InTheBite

Boat Brokers and Captains Relationships

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By Capt. Scott “Fraz” Murie

I’ve been a captain since 1978 and have taken boats from coast to coast, fishing hot spots for years. I’m still fishing but trying to stay closer to home. Let’s face it, I’m getting older.

  • Bionic Bait

Over these many years, I’ve met and developed relationships with many boat brokers. These relationships, for the most part, have been an asset to my career. I’ve had referrals for captain’s positions, delivery jobs and other positions I otherwise wouldn’t have known about, except for a broker. So, with that said, I’ve learned to appreciate the work of a good boat broker.

I heard a question the other day from a captain. He wanted to know the industry standard commission rate from a broker to a captain in yacht sale. He thought it was 5%. That’s just stupid!

There is no standard, nor is it ethical, for a broker to pay a captain a pre-arranged commission. That would be like a broker wanting a percentage of a captain’s salary if the broker found that captain’s job. I’ve heard it all. Things like, “Man, that broker is making 10% for doing nothing but showing the boat.”

Wrong!

What these captains (who are on salary and getting paid anyway) don’t realize is a broker is paid by commission only. These sales can take countless hours and weeks and months to come together.

They also require thousands of dollars of out of pocket expenses such as flights, hotels, food, professional photography, advertising and even then, a deal can fall apart. So, if you think it’s so easy, go get your broker’s license and get you some.

My advice to you captains is to develop a relationship with good brokers by helping them. A good, hard-working broker knows and meets a lot of people in our business. That broker just might be the person responsible for advancing your career down the road one day by his referral.

A good boat broker also knows the value of a good captain. If the captain goes out of his way to help the broker in every aspect of the boat sale, a good broker will express his appreciation by giving that captain a well-earned tip. It would always be after the sale finalizes and it could be substantial sometimes.

For a captain to demand a certain amount of money from a broker is ignorant and possibly illegal. It also shows what kind of captain they really are. So just do your job and take what you get.

– That’s my two-minute warning.

Do you have any comments or questions for us? We’d love to hear from you.

Happily Ever After: The Owner/Capt. Relationship

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By Elliott Stark

Just about everybody has a story about a captain who, despite being able to catch fish like a hawk, is passed up time and again for sportfishing jobs, often for guys who by comparison couldn’t catch fish in a barrel.

And there are stories of the eccentric gazillionaire owner with the newest, trickest boat, the most incredible travel schedule and the latest in electronics who burns through captains like the Cleveland Browns run through quarterbacks. In the end it comes down to the owner/captain relationship.

  • Bionic Bait

A Marriage of Sorts

While there are no nuptials or rings exchanged upon taking a new job, the arrangement between a captain and the owner of a sportfisherman can have more in common with a marriage than with the traditional workplace relationship. Consider the following: In terms of hours, there is nothing 9 to 5 about a professional captain.

Each party has quite a bit at stake in the relationship—the owner can easily have several million dollars invested in their floating fish-catching assets (not to mention an annual budget of several hundred thousand dollars’ more). The captain’s livelihood depends quite directly on the relationship.

The marriage metaphor between captain and owner can be especially true on a travelling boat. On an extended trip, the owner and crew may live together for weeks or even months at a time.

During times of extensive travel, the crew may have more interaction with the owner than they do their own families. What starts out as an incredibly spacious and luxuriously appointed sportboat interior can after several months at sea begin to seem like a floating prison inlaid in mahogany.

The Expert Perspective

So what are the secrets to a lasting relationship? We’ve spoken with some individuals with a great deal of experience on both sides of the checkbook. While each hails from different backgrounds and operates unique fishing and travel programs, there is still a great deal in common in the ways they approach sportfishing. Their experiences and insight can be useful for anyone on either side of the owner/captain relationship.

Buddy Schultz owns the Gotcha, a 65-foot Robin Smith. Over his tenure as boat owner, Schultz has worked with some great bridge talent including Captains Jimmy Kitchell, Cujo Brinkmeyer and Mike Canino. While stationed in Los Sueños, Schultz and Kitchell won the 2011 Los Sueños Signature Series title.

In addition to his time fishing in Costa Rica, Schultz’ boats have fished throughout the Gulf Coast and in the Caribbean, up and down the Pacific coast of Central America and off the coast of Africa.

Captain Eddie Wheeler can be found at the helm of the Marlin Darlin, a 62-foot Spencer. He’s spent his life as a sportfishing professional, and at the age of 43 has never had a job outside the field. Among his list of sportfishing accolades, Wheeler was named InTheBite’s Captain of the Year in 2004; his name can be found among the ranks of tournament winners as well. So far this year, his schedule has included the Bahamas Billfish Championship, the Bermuda Triple Crown circuit and will culminate in the sailfish series in South Florida.

Captain Kevin Dunn has worked for Sam and Edwina Friedman since 2002. As captain, he has overseen the Friedmans’ fleet which has grown to include a 112-foot yacht, the Cajun Dancer; a 68-foot sportfisherman called the Ragin’ Cajun; a center console, a bay boat and a flats boat.

