the Bardon can be recycled and 

recertified when the wire wears out. 

NOTE: Ensure the socket goes into the back of the Bardon and lays flat on the pile; otherwise 

the hook will not work properly. 

Logging Sling Specifications:

Total length: 8 ft (eye to socket) ( I recommend 6x37, 5/8” RRL, XXIP, Preformed, IWRC ); 

WLL is approx 7.8 tons; Fittings Required: 8-9 foot long wire of selected size, 1 swage eye 

(12” opening), 1 bardon hook for appropriate wire size, 1 swage socket or plug to fit Bardon 

Hook. 

TECHNICAL CORNER 

The proper way to rig the sling to a pile 
The ATON Bulletin Volume 37, Number 3 

24 

TECHNICAL CORNER 

A Word on Rotation Detection and the VRB-25 Rotating 

Beacon 

by Mr. Kam Agi, CG-432 (Ocean Engineering Division) 

Recently I've had the opportunity to re-examine the way we hook up the rotation detection wiring for monitoring the rotation of a VRB-25 Rotating Beacon. My findings have resulted in a 

few minor recommended changes to the standard system configurations that will improve the 

reliability of VRB-25 rotation detecting and monitoring. 

Depending on your system type, the hardware that does the actual monitoring of rotation and 

decision making, or the “brains” of the system, is either the Solar Aid Controller (SACII or 

SACIII) or the NAVAID Sensor Card (via the Audio Visual Controller) based on channel activity provided by VRB-25's rotation detector. The channel activity signal this hardware looks for 

is a periodic zero-volt signal, or “ground” pulse as close to zero-volts as possible, in order to 

hold off internal timers from timing out and posting a rotation failure. What provides this channel activity signal to the hardware is an integrated rotation detector inside the VRB's CALC-20 

controller, which is comprised of a solid-state relay optocoupler. Since there is a resistance associated with the output side of this opto relay, a closer look at this and all the other components in the "rotation detection loop" in each system has resulted in the recommendation to 

minimize the total resistance of the loop for highest reliability operation and best rotation detection performance. The loop is the circuit path starting at system negative (0-volts), running up 

to the rotation detector, and then back to the monitoring input. If you'll recall, magnetic reedrelay rotation detectors we used in previous-generation rotating beacons had dry-contact closures with essentially no associated losses or resistances to account for. With the VRB-25, 

things are a little different (for the reasons stated above). As such, I will discuss each configuration separately as there are a few differences between the SAC-based and NAVAID sensorbased rotation monitoring circuits. These changes will be reflected in future revisions to the 

standard drawings and servicing guides. 

VRB-25/SDB/SACII (or SACIII) Configuration. Referring to standard drawing 140410, the 

main issue with the present design is that the negative leg of the rotation detection loop taps off 

the motor (-) inside the VRB’s housing. The problem with this is that as soon as the motor 

turns on and starts drawing current, the voltage at the motor (-) terminal is no longer zero-volts 

due to the associated voltage drop across the power feeder line; and, long wire runs between the 

SDB and VRB only exacerbate this problem. Remember though, the rotation detector signal, or 

channel activity, that the SAC is looking for are “ground” pulses, or as close to zero-volt pulses 

as possible. If the signal drifts too far north from zero-volts, the information may not register 

properly within the SAC and eventually a false rotation failure alarm will occur. Additionally, 

since the negative (-) power feeder to the motor is not shielded (which, by the way, is also onehalf of the rotation detection loop in the present configuration), there could be electro-magnetic 

interference issues associated with that. Here is the recommended change for this configuration: 
The ATON Bulletin Volume 37, Number 3 

25 

a. Inside the VRB housing, disconnect and discard the jumper wire that bridges one side of 

the Rotation Detector terminal to the Motor (-) terminal. 

b. Disconnect and replace the existing shielded one-conductor rotation detector cable with a 

shielded two-conductor cable (three conductors total) but do not connect the shielding itself to any terminal inside the VRB. The rotation detector input from the VRB-25 should 

now come in to the SACIII (or SACII) on this new shielded two-conductor cable. The 

two shielded wires should be the only wires connected to the Rotation Detector terminals 

inside the VRB housing with the other ends connected to the SACIII (or SACII) at TB1-2 

and TB1-4. Please DO NOT use the shielding here as the "ground" side in the rotation 

detector circuit loop, but instead tie the shielding to earth ground at the SCC’s (Solar 

