Canadian Coast Guard Canadian Coast Guard Auxiliary Pacific RegionAuxiliary Pacific Region

DOLPDOLPHINHINs a v i n g l i v e s o n t h e w a t e r

Spring 2005

AGM 2005

PROPULSIONFrom outboards to all thingsdiesel

Junior Program

Call for NominationsGovernance Board and Management Teams

SAR EXPrince Rupert

2 DOLPHIN Spring 2005

DolphinSpring 2005, Vol 15, No. 1

Publisher: Canadian Coast Guard Auxiliary Pacific Region

Editor: Kerri Kovack

Submissions: Eric Manchester

Design: Bruce Jones/Hot House Marketing & Design Inc

Board of Directors and Officers

Malcolm Dunderdale President

Bruce Falkins Vice President

Robin Gardner Secretary Treasurer

Frank Hudson Past President

Ryan Woodward Director, Zone 1

Jim Lee Director, Zone 2 - Human Resources

Dave Lindley Director, Zone 3

Don Willson Director, Zone 4

Allan Hughes Director, Zone 5 - Regional SAR/Ops

Bob Clayton Director, Zone 6

Duncan Peacock Director, Zone 7

Bill Dornan Director, Zone 8

Brian Cameron Director, Training

Mike Janicki Director, Boating Safety

Ryan Woodward Director, SAR/Ops

Scott Sutherland Archivist/Historian

Staff

Stan Warlow Executive Officer

Kerri Kovack Special Projects Officer

Kyu-Chang Jo Technical Analyst

Tricia Stringfellow Financial Development Coordinator

Beryl Ramsay-White CCG - Finance Officer

Thomas Kerr Simulator Project Coordinator

Tyler Brand CCG - SAR Training Officer

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w.ccga-pacific.org/c-dolphin.htm

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This Issue

The DOLPHIN is housed at the offices of:Canadian Coast Guard Auxiliary Pacific Region25 Huron Street, Victoria BC V8V 4V9Phone (250) 480-2798 Fax (250) 480-2742Web http://www.ccga-p.ca

The DOLPHIN is published quarterly by the CCGA-Pacific and isdistributed free to members of the Auxiliary and to other interestedparties. To receive the Dolphin by email, in Adobe Acrobat pdfformat, or to provide any other feedback, please contact us at:dolphin@ccga-p.ca. Advertising rates/standards also available here.Canada Post Publication Agreement No. 1720570Copyright © 2005 by the Canadian Coast Guard Auxiliary (Pacific),Inc.All rights reserved. No part of this publication may be reproduced,stored in a retrieval system, or transmitted, in any form or by anymeans, electronic, mechanical, photocopying, recording, or otherwise,without the written prior permission of the author, with the exceptionof excerpts, which may be reproduced in their entirety, providing theauthor and publication is credited.The opinions expressed herein are those of the authors and do notnecessarily reflect the policies or views of the CCGA-P or of theeditors. While we appreciate the support of advertisers, we do notendorse their products or services.

Spring 2005 DOLPHIN 3

On the cover:Unit 34 Mill Bay -"HAYES RESPON-DER", photo provid-ed by EricManchester

Call for Nominations……………..................…...4

AGM 2005 ………......................………..………6

Training Report………………....................……11

Junior Program……………....…........................12

The Art of Propulsion……………................…..14

Member Profile……………................…………17

Prince Rupert SAR EX .......................................19

Simulator Program…………................………...20

Group Effort………………................………….21

A Tale of Three Boats……........................……..22

4 DOLPHIN Spring 2005

"A Transition from Management to Governance"A Call for Nominations

To the Board of GovernorsCanadian Coast Guard Auxiliary - Pacific Region

The Canadian Coast Guard Auxiliary-Pacific (CCGA-P) is an organization of volunteers who, in partner-ship with the Canadian Coast Guard, have provided year-round 24/7 on-call marine search and rescueservices, and boating safety education services to the citizens of British Columbia since 1979.

More than 1,400 highly trained and motivated volunteers of the CCGA-P are required to work in a highstress and fast moving environment as they respond to approximately 1,000 marine incidents annually.

On February 26, 2005 the membership of the CCGA-P voted overwhelmingly in favour of moving theCCGA-P Board of Directors from a management to a governance structure to properly direct and gov-ern the organization.

The time has now come to submit nominations to fill positions for the Board of Governors, for its initialterm with the finest candidates available. The positions that need to be filled are:

PresidentVice-PresidentSecretary-TreasurerCommunity Representatives (4)Area Representatives (3)Societies Representative (1)Members at Large (3)

The application form and a list qualifications needed in order to be considered for each of the positionscan be found on-line at http://www.ccga-pacific.org/board.html

In addition to the qualifications found on-line, candidates should have:

- Experience in governing medium to large organizations;- Extensive public and private sector networks; and- A marine background would be an advantage.

Please submit your letter of interest along with your qualifications no later than April 29, 2005 to:

Attention: Director of Human Resources

Canadian Coast Guard Auxiliary-Pacific,25 Huron Street, Victoria, BC, V8V 4V9,

Fax: 1.250.480.2742Email: dolphin@ccga-p.ca

Spring 2005 DOLPHIN 5

Navigating the FutureCall for Interested Candidates

to Join the CCGA-P Management Team

The time has now come to recruit those candidates who aspire to serve the membership of theCCGA-P at the regional level. These positions will appeal to individuals who possess excellentleadership skills and are team orientated. The term of appointment shall be one year open forrenewal. The positions that need to be filled are:

Manager of Search and RescueManager of TrainingManager of Boating SafetyManager of Financial Development and Public RelationsManager of Human Resources

Qualifications needed in order to be considered for each of the positions available can be foundon-line at www.ccga-p.ca

In addition to the qualifications found on-line, candidates should have:

- A passion for the work of the CCGA-P,- Experience in implementing policies and procedures,- A leadership background in either the CCGA-P or other organizations or companies, and- Desire to assist the membership and units on operational matters.

Please submit your letter of interest along with your qualifications no later than April 29, 2005 to:

Attention: Human Resources

Canadian Coast Guard Auxiliary-Pacific25 Huron Street, Victoria, BC, V8V 4V9Email: dolphin@ccga-p.caFax: 1-250-480-2742

6 DOLPHIN Spring 2005

26TH Annual General Meeting

Spring 2005 DOLPHIN 7

COMMISSIONER'SCOMMENDATION

Frank Hudson

NATIONAL AWARDS

Administrative Excellence Medal

Given in recognition of outstandingadministrative achievements or serviceto the CCGA.

