PERSONAL WATERCRAFT OPERATIONS For Resort & Superyacht Guests

Transcription

1 International Yacht Training W O R L D W I D E PERSONAL WATERCRAFT OPERATIONS For Resort & Superyacht Guests Tuition Notes published by International Yacht Training Worldwide All rights reserved. No part of this publication may be reproduced, stored in any retrieval system or transmitted, in any form or by any means, electronically, mechanically, photocopied, recording or otherwise, without the written consent of International Yacht Training Worldwide This publication is for purposes of guidance and training. While every effort has been made to ensure accuracy, International Yacht Training Worldwide is not liable for the consequence of implementing or attempting to implement any instructions or advice contained within these notes. Copyright International Yacht Training Worldwide, 2011

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3 CONTENTS 1 Introduction Page 5 2 Layout and Controls Page 7 3 How They Work Page 10 4 Nautical Terminology/PWC Equipment Personal Safety Equipment Page 12 5 Engine Starting/Stopping Checks Page 15 6 Operations Page 17 7 Knots & Basic Ropework Page 23 8 Protecting the Environment Page 24 These notes are for guidance purposes only. Local hazards to navigating and collision regulations should be brought to the attention of students prior to allowing the student to take control of the personal watercraft. Revised April 2011

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5 Section 1 Introduction These course notes have been developed as an introduction to safe PWC operations. While every effort has been made to insure their accuracy, they are designed to be accompanied by additional materials that contain local navigation knowledge, sources of weather information, local tides, currents and weather conditions as applicable to the area of operation. Personal watercraft (PWC) means a vessel less than 5 metres/16 feet in length, engine driven, that is designed to be operated by a person sitting, standing, or kneeling on the vessel rather than sitting or standing in a conventional vessel. Most personal watercraft injuries result from collisions caused by the rider being untrained, inexperienced, careless or overconfident. The PWC operator owes a legal duty of care to all other water users and must operate the PWC safely and responsibly and in accordance with the manufacture s directions. The operation of PWCs is now restricted in many areas of the world due to the large amount of accidents that have occurred. There are often designated areas for their operation and use so as not to infringe on other water sports and recreational areas for swimmers or scuba divers. It is important for PWC operators to be familiar with all the laws and regulations as they apply in their area. Local Governments and maritime administrations decide the safe operational requirements for their own particular geographical locations and may include restriction on the age of the rider, noise restrictions and minimizing the impact on the environment, for example the protection of wildlife habitats. Also some maritime administrations and local authorities require mandatory education and instruction in their operation and use. Most PWCs are required to throw out a large spray of water from their stern (often called a rooster tail) to increase their visibility to swimmers and other water users. As with everything, operating a PWC takes practice. Plenty of time should be set aside to learn how to safely operate the PWC and gain the additional knowledge required to understand what other factors will impact the operator such as weather, tides, underwater dangers and the Rules of the Road. At the end of the course the operator will be able to safely operate a PWC in fair weather with good visibility and moderate sea conditions. The way a PWC operates is not unlike that of a motorcycle where speed is controlled by a twist grip throttle control mechanism but it must be remembered that there are no brakes on a PWC so it is important to think well ahead and operate within the limits imposed by weather, swimmers, other vessels and other factors.

6 PWC Types Stand up PWC, for freestyle riding Towing PWC, for wake boarding and skiing Cruising PWC, for longer trips with family and friends

7 Section 2 PWC Layout and Controls It is important to prepare for any sea voyage on any vessel and PWCs are no different from any other type of boat. If it is the first time operating a new PWC, the manufacturer s manual should be studied to become familiar with the controls, specifications, warnings or special instructions etc. If renting a PWC, listen carefully to the briefing by the renter and do not be afraid to ask questions. Remember, there are no silly questions when it comes to boating safety! Controls Typical controls found on a PWC are: 1. Choke 2. Fuel switch 3. Trim Switch (not on all models) 4. Fuel gauge, not always accurate 5. Reverse gear (on some models) 6. Cruise Control (innovation, see below) 7. Throttle 8. Kill Switch Stop/Start Switch Mirrors Handlebars Kill cord Speedometer, not always accurate Throttle, is a small handle usually on the right side of the handle bars; either a pull handle or a push handle

