Coast Guard Rescue Sunshine Coast

QF5 Noosa Edition
This issue ...

Trailer Maintenance | Understanding Clouds A New Boaties Tale | Wonders of the Sea | Midnight Dive Mutiny Rescue | Deception | Noosa Tides | Dark & Stormy Shipwreck Tales | Flag Etiquette | QF5 News
Coast Guard Rescue Sunshine Coast | 1
Davos Rescue on the Christmas Lolly Run
Mrs Claus (Jai OGrady), crewman Rodney Kuhlman and Santa Claus (Terry Waldock) on the bow of the John Waddams for the Christmas Lolly Run
AVCGA QF5 NOOSA
Proudly supported by ...
Background image: QF5 Tower overlooking the Noosa Bar
Coast Guard Rescue Sunshine Coast
The Official Magazine of AVCGA Sunshine Coast Squadron
CONTENTS
05 08 10
SUMMER 2014 | ISSUE 4 QF5 Noosa Edition
12
14
17
19
20
24 04 EDITORS CORNER 05 SQUADRON NEWS
28
32 17 WONDERS OF THE SEA QF6 tell of their encounters
34 27 DARK AND STORMY QF17 respond to a call for help

on a dark and stormy night
08 TRAILER MAINTENANCE Check the road worthiness of

with sharks, turtles, whales and dolphins
your trailer before you head to the ramp
18 MIDNIGHT DIVE Its not only the dark thats

dangerous on night dives
28 SHIPWRECK TALES SS Maheno 30 FLAG ETIQUETTE What flag should you be flying? 32 TURKISH COAST GUARD 34 FLOTILLA NEWS Latest news from QF5 38 FISHIN WITH DAVOS 39 THE LIGHTER SIDE OF LIFE 40 MEMBERSHIP 42 SQUADRON CONTACTS
10 UNDERSTANDING CLOUDS What the clouds can tell you
about the weather when you go boating
19 MEDIVAC QF21 are called to assist a

yachtie with a broken arm
12 DEREKS TALE A new boatie learns boating

lessons the hard way
20 MUTINY RESCUE QF5 respond to a medical

emergency at sea
14 NAUTICAL TERMINOLOGY

22 NOOSA TIDES 24 DECEPTION A short fiction story that could

be fact
Where do those old sayings come from?
This issues cover: The John Waddams by Christian Dearnaley Coast Guard Rescue Sunshine Coast | 3
PUBLISHING INFORMATION Coast Guard Rescue Sunshine Coast is published quarterly by AVCGA Sunshine Coast Squadron. Copies are available from QF4 Caloundra, QF6 Mooloolaba, QF5 Noosa, QF17 Tin Can Bay and QF21 Sandy Straits. Please contact the Flotilla. Coast Guard Rescue Sunshine Coast is available via email. To join the emailing list, please contact the flotilla representative for your area. Coast Guard Rescue Sunshine Coast is also available via download. Visit the flotillas page on the Coast Guard website at www.coastguard.com.au. For advertising enquiries, please contact the flotilla representative for your area.
Editors Corner
EDITOR: Vice Captain Julie Hartwig Ph: 07 5486 4014 M: 0498 377 402 E: editor.sc@coastguard.com.au P: 2A Bass St, Tin Can Bay, Qld 4580 Sub-Editors: QF4 Caloundra: John Gasparotto E: john.gasparotto@coastguard.com.au QF5 Noosa: Christian Dearnaley E: christian.dearnaley@coastguard.com.au QF6 Mooloolaba: Wendy Wilson E: wendy.wilson@coastguard.com.au QF17 Tin Can Bay: Julie Hartwig E: julie.hartwig@coastguard.com.au QF21 Sandy Strait: Kate Houley E: khouley1@hotmail.com
elcome to the Summer edition of Coast Guard Rescue Sunshine Coast. I hope you have all survived the festive season and are ready to jump in to 2014 (if you have not already done so!) With many of our volunteers heading away over Christmas and New Year to spend time with family, volunteers on the ground at our bases tend to get a bit thin on the ground. I spent my Christmas Day afternoon in QF17s radio room monitoring the two boats on the log. I suspect most people stayed at home enjoying an afternoon siesta after stuffing themselves on prawns and Christmas goodies! Boxing Day is one of the busiest days of the year, with boaties hitting the water to try out new fishing or boating gear that Santa left in Christmas stockings. Sadly, poor trip preparation often sees some of these boats returning on the end of a Coast Guard tow line. The message here is to invest a little time in trip preparation, thoroughly check your boat before you leave home and log on with your local Coast Guard. This issue is our fourth and signals the end of our first year of publication. The feedback has been very positive and it is gratifying to know that we have succeeded in producing an excellent magazine for our Squadron and member flotillas here on the Sunshine Coast. We have another great collection of stories, starting off with trailer maintenance and understanding how clouds can indicate changes in the weather. Members have contributed several articles on their boating experiences, all with valuable lessons that have been learned the hard way! QF6 tell us of their encounters with local marine life, we feature the second part of Nautical Terminology begun last issue, look at what flags you should be flying on your boat and when, delve into a bit of local maritime archaeology with a look at the wreck of SS Maheno and continue our series on marine rescue organisations. For something a little different, we publish a short fiction story about a Coast Guard crew who respond to a call for help on a dark and stormy night. However, all is not what it appears to be, and our heroic crew are left with a real mystery on their hands. In addition, we have a selection of assist stories and all the regular news and views from your local flotilla. Enjoy the read and stay safe on the water!
Disclaimer: Whilst every care is taken by the Editor to minimise errors, no responsibility is accepted for the accuracy or otherwise of contributions made by AVCGA members, and the information, images, illustrations and advertisements contained herein. Opinions expressed in articles in this publication are those of the authors. All content in this publications is published with the consent and approval of the Sunshine Coast Squadron Board. Copyright AVCGA Sunshine Coast Squadron, 2014
Julie Hartwig
Editor Vice Captain Publications Sunshine Coast Squadron
Visit Coast Guard on the web: www.coastguard.com.au
A Message to Our Readers ... Please Support our Advertisers The Australian Volunteer Coast Guard Association is a volunteer marine rescue organisation committed to saving lives at sea. AVCGA flotillas in the Sunshine Coast region receive minimal government funding and must engage in constant fundraising activities to keep our rescue vessels on the water, train our volunteer personnel and operate our rescue bases. The support of local and regional businesses is an essential part of our fundraising activities. When you shop at any of our advertisers, please tell them you saw their advertisement in Coast Guard Rescue Sunshine Coast. Please support our advertisers because their support ensures the continuation of AVCGAs rescue services to boating communities on the Sunshine, Cooloola and Fraser Coasts. Coast Guard Rescue Sunshine Coast | 4
Squadron News
QF6 COMPLETE BUILDING EXTENSIONS
Completion of our Joint Community Project with Rotary Clubs

Commander John Annabell and the Executive Members of the Australian Volunteer Coast Guard, QF6 Mooloolaba, cordially request the pleasure of your company at
2:00 pm on Tuesday, 25th February 2014

Please join us in celebrating the Official Opening, Dedication and Blessing of our fantastic newly extended Headquarters Building, and also our newly completed Memorial Wall. Finger food and drinks will be provided following the completion of ceremonies and a delightful social occasion is sure to follow.
Please RSVP with number attending at your earliest convenience.

Kindest regards, John Annabell Commander QF6
Squadron News
QF5 RE-POWERS THE ROTARY RESCUE
In October, the QF5 Executive and Boats Officer began investigating the possibilities for re-powering the newly named Rotary Rescue. During its major re-vamp a few years ago, the 6.8m Eagle Ray centre console was installed with a 150HP Yamaha 4-stroke outboard. While this outboard was more economical than the previous 200HP 4-stroke, it proved to be underpowered for the heavy vessel. Research began to investigate the possible replacement options and to find out what would best suit the needs of QF5. An ideal river and light offshore rescue vessel needed to have large amounts of torque for pulling vessels off sandbanks and manoeuvring in the bar, as well as a reasonably high top speed in case of medical or other emergencies that might require a fast response. In past years, QF5 found that a 200HP performed well towing vessels but also found that at higher speeds the vessel would tend to porpoise. At the time this was thought to be partly due to the weight of the larger engine, thus influencing the decision to reduce to a 150HP when the vessel was re-fitted a few years ago. So, QF5 needed a motor that was powerful and light, as well as economical and reliable. For many years QF5 has favoured Yamaha outboards, as they are known for their reliability, quality and fuel economy, so the search for a new outboard began in their line up. If youre not acquainted with the world of outboard engines, you may now be thinking, How hard is it? Pick Rotary Rescue at speed with the 150HP Yamaha. the 200HP and get on with it! Unfortunately, its not that simple. Believe it or not, there are four different 200HP models in the Yamaha range. The different options included V4 and V6 models as well as high-pressure direct-injected engines. While the 4-cyclinder 200HP was light - nearly as light as the old 150HP - there were concerns about how much torque a 4-cyclinder would deliver. The high-pressure direct injected model would have delivered large amounts of torque due to its 6-cyclinder engine and injection system, but was built for fast fishing boats not pulling houseboats and party pontoons around the Noosa River. Unsure of which engine would best suit QF5s needs and make the vessel perform as it should, we enlisted the help Ray Scholes Marine and Yamaha. The head mechanic at Ray Scholes joined Yamahas head service technician in a leisurely cruise along the Noosa River to find out what the 150HP was able to do. When I say leisurely cruise I really mean lots of open-throttle acceleration and WOT runs. Both agreed that the vessel was seriously underpowered and that if we were to achieve our goal of having a torque-rich river rescue vessel, we would need to go with a 6-cyclinder engine. What surprised us was that they actually recommended we look at a V6 225HP as they felt it would be better suited to the vessel. The larger displacement of the engine would provide the power and torque we needed and thanks to modern-day technology, the 225HP weighed just 25kg more than the 150HP that had been chosen for its lighter weight. With what seemed like the perfect engine lined up, the decision was put to the members and passed. Once the engine had been ordered and delivered to Ray Scholes, it was time to get the Rotary Rescue out of the water and onto a trailer. Due to the fact the Rescue has two sponsons on either side of the main hull, much like a trimaran, a pontoon trailer had to be used. After a few attempts she was high and dry and off to the work shop. I wont bore you by trying to describe an engine change-over, but if you are interested in seeing the engines being swapped over and the new one being tested then head over to the Coast Guard Noosa Facebook page as there is a time-lapse video there of the whole event from start to finish. Success! Ray Scholes mechanic Peter celebrates as the new
225HP starts for the first time. Coast Guard Rescue Sunshine Coast | 6
Squadron News
Rotary Rescue ready to be re-launched after the installation.
Once the new engine had been bolted on and The new 225HP Yamaha sits well on the back of Rotary Rescue. wired up, it was time to test it out and see what the repowered Rotary Rescue could do. The answer put simply: a lot more than it used to do. The increase in horsepower and displacement has seen a dramatic increase in holeshot performance (acceleration) and pulling power. In terms of assists, this will allow QF5 to use the vessel for more jobs that would have otherwise required either Davos Rescue or the John Waddams. The increase in power will also allow better handling when conducting rescues in the bar, while the increase in top speed from 25 to 38 knots will allow crews to respond to medical emergencies in the upper river area much faster than before. The cost of purchasing the new motor would Water testing the new 225HP Yamaha. have been a substantial outlay for QF5, if not for the incredible support from the Rotary Club of Noosa. In mid 2013, the hard-working group of volunteers took up a major sponsorship agreement with QF5, on top of their other financial support offering roles in the community. So thank you Rotary Club of Noosa, you really have given our river rescue vessel a new lease on life! Christian Dearnaley, QF5
QF17 FIND MISSING MAN ON CHRISTMAS DAY
Its early Christmas Day and a handful of QF17 members have volunteered to be on call for Christmas Day boat crew duty (this means they will have a dry Christmas). Everyone hopes that these volunteers will be able to enjoy Christmas Day at home, but that hope is dashed when the phones start ringing at 6 AM. A call for urgent assistance is received. An elderly gentleman had set out alone on Christmas Eve to lay his crab pots. He had told his family he would be back by 8 PM. He did not return. Family members contacted the police, who activated QF17s rescue vessels. The man did not have a radio or a mobile phone and he had not logged on with QF17. Thankfully, the mans family knew roughly where he had gone to lay his crab pots and after a brief search, the man and his boat were located, albeit in very shallow water far into the mangroves where the RVs could not reach him. After waiting for the tide to come in, rescue crews finally reached the man, who, while badly scratched and bitten by the areas notorious sand flies and mossies, had quite a tale to tell about his night in the mangroves. The message here is an often repeated one: ALWAYS TELL SOMEONE WHERE YOU ARE GOING - TAKE A MEANS OF COMMUNICATION WITH YOU LOG ON WITH COAST GUARD BEFORE YOU GO This situation could so easily have had a very different and tragic ending for the man and his family.
Please heed this message. It could save your life or those of your loved ones. Julie Hartwig, QF17
Trailer Maintenance
by John Hay A-Team Crew, QF5
Almost all trailer problems are avoidable with a simple maintenance routine, yet in 25 years of working for a roadside service company, you wouldnt believe the number of boats that dont make it to the ramp, or back home due to a number of easily preventable issues. Here are some tips to make sure your venture to the ramp and back is a safe and uneventful one.
WHEEL BEARINGS The easiest way to check a wheel bearing is to lift each side of the trailer until the wheel sits free of the ground and spin it. It should be quiet and spin with minimal free play or wobble. If there is any noise, then you will need to dismantle the bearing hubs and service the bearings and seals. This may seem daunting to those with little experience in the area, but modern-day technology now allows us to become experts at everything. Simple how-to videos can be found on the internet that will show you how to service a bearing if you are unsure of the process. TOW BAR Its a good idea to regularly check the bolts that secure the tow bar to the vehicle. Many bolts will settle a few months after being used for the first time, so ensure that all are tight. The same rule applies to the bolt attaching the ball to the tow tongue. The tow ball should be lightly greased and ensure that the safety chain is in good condition, as too, the shackles that secure it. The safety chain or chains are designed to stop the trailer from running free if the hitch comes lose from the tow ball. If the hitch was to come undone from the tow ball, a proper safety chain would prevent large amounts of damage to your vessel and trailer, as well as your towing vehicle. Finally check that the hitch on the trailer functions properly and is well greased.
Above: The consequences of trailer failure are quite dramatic and expensive. Coast Guard Rescue Sunshine Coast | 8
WINCH Next, check your trailers winch, making sure that the gears are well lubricated and free from large amounts of rust. Pull the winch cable or strap out to its full length and check that it has not started to deteriorate. If your winch uses steel cable, ensure it is free from rust or fraying strands; for straps, ensure that there is no fraying or rips. Finally check that the securing point to the trailer is still sound and that all bolts are tight. A large amount of weight will be put on this point of the trailer when you are recovering your vessel, so make regular checks of the area, looking especially for cracks or fatigue in the metal. ROLLERS AND SKIDS Rollers that have seized or are not lubricated properly will make the business of launching and retrieving a boat very difficult. Make sure that all rollers spin freely but are still secure in their housing. If your trailer has skids, check that they are reasonably smooth and straight. File off any large divots or bumps in the hard plastic that covers the skids if present. This part of the maintenance is often best carried out at the boat ramp once your vessel is in the water and you have moved the trailer off the ramp. While your vessel is off the trailer it is a good time to inspect the main framework of the trailer for any large rust spots that may otherwise be hidden when the vessel is on it. Check the tightness of all bolts that secure rollers, springs and any others that are accessible when the vessel is not on the trailer. BRAKES If your trailer has a braking system, ensure that it is operating correctly and moving parts at the head of trailer are lubricated properly. Ensure that the pads are not rubbing while the brakes are disengaged by jacking up each side of the trailer and spinning the wheels, making sure they spin freely. A good tip is A little regular maintenance can prevent to never leave the brake assembly your trailer brakes looking rusty like this. engaged when the disc and pads are wet as this can cause the brake to seize. ELECTRICS Ensure that your trailers electrics are working properly by connecting it to the car and checking that each light works as it should. Bulbs do break so this is often the most likely cause, but before you change a suspect bulb, ensure the connector plug is free from rust and that all wires behind the casing are connected strongly. Another good tip is to never leave your electrics plug hanging down as water will run down the cord and can enter the plug from the back, causing corrosion and or a short circuit. TYRES It goes without saying, but check that the tread depth on your trailer tyres is still within legal limits and that the tyre is not chipping or sagging excessively in the sidewall, as this can occur when the trailer stays stationary for long periods of time. Check that the tyre pressures are within the recommended operating ranges, and if you have a spare be sure to check it, too. Spares can often go unchecked and then be unsuitable for use when you really need it. While you are checking the tyres, undo the wheel nuts and retension them. Wheel nuts do have the tendency to seize and the roadside is often not the best place to try and undo them. CONCLUSIONS With a small amount of maintenance every few months, you can give yourself the best chance of trouble free towing and extend the life of your trailer.
Winches should be well lubricated and the cable or strap in good condition.
Rollers or skids that are not properly lubricated can make the task of launching and retrieving your boat very difficult.
Ensure your trailers braking system is operating correctly.
Check your trailer lights. Bulbs do blow and the plugs are susceptible to corrosion.
The roadside is not the best or safest place to change a tyre on your trailer.
Contributed by Julie Hartwig Radio Operator, QF17
ost people can glance at the sky and instantly decide on the immediate likelihood of rain. The experienced observers simply take a little more time actually doing the observation and can forecast further into the future. However, from the sky alone, the forecast is limited and there is no guarantee of success beyond 9 to 12 hours, even though some cloud patterns can point to weather systems some 24 to 36 hours away. By combining the physical description of the cloud with its height, 10 major cloud types are generally referenced: HIGH LEVEL CLOUDS (ice clouds) 1. Cirrostratus: Diffuse, milky, 2. Cirrocumulus: Small cells, ripples 3. Cirrus: Detached areas, patches or overcast, often producing the halo or grains in a pattern, often with bands of white wispy ice clouds. Can phenomena around the sun or moon. wave-like pattern similar to patterns be organised semi-pattern or hooks Invading the sky from one particular in the sand. The cells or cloud (mares tails) or disorganised clumps. quadrant and often thickening over elements are small; most often many hours. When thick, the sun around the size of a small finger on becomes diffused and shadows an outstretched hand. become ill-defined to non-existent.
MID LEVEL CLOUDS (away from the earth surface) 4. Altostratus: Light grey to very dark grey layer or sheet, generally covering all the sky but invading from a particular quadrant.
5. Altocumulus: Cells, patches or rows. Often in a pattern or regular bands and sometimes with obvious wave like structure; e.g. mackerel sky with the size of the cells or cloud elements often about the size of a fist or an outstretched hand. 8. Cumulonimbus: Heavy dense cauliflower cloud with developing anvil top the thunderstorm with heavy rain, possible hail, lightning and thunder.
LOW LEVEL CLOUDS (close to the earth surface) 6. Nimbostratus: Much thicker 7. Cumulus: Puffy, woolly detached altostratus cloud with a lower cloud clouds with sharp outlines. May grow base. Associated with rain and dark vertically. with diffuse lower base.
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9. Stratus: Low grey cloud with no definitive shape. Fog or lifting fog is the best example.
10. Stratocumulus: Grey or whitish layer or sheet cloud, sometimes in rounded rolls or lumps. Can be a very uniform continuous deck or layer.
THE BIG PICTURE CLOUDS AND SATELLITE IMAGES The most commonly used satellite images (right) as seen on TV, newspapers and the internet come from a geostationary satellite. Local detail is poor, but excellent for the bigger picture in placing fronts, major cloud bands, etc. Better detail is available from polar orbiting satellites. Visible images (VIS) are as you would see if taking a photo from space it obviously must be taken during daylight hours. Thermal images (IR) can be taken day or night and hence form the bulk of satellite imagery. Thermal images map out the temperature of the cloud, and typically look at temperatures between +5 and -50 C. Usually, cold clouds are bright white and warm clouds are dull grey. As such, the colder clouds (cirrus) appear as bright white bands, even though in reality they may be semi translucent. Likewise, a dense low cumulus cloud, or wide expanse of stratocumulus cloud may be dull and difficult to see as they are warmer. The common rain radar (left) sees precipitation falling from the cloud. It is possible to quantify the amount of rain falling and, of course, successive images show the exact track of that precipitation.
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Dereks Story
A boating Newbies Tale
by Alan Hall Leading Coxswain, QF5
uess what, Dad, my 47-year-old fishing-mad son said when he telephoned me from his home in Sydney. We bought a boat, Scott and I. Its a 4.6 metre GRP half cabin with a 60hp outboard, looks great. Ive sent you some pictures, he said. So what have you got planned? I asked. Were off to the Hawkesbury River on Friday to see how she goes and do a spot of fishing, he replied. Let me know how it goes, I said. This is my son Dereks account of how it went!
Afraid of making fools of ourselves, as neither of us had any towing or launching experience, we set off in the early hours of Friday morning, stopping to fill up with fuel, oil and bait, then on to the boat ramp at Brooklyn. Good there are no onlookers, I said. However, the lack of onlookers wasnt really a surprise as the weather was foul; blowing a gale, rain in the air, white horses on the river, not really great fishing or boating weather even for the experienced, and experienced we were not! OK lets get this sucker in the water, said Scott, which turned out to be easier said than done as you can imagine. After numerous attempts, we had only managed to get the trailer and car part way down the ramp. Give me a go, I said, and after just 5 attempts I had the trailer and boat in the water, but the car was at right angles and in danger of falling off the ramp. We quickly disconnected the boat, launched it, and while Scott parked the car and trailer I started the motor and meandered around the little harbour. With the weather worsening I putted around, very pleased with myself. Just as I thought this was going to be a great little boat the motor stopped. I tried to restart it but the battery was flat we hadnt thought to check that mistake number one! With the wind really howling, I was in danger of being blown out of the harbour and possibly onto the rocks so I began to paddle like a possessed man but made little progress. Scott, now finished with the car, waded out and grabbed the boat, pulling us back to the ramp. I was stuffed, I couldnt talk, my lungs felt like they were going to burst. Batterys stuffed, I managed to croak. Just so happens I bought a new one for the car yesterday, we can use that, Scott said. So the fishing was still on but the weather wasnt going to cooperate, it was steadily getting worse. After fitting the new battery we sped out of the harbour and into the considerable chop. Spray was coming up over the bow, so we decided to go into the more protected area of Cowan Creek, but no matter where we went the wind followed us making fishing impossible. Lets drop the anchor and wait out the storm, I suggested. So we started to lower the anchor over the side but quickly realised that the water was too deep for it to reach the bottom. I started pulling it back up, only to find the anchor and chain were missing - the rope was rotten and had given up the ghost! We had new rope on board but had not bothered to change it - mistake number two. Panic started to set in. Lets get over there and pick up a mooring, it will give us time to think, I said and after 15 attempts we moored up. You see, we had no boat hook on board - mistake number three! Hiding under the half cabin, we managed to stay reasonably dry and even managed to catch a few fish, but sooner or later we had to head back and into what now seemed like enormous swell. We had no radio, no mobile coverage, had not logged on with any rescue organisation, nor told anyone where we were going mistakes four, five and six!
Now, we had no anchor or chain and we hadnt seen another boat since we left Brooklyn. If the motor failed on the way back we could end up going out to sea and the next stop would be New Zealand! We discussed our options: stay where we were and wait out the storm which could have taken days; wait for help to arrive, though no one knew where we were and the chance of another boat coming along was slim; or make our way back trusting that the motor would continue to fire. Neither of us had any experience to base our decision on nor had we owned the boat long enough to know if she would get us home. Lets go home, Scott said and so donning life jackets (thats about the only thing we did do right) we set off with waves crashing over the boat praying the motor would keep going. And keep going it did until we were back in Brooklyn and the boat was back on the trailer.
Ive been in Coast Guard for a fair while and have seen this many times. The enthusiasm to get out on the water in your new boat and the feeling that everything will be right, nothing will happen to me, is often experienced by all new boaties. I asked my son what he had learned from his day on the river. Well, firstly, we should have checked everything - including weather forecasts - not just assumed everything was OK. We also should have told someone where we were going and given them an ETR, invested a few dollars in some decent safety equipment and got some help with boat handling (Derek has since enrolled in a basic seaman course). Finally, they (and all boaties) should expect the unexpected. Im sure the next time they go out they will be better prepared!
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Origins of Nautical Terminology ... Part 2

In the Spring issue, we began this series on the origins of nautical terminology. This issue, we serve up a few more nautical terms that are used (some not as much) in our everyday speech and within the boating fraternity.
Chaplains: The military men of the cloth, chaplains are rightly named according to French legend. It seems that Saint Martin of Tours shared his cloak - by splitting it in half - with a beggar on a wintry day at the gates of Amiens, France. The cloak was preserved since it was believed to have been shared with Christ, and became the sacred banner of French kings. The officer tasked with the care of the cloak and carrying into battle was called the chaplain or cloak bearer. Chaplain comes from the French word chapele meaning a short cloak. Later, priests or chaplains, rather than field officers, were charged with the care of the sacred cloak. Chaplains served aboard warships of many nations and in the British and American navies, they collected four pence per month from each member of the crew. In return, they rewarded every seaman who learned a psalm by giving him six pence. Besides holding divine services, chaplains were charged with the instruction of midshipmen and the moral guidance of officers and men alike. It wasnt until the 18th century that chaplains were permitted to dine in the wardroom. Previously, they messed in their own cabins, although they were frequently invited to dine with the captain. Clean Bill of Health: This widely used term has its origins in the document issued to a ship showing that the port it sailed from suffered from no epidemic or infection at the time of departure. Coxswain: A coxswain or cockswain was at first the swain (boy servant) in charge of the small cock or cockboat that was kept aboard for the ships captain and which was used to row him to and from the ship. The term has been in use in England dating back to at least 1463. With the passing of time the coxswain became the helmsman of any boat, regardless of size. Chewing the Fat: God made the vittles; but the devil made the cook, was a popular saying used by seafaring men in the last century when salted beef was the staple diet aboard ship. This tough cured beef, suitable only for a long voyage when nothing else was as cheap or would keep as well, required prolonged chewing to make it edible. Men often chewed one chunk for hours, just as if it were chewing gum and referred to this practice as chewing the fat. Devil to Pay: Today the expression devil to pay is used primarily as a means of conveying an unpleasant and impending happening. Originally, this expression denoted a specific task aboard the ship as caulking the longest seam - the devil - on a wooden ship and caulking was done with pay or pitch. This gruelling task of paying the devil was despised by every seaman and the expression came to denote any unpleasant task. Down the Hatch: Heres a drinking expression that seems to have its origins in sea freight, where cargoes are lowered into the hatch. First used by seamen, it has only been traced back to the turn of the century. Fathom: Originally a land measuring term derived from the Anglo Saxon word faetm meaning literally the embracing arms or to embrace. In those days, most measurements were based on average sizes of parts of the body such as the hand or foot, or were derived from the average lengths between two points on the body. A fathom is the average distance from fingertip to fingertip of the outstretched arms of a man, about six feet (1.8288 metres). Even today, sailors can be seen guesstimating the length of line by using the Anglo Saxon fingertip method; crude but still reliable. And every housewife measuring cloth today knows that from the tip of her nose to the tips of her fingers of one outstretched arm equals one yard. Flying Dutchman: One superstition has it that any mariner who sees the ghost ship called the Flying Dutchman will die within the day. The tale of the Flying Dutchman trying to round the Cape of Good Hope against strong winds and never succeeding, then trying to make Cape Horn and failing there too, has been the most famous of maritime ghost stories for more 300 years. The cursed spectral ship sailing back and forth on its endless voyage, its ancient
white-hair crew crying for help while hauling at her sail, inspired Samuel Taylor Coleridge to write his classic poem, The Rime of the Ancient Mariner, to name but one famous literary work. The real Flying Dutchman is supposed to have set sail in 1660. He Knows the Ropes: When we say someone knows the ropes, we infer that he knows his way around at sea and is quite capable of handling most nautical problems. Through the years, the phrases meaning has changed somewhat. Originally, the statement was printed on a seamans discharge to indicate that he knew the names and primary uses of the main ropes on board ship. In other words, This man is a novice seaman and knows only the basics of seamanship. Knot: The term knot or nautical mile is used world-wide to denote ones speed through water. Today, we measure knots with electronic devices, but 200 years ago such devices were unknown. Ingenious mariners devised a speed measuring device both easy to use and reliable: the log line. From this method we get the term knot. The log line was a length of twine marked at 47.33-foot intervals by coloured knots. At one end was fastened a log chip; it was shaped like the sector of a circle and weighted at the rounded end with lead. When thrown over the stern, it would float pointing upward and would remain relatively stationary. The log line was allowed to run free over the side for 28 seconds and then hauled on board. Knots which had passed over the side were counted. In this way the ships speed was measured. Mayday: The distress call used for voice radio, for vessels and people used to signal a life-threatening emergency primarily by mariners and aviators; but in some countries, local organisations such aspolice forces, fire fighters, and transportation organizations also use the term. The call is always given three times in a row: Mayday, Mayday, Mayday to prevent mistaking it for some similar-sounding phrase under noisy conditions. The term was made official by an international telecommunications conference in 1948, and is an anglicising of the French maidez, (help me). Mind your Ps & Qs: There are few of us who have not at one time or another been admonished to mind our Ps and Qs, or in other words, to behave our best. Oddly enough, mind your Ps and Qs had nautical beginnings as a method of keeping books on the waterfront. In the days of sail when sailors were paid a pittance, seaman drank their ale in taverns whose keepers were willing to extend credit until payday. Since many salts were illiterate, keepers kept a tally of pints and quarts consumed by each sailor on a chalkboard behind the bar. Next to each persons name a mark was made under P for pint or Q for quart whenever a seaman ordered another draught. On payday, each seaman was liable for each mark next to his name, so he was forced to mind his Ps and Qs or get into financial trouble. To ensure an accurate count by unscrupulous keepers, sailors had to keep their wits and remain somewhat sober. Sobriety usually ensured good behaviour, hence the meaning of mind your Ps and Qs. Mooring Line: There would be plenty of old salts who served in the Navy who would remember being required at some time in their career to heave around on a length of hawser in order to tie up a ship. Hawser used in this backbreaking task is called mooring line and gets its name from a combination of two terms used in the early days of sail. The Middle Dutch word maren meant to tie, and the Middle English words moren rap meant ships rope. Through the years the terms merged and hence any line used to tie a ship or boat to the pier or pontoon is called a mooring line. Portholes: Sometimes, novice seamen will ask how come holes on the starboard side are called portholes instead of starboardholes? Many old salts are ready with explanations, but actually the name porthole has nothing to do with its location. The word originated during the reign of Henry VI of England (1485). It seems the good king insisted on mounting guns too large for his ships and therefore the conventional methods of securing the weapons on the forecastle and aftcastle could not be used. A French shipbuilder was commissioned to solve the problem. And solve it he did by piercing the ships sides so the cannon could be mounted inside the fore and after castles. Covers - gun ports - were fitted for heavy weather and when the cannon were not in use. The French word porte meaning door was used to designate the revolutionary invention. Porte was anglicised to port and later corrupted to porthole. Eventually, it came to mean any opening in a ships side whether for cannon or not.
Port and Starboard: Port and starboard are shipboard terms for left and right, respectively. Confusing those two could cause a ship wreck. In Old England, the starboard was the steering paddle or rudder, and ships were always steered from the right side on the back of the vessel. Larboard referred to the left side, the side on which the ship was loaded. So how did larboard become port? Shouted over the noise of the wind and the waves, larboard and starboard sounded too much alike. The word port means the opening in the left side of the ship from which cargo was unloaded. Sailors eventually started using the term to refer to that side of the ship. Use of the term port was officially adopted 18 February 1846. Scuttlebutt: The cask of drinking water on ships was called a scuttlebutt and since sailors exchanged gossip when they gathered at the scuttlebutt for a drink of water, scuttlebutt became U.S. Navy slang for gossip or rumours. A butt was a wooden cask which held water or other liquids; to scuttle is to drill a hole, as for tapping a cask. Shows his true colours: Early warships often carried flags from many nations on board in order to elude or deceive the enemy. The rules of civilized warfare called for all ships to hoist their true national ensigns before firing a shot. Someone who finally shows his true colours is acting like a man-of-war which hailed another ship flying one flag, but then hoisted their own when they got in firing range. Toe the line: The space between each pair of deck planks in a wooden ship was filled with packing material called oakum and then sealed with a mixture of pitch and tar. The result, from afar, was a series of parallel lines a half-foot or so apart, running the length of the deck. Once a week, as a rule, usually on Sunday, a warships crew was ordered to fall in at quarters - that is, each group of men into which the crew was divided would line up in formation in a given area of the deck. To ensure a neat alignment of each row, the sailors were directed to stand with their toes just touching a particular seam. Another use for these seams was punitive. The youngsters in a ship, be they ships boys or student officers, might be required to stand with their toes just touching a designated seam for a length of time as punishment for some minor infraction of discipline, such as talking or fidgeting at the wrong time. A tough captain might require the miscreant to stand there, not talking to anyone, in fair weather or foul, for hours at a time. Hopefully, he would learn it was easier and more pleasant to conduct himself in the required manner rather than suffer the punishment. From these two uses of deck seams comes our cautionary word to obstreperous youngsters to toe the line.
16
Wonders of the Sea