Ryan WoodwardAllan Hughes

Leadership Medal

Given in recognition of sustained pro-fessional and/or leadership achieve-ments in operations or administration.

Bruce FalkinsBrian Cameron

CCGA-P AWARDS

Blue Spirit Award

In recognition of your commitmentand professionalism throughout yourservice with the Canadian CoastGuard Auxiliary - Pacific.

James Miller

Certificate of Appreciation

In recognition of your contribution tothe work of the Canadian Coast GuardAuxiliary-Pacific during the past year.

Jonathan MartinBart DeFreitasVictor LironiUnit 8 - DeltaDavid Holmes

Certificate of Commendation

In recognition of your commitmentand professionalism throughout yourservice with the Canadian CoastGuard Auxiliary-Pacific.

Jim BrewinGlen ReaMike SorensenDario GorssiBarry HastingsRobert OunpuuJay WilloughbyDavid WeltersCurt HansenEllen ReidUnit 6 - Richmond NorthUnit 7 - RichmondUnit 38 - Long BeachRCMP North Coast

Certificate of Merit

In recognition of your meritoriousservice to the Canadian Coast GuardAuxiliary-Pacific.

Hugh McKinnonTed WallisGarry BrownUnit 27 - Nanaimo

Executive Officer's Award

In recognition of the Canadian CoastGuard Auxiliary - Pacific Unit thatmakes a significant contribution to thegoals of the entire Pacific Region

Unit 61 - Pender Harbour

Gerry Moka Award

In recognition of your outstandingwork in prevention.

William Hopkins

Honorary Membership

In recognition of your outstandingand exceptional service to theCanadian Coast Guard Auxiliary-Pacific.

Tyler BrandAlison KeighanJeff NemravaWilliam Mather

Incident Duration

In recognition of the Canadian CoastGuard Auxiliary - Pacific Unit thattook part in the year's longest inci-dent.

Unit 63 - Kitimat

John McLean Award

In recognition of outstanding servicegiven to the Canadian Coast GuardAuxiliary - Pacific by an owner/oper-ator.

Harvey Humchitt

JRCC Award

Joint Rescue Coordination Center'sAward for Unit Operations.

Unit 63 - Kitimat

Lindsay Halliday Award

In recognition of your outstandingservice and dedication to the boatingsafety program.

Dale LivingRaelene Living

MIKE Award

In recognition of the Canadian CoastGuard Auxiliary - Pacific Unit thatperformed the first rescue of the yearin aid of their fellow mariners.

Unit 33 - Oak Bay

OBS Award

In recognition of significant contri-butions of the advancement of boat-ing safety in the Pacific Region.

Unit 101 - Southern Interior

Operations Directors Award

In recognition of outstanding SARreadiness demonstrated consistentlyby a Canadian Coast Guard Auxiliary- Pacific Unit.

Unit 7 - Richmond

Roger Wishart Award

In recognition of the Canadian CoastGuard Auxiliary - Pacific memberwho has made outstanding contribu-tions to the organization in the fieldsof training, boating safety andSAR/Operations.

Geoffrey Gould

Tolonen Award

In recognition of the CanadianCoast Guard Auxiliary - PacificUnit that accomplished an outstand-ing operational record in volunteermarine SAR in support of theCanadian Coast Guard.

Unit 35 - Victoria

8 DOLPHIN Spring 2005

Spring 2005 DOLPHIN 9

The AGM weekend held something for everyone!

The 26th AGM kicked off with a spectacular trade show. Sixteen exhibitors displayed the latest in first aid, survival gear,marine electronics, vessels and motors. The show offered the opportunity for directors, unit leaders, members and gueststo discuss product lines with the exhibitors.

The workshops held on Friday were a great success. An array of topics was covered, giving all who attended some use-ful information. A special thanks to our instructors; Bob Beckett - Volunteerism, Joanne Balance & Marnie Hill -Fundraising, and Ron Monk - Conflict Resolution.

Saturday held the official portion of the AGM, with the opening ceremonies hosting VIP's from BC, Ottawa, and theUSA. The awards lunch was an inspiring affair with 4 National awards presented and a Commissioner Commendation.During the evening we had the presentation of CCGA-P awards, and the privilege of Ian Strachan - Director of theNational Sea Rescue Institute of South Africa present a dynamic report on South Africa Sea Rescue operations.

The Silent Auction gets bigger and better every year. There were over 120 items up for auction and something for every-one. Among the many items auctioned there were original art, handcrafted woodwork, limited edition prints, clothing,first aid kits, and marine equipment.

The success of these events is due to our committed volunteers, wonderful sponsors who donated gifts and to the enthusi-astic bidders. Thank you very much.

Trade Show Participants:

Carlton Rescue EquipmentCarswell IndustriesCMC ElectronicsFerno Canada Inc.GUTZ EMS Inc.Helly Hansen CanadaICOMMegatechMustang SurvivalNautilusPacific YachtingSuzuki MarineVancouver Life Raft & SafetyVancouver Marine EquipmentWhite's ManufacturingYamaha Motor Canada

The Canadian Coast Guard Auxiliary-Pacific Board of Directors, Members and Staff wouldlike to thank the following donors for their support of the 2005 AGM.

10 DOLPHIN Spring 2005

Silent Auction Sponsors:

49th Parallel TowingAcklands GrangerAlertstarAlpine Disposal & RecyclingAnchor Marine ElectricAmarah GabrielBarton InsuranceBosun's Locker LtdCafé MexicoCarlton Rescue EquipmentCarswell IndustriesChanging TimesChateau VictoriaCim MacDonaldClay EvansCMC ElectronicsCNC CreationsCoast Capital SavingsConnie McClureCowichan CollisionCreekhouse GalleryDayspring Studio Inc.Dermot McCannDigby ArtsFairmont Hotel VancouverFerno Canada Inc.First Aid & Survival TechnologiesFour Seasons Hotel VancouverFront RunnersGenumarkGoodfellowGUTZ EMS IncH.R.H. ButlerHelly Hansen CanadaHiliJet International Inc.ICOMIl TerrazzoIsland ArtJennifer WadeJoe WoodsLadysmith InsuranceMac ToolsMail-O-MaticMalcolm DunderdaleMegatechModel Ships MuseumMongolie Grill in WhistlerMustang Survival

NautilusOak Bay BicyclesParker MarinePeninsula GalleryPurdy's ChocolatesPure Radiant EnergyRadisson Hotel Vancouver AirportRobert BatemanRyan WoodwardScottySilver King MarineSilver Star Club ResortSonora ResortSpinnakers Guest HouseStanley ToolsStu WorthingtonSuzuki MarineThe Beagle PubThe Harbour ChandlerThe Paw Print NetworkThrifty FoodsTrotac Marine Ltd.Uplands Golf ClubVancouver Life Raft & SafetyVancouver Marine EquipmentVancouver Port AuthorityVolvo PentaWan May UniformsWest Coast AirWest MarineWestern Marine WestJetWhite's ManufacturingYamaha Motor CanadaZodiac Hurricane Technologies

Donors:

HMCS MALAHATLiquid MetalLumberworldMarine Insurance Association ofCanadaWest Marine

PHOTO CONTEST WINNERS

The Winners Are:

SEARCH & RESCUEEric Manchester

BOATING SAFETYDuane Currie

MARINE MISHAPSScott Baker

Thank you to all the members whosent in photos.