As Kevin puts it, he’s got a lot of floating fiberglass to take care of. Dunn and the Friedmans spend about 250 days a year together, whether fishing or cruising. When asked about their years at sea and what is important to maintaining a lasting, functional sportfishing team, it didn’t take long for some common themes to emerge.

Building on Common Ground

Kevin Dunn said that from the moment of their first interview there was a connection between him and his perspective bosses. “The Friedmans and I had a good fit from the get-go,” he says. “From the day we met, it was comfortable.” Dunn and the Friedmans share similar values, are both from the South and have quite a bit in common.

This is an important point.

From an owner’s standpoint, a sportfishing operation is supposed to be fun. A boat can be many things: an outlet for catching fish, winning tournaments, traveling to remote destinations or spending time with family or clients. When it stops being fun, or starts being too difficult to manage, it might be time to change directions or take up golf.

By the same token, few sportfishing captains became captains by accident. Nobody just wakes up one day with a Coast Guard certificate and the ability to back a 65-footer into a tight slip at a crowded marina. Most captains become captains because they love fishing and spending time on the ocean.

For most, the choice between being a captain and an accountant is an easy one. Being a captain can be fun (an accountant, not so much).

A good match in personalities between owner and captain goes a long way to making sure that the boss doesn’t turn into a golfer and the captain doesn’t take up accounting. Buddy Schultz echoes this sentiment. After a period of time working together, Schultz and his captains become friends.

This is easy to do, Buddy says, when you’re living and fishing with someone on an extended trip. When properly matched from the beginning, many longtime captain/owner teams form friendships that sometimes last longer than their time working together.

To make sure that the prospective captains and owners get along, Eddie Wheeler suggests starting every job with an extended trial period. He recommends taking a few trips together to get a sense for how each other handle a variety of situations.

“If you take a trip to the Bahamas with a guy and it rains the whole time, you could really like him. The next trip out, it could be great weather and the guy yells at your wife for missing a fish,” he says. To avoid getting saddled with a poor arrangement, before making a long-term commitment, start out with a trial. Think of it as dating.

Tournament teams also need coordination. The team needs to be on the same page and it all starts with the captain and owner. Photo courtesy Chris Caulen

The Importance of Communication

When it comes to all the moving parts of a travelling sportfish operation—boat maintenance, international travel logistics, fishing and travel schedules, port entry and visa requirements, tackle rigging and a thousand other details—it is little wonder why communication ranks as perhaps the most important element to a lasting relationship.

According to Wheeler, communication is key. His approach involves making sure that he knows the likes and dislikes of the owner and his guests so that he can plan his trips accordingly. Further, he stresses the importance of being up front and honest in what is happening with the operation. “Sneaking around never works,” he says.

Schultz’ approach places similar emphasis communication. “There are two satellite phones on the Gotcha,” he says. “One is permanently mounted on the bridge and the other is a handheld in the salon.”

Any time the boat is in transit, Schultz and his captain put together a plan similar to those used with private jets, which includes scheduled travel times, nightly calls and reports upon arrival. When the boat is in port, there are meetings at least weekly but usually more frequently. “A good line of communication is critical,” Schultz explains.

Trust, Honesty (and Boat Accounting)

All three pros spoke to the importance of honesty. Even if the relationship between owner and captain is well matched from the beginning, it is important to build trust over time. For Kevin Dunn, this involves a direct approach.

“I try to be straight forward and honest, no beating around the bush. I like to account for every penny I spend,” he reports. To Dunn the relationship is like family, where trust is a critical component. While he and the Friedmans enjoy a great relationship, he offers sage advice on the subject, saying, “You have to remember that the captain works for the owners and not the other way around.”

“For me, the best captains are the guys that treat it like it’s their own boat from an expense perspective,” adds Buddy Schultz. “Running a boat is expensive, and the best captains are those that treat the boss’s money like it was their own.”

When it comes to maintenance or time in the boat yard, little things can add up to big bills in a hurry. Captains who enjoy long careers with the same owners have a knack for keeping an organized, well-maintained boat. Preventative maintenance and keeping the best interests of the operation in mind goes a long way in building trust on both sides of the equation.

Other Things to Consider

The lives and jobs of professional captains and crews must balance time on the boat with time at home. When the owner/captain relationship works well, both sides benefit. Eddie Wheeler speaks to the importance of planning and staying on top of all the captain’s responsibilities.

He will work with the owner to schedule trips ahead of time and will know when guests are coming and going. Before taking personal time, he will take care of all of the maintenance needs for the next trip before leaving. “That way, in case the plans change and our guests come in four days early, we aren’t stuck at the dock doing oil changes.” Once a break is scheduled, Wheeler keeps in communication with the owner and his mates to make sure the operation is in good hands while he’s gone.

“Incorporating family time is very important,” