personal water craft fundamentals for heavy water operations manual 2017

KANALU – K38 FUNDAMENTALS FOR HEAVY WATER OPERATIONS

© 2017 K38 All Rights Reserved pg. 1

FUNDAMENTALS FOR HEAVY WATER OPERATIONS

CHAPTER ONE

OBJECTIVE This chapter will provide the basic understanding of risk management relative to the design and physics for Personal Water Craft use. Students will learn how to make professional assessments for the use of and mitigation of equipment, selection and probable causes of operability success or failure. We will continue to develop the acquisition of the basic principles of liability reduction to generate positive and sustainable results in a fluid and dynamic environment.

‘One hand and two feet for the boat, one hand for the survivor’

In this first chapter we will study with intent and reflection by providing an honest and forthright review regarding the fundamentals of Personal Water Craft design and functionality and using an accessory rescue device (rescue board).

WHAT YOU WILL NEED Every month you need to review your PWC program. Not annually, but with a plan of action that is sustainable. Safety is not a word, neither is preparation. They are actions. You will need to be accurate and dedicated in documenting your data and the subsequent results, and continually review and update as needed. Note the items listed required to be answered in your workbook. Our first chapter will also be your personal inventory or evaluation.

FIRST REQUIREMENT - 1 Willingness to learn! This will require the ability of a student to listen to reality, reason and justifications that enable progress and fulfill success. Otherwise, if there are several prior mishaps documented - the same things will keep happening, repeatedly; until a white flag of surrender is issued, and its back to the books!

A dear friend of mine, Billy Waugh is by far the strongest and surest person I have met. He is 86 years of age and has more drive and will than any human being I have observed. He is an esteemed and highly regarded teacher and my mentor. Billy stands weekly in front of Special Forces personnel sharing with the ‘young ones’ lessons learned and advice they should heed. Note: We will refer to Personal Water Craft in this chapter rather than Rescue Water Craft.

I asked him ‘what is the most important element of your instruction?’ He replied, ‘a student has to listen.’

I would add to Billy’s wise response that the content must be relevant and applicable as well. We don’t want you to learn one thing, we want you to learn 100! Items listed below are your ‘To Do’s. Keep notes and track your progress.

How would you rate your current experience level?

A. BeginnerB. NoviceC. ExpertD. Professional



When you have completed this chapter, you will rate yourself again against where your previous knowledge base was, and how much of the content below you could have written a lesson plan on from your own perspective without this tutorial. Education is not a ‘bro deal’ or hanging out, it’s getting into the books, preparation, then heading out to the field to be tested. You will learn like a student and think like an instructor. We need a gauge to track progress. Otherwise burning tanks of fuel is not training; it’s riding. Offering a practical and methodical program of engagement with a complimentary review process is valid training. Credentials are just that, they back up behaviors with credible foundations. They are not backed by expectations but responsibilities. Certifications are revocable, if a student does not represent their institution of higher learning, they fail their community and themselves and their teammates. This means we are accountable for our underway behaviors as boat operators. Cameras are filming every action from every angle, most of it willfully and we participate as contributors. There is no place to hide mishaps, accidents or injury. These hard experiences will live with us our entire life, we cannot stop them all from occurring but we can prevent many of them. Let’s focus on making positive examples for the world to appreciate, and limit the scope of disasters that are waiting to strike when our multi-tasking reaches max overload. First Item: Go get your log records, it’s time to begin the review process:

PWC Maintenance & Repair Log books PPE log books Training and Underway Log book PWC Accident – Incident Reports PWC Accessory Device Inspection log

Ask yourself this: If I do not know Personal Water Craft hull design and function how can I operate it at maximum efficiency under duress with a rescue board device in high risk environments successfully? Be honest in your assessment. Second Item: Questions you will answer in your workbook:

1. What do I want to achieve this season? 2. What areas have I identified I need to work on? 3. What would be the contributing factors between a mishap and a successful ending? (Pos/Neg)

Most of us have been taught not to excel but adapt to a status quo and protect it. That is where mediocrity breeds hubris. Is an excuse the way you were trained to defend your operational mishaps? The wave hit me, the battery died, the lanyard fell out’; I will answer for myself, excuses are acceptable. Or did you have a mentor who challenged you? That is how I started out. ‘Accidents will happen, but we will learn from them’, is what I often hear but it’s not entirely true. This means comfort zones must be challenged, admissions need to be made and pride needs to soften and who wants to change? Just about nobody. But nature constantly changes, haven’t you noticed that? That’s not an entirely sensible approach either, but it is probable. It is good to engage counseling, critical critiques are most helpful if not vital in high risk situations; this is where construction begins. Most people will settle for less when they are capable of such a greater capacity of excellence. We choose every day, so let’s decide now where we are heading! Third Item:

What has been learned to date? What was challenged and what changed occurred from that learning process and is it accurate and

dependable? How would you challenge the answers yourself? Where would you seek additional resources or subject matter experts?