8 Other PWC Parts 1. Seat is removable, it gives access to the engine 2. Storage compartment 3. Grab handle 4. Towing eyes, 1 front and 1 rear 5. Engine 6. Fuel tank 7. Battery 8. Cooling water Outlet, Rooster tail 9. Oil tank 10. Bucket system for reverse if fitted Stowage (Storage) on PWC It is always best to stow safety equipment such as flares, first aid kits and vhf radios in water tight containers. These can then be placed in the storage compartment of the PWC, which in turn is watertight. New PWC Technology Braking System Sea-Doo is the first manufacturer in the world to offer a braking system for a personal watercraft. When the brake handle is pulled the computer briefly interrupts water flow to the pump, allowing the bucket system to drop into reverse position. A second later, the computer resumes a controlled amount of thrust, which is now directed backward to stop the craft. The system can stop a PWC in a third to a half of the distance of a PWC with no brake! Off-throttle steering This operates when a sensor recognises that an operator has suddenly released the throttle and made an abrupt, full-lock turn of the handlebars. Without off-throttle steering, those two movements would result in the PWC having no directional control, as thrust was no longer exiting the pump. The PWC would just coast straight ahead, potentially colliding with whatever it was the driver was hoping to avoid. Off-throttle steering systems now automatically increase engine revs when this occurs, giving the PWC a gentle burst of power to at least begin a turn in the direction the rider intended when they released the throttle. The short burst of power will allow the craft to avoid the obstacle.

9 Sea-Doo has added a dual-rudder system to the aft corners of the hull. When the throttle is released, these rudders drop down from their pockets in the hull, steering into a turn. The Sea-Doo system has an added advantage as it works not only in off-throttle situations, but also off-power circumstances. If the rider panics and pulls the kill cord, or simply disconnects it, the rudders will then allow the PWC to have some steerage while it coasts to a stop. In electronic versions, engine thrust alone is relied upon to provide any steering control. Cruise Control Since the switch to electronic, rather than cable-driven throttle systems, cruise control was first introduced by Yamaha in 2008, followed by Sea-Doo in Both systems allow drivers to lock in a set speed with the simple push of a handlebar-mounted button.

10 Section 3 PWCs - How They Work Jet Drives The engine drives the Jet drive on a PWC. Jet drives have no propellers, therefore they are safer to use around swimmers. A disadvantage of jet drives is that they may suck in plastic bags, debris or jellyfish which can shut down the motor. Jet drives work by the engine shaft coupling (E) driving an impeller pump (B) which draws water in through a water inlet (A) on the bottom of the PWC. Over this inlet there is a grate which filters out solids such as plastic bags and floating debris. The pump is an internal propeller (impeller) (B) that creates a jet of high pressure water which is forced through a nozzle (C) and out through the jet (D) on the back of the PWC pushing the PWC forward. (B) Impeller Some models have a moveable bucket/gate that can be dropped over the nozzle when the controls are put into reverse, providing reverse thrust making the PWC go backwards (astern). 10

11 Changes in direction are made by the rider using the handlebars to steer; this alters the direction of the jet of pressurised water. When the handlebars are turned, the steering nozzle turns in the same direction. For example, if the steering control is turned to port or left, the nozzle turns left and the water jet pushes the back of the PWC to the right, which causes the PWC to turn left. Steering control is turned to starboard or right the nozzle turns right Steering control is turned to port or left, the nozzle turns left 11

12 Section 4 Nautical Terminology/PWC Equipment/Personal Safety Equipment Parts of a PWC It is important to know the basic PWC parts and nautical terminology. Seated on the PWC the operator looks ahead at the bow. The back is known as the stern and anything behind the PWC is said to be astern. The right hand side of a vessel is known as the starboard side, and the left is known as the port side. A useful memory jogger is the phrase There is a no RED PORT LEFT in the bottle, so that red, port and left all refer to the same side. The inclusion of red is also a reminder that the color of the port side navigation light is red, and the starboard side is therefore green. (This is for vessels that are out in limited visibility or nighttime, not PWCs) Objects and other vessels are described relative to the PWC, so another PWC on the left would be to port of the operator. The PWC has what is known as a planing hull. At rest, the hull sits on the water and displaces its own weight, as throttle is applied the water is pushed aside by the hull this causes a wash (waves) known as displacement mode. After a certain speed is reached the shape of the hull allows the craft to climb out of the displacement mode into planing mode, that it is skimming across the top of the water. Planing on a PWC has 2 effects. The PWC will go much faster as it is not pushing water out of the way, but it also reduces the wash. Carry any documentation required by the local law or authorities. For the PWC, registration may be required to be displayed on the PWC. And for individuals, a PWC operators license may be required. Most authorities require an operator to hold a license to operate a PWC and the craft itself to be registered. Copies of this documentation should be carried in a waterproof pouch. Insurance may be available. The standard policy generally includes coverage for physical damage only and provides liability coverage separately. It is possible also to opt for stand-alone liability cover. Carry a copy of your insurance if required. Cash and/or credit card is useful in the event of unforeseen circumstances. Kill chord and spare PWC tool kit To include basic tools to allow changing spark plugs etc Kill cord PWC Tool Kit 12