by Ray Mogg Skipper, White Saturday Crew, QF6
t is amazing the sea life one sees when out on the ocean. On one occasion when the sea was like glass, carpet sharks came to the surface and were just gliding along, sun-baking I guess. Turtles are abundant in our area and are often seen on the surface taking a breath of air before disappearing below to continue their life under water. Whales in the season are increasing in numbers each year and put on some fantastic displays for those watching for them. If you have the opportunity to go on a whale watching cruise it is certainly recommended, as whales can often be inquisitive and may come close to the vessel and start to play. If you have been on a whale watch cruise you will know and understand the thrill of watching as these huge mammals play, almost it seems, to please those watching. However, we have dolphins all year round and they love to play and surf the waves. If there are no waves, then the wake of any passing vessel will do to surf along. During our crew training day recently, the weather was great and the sea almost glassy when a call came through a mobile phone from a vessel needing assistance back to Mooloolaba. The vessel had no radio but it was worked out that it was about 12 nm off Point Cartwright. Further help was given by a vessel nearby and the latitude and longitude were established. Once alongside and having attached the tow line, a steady speed of 9 knots back to harbour was established. About halfway to our destination, a dolphin was spotted in our wake, but it soon disappeared. Yes you are right, there it was right up on the bow wave of our vessel. Because the water was so clear, we took some near perfect photos as the dolphin effortlessly rode the bow of Rhondda Rescue for about 30 minutes, occasionally leaping out of the water and then back to the bow. At times it seemed to turn on its side and look up as much as to say are you still watching? It came to the surface, from time to time, with just its nostrils opening and then closing before diving back to the bow and continuing to play. Dolphins are very intelligent creatures and it was great to watch another of the wonders of the sea.
17
Midnight Dive
by Patrick Odore Leading Coxswain, Sea Lions Crew, QF5
In the early 80s I did a lot of scuba diving with a few good friends in the waters around Perth. We would often go up to three times a week, and sometimes in the dead of night. This story is about one of those night dives ...
ost of time three or four of us would be in the water while one or two would stay on board the boat for safety and to prepare some lunch. As it happened, three of my friends owned a restaurant and were also chefs themselves. If we wanted a five-star meal all we had to do was bring back a few crayfish and any other fresh seafood we could find. On one particular night, we arranged a dive on the seaward side of Carnac Island, around 8 miles out from Fremantle harbour. It was a place that we knew very well as we did lots of snorkelling with the local seal population off the beach on the leeward side of Carnac. They were friendly and playful beasts that could swim at what looked close to 200 miles an hour, which was lots of fun during the day but quite different at night when all you see is a black shape flash past your torch beam. Everything was set and organised but at the last minute the others had to pull out, leaving just two of us still ready to go. It was looking as though we would have to cancel the whole until my dive buddys girlfriend, Julie, said that she would come with us and keep watch on board the boat as she had done a few times before. It was a beautiful afternoon; calm seas, warm conditions, just perfect for the dive, so off we went. We got into position on dusk, had a nice pre-dive dinner and waited until 2130 hours to enter the water, as we had found that that was the time the fish wedged themselves in rocks and became very docile. Before getting in, we briefed Julie on the safety of the boat and showed her how to start the motors in case she needed to move the boat for some reason. At the last minute I decided to set another anchor off the bow. It was only a short one and didnt reach all the way to the bottom as I didnt want the ropes to get tangled as the vessel turned. To this day, Im still not sure why I did that. With that we set off, into the black water, and swam down next to the anchor line making sure it had hooked on well to the ocean floor. It was a great dive. Lots of fish were asleep on the reef, which meant we could gently pick them up and look at them before returning them to their hiding place, all without waking them. Plenty of seals also flashed by, looking at us inquisitively with big black eyes before disappearing into the darkness. As they say, time flies when youre having fun, and soon it was time to get back to reality. We broke the surface at our descending point and by our reckoning we should have being under the hull of the boat. But the problem was the boat was nowhere to be seen. Quickly we dived straight down to check if the anchor was still there and found that the rope had broken off. We knew the only direction the boat would drift was towards the rocks on Carnac Island, but it was too difficult to spot it from where we were with all the lights of Fremantle in the background. We started to swim for the island, which was just a few hundred meters away. Well, luck was with us that night as the boat was safely anchored by the second smaller hook that I had set just in case. When we arrived, we found Julie was terrified. She had felt the anchor line snap and had tried to start the motor, but it had flooded as those old Mercs used to do if you didnt have much experience with them. At the time, she could see our lights and had planned to come to us if the engine had started - smart girl. What made me put out another anchor that night I will never know, but to this day Im glad I did as it saved our boat from being wrecked on the rocks, which no doubt would have injured our friend - or worse! Call it intuition if you want, but thinking about the worst-case scenario and what I can do to avoid it is what I always do when Im doing a job for Coast Guard.
Medivac
by Kate Houley Coxswain, QF21
n the afternoon of Saturday 26th October, just as our vessel Pride of Maryborough was being cleaned and garaged after a wonderful day of training over the Wide Bay Bar, a call for assistance was received by the radio operator: A crew and vessel were needed for a medivac. A couple cruising for five years from England had a problem. The wife had slipped, fallen heavily and had sustained a broken arm. Thankfully, they were anchored in Garrys Anchorage along with a number of other vessels. These more knowledgeable locals were able to direct their call for help to Coast Guard Sandy Straits. While the radio operator contacted the Commander for activation approval and then called the ambulance to provide paramedics, the Pride of Maryborough was made ready to take help to the injured party. Twenty minutes later, the vessel was in the water, the paramedics had arrived at the Tuan Ramp/Pontoon and all were soon on their way to Garrys Anchorage. The lady had been taken to shore so a beaching was made to let the paramedics off the vessel over the bow and down a ladder with their trousers rolled up to their knees. Since the tide was dropping rapidly, the Pride was withdrawn from the beach and took the husband back to his boat to collect some overnight bags to take when his wife was taken to hospital. As soon as the paramedics had stabilised their patient, the Pride returned to shore. It was wonderful to see how all the yachties in Garrys Anchorage helped each other and us to make the patients return to our vessel as painless as possible. True Aussie spirit! We were soon back at Tuan Ramp and the patient and her husband were transferred to the ambulance and on their way to Hervey Bay Hospital. It eventuated that the injury was so severe that surgery was required and the lady remained in hospital for several days afterwards. That left her husband in a quandary because his boat was still anchored in Garrys Anchorage. He approached Coast Guard Sandy Strait for more assistance to return to his vessel, even though it is not a normal outcome for assists. QF21 Chaplain, Gerry Donoghue (at our Commanders request) went to the hospital to provide moral support, then drove the husband to Tuan Ramp where Jupiter 1 was used to return him to his vessel. He then sailed Yvonne to Urangan Harbour and so was able to be close to both his wife in hospital and their boat. Later in the week, after surgery to pin the wifes broken arm, she was able to leave hospital and return to their vessel. This couple expressed their overwhelming thanks to CGSS for the services that we had provided to them. Being in trouble in a country other than your own could have been a drama for this couple and they were very thankful that our organisation existed and for the other yachties who assisted them in Garrys Anchorage. Last heard, they were continuing their sailing journey of Australia.
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Mutiny Rescue
by John Goldrick G-Force Crew, QF5
In 1997, QF5 Noosas rescue vessel Pride of Noosa responded to a call for assistance from a yacht in distress. You may wonder why are we running a sixteen year old story. The truth is some lessons are never too outdated to learn ...
e were in the Pride of Noosa, under the command of Coxswain Peter Harbeck, and had been practicing seamanship in Laguna Bay adjacent to the rock wall on the north side of the headland. At about 1320hrs, we received a message that a yacht called Mutiny was experiencing engine overheating problems and was 23km off Sunshine Beach. As we were not far from Sunshine, we quickly proceeded to the area. The sea was at least 1-1.5m on a 2m swell; in other words very choppy. The wind would have been at least 20 to 30kts. We arrived at the area off Sunshine Beach to find no sign of the yacht. After contacting Mutiny, we received new instructions that it was in fact 3-4km off Sunrise. We proceeded south but arrived to again find nothing. Our skipper Peter quizzed the radio operator on Mutiny and ascertained that they were in fact south of the Peregian water tower and were under sail. It was decided that they would try and return to Mooloolaba, under the escort of the Pride of Noosa until CG Mooloolabas vessel arrived to continue escort. We first sighted Mutiny just north of Coolum about 2nm offshore. When we were about 300m astern of the Mutiny, she suddenly came about in an uncontrolled manner as though the crew were performing a gybe or a tack. However, it was obvious that there was no one at the helm. Moments later all on board appeared on the upper deck and began signalling frantically with their arms and shouting. We learnt by radio that the Mutinys skipper had just experienced a seizure. Peter decided to come along side and put one of our crew on board to facilitate the transfer of the patient to the Pride to allow for a helicopter medivac. The SEQEB helicopter had been patrolling the area when it was contacted so help wasnt far away. I was detailed to board Mutiny when we manoeuvred alongside. Once on board, I then asked Mutinys crew to furl their staysail, which they did. Down below, I found the patient as well as an elderly male, his wife, two young men and five girls. All were in a state of considerable agitation, as would be expected. The patient was breathing but was only semi-consciousness. He appeared unable to speak and was clearly distressed. The vessel was brought onto a southerly course and an attempt to bring the two vessels alongside and raft them together was successfully carried out. However, problems soon occurred due to the state of the sea that, together with the wind, had increased. The agitation of the members of Mutinys crew and the fact that the Pride had
not been prepared for a medical emergency did not help. Lines were finally secured bow and stern. However, one CG crewman (seaman Joel Hanson) was pulled overboard while trying to secure the bowline. Fortunately, he was wearing a PFD and a life-ring was thrown to him, which he clung to. A GPS position was logged and a CG crewman detailed to watch the drifting man. In all, Joel was in the water for about an hour. The difficulty in rafting the two vessels, in what was fairly rough water, was considerable. The sea and swell were out of step, with the sea southeast and the swell northeast making the water very choppy. To make matters worse, there were very few good fixing points on the Mutiny, which made the business of rafting even trickier. With the help of the patients two sons and the crew from the Pride, the patient was transferred. The two vessels then parted, leaving me onboard Mutiny to get her under way and headed for Mooloolaba. With the help of the two sons, the staysail was again set and a course of 200M was maintained. CG Mooloolabas vessel Mooloolaba One came into sight and a tow was arranged on the radio. Mooloolaba offered to put a blue water sailor on board if Mutiny wished to sail home, but a tow was preferred. A line was passed over which I attached to the anchor winch as it was the only good fixing point on the bow. At this point, I decided that the crew onboard Mutiny, although still upset, were capable of steering whilst under tow and that they were OK for me to leave the vessel. I placed the eldest son in command and jumped into the water, as it was safer than trying to get the Pride to come alongside again. While all this had been going on, the helicopter had lowered a paramedic to the deck of the Pride and arrangements to transfer the patient had been made. As the vessel was bouncing seriously in the sea conditions, it was decided to put the patient into the water with the chopper crewman and that they would be winched up from there. This went on with no problems. I was picked up by the Pride after about 5 minutes in the water. Believe me, seeing a 10m vessel bearing down on you in a turbulent sea is not funny. To make it worse, the Pride had a drop side hatch, which decided to flap up and down in an alarming manner when I tried to approach it. Eventually, I was thrown a line and unceremoniously dragged on board. After my little swimming session and the recovery which followed, I discovered that my life-jacket bad been far too tight and had been constricting my breathing. QF5 learned several lessons from this rescue. First, we never again put to sea with a vessel not fully equipped for any possible rescue that might be encountered. Second, we were always prepared for the people in the vessel in distress to be illequipped to handle the situation. In our case, the only member of Mutinys crew with any sea experience was the father who was effectively unconscious. The most useful person onboard was a sevenyear-old girl who handled the radio with a degree of calmness during the whole operation. The third lesson learned was to never truly trust the locations given by a vessel as they can often be misread on the GPS or misinterpreted by people who are unfamiliar with local surroundings. The final lesson was that small things such as a life jacket not fitting correctly can be a serious problem when things go wrong. I know this is an old story but the lessons are still relevant today. Back then, our vessels were not commercially registered and our crews were not required to be fully trained to engage in rescue activities. This was a case where a raw crew suddenly found itself asked to give assistance at sea. Our current-day crews are now far better trained and our vessels far better equipped to serve the boating community in every situation. I am happy to say that all the members on board the Mutiny survived their ordeal, although I believe their seafaring days were somewhat curtailed.
21
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AUSTRALIAN EAST COAST NOOSA HEADS
February 2014
March 2014
SA 0239 0.14 SU 0428 1.65 MO 0306 0.47 TU 0437 1.85 1102 0.88 1114 0.71 0909 2.22 0923 1.93 1 1532 0.23 9 1630 1.33 17 1540 0.50 25 1645 1.48 2240 0.65 2254 0.52 2125 1.78 2142 1.69 SU 0327 0.20 MO 0523 1.73 TU 0340 0.52 WE 0534 1.97 1156 0.82 1207 0.57 0954 2.13 0953 1.87 2 1616 0.25 10 1729 1.38 18 1610 0.51 26 1743 1.58 2335 0.61 2355 0.40 2212 1.76 2216 1.69 MO 0414 0.31 TU 0609 1.81 WE 0416 0.61 TH 0625 2.08 1238 0.74 1253 0.43 1035 1.98 1025 1.79 3 1700 0.31 11 1818 1.45 19 1642 0.54 27 1838 1.70 2258 1.72 2254 1.67 TU 0502 0.46 WE 0019 0.55 TH 0456 0.70 FR 0047 0.28 0648 1.88 0713 2.15 1115 1.81 1059 1.68 4 1741 0.39 12 1313 0.67 20 1717 0.59 28 1337 0.31 1859 1.51 1930 1.81 2345 1.66 2338 1.64 WE 0553 0.62 TH 0057 0.50 FR 0546 0.80 0723 1.93 1155 1.64 1140 1.57 5 1826 0.48 13 1344 0.62 21 1800 0.63 1935 1.56 TH 0041 1.61 FR 0131 0.47 SA 0037 1.62 0755 1.96 0654 0.77 0654 0.88 6 1243 1.49 14 1414 0.57 22 1234 1.47 2007 1.61 1916 0.57 1859 0.67 FR 0158 1.58 SA 0203 0.45 SU 0207 1.64 0824 1.97 0814 0.88 0827 0.91 7 1349 1.37 15 1442 0.53 23 1359 1.39 2038 1.64 2019 0.64 2016 0.68 SA 0319 1.59 SU 0234 0.45 MO 0333 1.73 0853 1.97 0945 0.91 0.84 8 1517 1.32 16 1510 0.50 24 1004 1537 1.40 2109 1.67 2132 0.67 2140 0.63
newmoon firstquarter
SA 0137 0.21 SU 0217 1.61 MO 0215 0.50 TU 0307 1.76 0950 0.76 0900 0.92 0820 1.91 2.17 17 1 0800 9 25 1530 1.41 1435 1.29 1434 0.46 1420 0.23 2128 0.69 2036 0.78 2044 1.84 2018 1.89 SU 0224 0.20 MO 0334 1.63 TU 0248 0.50 WE 0413 1.84 1052 0.64 1018 0.89 1.89 2.12 2 0844 10 1559 1.32 18 0851 1504 0.44 26 1635 1.52 1501 0.21 2242 0.59 2158 0.78 2117 1.88 2105 1.92 MO 0311 0.26 TU 0436 1.68 WE 0324 0.53 TH 0509 1.92 1142 0.51 1115 0.83 1.82 2.01 3 0926 11 1701 1.39 19 0924 27 1732 1.65 1535 0.45 1541 0.25 2341 0.48 2302 0.73 2154 1.88 2147 1.91 TU 0355 0.38 WE 527 1.75 TH 0404 0.59 FR 0600 1.98 1226 0.39 1159 0.75 1000 1.73 1.86 20 4 1004 12 28 1823 1.79 1751 1.48 1609 0.49 1619 0.33 2351 0.67 2234 1.86 2229 1.86 WE 0439 0.52 TH 0609 1.81 FR 0448 0.68 SA 0033 0.39 0647 2.02 1236 0.68 1.62 1.70 5 1039 13 1833 1.57 21 1039 29 1307 0.29 1646 0.55 1654 0.42 1911 1.92 2320 1.81 2310 1.80 TH 0524 0.66 FR 0032 0.61 SA 0541 0.77 SU 0122 0.32 0732 2.01 0647 1.87 1124 1.50 1.56 22 6 1116 14 30 1348 0.23 1308 0.61 1732 0.63 1730 0.52 1958 2.00 1909 1.64 2356 1.72 FR 0617 0.78 SA 0108 0.56 SU 0017 1.75 MO 0209 0.32 0816 1.95 1.90 0.84 23 0652 7 1159 1.44 15 0720 31 1427 0.22 1338 0.55 1225 1.40 1814 0.62 2041 2.04 1942 1.71 1833 0.69 SA 0055 1.65 SU 0142 0.52 MO 0139 1.72 1.92 24 0824 0.84 8 0730 0.88 16 0750 1406 0.50 1400 1.36 1258 1.33 2013 1.78 1957 0.73 1913 0.72
lastquarter
fullmoon
*Note tide depths at the Noosa River can vary as bar conditions change. All bar crossings should be approached with care following a visual check of co
Noosa Boat Fishing Club