The greatest athletes in the world are doing one thing different than their competition. Think about that. They are applying themselves in ways everyone else takes for granted by being distracted by ‘the show’. While the distraction is taking place the greatest athletes continue onward leaving others baffled. Smooth is fast and fast is smooth. I can define precisely how this is achieved and why it is monitored or adjusted. What makes them different from the rest? Flow! Physics and the intuitive knowledge of purposeful movement; staying in step with forward motion and applying themselves to the task with fortitude, discipline and drive. They are not hacks simply getting lucky. They are persevering in areas that everyone else ignores because of hubris, fear, laziness and a lack of understanding. They are the edge, the trailblazers and the creators of success. Time after time excelling for the long enduring career, committed to the preservation of longevity and records everyone else is chasing. I believe anyone can achieve this. They have to want it, and they have to pay attention. I believe in you and I believe you can be a high level operator. Instructor Notes: “If you cannot define it, you cannot own it! That has been the case for all professional athletes, and those who get it are winning. If you are not determining how to succeed, you will bumble along gaining lessons through failure rather than lessons through education that lead to operational and recovery success, and fast track to the top! - Shawn Alladio You can shorten that gap immensely! In our training programs we emphasize 100% responsibility of operators at all times. This ensures a safe operation with minimal risk, because the operators are using their knowledge base through physical actions and mental decisions ‘at speed’. If you don’t think this is important the ocean will teach you this value.

OUR ACCOUNT - 2 We do not ‘blame the boat, the water, the athlete, the surfboard, the rescue board, or the area of operation. As students your value is to focus on physics, speed and thrust, with a host of other elements. In physics, motion is a change in position of an object with respect to time. Motion is typically described in terms of the following:

Displacement Distance (scalar) Velocity Acceleration Time Speed

Typical learning problems are the focus on ‘rescue’ too quickly and the demission of safe boating basics. If there is a break between equipment and end goals, there can only be mishaps and accidents. Our footprint is based off our knowledge. This impressions will be heavy or light. Being a waterman is great, but being a boat operator is greater, due to the inherent risks of a 1,000 lb. watercraft that can kill people. It’s quite expensive to maintain and replace if lost. A lot of insurance claims are placed by the PWC big wave mishaps. Not one thorough investigation has been conducted. Youtube is full of the evidence of ruined PWC’s.

https://en.wikipedia.org/wiki/Physics

https://en.wikipedia.org/wiki/Position_(vector)



Fatalities sadly change that landscape, and usually we know the person who will die. The chain reaction is a causation of one ‘link’ that is missing or denied. By connecting each link, we will have a bond of strength and security. Let’s begin! WEIGHT DISPLACEMENT AND HEIGHT - 3 Look closely at this diagram and notice the length, width and height and weight factors involved. You are going to begin the fundamental understanding of the engineering that took place for this craft to function in a fluid environment. When looking at a surfboard, you will select a set up for the conditions and your skill level and body. A PWC is far more complicated and much higher relevance of knowledge to achieve maximum output. Centerline pivot points are going to be offset at some course of underway transits.

Diagram 1, chapter one Can you define the purple and orange axis? Look at where your centered body position for riding will be (Diagram 1, chapter one)? Notice its offset astern? Do you know why? These will become offset balance points due to the conditions, normal riding positions adjust drastically. But this translates only into a few inches of off center trim points. Item Four Answer:__________________________________________________________________ Put in your age (experience level) height, weight and muscle mass. Combine that with the total speed and thrust capability of your PWC. Now, you must offset this using a towable accessory devices called a ‘Rescue Board’. This changes drastically the hull configuration trim points.

KNOW YOUR BOAT!

