Our flotilla may be able to obtain a vessel to be owned by the flotilla. I know there are other unit owned vessels out there. I was wondering about funding the operation and maintenance for these vessels? Is there a pot of money "out there" to tap for this, or does it come strictly from the flotilla's resources? Thanks.
If it is a Coast Guard "loaned" vessel the station that loaned it will be responsible for all maintenance and fuel costs. If it is a surplus vessel that is signed over to the Auxiliary the maintenance costs must be provided by the Auxiliary but the fuel costs will be reimbursed by the CG through POMS just as it was an Auxiliary facility. If it a private vessel that the Auxiliary has acquired the fuel will be provided by the CG through POMS and standard SAMA rates will apply to help with the maintenance costs. Our station has "loaned" several small boats to the Auxiliary from time to time.
The vessel in question is a 23' SAFE boat, originally provided as a Coast Guard Owned, Auxiliary Operated Resource (CGOAOR). The current ownership status is uncertain. Our BMC has stated that the vessel is no longer on CG inventory, that it is an Auxiliary owned asset. We are in the process of determining ownership now. We have been told that there are no funds for maintenance of this vessel, but as you state, fuel is covered.
.....see I would question that statement right there for several reasons. The most important one is the pure contradiction. If 'the Auxiliary' is the 'owner' than it IS COAST GUARD OWNED. Secondly, inventory status and ownership are two different issues.
From what I've seen, the boats are normally owned by the actual flotilla or division as opposed to the "Auxiliary" as a whole.
Baloo, when our Chief speaks about "the Auxiliary" he means our local flotilla. We (the flotilla) are interested in acquiring ownership of this vessel. I'm just beginning to sort out the legalities and costs to see if this is a feasible venture.
If it is a 23' safeboat then it probably has twin mercs or hondas anywhere between 150-225hp each. A very expensive proposition if they need replacement or major repair.
Our BMC has stated that the vessel is no longer on CG inventory, that it is an Auxiliary owned asset.
That statement makes me very suspicious that the boat may be a "junker" with wires hanging out of empty holes where the electronics used to be and possibly a blown head and lower unit.
We had previously discussed this general topic and I'm relatively sure someone pointed out a whole bunch of rules that kept the CG from transferring vessels directly to Aux ownership. This SHOULD be possible and SHOULD be easy, but IIRC its not.
It only takes 1 form, 1 page and 3 signatures and the Auxie can take the boat with him. We researched this for 2 years and got swamped with meaningless paperwork before we decided to just "git er done" with the "loaner" process. The most important thing is to have the strong support of the Sector Commander and a VERY dedicated Auxiliary force. We had both.
I was talking about actually transferring ownership to an Aux unit, not loaning it to the Aux.
We spent 2 years trying to do just that with NO success. Then our wonderful YN2 told us how to do it the loaner way and within a week it went to the Auxiliary.
A lot of that depends on just what the item is. We give out tons of PFDs, float coats, mustangs and such all the time. It is fairly easy to document that they are no longer serviceable and were destroyed in the proper manner (cut up and thrown in dumpster). The problem is when it is a quarterly inventory item with a high value such as a boat.
Why would you want to have ownership transfore from the active duty station to the Auxiliary anyway. It seams to me that if it is carried on the station's inventory, then maintainence, equipment, (fit out) would and should be a joint eeffert between the Auxiliary crew and the station. If I were commandant, the Auxiliary boats or a part of them would be Coast Guard owned but crewed and assigned to Auxiliary units. The reserves does not have their own boats for the most part, so it makes since that if we are going to make things standared, and increase "step in", that our crews be trained on a standared platform. Now, this doesn't mean that we scrap the current system of Auxiliarists bringing in their own boats, air craft, and radio stations to increase the size of the Coast guard's fleet, but rather have a number of Coast guard small boats issued to the Auxiliary crews like any other component of the Guard.
To close, why would you want to carry the load of the costs of "owning" the boat when our active duty shipmates may be willing to issue it to us thus taking some of the load of that up keep? sounds like a good deal as long as we take care of the boats. And if they don't, it can be pulled.
That statement makes me very suspicious that the boat may be a "junker" with wires hanging out of empty holes where the electronics used to be and possibly a blown head and lower unit.
Tybee, it is a fine vessel. We are using it now and everything works perfectly.
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If it is a 23' safeboat then it probably has twin mercs or hondas anywhere between 150-225hp each. A very expensive proposition if they need replacement or major repair.
It has a single 225 Honda. We'd planned to purchase a maintenance policy from Honda to cover catastrophic failure. Routine maintenance would be handled by flotilla members.
Unfortunately, the question has become moot, as I was informed last night that the vessel remains a CG asset, and they have no plans of disposing of it. I must have misunderstood the previous conversation. Sorry for generating the discussion. But it has been informative.
Glad to hear that it is in good shape. It is also good that it remains a "loaner" as far as any major repairs go. How many hours are on the engine hour meter?
I should know that, we were out on a night mission Tuesday night, but I wasn't driving, so it wasn't on my priority list to check. I'll know Saturday. Is there some magic number to be wary of?
Well....Since it is a honda 225 I would say that 1500 engine hours might be something to consider but there are many variables such as what RPM was run on most of the hours and whether or not the head was rebuilt somewhere along the line and other things. We had a Honda 225 on a 21' RHIB with 2600 hours and had never had a breakdown or rebuild. But remember I am a BM so maybe PACHESMA can give better advice on motors than I can as I believe he was an MK. If the motor was a Johnson I would be worried after about 20 hours.