A special thank you to LondonDrugs for sponsoring the CCGA-PPhoto Contest.

Spring 2005 DOLPHIN 11

In an organization that I consider tobe filled with leaders of all types andat all levels, I am honoured to berecognized and awarded the CCGANational Leadership Medal. Beingthe recipient of the LeadershipMedal emphasized to me the strong,and expanding role our volunteermembers assume. It is becomingmore common for our volunteermembers to be called upon to handlea variety of situations and responsi-bilities. These situations usually callfor some form of leadership, whetherit is the crewmember that is lookedupon as a leader by a victim, a unitleader administering to his unit, amember doing a courtesy check, azone director or a member participat-ing in board activities, we are alllooked upon as a leader in somefashion or another.

The CCGA-P has been developing afairly comprehensive Coxswaintraining standard with PerformanceTraining (practical and theoretical),Development Training (leadership,administrative and professionalskills) and finally Unit SpecificTraining modules. Based on thebelief that for Pacific Region, thecoxswain (or equivalent in an owneroperator or Boating Safety unit) canbe a shiny example of good leader-

ship, influencing our up and comingmembers.

Another way we can develop leader-ship is by collaboration and partner-ing with other professional SARorganizations. Leadership in anorganization can grow when thatorganization reaches beyond itself toseek solutions. By exposure toexamples of good leadership withinour Coast Guard partners, theUSCGA, the RNLI and other profes-sional agencies our organization willgrow as we find new and innovativeways of dealing with our opportuni-ties and we will continue to start upnew initiatives that benefit our mem-bers and the people we serve.

Are we capable of training leaders?

As a volunteer organization, perhapswe aren't in a great position to dototal leadership development such aswould be seen at a leadership acade-my, but we can certainly identifycurrent members with leadershippotential and build upon these indi-viduals. If we train our members inthe right atmosphere, then they aremore likely to flourish into ourfuture leaders. The challenge in ourtraining is to set the right atmosphereso that we can develop our member'sleadership potential. We may nothave a formal leadership develop-ment academy, but we can recognizegood leadership potential and set anatmosphere in our training thatencourages good leadership prac-tices. This will allow our members tostep up to the plate and display theirleadership potential, so that we canmeet our vision and goals as anorganization.

One of the challenges of being aleader, either as an individual or asan organization includes "learning tofollow as well as lead". It is oftensaid that good leaders attract goodfollowers. When leadership and fol-low ship exists as interrelatedprocesses, a mutual relationshipdevelops between the people whotake on these interchangeable roles.Given the stresses and strains put ontoday's rescue system, organizationsand individuals within those organi-zations need one another's supportand leadership. In order to do this,we must immerse our members in aculture of vision, courage, commit-ment and good leadership practices.

So remember as you develop yourunit training plan, you are actuallyplanting the seeds of good leadershipearly by setting the example, settingthe right atmosphere and recognizingour leaders of tomorrow - today. Aswe continue to grow we will notonly be able to "Save Lives on theWater" (or before they get to thewater), but as an organization wewill truly become a world leader inMarine SAR.

We are training our leaders fortomorrow, every time we train as if our lives depend on it...

...because someone's does and sodoes our auxiliary.

Brian Cameron

PLANTING THE SEEDS OF LEADERSHIP

12 DOLPHIN Spring 2005

CANADIAN COAST GUARD AUXILIARY JUNIOR PROGRAM:RESCUERS IN TRAINING

Fourteen year-old JamieFranzmann recalls her initial reac-tion to the work for which shebegan training in Nanaimo. "Itwas kind of shocking to learnabout the grim tasks that wemight have to do, and how toughthe working conditions can be."Franzmann is one of a few dozen

junior candidates, aged 14 to 18years, preparing for service in theCanadian Coast Guard Auxiliary -Pacific.

The junior program, seen byCCGA-P as a farm-team of sortsthat could help fill its future ranksof searchers and rescuers, gradu-ally evolved from an idea in 1998to a reality in about six of the aux-iliary's four-dozen units by 2004."It really happened by accident",according to MalcolmDunderdale, CCGA-P President,"Some of our members' kidsexpressed interest in the auxiliary,but we had concerns about liabili-ty. Most importantly, we didn'twant them to be in harm's way, sowe developed strict guidelinesgoverning their training and whatroles they could have at theiryoung ages."

Today most junior members arefrom non-auxiliarist families,attracted in part by unit recruitingadvertisements or from a schoolcounsellor's suggestion, accord-ing to Curtis Bolton, leader, Unit#27 (Nanaimo). "The pre-requi-sites to join are simple - be

responsible andsafety-conscious.Boating experienceisn't necessary."

Juniors must acquirethe same qualifica-tions as their adultcounterparts, includ-ing radio operatorand first aid certifi-cates; pleasure craftoperator card; profi-ciency in boat han-

dling, search and rescue tech-niques, vessel maintenance, andnavigation - and body recovery."To maximize skills developmentthe teens undergo specializedclassroom and on-the-waterinstruction, and also participate inthe regular unit training with adultmembers", said Ron Mellson,instructor, Unit #34 (Mill Bay). Atage 17 years, juniors are allowedto crew on their unit's boat duringreal rescue missions. But,with the auxiliary's emphasison incidentprevention, units have manyboating safety and educationassignments available foreven the youngest member.

With a quarter-century ofservice, Victoria-basedCCGA-P comprises 1,400volunteers and nearly 200

rescue boats in units around theBC coast and the Interior. It han-dles some 30% of the westcoast's 3,000 annual marine inci-dents, which include fires, bridge-jumpers and collisions - morecommonly mechanical problems;people overboard; medical emer-gencies; and vessels lost,aground, overdue or sinking.Some incidents are so disturbingthat rescue crews require traumacounselling.