13 Torch/Flashlight Nylon line at least 25 ft of 3/8 inch for towing or making fast at a marina or dock Personal Equipment Personal floatation Device (PFDs), A PFD is required to be worn at all times by most authorities. Lifejacket - A life jacket is designed to support an unconscious person s weight with their head turned upward with nose and mouth above the water. These are generally bulky and not comfortable for water sports. Lifejacket PFD (personal flotation device) PFD / Buoyancy aids are designed to provide buoyancy but will not turn an unconscious person upright or provide as much support as a lifejacket. They are mainly used for water sports such as windsurfing, dinghy sailing, water skiing and kayaking where additional buoyancy helps to reduce the efforts required to float when in the water and they are the more comfortable for continuous wear. High Impact PFDs are available for participants in active watersports. They are designed to reduce the impact of water and objects such as water skis on an operator. They also incorporate pockets for mini flares, VHF radio, etc. Wet suit normal swimwear does not adequately protect a rider who may be thrown into the water from a PWC at high speed. The operator is also protected from the effects of cold water and wind chill. Wet Suits Dry suit may be worn in very cold water. With adequate base layers a dry suit will keep an operator warm for extended periods even after immersion. It is important to squeeze excess air from a dry suit as it may force the operator to float inverted. A PFD should also be worn over the drysuit. Dry Suit 13

14 Additional protective equipment Goggles to protect eyes from flying spray and wind; these can be worn over sunglasses or prescription glasses. Gloves help to grip the handlebars and controls. Footwear such as Wetsuit boots, for grip and additionally for protection when launching and recovering a PWC. A high Factor Sunscreen is particularly important as glare and reflection will increase the sunburn process 14

15 Section 5 Engine Starting/Stopping Checks Engine Starting and Stopping Pre-Start Checks: A series of checks should be carried out prior to every trip or voyage. It is important to know that the PWC and its equipment are in good order and everything is working properly. Ensure the fuel tank is full. It is best to fuel out of the water while the PWC is stable on the beach or yacht. Ensure there is the correct lubrication oil in the oil tank and it is topped up to the required level. Fueling When fueling establish whether the engine is a 2 stroke of 4 stroke engine. Add oil if appropriate. There should be no naked flames, i.e. smoking. Keep a fire extinguisher handy. Avoid overfilling and make sure there is good ventilation. Significant fines are possible in some countries where fuel or oil is spilled into the water. Engine starting -- Do not start the motor unless you know how to stop it! (The stop device is usually a key operated mechanism much like a car ignition or the kill cord) Before starting the PWC, check the fuel level, oil level and inspect the engine compartment. Inspect all wiring and fuel lines. The kill cord must be attached to the PWC and operators wrist or PFD before starting the engine. Put gear shift into neutral or the throttle start position. If the engine is cold, use choke, be careful not to over-choke and flood the engine. As soon as the motor fires, push in the choke and ease the throttle. Check for cooling water circulation. 15

16 Once the PWC is started, let it warm up for a minute or so. A stalled engine prevents an operator from being able to steer the craft. Fault Finding Sometimes a motor will not start for simple reasons. However, with larger and more modern engines utilizing electronics, all but the very simplest of problems will need to be dealt with by a qualified mechanic. Common reasons for an engine not to start are: No fuel flow, check for fuel in the tank. Check fuel line is properly connected and primed. Clean fuel filter. Kill Cord, is not connected. Not turning over, check battery, battery switch and all electrical connections. In gear, engine will not start if in gear Check fuses. a faulty fuse will stop the starter turning over Remove and check spark plugs. Fuel consumption It is clearly important to know how much fuel your PWC uses. It will then need to be closely monitored to avoid running out of fuel away from a supplier or the ramp. As a matter of course all gauges should be checked regularly. Especially fuel level, however fuel gauges are notoriously inaccurate and their reading should never be relied upon. Knowing the range of the PWC, in hours allows the One-third Rule to be applied: The rider allows 1/3 of the fuel as a reserve, leaving 2/3s to be used for the trip, i.e. 1/3 out and 1/3 back. 16