Manufacture Model Year of Production

Kawasaki Ultra LX Runabout: 11’ 6” Length Weight: 966 lbs. dry curb weight



YELLOW - Height of the Operator is 5’ 6” BLACK - Weight of the Operators if 160 lbs. RED - Length of the Runabout is 11’ 6” BLUE - Center of balance (body position), is slightly further back in rough water conditions ORANGE - Width PURPLE - Body Weight Apex

Red/Blue - Water intake Green - Helm Pink - Body Mechanic (we will delive into this in late chapters)

OPERATIONAL PERSONAL WATER CRAFT STANDARDS - 4 1. Trim (body/vessel) A. Perspective 2. Helm/Throttle Control B. Selection 3. Read the Water C. Situational Awareness

Note: Each must be effective and each work in unison with forward motion.

In calm water conditions: A Personal Water Craft moving over the surface of calm waters sets up waves which will emanate from bow to stern (forward to aft). These waves consist of divergent and transverse waves.

The divergent waves are observed as the wake of the PWC with a series of diagonal or oblique crests moving outward from the point of disturbance. These waves will change slightly depending upon the Make, Year and Model of PWC production and its width/length and weight displacement. As we layer the fundamentals, changing water conditions can be added with directional changes.

The potential flow generated by the PWC will be determined by its velocity or rate of speed; and will be adjusted depending up on the degree of turn or the bow lift (height) or the stern drop, weight on board, type of rescue board and throttle application to the next target point. (We will discuss OTS concerns in a later chapter).

This is conducted either facing (or quatering) into the crest or plunging/breaking wave; or with a wave astern working in the trough section, while staying in step with the wave speed and aerated water conditions. Wind can also play a determining factor in surface waves. Also depth of water and the underlying terrain, such as reef, sand, rock or seabed, and temperatures apply.

Once a PWC crosses over a wave, or a surfer rides down the face of a wave leaving a trailing wake from the surfboard contact, Kelvin Wakes will be viewed; which consist of a plane progressive wave group propagating in the direction of travel. These potential cross wakes make a wave face sloppy, choppy and creates different frequencies and directions from other progressive waves coming from the amount or number of other PWC’s or boats in the near vicinity, varying from their location and directional changes. Some people refer to this as ‘cross hatch’.

Compute into the formula: Swells, wakes and water depth with directional changes and you start to get the idea!

BUOYANCY - 5

What is a formula for our Personal Water Craft buoyancy needs? We first must look at Sir Isaac Newtons Laws, the first one will apply to the state of the water we will be working in. The second and third laws apply to the Personal Water Craft

and rescue board (#2 F=ma).

Yes, we need to separate the 2 laws for funcationality. If we hit the wave too hard, or jump the PWC losing contact with the surface of water, or hit a rock with an applied force that offsets the operability of the PWC, this means we have a wipeout or a mishap as we call it. Also to be identified as an ‘accident’. (#3) We will recognize Newton’s third law as ‘every action has a reaction’ in basic terms.

A=Area P=Pressure p=Density of fluid g=Gravity V=Volume of the PWC/rescueboard contact in the fluid h=height of the PWC/rescueboard (human) contact A=Area



In our case buoyancy is a force exerted by a liquid that opposed our PWC weight. In a column of fluid pressure increases with depth from the resulting effects of the weight of the overlying fluid. A column of fluid, or our PWC in the fluid itself (ocean) experiences greater pressures at the bottom of the column rather than at the top. This is most notable in moving water conditions, with aerated and turblence. Turbulent water for us has a pulse to it, a push and release, retraction or refraction. Fluid dynanics have three states for flowing water, chaotic, laminar and turblent. We also have a step or rise of water, collapse of a water colum (wave) and objects in the way (rocks), the draw to and from shorelines (cliffs, beaches), receding water, inshore holes, littoral currents and undertows. Turbulence is caused when obstalces meet and obstruct the flow of water, such as rocks or shallow reefs, or rock jetties. It is also the unleashing of a plunging waves mass, lift, and collapse, creating the whitewater effect or boils. Chatoic water is everwhere in an impact zone during a high surf advisories. Balance is required to stabilize the craft and to adjust its trim points. The operator will need to use their body movement as a ‘trim mechanic’ to offset the equilibrium that will be needed to be maintained so we do not experience a capsized vessel. Moving further away from our original position will result in unstable equilibrium, adding to this are the offset effects of rescue boards.

CONDITIONS APPLY - 6

Aerated water conditions, often referred to as ‘whitewater’ or the ‘impact zone’ in surfing, the air mixture capacity in the water plays a significant role in our reduction of normal jet pump efficiency. Oxygen saturation is a reality for surf zones and whitewater rapid areas. We will approach this environmental condition in our next chapter.