Charge Controller) ground stud/terminal only (or at another more convenient connection 

to earth ground); and, to avoid problematic ground loops, the cable shield at the other end 

should be left disconnected (i.e., trim back but DO NOT connect the shielding to anything 

inside the VRB housing). 

c. After this change has been implemented you should have only the two shielded wires connected to the Rotation Detector terminals (RD) up inside the VRB housing, and nothing 

else, as depicted in the diagram below. Ensure that the jumper wire that had previously 

bridged one side of the Rotation Detector terminal to the Motor (-) terminal inside the 

VRB housing has been removed and discarded and that the shielding of the new twoconductor shielded cable is tied to earth ground down below at the SCC only and nowhere 

else. 

TECHNICAL CORNER 
The ATON Bulletin Volume 37, Number 3 

26 

VRB-25/AVC/NAVAID Configuration. This one is a little more complicated. As in the SAC 

configuration, the rotation detector input from the VRB should come into the AVC at 2TB2-15 

and 2TB2-16 on a two-conductor shielded cable; but in this case the two shielded wires must 

remain isolated from BOTH earth and system ground. You must not use the shielding here as 

the "ground" side in the rotation detector circuit loop either - the two wires MUST be and remain isolated from all grounds. The shielding itself, however, should be tied to earth ground at 

a convenient point to the AVC chassis only. Conductor size of the two shielded wires is not too 

critical though since it adds only a few ohms to the circuit (for example, a #20AWG wire adds 

only about 1-ohm per 100 feet). However, if total roundtrip resistance in the "rotation detection 

loop" approaches approximately 500 ohms or more, then yes, it will cause real problems with 

the NAVAID sensor circuit. Although currents are small in the rotation detection circuit, as 

determined only by the impedance and circuitry of the Channel 1 terminal (CH1) in the 

NAVAID sensor card (pin 11 on NAVAID card, AVC terminal 2TB8-9), which is a one-shot 

multivibrator comprised of a NE555 timer chip (it's a trigger for a more-involved circuit down 

the line in the NAVAID's operation) and a 1,000-ohm pull-up resistor onboard the NAVAID 

card, the critical point here is that unfortunately the pull-up resistor is fairly small at only 1,000-

ohms. This means that unless the rotation detection signal is very close to zero-volts, the input 

voltage at CH1 may be biased a little too high to properly trigger the one-shot. Not helping the 

situation is that the 0-volt level picked up within the AVC at AVC's 2TB2-15 terminal, sent up 

to the rotation detector in the VRB, and then transmitted back to 2TB2-16 and on to the 

NAVAID's CH1 is not really 0-volts – it is the signal picked up on the other side of the 1CD1 

current detector's switch “contacts” from 0-volts (but only while the light is on - that is, only 

while there is sufficient lamp current flowing through 1CD1) (please see below for possible 

1CD1 replacement info). The trouble here is that these switch “contacts” have a voltage drop 

and a resistance associated with them as well. Additionally, since the rotation detector in the 

VRB is a solid state relay optocoupler, as was discussed earlier, there's a bit of an insertion loss 

(typically 30-ohms) in the line that adds to the overall resistance in the rotation detection loop. 

Now, if all the resistances in this loop add up to a considerable value (approximately 500 

ohms), including the voltage drop across the switch “contacts” of current detector 1CD1, we're 

setting up a voltage divider in conjunction with the 1,000-ohm pull-up resistor on-board the 

NAVAID at the trigger input to the NE555 chip that may result in a net voltage not low enough 

during every "0-volt" channel activity “ground” pulse to trigger the one-shot. The NE555 oneshot triggers only when the voltage at the CH1 input drops below 1/3 the supply voltage (Vcc). 