17 Section 6 Operations Pre-departure checks All equipment is aboard and safely stowed The PWC registration documents and operators license are handy PFD is being worn and the kill cord is attached Fuel tank is full and oil is topped up Final weather check, to make sure it is still safe to ride A check on the tides and currents in the area The plan for the trip is left with a responsible person ashore with instructions as to what to do and who to contact in the event of a delay in returning. A chart has been studied outlining where the dangers might lie Any regulations both national and local have been noted Operate defensively Riding a PWC is fun and exciting. But it is also a responsibility and the operator must always consider other water users. This requires skill, knowledge and vigilance. Always start slowly and practice in an area that is not congested. Because of their impact on other water users, authorities are inclined to monitor PWC usage so there are a number of points to remember: Operating a PWC has the same responsibilities as operating any other vessel, but it is a highperformance craft and requires the operator to be alert at all times Do not allow more people on the PWC than it is approved for if it s a 3-seater only 3 people are allowed onboard (or 2 if towing a skier). Riders must know all the regulations that apply to them in order to be safe and legal. These regulations may be national or local. Follow the Rules of the Road the Collision Regulations, and observe all signed restrictions such as speed restrictions and exempt areas. Most states make it illegal to ride a PWC after sunset or before sunrise, even with self installed lights. From a safety point of view riding in the dark is not a good idea. It is strongly recommended that this rule is adhered to even if it is not a legal requirement. A PWC represents a small target, much more so after dark. Always keep the kill cord attached to the PFD. This will ensure the PWC stops when the operator falls off. A passenger on a PWC should never be seated in front of the operator. Do not apply throttle when anyone is at the rear of the PWC, o Long hair, loose clothing, or PFD straps can become entangled in moving parts resulting in severe injury or drowning. o Water and/or debris exiting jet thrust nozzle can cause serious injury. 17

18 Boarding form a dock or beach Trim At the dock, or when idling, 1 and 2 seat PWCs are unstable because of the narrow beam and high centre of gravity. Care is required when mounting as the craft has a tendency to tip. Larger PWCs are usually more stable, but care is still required. Trim is about balance on the PWC. If boarding from a dock, have someone help to stabilise the PWC when boarding. Make sure the body weight is centered and always move carefully. A beach boarding is best achieved from the rear, with the body kept low to help reduce centre of gravity. From a beach, it is also important to gain depth before operating the engine. A good guide is 1 metre/3 feet minimum depth to reduce the chance of sucking in sand, stones and weed through the intake. When the PWC is underway the craft becomes more stable. Once on board, make sure all lines are inboard and attach the kill cord. Check for swimmers, who are hard to see in waves, and other water craft before moving off. While close to shore and anchorages keep speed to a minimum and keep in designated channels when moving from a beach. Only increase speed in areas where it is permitted to do so and after an all round check to make sure there are no other craft likely to impede the PWC. Steering and maneuvering Always Take Early Action to Avoid Collisions PWCs and other boats do not have brakes At slow speed Practice at a slow pace and keep control of the PWC. Even the most modern PWC with a braking function will take time to stop. PWCs also need power to turn, no throttle leaves the operator with no directional control (the more modern craft have slow speed steering but it is still less than perfect), so anticipation is a big part of being a safe and competent operator. Blipping the throttle giving short bursts of power whilst turning the steering will allow the rider to turn at slow speed. Practice using the reverse to deflect the jet forward (which acts as a brake). But this should only be done at slow speed. 18