Members and guests meet once a month on the last Wednesday of each month at the Villa Noosa at 6pm. For further information contact the secretary Gavin Watts on 0411 451975 or just turn up to one of our meetings.
TIDE TIMES - N
LATITUDE 260 23' S
AUSTRALIAN EAST C
April 2014
TU 0254 0.36 WE 0336 1.64 TH 0311 0.53 FR 0442 1.83 0900 1.75 1112 0.47 0856 1.85 1020 0.81 1 1505 0.27 9 1623 1.41 17 1505 0.40 25 1717 1.73 2136 2.05 2327 0.58 2122 2.03 2216 0.84 WE 0337 0.46 TH 0430 1.69 FR 0355 0.56 SA 0533 1.85 0943 1.66 1155 0.38 1.72 1108 0.75 2 0933 1538 0.36 10 1714 1.51 18 1543 0.44 26 1807 1.86 2220 2.02 2201 1.97 2313 0.79 TH 0418 0.56 FR 0517 1.74 SA 0445 0.62 SU 0019 0.51 1029 1.56 0620 1.85 1.60 1148 0.67 3 1009 1610 0.45 11 1758 1.62 19 1627 0.52 27 1237 0.30 2309 1.95 1853 1.98 2239 1.90 2359 0.72 FR 0458 0.67 SA 0558 1.78 SU 0542 0.69 MO 0108 0.46 1122 1.47 0706 1.83 1.49 0.60 4 1045 20 12 1224 28 1718 0.61 1317 0.26 1644 0.55 1835 1.72 1937 2.07 2320 1.82 SA 0545 0.76 SU 0040 0.66 MO 0007 1.87 TU 0155 0.44 0654 0.73 1.77 1.40 1.81 5 1127 21 1228 1.40 29 0749 13 0635 1356 0.27 1725 0.66 1256 0.53 1824 0.69 2020 2.10 1909 1.81 SU 0009 1.74 MO 0117 0.61 TU 0120 1.81 WE 0239 0.47 0814 0.72 0830 1.70 0.83 0710 1.82 6 0647 22 14 1359 1.39 30 1432 0.32 1223 1.33 1326 0.47 1949 0.73 2059 2.08 1818 0.76 1942 1.91 MO 0112 1.66 TU 0154 0.56 WE 0239 1.79 0.65 0.87 1.82 7 0806 15 0744 23 0924 1519 1.47 1349 1.30 1356 0.42 2115 0.72 1933 0.85 2017 1.99 TU 0229 1.63 WE 0231 0.53 TH 0345 1.81 0.86 16 0821 1.80 24 1023 0.57 8 0920 1623 1.59 1519 1.33 1429 0.39 2227 0.66 2105 0.87 2055 2.04
May 2014
TH 0321 0.52 FR 0329 1.64 SA 0350 0.50 SU 0508 1.69 0933 1.62 0908 1.61 0.73 1128 0.40 1 1504 0.40 9 1009 17 1529 0.38 25 1753 1.89 1628 1.53 2210 2.13 2136 2.03 2225 0.88 FR 0359 0.59 SA 0420 1.67 SU 0442 0.53 MO 0009 0.62 1025 1.56 1.52 1053 0.67 0558 1.67 2 0945 1536 0.48 10 1715 1.65 18 1619 0.45 26 1211 0.35 2301 2.05 2212 1.96 2319 0.82 1838 1.99 SA 0437 0.66 SU 0506 1.69 MO 0541 0.56 TU 0059 0.57 1122 1.50 1.46 1133 0.59 0645 1.65 3 1022 1610 0.57 11 1756 1.77 19 1715 0.55 27 1252 0.33 2358 1.96 2251 1.89 1921 2.06 SU 0519 0.71 MO 0007 0.75 TU 0645 0.58 WE 0144 0.54 1227 1.46 1.40 0550 1.71 0729 1.62 4 1105 28 12 20 1822 0.64 1651 0.67 1210 0.52 1331 0.33 2335 1.80 1835 1.89 2002 2.09 MO 0610 0.77 TU 0050 0.67 WE 0102 1.86 TH 0227 0.54 0752 0.58 1.35 0631 1.72 1.58 5 1156 29 0811 1741 0.77 13 1245 0.45 21 1347 1.47 1407 0.37 1940 0.70 1913 2.00 2040 2.07 TU 0026 1.72 WE 0132 0.60 TH 0212 1.79 FR 0307 0.56 0854 0.55 0.80 0713 1.72 0849 1.53 6 0713 14 22 1502 1.54 30 1440 0.42 1304 1.33 1321 0.39 2059 0.72 1842 0.86 1953 2.10 2116 2.03 WE 0126 1.66 TH 0215 0.54 FR 0317 1.74 SA 0342 0.60 0951 0.50 0.81 1.71 1.49 7 0820 15 0757 23 1606 1.65 31 0926 1428 1.35 1401 0.34 1512 0.49 2211 0.71 2003 0.92 2036 2.16 2151 1.97 TH 0231 1.63 FR 0300 0.51 SA 0416 1.71 1042 0.45 0.79 1.68 8 0918 16 0844 24 1703 1.77 1536 1.43 1443 0.34 2314 0.67 2121 0.92 2121 2.17
onditions. Tide Times are provided courtesy of and are Copyright the Commonwealth of Australia, Bureau of Meteorology.
NOOSA HEADS
LONGITUDE 1530 06'E
COAST NOOSA HEADS
Deception
Its often said that truth is stranger than fiction. Its also said within Coast Guard that people on shore would never believe some of the things that happen on the water. Well, QF5s Christian Dearnaley has been letting his imagination run away with him and has written this short fictitious story that could easily be fact rather than fiction ...
ait lent back into his chair and braced, readying himself for another jarring landing. In thirty-five years of living in the area, he had never seen the usually calm bay so wild, let alone been out in a boat in such conditions. Although it was about eleven in the morning, the sky was dark grey and it felt like late afternoon. Galeforce winds were gushing around the headland and whipping up a metre-high chop on top of five-metre swells, and the low-pitched roar of the engines was all but drained out by the noise from the rain, which thundered down on the cabin roof. Tait could see from the large GPS screen in front of the navigator that they were getting closer to the coordinates they had been given. The three other crewman began to peer out through the windows, but Tait, knowing that they would be lucky to see something five metres away through the frosted and streaky glass, opened the cabin doors and stepped onto the back deck, into cyclone Hamish. When Tait joined the Coast Guard almost eighteen months earlier, he had expected to go out in some fairly rough weather, but hadnt bargained on being called out during a cyclone. He didnt mind going, but on such a day he would have preferred to be back inside his dry garage, tinkering away at whatever took his fancy. As Tait looked for the vessel they had been called to assist, he tried to think of a good reason why a boat might be out in such bad conditions. The only explanation he could come up with was that they must have been travelling along the coastline and decided to anchor in the bay, hoping for some shelter from the approaching cyclone. Standing under a small eve that extended from the cabin, he attached his harness to the safety lines that surrounded the deck and began to look for the boat. Even in such heavy rain he felt sure that a forty-five-foot catamaran, which was apparently painted bright red, would have been visible from a reasonable distance. Their own boat slowed and began to idle along, meaning they had reached the spot they were told about. Leaning back into the cabin, Tait questioned the navigator about their position. Are you sure this is the place, Drew? Ahh, yeah. Pretty sure, he replied. I put in a new waypoint at they spot they said. Thats what you do dont you? An unsure look came across Drews weathered face, deepening the lines that ran across his forehead. Im not sure, youd better check it, he said, moving out of the navigators seat. Tait unhooked his harness and dropped his dripping rain jacket at the cabin entrance before moving over to the screen. Drew leaned back in, trying to watch what he did and not seem too confused by it all. For an old guy, Tait was fairly impressed that Drew had been able to put in any points at all, as most of the old sailors struggled to turn on the screens let alone use them. In a few quick moves, Tait bought up the input screen, but to his surprise the coordinates Drew had entered were correct. He flicked back to the chart, but it was showing their vessel as right on top of the marker he entered. They must have given us the wrong coordinates, we should be sitting right next to them, if not on top of them, Tait said. Get on to Munna and check they gave us the right ones, otherwise theyll have to call him back, the skipper, Mark, interjected. Tait reached for the radio, but as he did so, it garbled into life. Noosa Rescue, this is Coast Guard Noosa on F2, over.
Go ahead Coast Guard Noosa, Tait replied. Weve had some information from the Water Police come through. They did a search on the phone number we had the call on and it looks as though the number has a record for prank emergency calls. Theyre currently attending the address its registered to. Standby for further. Brillant, Tait exclaimed. Nothing like coming out in a cyclone for no reason. The rest of the crew agreed and Mark turned the boat back towards the river mouth, keeping the engines idling until they heard back from HQ. After a few minutes the voice of the radio operator again came through, competing with the noise of the rain. Noosa Rescue, this is Coast Guard Noosa on F2. Weve had confirmation from the Water Police that the call was a hoax. Two 16-year-olds at home playing with a mobile. Sorry boys. Romeo Coast Guard Noosa, well head back in then. Out, Tait replied. Bastards, said Jeff, one of the other crew members who up until now hadnt said a word. Tait had noticed that Jeff was looking a little green in the face since they crossed the bar, and guessed he had been a little worried about opening his mouth. When I was a kid you wouldnt dare do that kind of stuff, Jeff continued. Is that because you were a good boy or because mobile phones didnt exist? Tait joked. Its because you didnt deceive people and waste their time and money or risk their lives for no reason, said Mark, before picking up speed and heading back to the bar. After ten minutes or so, when the large yellow Coast Guard vessel was just half a mile from the bar, the noise of the radio began again, continuing its battle to be heard over the engines and the rain. Mark again brought the boat back to an idle as the crew turned their attention to the radio. A distorted male voice echoed through the speakers, Coast Guard Noosa, this is Deception. Im taking on water and need help fast. Im about two miles off Sunshine Beach, I cant get the engines started and I cant put up a sail. The electrics have gone as well so I cant put down an anchor and Im drifting towards the beach. I need help. Mark swung the helm around, pointing the bow at the headland at the edge of the bay and brought the speed up a little so the crew could still hear the radio. Deception, this is Coast Guard Noosa, please say again your location, the number of people on board and a description of your vessel, over, said the radio operator in reply. Tait noticed the radio operators tone had changed to a much more serious one since his last message. Silence followed and after about 30 seconds he repeated his message. Again the radio stayed silent. After a short conversation with the radio operator on the closed channel, Mark agreed that the call seemed legitimate and that they would treat it as a mayday. After asking Tait to take the helm, Mark moved to the navigators seat and instructed Tait to head to Sunshine Beach at the fastest speed he felt was safe. Mark took out the vessels sat phone and began dialling while Tait told the crew to hold on as he brought the powerful vessel up onto the plane. Yeah Max, its Mark. Were out in Laguna Bay heading to a job off Sunshine Beach. Do you remember the name of that yacht that called up a few years ago about a snapped anchor line and when we got there he was gone? Mark yelled through the sat phone. Tait was concentrating on handling the Noosa Rescue through the five metre seas, but shook his head at the thought of a second hoax call. A short time later Mark hung up the phone and signalled for Drew and Jeff to come up to front of the cabin. That was Max, one of the guys who used to be on our crew, Mark said. A few years ago we were called by a man on a yacht who reported that his anchor line had snapped and he couldnt get his engines started. He said he didnt have any canvas on board and that he was drifting into shore. He was in the same place as the guy today and the boat was called Deception. What happened last time? Drew asked. We called him when we thought we were about a mile from where he said, as we couldnt see him. It took him awhile to respond but eventually he came back over the radio and said he was able to get his engines running and that he had gone. We didnt hear anything else from him, we didnt even see him, Mark replied. Did you think it was a hoax at the time? Jeff asked. It seemed real. Even when we talked to him over the radio once he was gone it seemed true, but Ive got to admit it was a bit strange. I didnt give it anymore thought at the time. Hold on! Tait yelled, as the boat dropped off the back of a wave, free-falling metres before smashing back to the water. They had rounded the headland and sea conditions outside Noosa were much worse than in the bay. On the plus side, Tait noticed the rain was easing off and the radar showed clearer conditions off Sunshine Beach. For the next five minutes they travelled along at a much slower speed, as Tait was concerned for the backs and hips of his crew mates. When the sounder showed the depth come up from thirty-five to fifteen metres, Tait knew they had reached the northern end of Sunshine Reef, which put them still half a mile from Sunshine Beach. Again they couldnt see far through the rain, even though it had eased off somewhat, so they continued along, keeping one-andhalf miles from the coastline. The GPS says were directly opposite Sunshine Beach now, Mark said after a few minutes. Tait brought the speed down and looked around, spinning the boat 360 degrees to make sure they had could see everything around them. Surprise, surprise, I cant see anything, and the rain has stopped completely now. If he was here we would see
him, huffed Jeff. Wed better try him again, Mark said. Deception, Deception, this is Noosa Rescue, Noosa Rescue on VHF channel 22, over. Silence followed, but just as Jeff began to curse idle youths and the younger generation again, a desperate voice came pleading through the radio. Noosa Rescue, where are you! Im getting closer and closer to the shore, Im going to be in the breakers in a minute. A confused look came over Taits face as he wondered how a boat could drift three miles in twenty minutes. Deception, this is Noosa Rescue, can you please advise us exactly where you are, over, Mark asked. Tait marvelled at how calm Mark remained, given that they were at least a mile and half from any beach where a sinking vessel with no power might be drifting. I dont know, my GPS isnt working, the now shaking voice replied. I think Im off Sunshine Beach but I cant have been three miles out like I said. I can see large houses on the hills but nothing else. Tait bought up the radar on the screen in front of him and quickly changed the settings to show a sweep of two miles. On the first sweep nothing showed up, but on the second, a small dot appeared on the top right of the screen, meaning that something was just metres from the beach. On the following sweep the screen showed a larger dot and Tait moved the cursor to lock onto the target. That must be him, Tait said. Only a tall mast would give consistent replies in swell like this, everything else would disappear in between the waves. Deception, this is Noosa Rescue. We believe we can see you on our radar, we should be there in a few minutes, over, Mark said before continuing, Alright Tait, get going. Drew and Jeff can you get a towline ready. If he is where we think he is, hes only got a few minutes till he hits the sand. With that, Tait opened the throttle, compensating on the helm as the stern fish tailed from the mass of power, and headed straight to the beach. Tait knew that at full throttle, the nine-metre rigid inflatable, or RIB, would do nearly fifty knots on a calm day. Looking down, Tait was impressed to see that she was powering up waves at forty-five knots, and reaching nearly fifty-five when they ran down the back of one that didnt break. Just as they were about to launch off another crest, Tait saw an alarm window pop up on the GPS screen in front of him. Before he got a chance to look down, the boat reached the end of the wave and for a moment Tait thought they were about to drop off the edge of the earth. The boat seemed to be hanging in mid-air as the ocean had dropped away below them. They were falling, and Tait saw it as though they were in slow motion. The boats logbook and Marks pen, which had been sitting on the dashboard area under the windscreen, flew into the air as though gravity had somehow stopped working. Tait watched four seconds tick by on the GPS clock before the hull landed back on the water with an almighty crash. Without realising it, Tait had brought the throttles back to neutral while they were in the air and so when they landed the boat sat still in the water. Tait looked around at his crew, all of which miraculously seemed to be okay. Get going, Jeff said with a wry smile. Were fine, a couple of beers when we get home and we wont be able to feel a thing. As Tait turned around he noticed an alarm on the GPS screen that read Radar Target Lost. A sinking feeling came over Tait as he realised the yacht must have gone over in the swell. They were now just six hundred metres from the beach and set off again. Forget the towline guys, were gunna need the life ring, Tait said, trying to keep calm. It looks like hes gone over. They pulled up just meters from the line of breaking waves, right on the mark where the radar signal had been. Nothing. No keel or gunnel protruding from the water, no wreckage or any other sign that a boat had just crashed to pieces in the waves, let alone even been there in the first place. Coast Guard Noosa, this is Noosa Rescue, Mark said. Can you get onto the Water Police for us, weve got a bit of a situation here. As Tait walked through the car park of the Coast Guard Headquarters, he checked his phone one more time. It had been almost two weeks since the cyclone knocked out the signal, and Tait thought they would have the problem fixed by now. Relying on landlines was tricker than he remembered. After keying in his door passcode, he went upstairs to the meeting room, where Mark, Jeff, Drew and a policeman that Tait hadnt seen before were already sitting. Alright, Tait is here now, lets get going, Mark said. For those of you who dont know me Im Senior Sargent Paul Munroe, from the Sunshine Coast Water Police, the police officer began. Id like to discuss the job you guys did on Wednesday the 13th of November. Initial investigations on the day brought up no evidence that a marine incident occurred. Our divers couldnt find anything in the area and nothing was found on the beach in the days following. However, after some more thorough investigations, we discovered a link between this incident and an identical one off Mackay, as well as two others in NSW. In all instances very real calls for help were received, evidence like your radar signal and even pictures in other cases were witnessed, but no one ever made physical contact with the vessel or saw it up close. All cases involved a vessel called Deception. At this point weve classified it as a hoax call as it doesnt really fit into any other categories. The room stayed silent for moment until Jeff cleared his throat and smiled. Well thats it then. It has to be a bloody ghost ship doesnt it?
T was a Dark & Stormy Night ...
Contributed by Julie Hartwig Editor, CGRSC
Many of our boat crews can tell stories of responding to memorable calls for assistance. However, its not often that the people being rescued put their side of the story down on paper. While digging through the collection of material I have on file for the magazine, I came across an extract from a letter written by sailor Ron Simonsen after his vessel Valkyrie was assisted by QF17. While the rescue occurred in June, 2002, the story is an oldie but a goodie ... Late afternoon Wednesday 19th June, in response to a Weather Office strong wind warning, our sailing vessel Valkyrie became distressed whilst attempting to cross the Wide Bay Bar to seek safe anchorage in Tin Can Bay. Our vessel is a 30ft Fastback catamaran. On board were myself and delivery skipper Larry Ryan. Our vessel first lost steerage due to cable and steering arm failures on our rudders. Shortly thereafter, breakage of the furling line to our No 1 jib and the loss of our tender (which impacted with our outboard leg and stopped the motor), caused loss of motive power. We began to drift towards the shore on Fraser Island and were in imminent danger of being broken up in the surf created by the rising sea and the prevailing strong winds. At around 1630 hours, we requested assistance from the Tin Can Bay Coast Guard. Our anchor was then bedded with 80 meters of chain and holding us just off the beach line on an ebbing tide. Two rescue craft from the Coast Guard station responded and, due to what we consider heroic efforts over 4 hours by the crews of both vessels, a rescue was effected, resulting in the saving of both our lives and the vessel. We, and the vessel, sustained only minor damage. We admire the skills and dedication displayed in our rescue and commend you all for your brave actions on the night. The subsequent assistance and care for our welfare was unexpected but gratefully appreciated. Without diminishing any individual effort, we pay tribute to rescue crew member John Macfarlane, who went into the water to successfully deliver a towing line to Valkyrie. The sight of him standing in front of me on a stormy black night with waves pounding and the wind shrieking, calmly requesting that I tie this rope to something strong will you mate is forever imprinted in my mind. His action undoubtedly saved our vessel from breaking up on the shore. Extract of letter ends. John entered the water with the sounder showing 1.5 meters. John - being 2 meters tall - was the most suitable candidate. But when he hit the water, it went over his head, so he had to swim to deliver the line. Then, he could not get back to Mount Rescue or onto Valkyrie. John ended up walking over 2km from where he came ashore in the bar area to calmer waters up Sandy Straits, where he was picked up, cold and wet, by Mount Rescue, while Cooloola Rescue handled the tow back to base. Hot coffee, hot showers and a sleep for the night were welcomed by Valkyries crew, while directions and driver duties by Cliff Morrison over the next few days while repairs were carried out to Valkyrie, were all appreciated by the owner. Editors Note: I am not sure whether AVGCAs current Risk Assessment and Work Health and Safety procedures would allow such action to be taken today, but this story demonstrates the sometimes extraordinary lengths that our rescue crews have gone to - and continue to go to - to render assistance to those in need. The work that Coast Guard boat crews do is at best full of risk and at worst, dangerous. But our crews VOLUNTARILY expose themselves to both the risks and the dangers associated with maritime rescue work, so I would ask the boating community to remember this and to support your local flotilla. You never know when YOU will require their assistance.
Shipwreck Tales: SS Maheno

Compiled by Julie Hartwig Radio Operator, QF17
Since settlement began along Queenslands southern coast, hundreds of ships have met their end on uncharted reefs and cays, sunk at sea or run aground on beaches and headlands during storms. Very few of these wrecks remain, but the SS Maheno, wrecked on Fraser Islands west coast in 1935, has become a major tourist attraction.
he SS Maheno was an ocean liner with a chequered history. Belonging to New Zealands Union Company, she operated on the trans-Tasman run between New Zealand and Australia from 1905 to 1935. During World War I, the New Zealand Naval Forces used the ship as a hospital ship. Service Meaning island in Maori, the Maheno was built by William Denny and Brothers of Dumbarton, Scotland. She was a revolutionary ship, being the worlds first triple-screw steamer. Launched on 19 June, 1905, she entered service on 18 November that same year servicing the trans-Tasman routes via ports in New Zealand, Sydney, Melbourne and Hobart. She also made regular trans-Pacific crossings between Sydney and Vancouver and for several years, held the Blue Ribbon for trans-Atlantic crossings. Carrying up to 420 passengers in three classes, her First Class features included a dining room, a smoking room and a music room with a Bechstein grand piano. She also had a refrigerated cargo hold. The ship was lit by electricity and was fitted with the latest safety equipment, including sulphur dioxide fire extinguishers. World War I During World War I, the Maheno was converted into a hospital ship and painted white with a broad green stripe along each flank and large red crosses on her sides and funnels. Fitted out with eight wards and two operating theatres, she carried a medical team of five doctors and 61 orderlies from the New Zealand Army Medical Corps, a matron and thirteen nursing sisters, and chaplains. As a hospital ship, the Maheno saw service in the Gallipoli campaign in 1915, loading casualties in Anzac Cove from the Battle of Hill 60. Over the next three
Above: Launch day, at the Denny Brothers slipway in Dumbarton, Scotland Left: The First Class Saloon
Hospital Ship SS Maheno during World War I

months, she carried casualties from Gallipoli to Moudros, Malta and Alexandria before returning to New Zealand in January 1916 for a minor refit. She returned to Egypt in February 1916 and after another run transporting patients back to New Zealand, sailed for Southampton, UK, arriving there in July 1916, just after the commencement of the Battle of the Somme. For the next three months, the Maheno worked in the English Channel, returning large numbers of wounded troops from France to England. She returned to New Zealand in November, 1916 and made a further six voyages between New Zealand and the UK, transporting patients back to New Zealand until the war ended in 1918. Commercial Service At the end of World War I, the Maheno returned to her New Zealand owners and resumed commercial service. In the late 1920s, she was sold to a shipping company in Sydney who planned to use the ship on the trans-Tasman run between Sydney and New Zealand. This service ran for several years until the ship was eventually decommissioned early in 1935. Decommissioning and Scrapping In 1935, the Maheno was sold to an Osaka shipbreaker for scrapping. This company, however, was rather short of funds and chose to remove the Mahenos three huge brass propellers from beneath the still operable ship and sell them to provide the funds required to tow the ship back to Japan. Once there, the Maheno was to be melted down and sold as scrap metal. Wreck On 3 July, 1935, the Maheno, with a skeleton crew of eight, left Sydney under tow by the former Tasmanian Steamers Pty Ltd Bass Strait ferry, Oonah. Built in 1888, this ship had also been bought by the same shipbreaker for scrapping. Linked by a 900-foot, six inch wire tow line, the two ships were heading north along the Queensland coast when they encountered severe weather caused by an unseasonal cyclone. On the afternoon of 7 July, approximately fifty miles east of Fraser Island, the tow line parted. Attempts to reattach the tow line failed because of the heavy sea conditions. Oonah was also experiencing problems, and with her steering gear temporarily disabled, was unable to render any assistance to the Maheno. The two ships drifted apart and Oonah lost sight of the Maheno in the poor visibility. Oonah broadcast a radio message requesting assistance for the Maheno, for while the Mahenos engines were operable, without propellers, she was at the mercy of cyclonic winds and seas. The Maheno was eventually found beached on Fraser Island on 10 July by an aircraft searching the coastline. The eight crew members had set up camp onshore and were waiting for the Oonah to arrive, which it did on 12 July. Attempts were made to refloat the vessel immediately, but when these proved unsuccessful, the ship was stripped of her fittings and further attempts to refloat her lightened hull were made. When these also failed, all salvage attempts ceased and the wreck was offered for sale. Not surprisingly, there were no buyers. Since then, much of the ship has either been
From the Top: During her hey-dey as an ocean liner on the trans-Tasman route between New Zealand and Sydney SS Maheno shortly after beaching. Note the lines ashore and the smoke issuing from the forward funnel, indicating that her engines were still running. An aerial photo taken several days after the beaching. Note the oil slick to seaward. After attempts to salvage were abandoned, the ship began to break up. Coast Guard Rescue Sunshine Coast | 29
destroyed or disintegrated and the remains have been severely affected by rust. During World War II, the wreck was used by Australian defence force personnel for bombing target and ordnance detonation practice (holes made by the latter are still visible in the hull plating). Though there are no records of the wreck ever being used as a live firing target and no unexploded ordnance (UXO) has ever been recovered from the wreck site, the Department of Defence maintains that the wreck is in a dangerous condition and access is prohibited. Today, the wreck of the Maheno is a major tourist attraction on what is now Seventy-Five Mile Beach just south of the Pinnacles on Fraser Islands west coast.
SS Maheno: final resting place, high and dry on Seventy-Five Mile Beach.
Above and below: The wreck of the SS Maheno today.
OWNER PORT OF REGISTRY OPERATING ROUTE BUILDER TYPE TONNAGE CONSTRUCTION LENGTH BEAM DRAFT PROPULSION SPEED CAPACITY LAUNCHED IN SERVICE OUT OF SERVICE FATE
Union Company, Dunedin, New Zealand Wellington, New Zealand New Zealand - Australia William Denny & Brothers, Dumbarton, Scotland Ocean Lineer 5,323 GRT Steel 400ft / 120m 50ft / 15m 31ft / 9.4m 3 x Parsons Steam Turbines / 3 x screws 17.5 knots / 32.4 km/h / 20.1 mph 420 passengers in 3 classes (First - 240; Second - 120; Third - 60) 19 June, 1905 November, 1905 1935 Wrecked on Fraser Island, July 1935 Coast Guard Rescue Sunshine Coast | 30
What Colours Should You Be Flying?
lags and boating have a long history. Semaphore (sending messages from ship to ship with flags) is one example. There are 40 international code or signal flags that ships and boats can fly on a dressing line from stem to stern. But what is flag etiquette on the water? Correct flag etiquette on the water can test any captain. Its a lot more than merely hanging a flag off the mast. Australian National Flag The Australian National Flag is the correct flag to be flown on government ships, fishing vessels, commercial vessels under 24m, pleasure craft and small craft by virtue of Section 30 of the Shipping Regulation Act 1981. Australian Red Ensign The Australian Red Ensign is the correct flag to be flown by Australian registered ships. As an alternative to the Australian National Flag, it may also be flown by government ships, fishing vessels, commercial vessels under 24m, pleasure craft and small craft. It is recommended that private vessels wear the Red Ensign in home waters but use the National colours when overseas. No ship may fly both the Australian National Flag and the Australian Red Ensign simultaneously. International Code Flags The Australian Red Ensign. On national holidays and special occasions, private vessels can join in the festive spirit and dress ship. This is done with the international code or signal flags (right). On such a day, the Red Ensign or the National Flag should be raised on the stern or peak of the gaff staff. Another can be flown at the masthead; code or signal flags can also be flown as a dressing line from stem to stern. Courtesy Flags There are a couple of protocols to observe here. Firstly, a vessel visiting a foreign port must be cleared into that country via local Customs controls. Until that process is completed, the vessel should fly only a yellow Q flag to indicate that the vessel is free of disease and awaiting clearance into the country. On sailing vessels, this flag should be flown from the starboard spreader of the forward mast; on powered vessels, it should be flown at the bow. The flag should never be flown from the stern. When the Customs and Immigration processes are complete, the Q flag should be replaced by the countrys National Flag for the duration of operations in that countrys territorial waters. To make a good impression, the courtesy flag should be in good condition, accurately made and must be no smaller than 600 x 300 mm (2ft x 1ft). Flag Etiquette There are strict guidelines on where flags may be flown on a vessel. An example of incorrect etiquette is for a vessel to fly the corporate or company flag from the stern. The only flag that should be flown from the stern of Australian vessels is the Australian National Flag or the Australian Red Ensign. Flying a foreign flag (wearing false colours) from this position is also a grave breach of protocol and in some countries would result in being arrested. Historical and commemorative flags, house flags, club pennants and burgees, corporate and company flags can be flown from spreaders, outriggers, radio masts as available and on powered vessels, from the bow. And keep in mind that our National flags should be treated with respect. The colours should always be kept in good condition and should not be flown if they are damaged, faded, dilapidated, frayed or torn. International Code or Signal Flags.
Coast Guard Rescue Sunshine Coast |
Compiled by Julie Hartwig Radio Operator, QF17
31
Turkish Coast Guard