We will also resist the temptation to focus on recoveries, injuries or techniques for recovery until we have laid the four corners of our boating knowledge. We are a boater first, everything else lines up further down. With this the boating heritage is not a waterman, fisherman, surfer, bather, swimmer, SUPer or any other water action activity, it’s a higher precedence due to the type of craft, a motorized craft. These craft are high performance vessels.

Few PWC operators are trained professionally, many have had various levels of coaching, learned by trial and error or taken advice from a trusted mentor. A few have followed tutorials online, read articles and surmised their own common sense approach to training. All great starting points, we all begin at one point and move to the next. Fewer if any are properly certified with an operational credential, this matters in a tragic incident. Why? Families. How much thought have you put into preparing for a fatality or a major accident and the legal ramifications?

Boating rules, martime and admiralty laws will be added with local, state, federal, sanctuary/preserves and a host of other boating rules and environmental regulations. The registred owner of the PWC, who has their name on the title is legally responsible for the craft and those on board. Even if they are not driving the PWC.

Insurance requirements, law enforcement or federal investigations, fines, prison sentences if reckless operations or negligence is applied, loss of income, stress, finances and emotional well being are the reason we train efficiently. So we can protect ourselves and others from visitng a court room, coroner, hospital or funeral.

This is the primary basis of our training: Prevention. Not Causing Harm.

What you learn from K38 is your first line of defense in a court room. This is a legal document that can be used in a court room to justify cause and use of care and assumption of risk. Ignorance is not above the law, this is a legal standard.

How would we determine the operational level of a PWC operator for high risk use? A simple test would be to give specific tasks in calm water conditions with valid scrutiny and scrutineers that is documented. Then accelerating the evaluations as the skills increase. It’s called technical training.

You can challenge this by applying the fundamental knowledge shared here in this hand out and imagine the training scope that takes place on the water! An accelerated rate of comptency is achieved, lessing the harsh ‘learning curve’. Those hard knock lessons can be expensive, replacing PWC’s, rescue boards and down time from injury or the dread risk of death.

Learning is achieved from a foundation and progressions onto higher levels of execllence. But this requires repetitive assessments. To master the PWC operability, we must become boat cosxwains, (captains). This means we are a boater first, with a boating mentality and ensuring that a nautical maritime heritage is endorsed, not compromised.



In this first lesson plan we will focus on the speed of the energy density-wave amplitude rather than the crest of wave or swells, but will note the height and directional changes. If you have a wake/swell/wake you are crossing that is higher than your freeboard or gunwale you will have to apply additional techniques to maintain your trackline and pump efficiency. Techniques must be adjusted depending upon water type: Ocean, inshore surf zones, open water such as offshore.

TRACTION IS THE WINNING RESULT - 7 If you cannot keep your hull and pump in the water with effective throttle modulation applied with body trim (transitioning away from being in air and grounding on water) and water knowledge to the type of hull you are operating with, you will not engage in effective traction management. You will have ‘slip, slop and lost’ traction. Waves will catch you astern. Gear and boats will be damaged or destroyed. We are not yet discussing the range of limitations with a rescue board. First the boat must be known, then the accessories are layered for a successful approach. The jet pump is the is the part of a personal water craft that converts the engines horsepower (hp) to motion. We will discuss the use of steering nozzle and trim tabs in a later chapter. Item 5: What are the 5 key parts of a jet pump, answer below: 1 2. 3. 4. 5.

Diagram 2, Chapter 1

The heavier the boat is loaded to the surface of the water, the pump can do some of the work for you. Your engine cannot perform if you do not allow your pump to create flow. Operators can create engine damage with a disengaged pump! Protect your engine by fully loading the pump in the water when throttle is used. One foot or meter lost on the track loses a race or beats an oncoming wave astern. Where did you lose your last meter, ten feet, or where did you optimize your gains? You must know:

1. Your pump type 2. Vessel type 3. Water Conditions with changing phases of direction (buoy placement and depth of water)

Pump selection is defined by a few key specifications, including flow rate, head, power, efficiency, and nozzle velocity ratio.

Impeller Design Impeller design determines the type of flow and is the main variable in pump design affecting a pump's performance (namely its capacity and pressure), construction may be of aluminum or stainless steel.



Viscous flow A type of fluid flow in which there is a continuous steady motion of the particles, the motion at a fixed point always remaining constant. Laminar consisting of or like thin plates or layers; of or relating to a fluid, streamlined flow.

Combustion engine (gasoline) pumps are powered using a gasoline engine


Axial flow pumps are characterized by high flow and low pressure. They lift liquid in a direction parallel to the impeller shaft, operating essentially the same as a boat propeller. Pressure is developed wholly by the propelling action of the impeller vanes. 3 varied pumps are: Axial, Radial and Mixed.


The value of the specific speed of a specific pump gives a good indication of its type: typical axial flow pumps have a specific speed above 2.4, whereas radial flow pumps have low values of the specific speed (typically below 1.0). Mixed-

flow pumps have intermediate values for the specific speed

Pressure is a measure of the force per unit area of resistance the pump can handle or overcome, expressed in bar or psi (pounds per square inch). As in all centrifugal pumps, the pressure in axial flow pumps varies based on the pumped fluid's specific gravity. For this reason, head is more commonly used to define pump energy in this way.

Output power, also called water horsepower, is the power actually delivered to the fluid by the pump, measured in horsepower (hp)

Input power, also called brake horsepower, is the power that must be supplied to the pump, measured in horsepower (hp)

Efficiency is the ratio between the input power and output power. It accounts for energy losses in the pump (friction and slip) describes how much of the input power does useful work Water that is drawn into the water jet intake through the particular water intake device, which can deliver or direct water from the hulls boundary layer. The mass averaged velocity of the water drawn is lower than the PWC speed due to this boundary layer. The velocity deficit is expressed as the momentum wake fraction. The given volume flow rate through the jet pump can be calculated once the velocity distribution in the boundary layer is known. The pump is where our success or failure lies in forward propulsion! Frictional drag creates a lot of problems for jet pump efficiency, this can be from hull damage or internal pump damage such as cavitation from boil lines created from damaged hot spots. For water rescue frictional drag is offset exponentially using a towable rescue board device.



Pump efficiency is not only defined by how you as the Operator continually load the pump to continue surface water contact, but is also defined as the ratio between the flow rate, pressure rise, and shaft power generating the hydraulic power. Cavitation is not our friend but we meet often! To reduce cavitation free pump operation it requires a certain pressure available to the water inlet or suction side where your water intake is located. Yes you can still operate with cavitation, but specific offset forces are applied and we should be able to define those effects. More throttle draw when cavitation is experienced, fuel consumption increases and driveline stress is exerted to engine use. Do not forget sensors! Water flow rate can be attributed to the speed of the impeller, if you ‘lose the pump’ (lose water contact) the last thing you want to do is ‘red line’ your PWC RPM engine level, which can result in engine damage. Back off throttle momentarily when the pump has lost surface contact, this does not mean completely release the throttle lever. Pump efficiency decrease can be caused by many contributing factors, but how decisive are you to curtail repetitive instances that perhaps you could modify by your actions at the helm? There are 2 distinct throttle applications, one is sensor driven and the other is cable regulated. One requires more tension (cable), the sensor may have a delay or a high spin reach, watch out for the intermittent zone! You may gain a few extra feet on the water and help your engine and driveline! Yes, thrust is your friend but in dynamic conditions it must be managed! Again we come back to our basics, helm, throttle, trim, and read the water, it really is as simple as that! Not really. It’s actually physics.

You must THINK and REACT at SPEED

Your working solution is ‘Seconds and Feet’

We will discuss the damaging effects of backside wave drops on the PWC in a later chapter.



HULL CONFIGURATION - 8 Regarding hull design and configuration there are a variety of hull types covering: SUV, Runabout, Sport and Stand Up types of Personal Water Craft. The chines, sponsors, keel and water tunnel tell the story of your vessel. Can you identify and effectively translate the hull configurations below and the features and functions? The bow cleats extending from the hull can be a threat to another boat/person, you can get hung up on them briefly. Note: Many skull and facial fractures are created from striking athletes or persons in the water. Strike points are usually the mouth, nose, skull or cheek bone/eye socket. This happens from turbulence, off throttle steering and operator errors.