19 At operating speed A PWC is very manoeuvrable and responsive to the steering handlebars. At high speeds, a quick tight turn can make the PWC unstable, which may throw the operator and passengers off. This is why most local and national authorities require that everyone riding a PWC should wear a PFD. This responsiveness and manoeuvrability encourages people to try stunts. These actions can push the operators to attempt manoeuvres that are dangerous and beyond the safe operation of the PWC. Jumping wakes or waves can increase the risk of back/spinal injury, facial injuries, and broken legs, ankles or other bones. Jumping the wake of other craft puts pressure on the other vessel to keep clear even if the rider seems in control. It is advisable not to follow directly behind other PWCs in case they stop suddenly or the operator is thrown off. Before making any sudden manoeuvres, the operator should warn any other passengers. There must be secure handles for the passengers to hold onto, or they should be able to hold on securely to the person in front of them and keep both feet firmly on the footrests. (Children who are too small to be able to do this should not ride). Any turn or change in speed should be preceded by a thorough visual check all around, including behind before making the change. Sharp turns and other sudden manoeuvres make it difficult for other water users to avoid collisions and to understand where the operator is headed. When meeting, crossing or overtaking other boats, comply with the rules of the road. Keep a proper lookout for other water users and boats, especially people in the water and other PWCs, as well as objects such as buoys, by constantly scanning all around. Adjust the speed to conditions that may limit visibility or manoeuvrability. Safety and Emergencies Collisions are the most common type of PWC accident. Usually the collision is with another PWC. For this reason, always be alert and stay well away from other PWCs when operating at any speed other than idle. PWC collisions lead to personal injury. The operator should only operate the PWC within the limit of their skills and abilities. Novice operators and those renting PWCs make up the largest amount of accidents. 19 Shallow water will cause a Jet Ski accident

20 Reboarding a Capsized PWC -Righting a PWC in open water If a PWC capsizes in open water, the operator and passengers should swim to the rear of the PWC and turn it upright and then board it from the rear. (The PWC should stall if the kill cord is attached and will be close to theoperator.) Most manufacturers have a decal at the rear or bottom of the PWC that shows how to right a capsized craft correctly. The direction to roll the PWC upright is important to avoid damage to the craft by possibly flooding the engine compartment. If there is no decal, the owner s manual will describe the correct way. Once righted the operator should board from the rear. Practice will give an operator confidence, so it is a good idea to practice reboarding with someone else around to help if necessary. Note also that if an operator is tired, reboarding can be difficult as it takes some effort to climb on. This is also true when there are large waves and or strong winds and currents. Picking up a passenger in the water/man Overboard (MOB) Always approach a person in the water cautiously. Even though a PWC has no propeller there is still a danger from the intake and the force of the water jet. Also, the PWC can ride over a person in the water and will injure them if the approach is too fast. The best approach is always down wind or down current so that power may be maintained up to the point of pick up. Due to stability issues, the person in the water should try to board from the rear and the operator may be able to help if the person is tired. The challenge is to maintain the PWC upright! Courtesy All PWCs, but in particular, older models emit a lot of engine noise. Be considerate when using the craft. Keep engines well tuned and replace silencing/muffling components as needed. Do not operate at high speed around other water users. Stay well away from water skiers, anglers, sail boats and any other type of craft that may perceive PWC operation as annoying or dangerous to their safety. Do not go near others to spray or splash them with water. Water skiing/wake boarding Another PWC activity is towing a skier or wake boarder. To do this safely, the skier/boarder, operator, and the observer must all understand each other and follow simple rules and procedures in order to be safe and not to interfere with other water users. They must also be familiar with the equipment and the laws and rules covering the activities. The rules of the road do not provide any special privileges for vessels towing skiers. 20