by John Gasparotto Editor, QF4
hile selling our Coast Guard Calendar at Pelican Waters, our top calendar salesman Trevor Pitt, from Echo crew, was greeted by two members of the Turkish Coast Guard, who were here on holidays. They were particularly interested in Coast Guard Caloundras display which features our vessels and crews in action and training. They were also keen to take Trevors photograph to show their colleagues back home. He gave them a complimentary calendar each. This prompted me to do some research into the Turkish Coast Guard. Called Sahil Gvenlik in Turkish, it is responsible for controlling its maritime areas and the coasts of Turkey and fighting illegal activities. It is also the main Search and Rescue Coordination Authority in the Turkish SAR Zone. During peacetime, it comes under the command of the Turkish Interior Ministry. But, during emergencies and in wartime it falls under the command of the Turkish Navy. Its organised into four area commands: the Black Sea; the Sea of Marmara and adjacent straits; the Aegean Sea and the Mediterranean Sea. With a compliment of over 5,500 personnel, it is responsible for maintaining the security of its coastline and Turkish territorial waters. The Turkish Coast Guard is responsible for all search and rescue (SAR) operations, and for protecting its marine environment. The Turkish Coast Guard was established on 9 July 1982 with the purpose of performing missions including: Providing the security of Turkish coasts, territorial waters and inland waters such as the Marmara Sea, Istanbul and anakkale Straits, ports and harbors; Exercising such rights and powers where Turkey exercises sovereign rights under the rules of both national and international laws at sea in areas which fall outside the scope of the general responsibility of the Turkish Naval Forces; and To prevent and pursue all kinds of smuggling activities carried out by way of sea.
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Its roles were later changed to include: To protect and provide the security of its coasts and territorial waters; To provide for the safety of life and property at sea; To take all necessary measures for untethered mines, explosives and suspicious material identified in the sea and on the coast and report them to the authorities concerned; To observe and inspect the operating conditions of the aids-to-navigation and report the deficiencies observed to the authorities concerned; To disarm refugees entering their territorial waters and deliver them to the authorities concerned; To prevent all kinds of smuggling carried out by way of sea; To prevent the actions of the vessels and sea craft in violation of the laws on radio, hygiene, passport, anchoring, mooring, fishing, diving and hoisting the flag; Inspect fishing boats and their products; Conduct inspections in order to prevent marine pollution; Prevention of smuggling of antiquities by conducting inspections on diving activities; Perform search and rescue missions within the search and rescue area of Turkey, in conformity with the International Search and Rescue Convention and National Search and Rescue Regulations, and participate in e operations conducted for the security of the homeland under the command of the Naval Forces, when so ordered. Equipment: 52 patrol vessels and smaller craft carry out surface patrols. The most effective of these are 14 search-and-rescue vessels (220 tons) of Turkish design. Smaller 150 ton and 70-ton patrol boats of German design. An ambitious construction plan foresaw a major strengthening of the service with eight new vessels of 350 - 400 tons and 48 ships of 180 - 300 tons. It also has an air wing with both fixed wing aircraft and helicopters.
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Commanders Log
reetings all and welcome to 2014. I hope that you have had a safe and happy Christmas and a pleasant start to the New Year. As usual, we experienced a very busy time over the Christmas period with a high volume of boat traffic both in the river and outside the bar. As always, we wish that everyone will stay safe throughout the year and as such, Id like to pass on the following message to all boaties to ensure the safety of themselves, passengers and vessels. Please ensure: Your boat is in good order and is equipped with all safety gear including EPIRB if you are travelling beyond 2 nautical miles outside the bar. If you are in an open boat that is less than 4.8 metres, you are required to wear a life jacket when negotiating a bar. Remember children under twelve (12) years of age are required to wear life jackets at all times when underway. Although many of you already log on with Coast Guard when crossing the bar and operating outside, there are still a high number that disregard this advice. As a reminder to those who have not logged on with us before, the process is simple: Call Coast Guard on VHF channel 22 or on 27 MHz channel 88 Tell the radio operator: how many people are on board; where you will be operating; your estimated time of return. We then wait for your safe return. Please also remember to log off with us on your return, otherwise an overdue vessel process is started with Water Police to ensure your safety. Finally, on behalf of Coast Guard Noosa, I would like to thank the local community for their invaluable support in 2013. We look forward to your continued support in 2014 and wish all a happy, safe and successful year. John Milland, Commander QF5
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Crew Report
he months of September, October, November and December saw some interesting assists for the duty crews. In September, the crews dealt with the usual flat batteries, broken-down engines and escorts across the Noosa Bar. However, one escort was a little out of the ordinary. Friday 20th saw G-Force escort one of the Noosa River Passenger ferries out across the bar ahead of its journey to Mooloolaba for regular maintenance. The rest of the month was filled with regular assists but did contain some public appearances for QF5. On Sunday 15th, members attended the annual Biosphere at the Lions Park, where they answered many questions from the public about Coast Guard, handed out tide-times, flyers and information packs, all while enjoying the event. On the 22nd, members from the Rotary Club of Noosa joined QF5 in celebrating a new sponsorship agreement by renaming Bartender Patrol to Rotary Rescue. The new name certainly rolls off the tongue! The 30th saw QF5 hold a fundraising BBQ in the Munna Point Caravan Park, with all proceeds going towards the Noosa Bar Tower restoration. Thanks to all who supported us! October seemed to plod on by quite slowly, with a few small assists like jump-starts and escorts filling the first half of the month. On the 18th things seemed to kick into life when G-Force crew was escorting a vessel across the bar and received an urgent call to assist a large power cat that was taking on water in the Noosa Waters canal, and was in serious danger of sinking. While the crew onboard Davos Rescue finished the escort and began heading to the lock, another crew member was called from home and drove around to the vessels mooring. He managed to pump out enough water with the fire pump to allow the vessel to make it to the Noosa Waters lock and then be towed to Davos Ramp. On the night of the 19th, the Queensland Ambulance Service, who had received reports of a young boy injured on a houseboat, called in A-Team for a medivac. A 10-year-old staying with his family on a houseboat in Lake Cooroibah had hit his head on the vessel and after feeling nauseous and dizzy the family requested medical treatment. This is just one of the many duties that QF5 performs for other emergency services. On the afternoon of Tuesday 22nd, A-Team was performing an escort across the bar when they received information that an international student had been washed off the rocks at Alexandria Bay in the Noosa National park. QF5 joined the Water Police and Surf Life Savers in searching for the man until 1am the next morning. The search then continued at first light the next day, and many days after that with the John Waddams and Davos Rescue both searching at the same time. During this period the crews would perform shifts of 8-10 hours without breaks, except if refuelling was necessary. The search continued for four days until a sighting was reported on the 26th. The duty crew, Sea-Lions, worked together with the Surf Life Savers and Water Police to make a recovery. Later that day the crew took their minds of the mornings events by joining in the classic boat parade through the river. November had a range of assists, but was noticeably quieter than the previous month. Things began with a vessel reporting itself as stuck in the Shark-nets on the night of the 8th. As an untangling effort would be nearly impossible in the dark, the crew checked that those onboard were happy to stay out for the night and made plans to be out in Laguna Bay at first light. However when first light came around, the vessel was gone but forgot to tell us not to worry. The rest of the month was filled with escorts, towing jobs in the river and jump-starts. The usually busy month of December kicked off with three vessels requiring assistance due to engine failure maybe it was the heat? On the 13th a sunken vessel was re-floated by Davos Rescue and taken to Davos ramp. On the 15th Santa and Mrs Clause joined the crews in wishing all those along the river a very merry Christmas in the annual Lolly run. The night of the 20th saw QF5 lead the annual Christmas Light Parade in the Noosa Waters Canal a really colourful affair. The rest of the holiday period was reasonably busy with the crews getting their fair share of assists due to the increased boating traffic on the river. On the 29th A-Team assisted a family in scattering the ashes of their loved one in Laguna Bay and were greeted with lovely clear weather for the day. Later that same day, they towed a broken down jet ski to Davos ramp and escorted a vessel across the bar. And so ended the year for QF5 phew, what a busy one! Christian Dearnaley, QF5
Activations & Statistics

Date
20-09-13 20-09-13 20-09-13 22-09-13 28-09-13 28-09-13 30-09-13 01-10-13 01-10-13 03-10-13 03-10-13 03-10-13 05-10-13 06-10-13 07-10-13 09-10-13 12-10-13 18-10-13 18-10-13 18-10-13 19-10-13 22-10-13 22-10-13 23-10-13 23-10-13 23-10-13 24-10-13 24-10-13 26-10-13 26-10-13 27-10-13 28-10-13 01-11-13 02-11-13 11-11-13 13-11-13 15-11-13 16-11-13 21-11-13 21-11-13 24-11-13 01-12-13
Crew
G-Force G-Force G-Force A-Team Sea Lions Sea Lions Sea Lions Sea Lions Sea Lions Sea Lions Sea Lions Sea Lions Sea Hawks Sea Hawks Sea Hawks Sea Hawks G-Force G-Force G-Force G-Force A-Team A-Team A-Team A-Team A-Team A-Team A-Team A-Team Sea Lions Sea Lions Sea Lions Sea Lions Sea Lions Sea Hawks Sea Hawks G-Force G-Force A-Team A-Team A-Team Sea Lions Sea Hawks
Rescue Vessel
Davos Rescue John Waddams Davos Rescue Davos Rescue Rotary Rescue John Waddams Davos Rescue Rotary Rescue Davos Rescue John Waddams John Waddams Davos Rescue Rotary Rescue Rotary Rescue Davos Rescue Davos Rescue Rotary Rescue Davos Rescue Davos Rescue Davos Rescue Davos Rescue John Waddams John Waddams John Waddams Davos Rescue Davos Rescue John Waddams Davos Rescue John Waddams John Waddams John Waddams John Waddams John Waddams Davos Rescue Davos Rescue Davos Rescue Davos Rescue John Waddams Rotary Rescue John Waddams Davos Rescue Davos Rescue
Action Taken
Towed vessel from the river mouth to Davos Ramp Towed vessel from the river mouth to Harbour Town Escorted passenger ferry out across the bar ME Transferred patient to D.R. and transported to Munna Towed vessel from the Frying Pan to Davos Ramp Towed vessel from North Reef to Tewantin Ramp Escorted vessel in across the Noosa Bar Towed Jetski from Laguna bay to Davos Ramp Refloated houseboat in the Noosa River Jump-started vessel in Noosa Inlet Moved and re-anchored vessel in Tewantin Escorted vessel out across the Bar Jump-started vessel in Lake Cooroibah Towed vessel from Lake Weyba to Tewantin Towed vessel from Sunshine Beach to Woods Bay Re-anchored vessel in Woods Bay Towed vessel to Woods Bay Assisted sinking vessel and towed to Davos Ramp Towed vessel off a sandbank in the Noosa River Escorted vessel outwards across the Noosa Bar ME Transported patient from Lake Cooroibah to Munna Escorted vessel inwards across the bar Requested by QAS & QPS to search for missing person Continued search for missing person off Alexandria Bay Continued search for missing person off Alexandria Bay Escorted vessel out across the Noosa Bar Continued search for missing person off Alexandria Bay Continued search for missing person off Alexandria Bay Called to recover body in Laguna Bay Assisted commercial vessel off a sand bank in Noosa Inlet Escorted two vessels in across the Noosa Bar Escorted vessel out across the Noosa Bar Performed a scattering of ashes in Granite Bay Towed vessel from River Mouth to Davos Ramp Escorted vessel out across the Noosa Bar Escorted vessel in across the Noosa Bar Escorted vessel out across the Noosa Bar Escorted vessel out across the Noosa Bar Towed vessel from Noosa Waters to Davos Ramp Assisted large vessel launching into the river Towed vessel from Munna Point to Davos Ramp Towed jetski from North Shore to Davos Ramp
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QF5 ACTIVATION STATISTICS: 1 SEPTEMBER to 31 DECEMBER 2013

Type of activation:
Police: .................................................... 5 Ambulance: ......................................... 0 QF5/Public: .......................................... 52 Total: ........................................... 57
Fuel:
Diesel amount (L): .................1625.66L Diesel Cost: ..............................$2,690.02 Petrol amount (L): .................2161.85L Petrol Cost: ..............................$3,396.68 Total Cost: ........................ $6,086.70
Miscellaneous:
Purpose of activation:
Medivac: ............................................... 2 Training: ................................................ 120 Miscellaneous: .................................... 12 Assistance:............................................ 39 SAR: ........................................................ 7 Community Service: ......................... 7 Total: ........................................... 189
Total man-hours: ...................12,005 Public events attended: ......30
QF5 RADIO STATISTICS: 1 SEPTEMBER to 20 DECEMBER 2013

CALL TYPE
27MHz 384 VHF 3979 UHF 637 Landline 1552 TOTAL 6552
TOTAL
Assisted Vessels:
Number of vessel logged on: ....... 1418 Number of Vessels assisted: ......... 57 Total number of persons assisted: 122 Approx. value of vessels assisted: $3,173,000
GENERAL STATISTICS
Seawatch 1418 Radio Watch Hours 2832
CROSSING THE NOOSA BAR?

The Noosa Bar can be dangerous. Remember to always log on with Coast Guard Noosa before you cross the bar. This can be done on VHF Ch16 or 22, 27MHz Ch88 or by phoning the base on 5474 3695 or 5449 7670. Remember to give your vessel name or registration and POB (number of persons on board). Once you make a safe crossing, remember to call in and let us know. Well want to know your destination and estimated time of return (ETR). If you decide to change either of these, then just call us back and let us know so we dont start worrying when your original ETR comes around. Remember, all this information is for your own safety if you have an accident or emergency well know where to look! On your return, call us again to notify us that youre crossing the bar. Once youre safely across let us know and well take you off our log. If you do forget to radio in and tell us youre back safely, then please give us a call as soon as you remember - this will save us initiating a search to come and find you. Coast Guard Safety By All Means
Take your guests to Italy for your party: let the Pazzo do your catering!!
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Fishin with Davos

As the seasons change and we move into the more predictable months of February, March and April, its time to check the date on your flares, grab some new gear, log on with Coast Guard Noosa and head on out over the Noosa bar. This time of year is best for chasing the big Spanish Mackerel, as they move onto the inshore reefs. Jew Shoal, Sunshine Reef and Little Halls are all within striking distance for the boating and kayak anglers to have a crack at some really good fish. Craig Chico Vella is our resident expert on all things Spanish so drop into Davos for all the info and a few closely regarded secrets with these magnificent pelagics. Coral Trout should also be out in numbers on Sunshine Reef over the next few months, with the best baits being live slimeys and yakkas. Use a running rig with the bait resting on the bottom and try to fish at the leading edge of the reef as this is where the bigger fish will be waiting in ambush. Be sure to have a locked drag as these fish will run straight into the reef. Sunshine Reef and Little Halls will also have good numbers of Grassy Sweetlip, which will certainly help to fill out the esky. Out on Chardons and North Reef, you can expect to find more Mackerel along with some big Wahoo by trolling River 2 Seas 180mm Torpedo lures rigged with single hooks. These lures dive down to 9m and can also be trolled around at speeds up to 10 knots. Yak fishermen can expect to use this more predictable weather to venture farther along the coast towing a Davos Spanish Special looking for an extra-large Spanish Mackerel. This is also undoubtedly the best time of year to target Mangrove Jacks and a trip up between the lakes early in the morning can be very rewarding. Trolling hard-bodied lures early in the day can produce some good numbers and good sized jacks. Maria hardbodies and River 2 Sea live minnows around the 90mm size in either gold or red colors work best. Try trolling tight along the snags keeping constant movement with your rod tip to mimic a wounded baitfish or alternatively, fire out some surface walkers with a very slow walk-the-dog action around the snags as some anglers are getting great success by fishing top water. This has been a great season on Jacks, so pop into the store to get the right lures, the right gear and the right advice before targeting these aggressive fish. While youre up between the lakes, dont forget to bring along your crab pots for a delicious feed. There is a maximum of four per-person allowed in the boat, and make sure that each pot has correct identification on both the float and the pot. Before putting your pots in make sure that the entries are very tight as the crabs use their claws to lever the pot open and simply get out. There are plenty of Flathead in the channel of Lake Cooroibah, especially for those fishing with soft plastics or soaking half a pilchard. The trick here is to drift along with the tide letting the baits drag along the sandy bottom. The Tewantin stretch has also seen plenty of Flathead and Bream on the run-out tides, while farther downstream towards the river mouth, Whiting are being caught on worms and yabbies, along with Flathead and Bream. The Woods Bays and the back of the Sound have Trevally and Tailor for the early morning fishers using soft plastics like Gladiator prawns and Zmans. Weyba Creek has been sensational for Whiting on surface lures throughout the middle of the day. When surface fishing for Whiting, look around for submerged weed Grant Budd beds as they often take shelter in amongst them. hooked this The beaches from Double Island to the Noosa 90cm Flathead River mouth will be good for Whiting, Tailor and Dart off the rocks at on the incoming tides. Sunshine Beach after dark will be the river mouth the spot for Mulloway and Tailor along with some good to pick up a sea run Bream on early mornings. Davos Fish of This is a great time of year to wet a line here in the Week Prize Noosa, so if youre keen for a fish, log onto www.fishingnoosa.com.au for up-to-date bar and fishing reports. For any further tips and advice drop in and have a chat to the friendly team here at Davos.
Tight lines and bent spines!!

The Lighter Side of Life

You Know Youre Australian When...
1. 2. 3. 4. 5. 6. 7. 8 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. You know the meaning of the word girt. You believe that stubbies can be either drunk or worn. You waddle when you walk due to the 53 expired petrol discount vouchers stuffed in your wallet or purse. Youve made a bong out of your garden hose rather than use it for something illegal such as watering the garden. You understand that the phrase a group of women wearing black thongs refers to footwear and may be less alluring than it sounds. You pronounce Melbourne as Mel-bin. You pronounce Penrith as Pen-riff. You believe the l in the word Australia is optional. You can translate: Dazza and Shazza played Acca Dacca on the way to Maccas. You believe it makes perfect sense for a nation to decorate its highways with large fibreglass bananas, prawns and sheep. You think Woolloomooloo is a perfectly reasonable name for a place. You believe it makes sense for a country to have a $1 coin thats twice as big as its $2 coin. You believe that cooked-down axlegrease makes a good breakfast spread. (Mmm...Vegemite...) You believe all famous Kiwis are actually Australian, until they stuff up, at which point they again become Kiwis. Hamburger. Beetroot. Of course. Of course - you cannot eat a hamburger without beetroot! You know that certain words must, by law, be shouted out during any rendition of the Angels song Am I Ever Gonna See Your Face Again. You believe, as an article of faith, that the confectionary known as the Wagon Wheel has become smaller with every passing year. You still dont get why the Labor in Australian Labor Party is not spelt with a u. You wear ugh boots outside the house. You believe, as an article of faith, that every important discovery in the world was made by an Australian but then sold off to the Yanks for a pittance. You believe that the more you shorten someones name the more you like them. You understand that you has a plural and that its youse. You know its not summer until the steering wheel is too hot to handle. Your biggest family argument over the summer concerned the rules for beach cricket. You still think of Kylie as that girl off Neighbours. When returning home from overseas, you expect to be brutally strip-searched by Customs - just in case youre trying to sneak in fruit. You believe the phrase smart casual refers to a pair of black tracky-daks, suitably laundered. You understand that all train timetables are works of fiction. You get choked up with emotion by the first verse of the national anthem and then have trouble remembering the second. You find yourself ignorant of nearly all the facts deemed essential in the governments new test for migrants.
21. 22. 23. 24. 25. 26. 27. 28. 29. 30.
BELIEVE IT OR NOT ... COW FALLS FROM SKY SINKING BOAT
In 1997, the crew of a Japanese fishing boat were pulled from the Sea of Japan after clinging to the boats wreckage for several hours. The crews were immediately arrested after the local authorities interviewed them about what had happened to their vessel. To the man, they claimed a cow had fallen from the sky, struck their boat amidships, resulting in a large hole that caused it to sink. The crew remained in prison for several weeks until the Japanese authorities were contacted by several highly embarrassed Russian air force officers. It turned out a the crew of a Russian cargo plane had stolen a cow that had wandered near their Siberian airfield and had forced it onto their aircraft before taking off for a flight home. Once airborne, the cow panicked and started rampaging through the cargo hold, causing the crew to also panic because it was affecting the planes stability. They solved the problem by shoving the cow out of the plane while crossing the Sea of Japan at 30,000 feet. Unfortunately, following Rules 5 (look-out) and 7 (risk of collision) wont keep you out of trouble when the danger is airborne.
Regular Membership
Coast Guard Join the Team
QF5 Coast Guard Noosa
The Australian Volunteer Coast Guard is a voluntary organisation committed to saving lives at sea by providing emergency assistance to vessels in need. QF5s Marine Rescue Services Each year, Coast Guard Noosa volunteers respond to numerous calls for assistance at sea. These calls include EPIRB and Mayday activations, search and rescue operations, medical evacuations, assisting sinking and grounded vessels, towing disabled vessels and providing assistance to vessels overturned on the Noosa Bar. Rescue Vessels & Areas of Operation We operate three fully equipped rescue vessels to cover inshore and offshore operational areas extending from Double Island Point to Point Arkwright, including the Noosa River and associated lakes, and to 50nm seaward of the coast. Rescue Boat Crew This is the coal face of our operations. If youve ever had to call for assistance, these are the people youre glad to see. Rescue boat operations include deck hand duties, radio operations, navigation, helmsman duties and Search and Rescue operations. Like all activities requiring training, you start at the bottom as a trainee and progress through the ratings starting as a Competent Crewman or woman. The skys the limit from there, and with commitment and ongoing training, you can achieve coxswain rating, skippering rescue vessels. Whatever the rating, our volunteers train continuously to obtain and maintain a high standard of competency, both on and off the water, day and night, in all areas of operation. Radio Communications This is our bread and butter operation; its what we do 7 days a week, 365 days a year. A team of volunteer base radio operators maintain a listening watch on marine radio frequencies 24 hours a day. If a boatie calls for help, the radio operators are usually the first point of contact. Radio coverage extends to VHF, 27 MHz and phone. Fundraising Activities This is the lifeblood of our operation for, without funds, we could not continue to provide our rescue service to local boaties. We receive very little government funding - only $20,000 per year. The rest of our operating budget is earned through fundraising and donations, so the Fundraising Team is a vitally important part of our operations. Fundraising activities include selling tickets for our monthly raffle at the iconic Eumundi markets every Saturday and Wednesday. Tickets for special raffles are also sold at shopping centres. At Christmas, Easter and Queens Birthday Holidays we have Roadside Collections at the North Shore Ferry. Its often said that many hands make light work and this is especially so of fundraising. Administration These people are the backbone of our team, for without their leadership, guidance and support, the rest of the organisation would find it difficult to operate. Administration roles include general administration, operations, financial management, training, data entry, stores and provisioning, repairs and maintenance, Workplace Health and Safety, media relations and flotilla publications ... the list is not quite endless, but there are plenty of tasks for which volunteers are always required. Are you looking for a new challenge? Would you like to help your community? Would you like to learn new skills? Do you have spare time? If the answer is YES, Coast Guard Noosa needs YOU! Being part of a team that saves lives at sea gives our volunteers an immense amount of satisfaction and a real sense of achievement. If you would like to be part of Coast Guard, call 5474 3695 or visit our Base at the Munna Point Caravan Park.
Associate Membership
QF5 Coast Guard Noosa
The Australian Volunteer Coast Guard is a voluntary organisation providing emergency and other assistance to vessels in need. In order to maintain our vessels and to continue providing this service, it is necessary for our organisation to raise the required funds by conducting fundraising events in the community. Coast Guard Noosa operates three fully equipped rescue vessels. Our Aim is to promote safety in the operation of small craft in Noosa and its surrounding areas by guarding our coastline in the most effective wayinitially by education, example and examination and finally by search and rescue. Each year Coast Guard Noosa volunteers make numerous rescues, including assisting sinking vessels, vessels that have run aground, towing broken-down vessels, escorting vessels across the Noosa Bar and assisting those who capsize on the bar. Taking out an Associate Membership for an annual fee of $60.00 (including GST), will give you peace of mind for not only yourself, but also your boat. Becoming an Associate Member entitles you to the following benefits: A call sign (NSA number) identifying you as a Noosa-based vessel Membership sticker for your vessel Recorded details of boat/trailer/home contacts Radio coverage from all Coast Guard radio bases around Australia Support, rescue and assistance, training and information on a wide range of topics Opportunities to attend educational courses Coast Guard Rescue Sunshine Coast magazine emailed to your inbox One free assist/tow per year We look forward to your valued membership. Please contact the Base on 5474 3695 or send an email to fao.qf5@coastguard.com.au for more information.
We need your support today ... ... you may need ours tomorrow
Let Us Know When You Go
COAST GUARD MEMBERSHIP - REGULAR AND ASSOCIATE

Upon receipt of your enquiry about membership, a membership application form for your membership type will be forwarded by post or email as soon as possible. For Associate Membership, upon returning the completed form, you will receive your call sign (NSA number) and membership package. For Regular Membership applications, upon returning the form, you will be contacted to arrange a time for an interview, after which your application will be processed. We look forward to welcoming new Associate and Regular members to QF5 and hope it will be the start of a long and mutually satisfying association with a fully volunteer organisation providing a vital service supporting the boating public using our local waterways.
To apply for Regular or Associate Membership of Coast Guard Noosa, complete the enquiry form below and post to PO Box 274, Tewantin Qld 4565 or drop it in to the Base at Munna Point in the Caravan Park.
Name: _________________________________________ Address: _______________________________________ __________________________ P/Code: _____________ Telephone: ____________________________________ Email: __________________________________________
Please send me a Membership Application Form for:
Coast Guard Join the Team
REGULAR
(Operational)
(Non-Operational)
ASSOCIATE
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QF21 SANDY STRAIT
Squadron Contacts
QF21 SANDY STRAIT
Commander: Jukka Manttari - 0417 199 070 Deputy Commander: Don Archer - (07) 4129 8803 Base: Phone 07 4129 8141 | Fax 07 4129 8907 Email: qf21@coastguard.com.au | Operations - operations.qf21@coastguard.com.au Post: PO Box 341, Maryborough, QLD 4650 Location: 126 Eckert Rd, Boonooroo Hours of Operation: 0700 - 1800 daily | 1800 - 0700 Duty Skipper on call Radio Call Sign: VMR421 or Coast Guard Sandy Strait Radio Frequencies Monitored: VHF 16, 80, 82 | 27MHz 88, 90 Area of Operation: Great Sandy Strait south to Kauri Creek and north to McKenzies Jetty; Mary River up to the Barrage
QF17 TIN CAN BAY
QF17 TIN CAN BAY
Commander: Colleen Johnson - 0402 037 319 Deputy Commander: John Van Der Heijde - 0447 166 906 Base: Phone - 07 5486 4290 | Fax - 07 5486 4568 | Mob - 0419 798 651 Email: operations.qf17@coastguard.com.au Post: PO Box 35, Tin Can Bay, QLD 4580 Location: In the boat ramp carpark, Norman Point at 25 54 S / 153 00 E Hours of Operation: 0600 - 1800 daily Radio Call Sign: VMR417 or Coast Guard Tin Can Bay Frequencies Monitored: VHF 16, 67, 80, 82 | 27MHz 88, 90 Area of Operation: Tin Can Inlet & adjacent creeks; Great Sandy Strait north to S38; Offshore waters north to Indian Head, south to Double Island Point & 50nm to seaward
QF5 NOOSA
QF5 NOOSA
Commander: John Milland - 0403 339 050 Deputy Commander: Alan Hall - 0416 046 790 Base: Phone - 07 5474 3695 | Emergencies - 07 5449 7670 Email: fao.qf5@coastguard.com.au Post: PO Box 274, Tewantin, QLD 4565 Location: Russell St, Munna Point in the Noosa River Caravan Park Hours of Operation: 24/7 | 365 days Radio Call Sign: VMR405 or Coast Guard Noosa Radio Frequencies Monitored: VHF 16, 22, 80 | 27MHz 88, 91 Area of Operation: The entire Noosa River and its lakes; Offshore waters north to Double Island Point, south to Point Arkwright and 50nm to seaward.
QF6 MOOLOOLABA
Commander: John Annabell - 0412 545 600 Deputy Commander: Ian Hunt - 0411 351 001 Base: Phone - 07 5444 3222 | Email: operations.qf6@coastguard.com.au Post: 65 Parkyn Parade, Mooloolaba, QLD 4557 Location: In the boat ramp carpark, Parkyn Parade at 26 41.1 S / 153 07.6 E Hours of Operation: 365 days 0600 - 2200 | 2200 - 0600 Night watch (CH 16) Administration Hours: Monday, Wednesday, Friday 0800 - 1200 Radio Call Sign: VMR406 or Coast Guard Mooloolaba Frequencies Monitored: VHF 16, 67, 73, 80 | 27MHz 88, 90 | MF/HF 2182 Area of Operation: North to Point Arkwright, south to Point Cartwright and 50nm to seaward
QF6 MOOLOOLABA
QF4 CALOUNDRA
QF4 CALOUNDRA
Commander: Tony Barker - 0439 913 533 Deputy Commander: Peter Vaughn - 0439 913 522 Base: Phone 07 5491 3533 | Fax 07 5491 7516 Email: operations.qf4@coastguard.com.au Post: PO Box 150, Caloundra, QLD 4551 Location: Tripcony Lane, Caloundra off Maloja Avenue Hours of Operation: Weekdays 0530 - 1200 | Weekends/Public Holidays 0530 - 1700 Radio Call Sign: VMR404 or Coast Guard Caloundra Radio Frequencies Monitored: VHF 16, 73 | 27MHz 88, 91 Area of Operation: Offshore waters north to Point Cartwright, south to approximately halfway down Bribie Island and 40nm to seaward
John Waddams sets off just after sunrise to attend a job at Sunshine Reef
QF5 Radio Room: From this ... ... to this
Rotary Rescue crossing the Noosa Bar Background image: The sun sets on Rotary Rescue
44

Coast Guard Rescue Sunshine Coast - QF5 Edition 4

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QF5 Noosa Edition

This issue ...

Davos Rescue on the Christmas Lolly Run

AVCGA QF5 NOOSA

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Background image: QF5 Tower overlooking the Noosa Bar

The Official Magazine of AVCGA Sunshine Coast Squadron

SUMMER 2014 | ISSUE 4 QF5 Noosa Edition

24 04 EDITORS CORNER 05 SQUADRON NEWS

32 17 WONDERS OF THE SEA QF6 tell of their encounters

34 27 DARK AND STORMY QF17 respond to a call for help

08 TRAILER MAINTENANCE Check the road worthiness of

with sharks, turtles, whales and dolphins

your trailer before you head to the ramp

18 MIDNIGHT DIVE Its not only the dark thats

10 UNDERSTANDING CLOUDS What the clouds can tell you

about the weather when you go boating

19 MEDIVAC QF21 are called to assist a

12 DEREKS TALE A new boatie learns boating

20 MUTINY RESCUE QF5 respond to a medical

22 NOOSA TIDES 24 DECEPTION A short fiction story that could

Where do those old sayings come from?

Visit Coast Guard on the web: www.coastguard.com.au

Completion of our Joint Community Project with Rotary Clubs

2:00 pm on Tuesday, 25th February 2014

Please RSVP with number attending at your earliest convenience.