Many units use open-deck, rigid-hull inflatable (RHIB), fast-response boats, propelled bypowerful twin outboard motors,and equipped with radar, globalpositioning system, and portablepumps. Crews are exposed to theelements, but they can respond at40 knots. Not far from the south-ern concentration of multipleagencies and resources, unitsgenerally are alone with only theirequipment and skill to rely upon.Regardless of locale, all units canface daunting weather and rigor-ous operating conditions.

Many adolescent recruits havebeen around the water for largeportions of their young lives,mainly through family boating. A

Spring 2005 DOLPHIN 13

few think they'll have some formof nautical career - marine biol-ogy, coast guard, tow boating ormarine mechanics - but most ofthese high school students arelikely to leave in pursuit ofcareers that may one day bringthem back to their coastal roots."Retaining them in the shortterm will be a challenge" saidDunderdale, "Some will contin-ue straight into a CCGA-P unitas a regular member. We'rehoping that the others will comeback to us later."

Fifteen year-old Glen Waugh,from Duncan, is typical of manykids growing up around thewater. "I learned to paddle acanoe at age five, and got mypleasure craft operator's card atage 11." The grade ten student

looks ahead to acareer messingabout with loggingequipment andengines - heavyduty diesels - andexpects to continueserving in his coastguard auxiliary unit."I hope that mywork will allow me

to stay close to home." Whatattracted him to the auxiliary?"Driving that fast RHIB was thefirst big attraction. It was alsomy first big challenge, learningthe specific way the boat was tobe driven, and mastering thehigh-speed maneuvers. Now Ilike navigating over driving. But,the hardest thing of all issearching for people because ittakes lots of concentration, andduring long searches it can getquite cold - especially withwaves coming over the bow."

Jamie Franzmann, a grade ninestudent, felt a different motiva-tion to join the auxiliary, andsaw unique challenges in meet-ing the auxiliary's standards. "Idid sports but it got boring, andI wanted something more seri-

ous. Here, there is so much toremember, especially naviga-tional charting - good thingwe've got erasers. The hardestphysical parts of the work arerope handling, and using theboat hook to get a disabled boatready for towing. Working inbad weather - wind, rain, dark-ness - can be tough, especiallysince my night vision isn'tgreat." Franzmann is undecidedabout her career plans - maybeforensics, maybe coast guard-but she thinks that the auxiliarywill remain a part of her life.

Seeing them whiz past on asunny day, it looks like fun.Training in good weather is sur-real, because troubles seem tohappen only on blustery nights.Asked what advice she wouldoffer anyone thinking of joiningthe coast guard auxiliary,Franzmann said, "Be seriousabout the training, because thejob to be done is very real."

Story by: Eric ManchesterPhotos provided by:

Eric Manchester and Barry Frenzmann

Kevin CleaverPh# (250) 727-0783 Fax # (250) 727-0723

vital.link.ventures@shaw.ca

Standard First Aid Oxygen AdministrationMarine Advanced First Responder/AED

Training the Coast Guard since 1997

OUTBOARD MOTOR

Firstly the outboard motor, thedrive principle of which is virtuallyunchanged since it first appearedalmost exactly 100 years ago. Theprinciple is simple. There is anupper leg with the engine sittingon top of it, and a lower leg hous-ing the gearbox. The two arejoined by a straight drive shaft,which starts at the bottom of avertical crankshaft in the motor,and ends with a bevel gear downin the gearbox. This bevel gearspins continuously in unison withthe rotation of the crankshaft and,sitting horizontally below it is thepropeller shaft with another bevelgear at each end - one reverseand the other forward. When inneutral, both forward and reversebevels are kept away from thedrive shaft bevel by a gear selec-tor rod, which moves them back-wards and forwards along the pro-peller shaft.

When pushing the remote con-trol lever on the dashboard ofyour RIB to select forward gear,the selector slides the forward

gear until it engages (meshes)with the spinning drive-shaft gear,and the same applies to reverse.This is why, especially if the rpmis too high on tick-over, engaginggear is often accompanied by aresounding 'clunk', or, if beinghandled too gently, a chattering orgrinding noise as the gears try toengage. Trying to put an engineinto gear with too many enginerevs is, at best, putting the entiredrive chain under duress andshortening its life expectancy. Atworst, it's capable of wrecking theentire gearbox! Trying to be toogentle engaging gear may resultin the selector just moving thegear far enough for it to touch thedrive shaft gear without properly'locking in'. This causes excessivewear on both sets of gears andcan lead to the gearbox jumpingout of gear or failing to engage inthe first place.

Today's outboard is extraordi-narily suited to the marine envi-ronment. It is a form of power thathas become hugely reliable aswell as relatively economical. Itsdevelopment has been largely

responsible for the success of theRIB itself and the outboard contin-ues to develop in many aspects oftechnology and engineering. Giveit clean fuel and it will run and run.Easy to install and uncomplicatedto adjust for maximum perform-ance, the larger models also ben-efit from being fully 'trimable'. Withan outboard of course, one hasnone of the installation and hous-ing issues associated with aninboard - the venting and water-proofing of the housing etc. Infact, an outboard, for the mostpart, is rarely troubled by a goodswamping as long as the batteryis located above the waterline.Furthermore, compared to adiesel, a petrol outboard has alower purchase cost and unlessthe number of hours of use dictateotherwise, in most instances it willstill be cheaper to pay more forpetrol than to invest in a dieselinboard with its related fuel con-sumption savings. It's true that thecentral point of gravity is sitedhigher on an outboard and thiscan affect the handling - particu-larly with a RIB that possesses a

Deciding what drive system will be bestsuited to a small RIB will almost invariablyresult in the purchasing of an outboardmotor. But isolating the right drive for alarge RIB is becoming more and more of anissue due in no small measure to the rapiddevelopment of the new high-speed dieselengine. In this article we endeavour to lookat some of the options currently availableand evaluate their suitability for use in RIBs.

THE ART OF PROPULSIONFROM PISTONS TO PROPS

CA

Ddraw

ingoflatestYam

ahaoutboard

14 DOLPHIN Spring 2005

weight-sensitive hull design. All in allthough, I think you'll agree that an out-board makes a pretty attractive propo-sition.

INBOARDS & STERN DRIVES

If not running an outboard, it wouldseem logical that one would choosean inboard motor. As inboard motorsare just that, they need to have someway of transferring the motor's powerinto the water. This entails connectingit to a propulsion system; preferablysomething already designed for a par-ticular application and matched to theengine's power in order to provide thebest performance and reliability at arelatively cost-effective price.

Prop driven stern-drives are by farand away the most popular option, butjet drives have their advantages in cer-tain applications, and surface-drives,which have only really been popularfor racing, are now beginning to creepinto the leisure market for those seek-ing the ultimate in performance.