21 There is some specialist equipment required for skiing or boarding in addition to the PWC equipment. This includes a tow line of 25 metres/75 feet long, made of a polypropylene buoyant line with a handle. The tow line must have a means of attachment to the PWC. For example Ski- Doo s Wake series PWC is fitted with a retractable ski pylon. The skier will need either one or two skis or a board if wakeboarding. Gloves, PFD and wetsuit complete the basic requirements. Towing Guidelines Make sure there is plenty of water depth for both the PWC and the skier as injury could result if the skier falls in very shallow water. Always keep well clear of the shore, objects and other water users when towing. Many places have specific speed limits and distances off requirements that the operator and skier should be aware of. Observe these speed limits at all times and the rules for keeping specific distances from swimmers, shore and other objects. Avoid skiing around bends or in shallow water. Stay out of fishing areas. Research the chosen area in advance and make sure that it is legal to ski, there is plenty of room, adequate depth of water and know the dangers such as submerged objects and be familiar with the channels and markers etc. In line with PWC use, towing a skier/boarder should only be done in daylight hours, not after sunset or before sunrise. Operating a PWC or skiing under the influence of alcohol and drugs is illegal in all jurisdictions. Towing a skier changes the operating characteristics of the PWC. It is important to start feeling out how the PWC handles while towing someone before building up speed. There should always be an observer, facing aft and constantly watching the skier. The operator has too much else to watch out for and the skier s need can only be communicated by hand signals. The PWC operator must always follow the rules of the road and be responsible for the safety of the skier. When the skier is ready and signals go the operator must ensure that the path ahead is clear of other boats, swimmers and objects. The operator has to rely on the observer informing him that the skier is ready. When accelerating, it should be done smoothly with a gradual increase in power. Turns should take into account the skill of the skier, traffic and available space. In an emergency, throttle back and allow the skier to fall rather than trying to turn sharply to avoid another boat or object. 21

22 When a skier falls it is important to return to them without delay. Other craft may not easily see a skier in the water, and the presence of the PWC will alert them. Always approach a person in the water cautiously. Even though a PWC has no propeller, there is still a danger from the intake and the jet of water. Also the PWC can ride over a skier and will injure them if the approach is too fast. If a skier appears to be injured, proceed with caution and request additional help using a radio. Any injury may be aggravated by bringing the person on board. The skier must be watching out for other water users that may come between them and the boat. A PFD must be worn and this should be recognised as an aid to buoyancy while active and conscious, but will not help if unconscious. The observer is responsible for watching the skier at all times. There may be a requirement for the observer to be over a certain age. Having an observer on board allows the operator to give their full attention to the variety of tasks necessary for the safe operation of the PWC. The major function of the observer is to relay the skier s and operator s signals, and ensure that the operator knows that the skier is safe at all times. Signalling The illustrated signals below are internationally understood although there may be local variations. As long as the operator, observer and skier all know and understand the signals there should be no misunderstanding. Skier OK Speed OK or Speed OK Stop Go Left Go Right Back to dock Speed up Slow Down Turn Around 22

23 Section 7 Knots & Basic Ropework The correct selection of a type of knot, bend or hitch for any job is essential. Knots, bends, and hitches are all ways of fastening one or more ropes together or for attaching a rope to an object such as a spar, ring or cleat. The following selection of knots, bends and hitches and their purposes are more than adequate for most requirements on a boat. Clove Hitch may be difficult to untie after being under heavy load and is usually used for tying the painter of a dinghy to a bollard or attaching fenders from lifelines. Round Turn and Two Half Hitches is mainly used for securing to a post or ring. The round turn creates friction which allows the load to be held while the 2 half hitches are made. The advantage of this is that it may be undone under load. Figure of eight is a stopper knot used to prevent the end of a rope running out through a block or fairlead. It is easy to undo and is mostly used on the ends of sheets, halyards and deck lines. Bowline creates a fixed loop in the end of a rope. It is a secure knot that is unlikely to slip or untie itself, and has the advantage of being relatively easy to untie even after being under load. The bowline is probably the most useful knot and can be used for a number of applications such as creating a loop in a dock line. 23

24 Section 8 Protecting the Environment When operating a PWC the rider should always consider the effect on the environment. It is very important to observe some fundamental rules which will reduce the impact by an operator on the environment. An operator should: Make sure that the water is at least 36 inches/1 metre deep when using the PWC. Riding in shallow water can cause bottom sediments or aquatic vegetation to be sucked into the pump, damaging not only the PWC but also the natural habitat. Avoid causing erosion by operating at low speed specifically, by not creating a large wake when riding near shore or in narrow streams or rivers. Do not dock or beach a PWC in reeds and grasses. This could damage fragile environments. Take extra care when fuelling the PWC in or near the water because oil and gas/petrol spills are very detrimental to the aquatic environment. It is best to fuel on land before launching. Spills, even small accidental spills can attract a very high fine in some jurisdictions. Never use a PWC to disturb, chase, or harass wildlife. Always take home any rubbish, garbage etc., especially plastics. Avoid reefs at all costs. Breaking waves are an indication of shallow water or reefs and can severely damage a pwc and cause extreme injury to the operator. Always avoid turtles, whales, manatees and all other slow moving mammals. 24

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