Centerline

Underside

Bond line and keel Diagram 5, Chapter 1 The vessels centerline, underside, keel and bondline are indicators for functionality and surface water contact. The vessel is at imment risk for capsizing from 2-10 oclock poistions off the centerline. The centered mass of the forward section of the hull and weight displacement from the fuel or stowed gear at slow speeds can result in the bondline reducing the signature on the crafts draft. If this happens, water will separate topside of the bondline. Construction materials

SMC Plastic (sheet molded compound) Fiberglas NanoXcel Carbon Fiber




Construction materials will produce specific results. If the desire is to have a lighter hull, the NanoXcel technology is formidable. If the desire is to have a hull that is easier to repair, fiberglass it is! If you want a heavier boat, the total weight of the vessel should be considered. Take care of your boat as if your life depended on it, because it does. That starts before your launch, it starts with the maintenance schedule and knowledge of what to look for and how to troubleshoot. Preventative maintenance is King in our world!

YOU ARE DRIVING YOUR BOAT ASTERN! NOT FROM THE BOW! With a rescue board, the dynamics of operations are compromised, factor this continually.

CHAPTER REVIEW - 9 It is time for you to test and evaluate your knowledge level. But please, do not stop there! Remember your ultimate goal is to surpass the status quo and strive for the pursuit of excellence though knowledge. This will allow your capabiltiy to progress on a continuum of technical degrees. Item 6: In your Training Operations book, write down the answers to the following:

1. What type of pump does your PWC have? 2. Define the forces of action as applied to wide open throttle? 3. Define the effects of directional change? 4. What is your particular make, model and year of production for PWC stopping distance? 5. What is your starting and engine stopping water depth for pump efficiency? 6. What is the type of rescue board you are using, define the dimensions? 7. What type of construction material is your PWC hull made of? 8. What is the weight capacity of your vessel? 9. What is the width and length of your vessel? 10. Where would Off Throttle Steering affect you?

Now, go take a look at your log books and incident reports again. Start with a fresh perspecive and new knowledge base.

Print copies of all your maintenance logs, PPE and inspection lists. Are they updated?

What are your maintenance schedules for your PWC? Curent Y/N Are they accurate for the conditions you are operating in? Y/N

We are all operating with recreationally designed Personal Water Craft. Those engineering designs have created a build specific for the consumer mindset. These are not designed for towsuring, rescue or surf or river use. With this knowledge we are increasing our risk dynamics and those want to serve. Remember our loves ones, we owe it to them to invest.

This means we need to apply a stronger and more thorough knowledge base to compensate for the desired results or risk liability and accountability for mishaps.

Think about this one: The last mishap you had, how did you evaluate it? What kind of losses occurred from assets?

Go back and review it. Look at it outside of pride, emotion or feeling. Would those damages have been better spent fudning training to allievate the ‘learning curve’? Inspect your criteria from a reality based position.

Detect 5 things that when wrong.

1.

2.

3.

4.

5.

Connect 10 contributing factors.



Then, ask another person to review it outside of your team or crew, get a secondary opinion.

Once you have completed that, schedule a meeting with your team to review the various results.

THE ENDING

Is our most important part. It creates another beginning for us and others. Let’s review your prior knowledge base compared to what we just reviewed. Would you still rate yourself the same?

How would you rate your current experience level?

A Beginner B Novice C Expert D Professional

In Chapter 2, we will begin our Basic Training

For more information please contact: KANALU – K38 Chapter 1 – PWC Fundamental for Heavy Water Operations Tom Pohaku Stone Shawn Alladio [email protected] [email protected]

ABOUT K38 was founded originally in 1989 in Southern California by Shawn Alladio and is now represented in 32 nations with select affiliates. In 2006 Kanalu K38 was formed by the efforts of Tom Pohaku Stone and Pake Ah Mow. In 2016, our Mission adjusted to bring together the professional Rescue Water Craft international community to promote modern safe practices and share educational updates with a qualified instructor cadre. K38 has been inducted into 2 boating safety hall of fames and received numerous boating and drowning prevention awards. K38 continues to lead the way for military, search and rescue, law enforcement, recreational and special event management along with our boating safety partners: The American Watercraft Association, the National Safe Boating Council, National State Boating Law Administrators, California Boating Safety Officers Association, Western States Boating Administrators Association, Rescue Water Craft Association and the National Water Safety Congress. K38 courses are continually developing as products evolve, laws are updated and we maintain a strong relationship with the manufacturers and public safety community.

Disclaimer: We encourage readers to seek training by qualified boating safety instructors for your safety as well as others. This does chapter does not represent a certificate of operation nor endorsement of credential. Use of this material is at your own risk. Permission in writing for reprinting or redistribution is required.

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