A stern-drive is similar to outboardmotors in that the bottom end, which isin the water, houses a bevel gear, tak-ing the vertical drive to the horizontal.In some cases the gearbox works inexactly the same way as an outboardmotor's within the lower unit beneaththe water, but in some cases the gear-box is mounted on top of the stern-drive or even to the motor itself, thusproviding a slimmer gear case and, insome cases, better efficiency.Whichever system is employed, thestern-drive has to go through twochanges of direction before it puts itspower into the water and this cancause additional friction and mechani-cal complications. However the advan-tages that the stern-drive offers aresimilar to outboard motors, in that theycan be trimmed for optimum perform-ance, can be lifted for shallow-watermanoeuvring and beaching, andrequire no additional rudder for steer-

ing. They are also relatively easy toremove for servicing/maintenance andefficient when coupled to petrol anddiesel engines of various horsepowerratings. Whilst many stern-drives willtake significant amounts of horsepow-er, sometimes several hundred in spe-cialist applications, there is a growingproblem with larger turbochargeddiesel engines, which can developmassive amounts of torque and putenormous stress on the whole drivetrain of a stern-drive.

Manufacturers have learned thehard way concerning this and, to asignificant extent, from the use ofpowerful diesel stern-drive applica-tions in high-speed RIBs where thecraft are frequently leaving and re-entering the water. A petrol-enginedstern-drive RIB with around 300hpcould comfortably cope with the con-stant loads associated with leavingand re-entering the water, whereas a300hp turbocharged diesel producingsignificantly more torque than its petrolequivalent would subject the gears,bearings, drive shafts and couplings tohuge loads as the propeller re-entersthe water. Over the past few years,stern-drive manufacturers have strivedto keep up with the ever increasingdevelopment of the modern dieselmotor, but still the maximum 'safe'horsepower is only 300 - althoughVolvo have recently announced a350hp supercharged and turbochargeddiesel engine that will comfortably andreliably work with their new stern-drivepackage.

So where do you go above 350hpwith a turbocharged diesel motordeveloping such enormous torque?Well, it could be through one of thevery heavy-duty and still relativelynew, bespoke stern-drives that havejust started to arrive in the UK andwhich rely on a gearbox fitted to theengine. Or you could consider a con-ventional through-hull drive systemthat offers tried and tested technology

Spring 2005 DOLPHIN 15

Courtesy of Yamaha

Hamilton jet components

Suzukipow

erhead

Volvo Duo-Prop stern drive

Volkswagen Diesel

- but these present the obviousdrawbacks of fixed under-waterappendages. An equally welltested jet-propulsion systemoffering the advantage of shal-low-water drive and simplicitymight be the alternative, but thenagain, inefficient power deliveryand offshore ventilation/cavitationissues can be a problem on RIBsof less than 8.5m. What aboutone of the numerous surface-drive systems that promise muchimproved top-end performanceand reliability through simple, effi-cient, engineering? The problemthough with these is that one hasto sacrifice acceptable low speedmanoeuvrability, especially whengoing astern.

For those tempted to experi-ment with new innovativedesigns, the latest stern-driveoptions from a number of'bespoke' manufacturers could bethe way to go. But this requirescourage to invest in the relativelyunknown, and knowledge of set-ting up such a unit; presentlythere is insufficient feed-backfrom RIB users as to how theseunits perform compared to otherbetter-known propulsion systems.

The conventional through-hullpropeller 'P' bracket system hasbeen around 'forever' and is awell-tried and tested layout, but isbetter suited to conventionalcraft, which never venture intothe shallow water areas that aRIB would explore. Most RIBusers have become complacentabout launching and recovering aRIB, but imagine how much moredifficult it would be to carry outthis operation with all that vulner-able hardware protruding out ofsight somewhere under the hull!

WATER JETS

Jet-drives are very popularwith commercial and shallow-water operators, where the lackof any underwater appendageand excellent low speedmanoeuvrability offers tremen-dous benefits to those thatrequire these properties.However, for those who travel atspeed offshore, a jet can be veryfrustrating, as it ventilates andstops driving every time itbecomes airborne, causing theRIB to 'stall' in mid-flight andoccasionally land heavily. Also,jet drives tend to be less efficientand therefore require largerengines to compensate, whichcan then lead to a larger jetbeing required to accept theextra power. This all adds to theexpense and weight of the instal-lation, so jet RIBs tend to bemostly commercial craft with aspecific requirement and appro-priate design.

SURFACE DRIVES

Finally, the surface drive, onpaper at least, looks the bestoption, with its efficient low-dragpotential coupled to its simple 'nononsense' drive chain, with littleto go wrong. However 'every sil-ver cloud has a dark lining' andthe surface-drive has more thanone Achilles heal: selecting theright propellers to cover allmodes of boating, low-speedmanoeuvrability, especially on asingle engine set up - and,because they operate close tothe surface, their inherent lack ofreverse propulsion.

CONCLUSION

All the above systems are inoperation in RIBs in every cornerof the world, and all offer advan-tages and drawbacks dependingon one's requirements. At theend of the day, the system youchoose depends on your use andpreferences, and if there wereone 'package' that suited every-one, everyone would be using it!Unfortunately life is not that sim-ple and, in the practical world ofRIBs, it is still as difficult as everto find the optimum solution toone of the oldest conundrums:inboards or outboards, petrol ordiesel, stern-drives, jets, surface-drives or what ever else is avail-able that we have overlooked.There simply isn't a definitiveanswer I'm afraid….sorry!

Paul LemmerReproduced courtesy of

RIB Internationalwww.ribmagazine.com

16 DOLPHIN Spring 2005

Spring 2005 DOLPHIN 17

Intuition and a keen sense of smellsaved two soggy souls from ahypothermic death, after their 36' tugsank near Bella Bella. Their singleMay Day broadcast launched a multi-agency response which included craftfrom 442 Squadron, Department ofFisheries and Oceans, and theCanadian Coast Guard Auxiliary -Pacific. Among the responders on thatfrigid, long-ago January day wasHarvey Humchitt and his colleaguesfrom CCGA-P Unit #48 (Bella Bella) -who thought it prudent to look someten miles outside the main searcharea. "There was no debris, but wepassed through some strong dieselodour, and an oil slick that appearedto be coming up from a sunken ves-sel", recalled Humchitt. "When weshut off our motor and drifted, weheard a faint cry for help. One personwas on the beach, and the other wasin the water clinging to a 40lb propanebottle."