In this case, the Vcc is 5.0 VDC; so the voltage at CH1 input must go below 1.67 VDC in order 

for the one-shot circuit to trigger and reset the timer. The duration of VRB’s rotation detection 

pulses is very short. As a result, the voltage at CH1 input during each rotation detection pulse 

may be difficult to measure with a standard digital multimeter (DMM) due to limitations of the 

DMM’s response time. As an alternative, a digital storage oscilloscope may be used if necessary to accurately measure and confirm that this signal pulse registers below 1.67 VDC at CH1 

input each time. The recommendations for this configuration are: 

 

a. As depicted in the diagram below, ensure that the rotation detector line is a shielded twoconductor cable (i.e., three conductors total), ensure that the shielding is tied to earth 

TECHNICAL CORNER 
The ATON Bulletin Volume 37, Number 3 

27 

TECHNICAL CORNER 

ground at a convenient point in the AVC chassis, and ensure that the shielding is never 

used as a "signal ground" line for channel activity purposes; and, to avoid problematic 

ground loops, the cable shield at the other end should be left disconnected (i.e., trim back 

but DO NOT connect the shielding to anything inside the VRB housing). 

b. Ensure timing switch S1 for CH1 is set to the proper position for each specific light as determined by its "flash" characteristic (or its rhythm). Please remember that the VRB provides two rotation detection pulses per rotation. For instance, a FL5 signal in a VRB-25 

gives one pulse every 15 seconds (2 RPM); a FL15 signal in a VRB-25 gives one pulse 

every 45 seconds (2/3 RPM). 

c. Contact C2CEN's SRAN Product Line group for info on obtaining a new current detector 

(1CD1) w/on-board indicator LED for installation (replacement) in the AVC. The existing current detector (NK Technologies’ p/n D150-2/2A and all other previously used NK 

models) is no longer manufactured. The LED provides a visual cue for the technician, 

allowing a quick and accurate current threshold adjustment using the top-mounted trim 

pot. Proper current detector setup is critical because if the detector's switch does not close 

while the light is commanded on, the rotation detector channel activity signals will be 

blocked from reaching the NAVAID sensor and an erroneous rotation failure alarm will 

ensue. 
The ATON Bulletin Volume 37, Number 3 

28 

GOOD TIMES 

Positioning Word Search!

by BMC R.C. Patten, NATON School 

A C U Y S O S S D S V L K H V L N W A V S Q T Z E 

S C N A A H E X S M X F N Z C A O H J E Y O O F Q 

A B C J N T R F Q W M R A L N J I G B R S E J E W 

G R V U F O S M L J N C F K R Y T S U I L K P W R 

X U K I R A E T E S P P A G T O A T Y F G T A Y U 

Q Z X M Y A J G R S N X U T V X T B F I X G S Z O 

N V X M D C C X D O O F Z D D X S Z F C G U F O H 

Q U B I W F J Y U Q H Q I W I A N B S A W N G L D 

U M N O I S R U C X E S Q F E X O Q U T L R D F R 

R D N C Q X E I L L X F D H X K N I E I A W N T Y 

E K O J N S S Z M L A N R B P R P B U O A M B H G 

K V L U D C N Y R P U S K X O B O L H N E V Y N L 

G B E T Z L W M O O O O S E R T I U D A K H M Q I 

G J N A L I L G F A A R H D T E G U S L G G F A K 

P P N A A V P O D O R A T A G T O T H W O J M V K 

V K G I J Y G R W W L J F Y E U R R S S R O K N P 

W O F S Q U U T O U C G W R F I R M G E X P O W H 

F G J E A O G J I T D T O H N D E A T I G O J K P 

P Y C M I R D S V W V I P G H V V N N I W D H W R 

W D X D D T W C C O V F S S I A T O N I S H A Q H 

K O M Q Y H G S W J V X V J T P J Z S E O C D W L 

W X S R E F H M C L W I G J K H Z J Z P D A X N D 

E G Q R F I S P L C I C X V Z Y J X V O A E R Z U 

R W T R O U L N U G B E M G Q S J O M F Y A U Y T 

S H E Z V E I I L I Z F K Z U V T K F R Z V Y Y D 

AAPS 

ACCURACYCLASS 

EXCURSION 

EXPORT 

FOUNDFIX 

GAPPS 

GGA 

GRS 

GSA 

GST 

HDOP 

IATONIS 

IMPORT 

NMEASTRINGS 

ONSTATION 

SETFIX 

SHORTSTAY 

VERIFICATION 
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 

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