Fifty-five year-old Humchitt has beenwith CCGA-P for 17 years - serving asunit leader and zone director - and isone of six owner-operator membersthat make up his entire unit. His nauti-cal career began with commercial fish-ing near Namu. Today, Humchitt runshis own sportfishing business,Campbell Island Charters, with a smallfleet of 17' runabouts, and his old gill-netter. Many of his customers come allthe way from Hawaii for the thrill ofcatching some of our big ones. Inrecognition of his outstanding serviceto CCGA-P as an owner-operator,Humchitt received the John McLeanaward for 2004.

Having just a dinghy-full of auxiliaristsbased at Waglisla (better known asBella Bella) hasn't hindered the unit'sability to aid mariners in distress,according to Humchitt. "The wholecommunity responds - instantly - ifsomeone is missing. They walk the

beaches. They use their own boats todo shoreline searches. Even smallspeedboats come out to help."

Unlike most CCGA-P units, forming amarine rescue society through whichto raise funds to support its operationsisn't on the horizon for Unit #48,according to Humchitt. "We're so iso-lated, and there aren't any big compa-nies around to donate, so a societydoesn't seem very useful for us."

With the opening, in 2004, of theCoast Guard lifeboat station acrossthe channel at Bella Bella(Shearwater), life has changed forUnit #48. "Things have calmed down.We used to get calls - lots of them -concerning overdue boats and lostpeople. We even delivered medicines.We were almost too busy sometimes,so we're glad to have the new lifeboatstation here", said Humchitt. CoastGuard's new lifeboat station is alsowelcomed for its resources that canbenefit Unit #48 members, particularlyfor training. "When the Coast Guardships were in our area, they'd providesome training for our members. But,we really were on our own most of thetime because we're somewhat isolat-

ed - communications-wise - from theauxiliary's headquarters. The lifeboatstation invited us to meet and developa working relationship."

Unit #48 covers a huge territory lacedwith channels and passages. In anarea where eight-hour searches, 60-knot winds and seven-metre seas arecommon, unit members are glad tohave owner-operated commercial fish-boats to work from, according toHumchitt. "It gives us shelter, andsomewhere for those helping us insmaller boats to warm up and getfood."

Foremost among local concerns is thepotential for disaster from heavily-pop-ulated cruiseships running aground, orcolliding with other commercial trafficthrough narrow, twisting passages -some only a few hundred metreswide. And, there is evidence of pollu-tion. "We see oil slicks and sludge onbeaches, and places where bilgeswere pumped, despite it being illegal."

The unit believes that it has helpedimprove marine safety in its communi-ty, through education and courtesyvessel examinations. "People heredidn't file float plans or let others knowtheir whereabouts, but now they do.When we had members trained to doCE's the commercial fishermen wereinitially resistant, but they came to likethe service." Above all the day-to-daychallenges of keeping the unit togeth-er, and the risks inherent in the work,there is one factor that makes it allworthwhile for Humchitt. "It gives youa good feeling to do something decentfor fellow mariners."

Story by: Eric ManchesterPhoto provided by: Harvey Humchitt

Member ProfileHARVEY HUMCHITT UNIT #48 (BELLA BELLA)

18 DOLPHIN Spring 2005

ANSWERING THE CALL....

Carswell Industries Ltd. #110 - 2031 Malaview Avenue W. Sidney, BC. V8L-5X6Tel: (250) 656-3153 Fax: (250) 656-3157 Webpage: www.titanboats.com

A division of

Prince Rupert Children's Festival

Bobbie was once again a big hit with the crowd atthe 14th annual Prince Rupert Children's Festival,held at the Jim Ciccone Civic Centre on March 5,2005. "Bobbie" spoke to over 500 kids during the6 hour event, answering their questions and educat-ing them on boating safety. Kids were also invitedto try on a PFD and then sit in Unit 64's smallinflatable. Five members of Unit 64; Geoff Gould, EricBrooke, Mike Sorensen, Paul Kennedy and NikaSantucci, put in 36 hours of volunteer time to pro-mote the boating safety cause.

UNIT UPDATE

Unit 63's new boat housewas towed to it's mooringwith the SnowflakeResponder. The boathouseis moored at Nechako dockcourtesy of Alcan, who alsoallowed Unit 63 to use theirwharf to unload. The boat-house features a classroomspace upstairs and enoughroom to store all of our gear.This should end severalyears of unease about ahome for our unit.Thanks,

Mike ColongardUnit 63, Kitimat

The first annual zone 7 SARcompetition was held in PrinceRupert on April 2nd and 3rd,2005. There was an impressiveturn out with 6 out of the 9 unitsfor zone 7, 3 RHI's and unit75's owner operator attending .The participants were units: 45Masset, 63 Kitimat, 75Kincolith, 74 Kitkatla, 66 QueenCharlotte City and 64 PrinceRupert, Unit 69 Sandspit wasforced to turn home whilecrossing the Hecate Straits dueto bad weather.

Events included First Aid, SARplanning and execution, naviga-

tion, towing, seamanship andpump and line toss. Some con-testants braved the chilly PrinceRupert harbour waters in thesurvival suit swim and raft exer-cise. On Sunday, a mock disas-ter was staged with the help ofthe Coast Guard cutter PointHenry. A mock mayday wasissued from a whale watchingboat that had hit a rock. Therewere several injuries on boardand 2 passengers were ejected,resulting in 5 auxiliary vesselscombing Prince Rupert harbourlooking for survivors.

With the assistance of ARTEmembers and Tyler Brand, the

teams experienced variouschallenging scenarios. Eachteam was evaluated on theirperformance and those evalua-

tions and the event plans wentback to the units. These eventsgive members not only theopportunity to compete, butalso the chance to learn newskills and increase their per-formance standards.

Throughout the weekend theamount of effort, sense of teambuilding and camaraderie wasphenomenal. This kind of eventis only possible with the coop-eration and time of a greatmany volunteers. Thanks to allthe contestants for coming andtaking part in this exercise.

Duncan Peacock

Spring 2005 DOLPHIN 19

Prince Rupert SAR EX

CCGA-PREGIONAL SARCOMPETITION

MAY13TH, 14TH, & 15TH

2005

STEVESTON(Vancouver)

20 DOLPHIN Spring 2005

After a thorough evaluation of avail-able vendors and technology duringthe fall of 2004, it was concluded thatexisting simulators and software pack-ages would not be able to meet ourrequirements. Industry vendors werenot able to customize their packagesto suit our needs for an on-line educa-tion program and Fast Rescue Craftmission simulator.The Memorial University's MarineInstitute and the Centre for MarineSimulation (CMS) are experts in thefield of high fidelity simulation andconnected training programs used toreduce the likelihood of human errorin real marine situations. We are col-laborating with the Institute and theirpartners to provide an online trainingcenter, web based simulator and fullmission FRC simulator.

This simulation and web-based learn-ing project will increase the effective-ness and range of our current trainingcurriculum using the established train-ing objectives. The Search and RescueCrew Manual will serve as a founda-tion of the web based LearningCenter, augmented by more advancedcurriculum topics in both an onlinelibrary format and in interactive on-line simulations. We will also havethe ability to evaluate and recordmember's training progress in a cen-tralized database- streamlining thetracking and recording process. Whilethis website will be largely studentdriven, we are looking into the poten-tial of instructor led on-line courses todeliver some of our training objec-tives. This will enable an instructor toschedule an on-line course and deliverit in real-time to a number of studentsacross the region. This type of e-learning system will also have broadappeal to the public including boatingsafety applications.

The web-based training program willbe instrumental in bringing together

the skills of adjusting and using elec-tronic navigational instruments andapplying the knowledge of basic chartwork to short 'virtual passages' on thewest coast. Completion of this train-ing package will be a pre-requisite tomoving into the advanced curriculumthat will be incorporated into the Full

Mission Simulator. Here individualsand teams will be trained and evaluat-ed on navigation and collision avoid-ance skills at our 'advanced crew' and'coxswain' level. As well, teamworkand crew dynamics will be evaluatedin terms of a functioning Search andRescue Unit through complex skillinteractions and communications. Oneof the primary goals of the simulatorscenarios will be to develop skills insituational awareness, positive con-trol, risk-level assessment, andresponsible management of risk. Whatthe simulator will not do is teachskills such as towing, docking, andrough water handling which are bestsuited to actual on the water training.The simulator will also be program-mable for a variety of applicationsincluding public demonstrations, boat-ing safety, and operator testing.

Simulation technology will allowindividual members and teams toencounter dangerous and life threaten-ing simulations in perfect safety anddevelop skills required for on thewater SAR missions. The key to theaccuracy of vessel simulation is'stitching' the vessel's numerical

model to the wave environment. AtCMS they have spent the last 2 yearsdeveloping a lifeboat simulator thatcaptures the realistic movement of alifeboat in big seas. I had a chance todrive the virtual boat in a 180 degree,three-screen projection simulator andwas impressed how well it replicatedthe real experience. The FRC simula-tor will be based on the same type ofmathematical models and wave envi-ronment and should provide us withexcellent 'virtual boat' handling char-acteristics. The first vessel profile tobe developed will be based on theTitan 249, with subsequent profiles tobe created further down the line.Initially, a desk top simulator will becompleted and upon passing our veri-fication, validation and accreditationprocess will be further adapted intoour Full Mission Simulator. For thenear future a motion base is beyondour budget limitations, but the possi-bility of a full motion, full missionFRC simulator is within reach whenwe can raise the funds.

We will have the opportunity to helpdevelop the geographical environmentdatabases in which the vessel will run.As well, I am looking for any mem-bers who may have access to any 3-Dvisual files, or plans of vessels to beused as 'targets'- kayaks, sailboats,powerboats, tankers- any type of ves-sel you would see on the water thatcould be put into the virtual environ-ment. I will continue to update theproject in future issues of the Dolphin.As well, I invite anyone who hasapplicable skills or interests that couldcontribute to the review of functionaland design specifications to contactme to join our re-activated workinggroup.

Thomas Kerr1-250-480-2736Marine Simulator Project Manager

Expanding the Vision: Training Through On-Line Learning and Simulation

Spring 2005 DOLPHIN 21

At 3:20pm on Feburary 13, 2005members of CCGA-P 12 werepaged and Unit 12 Halfmoon Baywas tasked to assist, along withfour other Search and Rescue andemergency medical services, aftera hiker on North Thormanby Islandfound himself pinned under a fall-en tree with a broken leg.

The Sunshine Coast LSAR mem-bers are primarily based inGibsons and there was a 30-40minute response time for them toarrive in Halfmoon Bay. RCC haddesignated EMS as OSC andbecause of the limited daylightremaining they requested that theHovercraft be dispatched to pro-vide the final transport offThormanby Island. Shortly there-after Unit 61 (Pender Harbour)was also tasked to assist.

The sheer amount of equipmentthat the LSAR members carrymade the tasking of Unit 61essential. Each member has agood sized backpack, there werestretchers, tools, climbing equip-ment, lights, even a 2.5' diameterwheel for the stretcher in rough

terrain. Unit 12's RHI sped the firstgroup of people and equipment tothe island while the rest wereboarding Unit 61's vessel. TheHovercraft was also underway atthis point; all told over 25 rescuepersonnel were now involved fromfour different agencies.

As is frequently the case onThormanby Is., a local volunteeroffered their vehicle to assist inreaching the hiker and as EMSand LSAR members trekked in tothe location of the injured hikerCCGA-P 12 and 61 provided radiorelay between the RescueCoordination Center (via ComoxCoast Guard Radio) and theground based rescue effort as wellas providing on scene reports tothe approaching Hovercraft. Withthe significant number of SAR per-sonnel involved communicationsplayed a key part for the incident -merely passing messagesbetween the LSAR members oper-ating on land radio frequenciesand the various CCGA-P and CCGpersonnel using marine VHFinvolved careful coordination.

The successful rescue saw thehiker put aboard the Hovercraft,which beached just north of theVaucroft dock on Thormanby,while Units 12 and 61 transportedall the LSAR members back toHalfmoon Bay.

From the perspective of CCGA-PUnits 12 and 61 the best part ofthe incident, apart from the suc-cessful rescue of the hiker, wasprobably the parting radio com-ments from the Hovercraft, statingthat they "Just wanted to saythanks for your assistance thisevening" going on to say that, "Werarely get to work up here and wewere impressed with the profes-sionalism of how everything washandled.”

For many of the members of boththe LSAR and CCGA-P units itwas their first time working togeth-er, prompting further understand-ing between the different groupsand all in all a great experience.

Scott W. Baker

Working Together - Unit 12 & 61 Respond

22 DOLPHIN Spring 2005

A Tale of Three BoatsAt the AGM in Richmond, therewas a brief discussion about thecontributions of a couple ofCCGA-P Units along with presen-tations from the Admiral in recog-nition of the efforts of four units inputting boats into service. Threeof these Units are linked throughthe vessels that are in servicewith their respective units. Thestory behind these Units & theteam attitude shared by two ofthem is one of the big successesof 2004, one which we hope isthe first of many examples ofunits working together towardsthe common objective of improv-ing the SAR capability within theCCGA-P overall and deserves anexplanation of exactly what tran-spired between these units.

Approximately three years ago,Unit 33 - Oak Bay replaced oneof the very first Zodiac Hurricane733's (built in 1991) with aCarswell Titan 249. After replac-ing the 733, the Oak Bay MarineRescue Society didn't put theirvessel on the open market, butinstead took the step of first offer-ing it to the CCGA-P at a reason-able price. At that time, therewere a number of CCGA-P Unitsthat either had ill-suited vesselsor no vessels at all. Unit 38 -Long Beach (in Ucluelet on thewild west coast of VancouverIsland) was one of the units thathad over the years had a numberof CCG loaned 19 foot Mark Vrigid hull inflatable but at that timewas without a boat for their areawith poor prospects of gettinganother.

The CCGA-P identified the poten-

tial location or uses for Unit 33's733 the "Jack Groves" and pur-chased the vessel, subsequentlyoffering the vessel for sale to Unit38's Society, the Pacific RimMarine Search and RescueSociety. Over the next coupleyears there were a number ofproblems with the vessel inUcluelet that put a serious finan-cial strain on their limited financialmeans, including one engine thatdied of old age and a re-rightingsystem that needed to be com-pletely replaced. Luckily, CCGwas able to provide a pair of wellused 150's to replace the ageingengines and the CCGA-P wasable to foot the bill for having there-righting system replaced.

While the vessel christened byUnit 38 as the John Hamelin (inrecognition of a Tofino MCTSemployee who had recentlypassed away) was going throughsome repair challenges, the unithad realized that they neededto have a boathouse for theirprized boat. The Unit Leader,Mark Livingstone set aboutthe task of single handedlyconstructing a cedar boat-house, literally milling the lum-ber himself and acquiringdonations of the materials heneeded; a project that tookMark many months of hardwork to complete.

During the time when Unit 38 wasin their worst financial situationthey demonstrated their excep-tional team spirit when theCCGA-P loaned Mark VII beingused by Unit 14 - Gibsons suf-fered an engine failure, in order

to get the unit back up and run-ning again, unit 38 freely loanedthe CCGA-P their good engine forthis boat for more than 6 months.During this period, the CCGA-Precognized that the vessel wasdoing the service that wasexpected of it, but that the finan-cial demands of operating andmaintaining this older vessel inthe small community was proba-bly more than their society couldbear, and subsequently forgavethe Pacific Rim Marine Searchand Rescue society the balanceof the funds owed for the vessel.This was about the same timethat Unit 6 & the their society theStrait of Georgia Marine RescueSociety made the decision to initi-ate replacing their 1996 ZodiacHurricane 733 (which at the timehad a pair of 1998 Yamahaengines on it) while it was still ingood enough shape to be of useto another CCGA-P Unit.

In late 2003, the Strait of GeorgiaMarine Rescue Society hadalmost completed the fundraisingfor their new vessel and beganthe process of trying to find a newhome for their 733 (and the bal-ance of the funding needed),which had suffered an engine fail-

Spring 2005 DOLPHIN 23

ure itself and had been re-pow-ered with a pair of 2001 Yamahaspurchased used from Unit 5 -Crescent Beach and theSemiahmoo Peninsula MarineRescue Society.

Unit 38 and Pacific Rim MarineSearch and Rescue societystepped up to the plate havingrecently acquired gaming fundstowards the purchase of a newvessel acquiring Unit 6's 733 at aprice well below the marketvalue, allowing Unit 6 to moveahead with the purchase of theirCarswell Titan 249. Unit 38 thenin turn committed to the return oftheir old 733 (this is unit 33's old733 for those trying to keeptrack) to the CCGA-P for redistri-bution to another unit, along withthe trailer from Unit 6's 733.

If it stopped there, this wouldhave been a success story ofunits working together to a com-mon goal. But it goes on & getsbetter. Unit 38 recognizing thatthey didn't have a local Yamahadealer and knowing that the CCGloaned engines on their old 733were tired on the best of days,made the decision to donate the2001 yamahas (one of which hadjust had a powerhead replacedon it) to the CCGA-P for use ontheir old vessel. This put the unitinto a position where they nowwere dismantling an above aver-age vessel to make the vesselthey were giving away betterthan the boat they were getting inreturn!

Somehow, a boat just doesn'tlook quite the same when itsmissing engines, gauges andcontrols. Luckily this was only a

temporary condition, on gettingthe boat back to Ucluelet it wasequipped with a good used pairof Evinrude engines, while theirold 733 was brought to the lowermainland, repowered with thedonated Yamaha engines putthrough a minor refit and sent toUnit 45 - Masset as a CCGA-Ploaned vessel to upgrade theolder Mark V that had been onloan to the unit for many years -in many cases overmatched byall but the calmest of conditions.This Mark V has recently under-gone an extensive refit andupgrade itself and is now part ofthe CCGA-P's relief fleet avail-able as a backup and for trainingpurposes.

The story doesn't stop therethough. Not long before unit 38was to return their old 733, thechartplotter suffered a failure. Intypical fashion, instead of return-ing the vessel without a plotter,Unit 38 stripped the plotter out ofunit 6's old 733 and gave theCCGA-P back a boat that had acomplete electronics packagewhile they worked on finding areplacement for their own vessel.Not that long ago, the UnitLeader (who by now was finishedwith his boathouse constructingdays) had the damaged plotterrepaired and had made it avail-able to another unit thathad a need for it, withoutasking anything in return.

The CCGA-P took Unit 38up on their offer, and con-vinced them to allow us toreimburse the Unit for thecost of the repairs to theplotter. the CCGA-P sent itto Unit 45 to reinstall on

the 733 they now had. In thelower mainland, Unit 6 and theirsociety were left with a singleYamaha 150, two lower units andan easy decision to make.Knowing that Unit 45 is in anarea where parts and service canbe a challenge, they donatedtheir good engine to the CCGA-Pwhich sent it to Unit 45 to hold asa spare in case the Masset Unitruns into mechanical problemswith their vessel.

The end result? Unit 38 has avessel which should last them fora good long time (and a boat-house), Unit 6 has a new vessel,Unit 45 has finally received anupgrade in the CCGA-P loanedvessel they operate and theCCGA-P has added a supportvessel to its relief fleet for opera-tions and training. Without thevision, team attitude and selfless-ness displayed by Unit 38, Unit 6and their supporting societiesPacific Rim Marine Search andRescue society and the Strait ofGeorgia Marine Rescue Societynone of this would have beenpossible. It's hoped that otherUnits & Societies will follow in thefootsteps of these two groups tohelp make our organizationstronger from within.

Anonymous

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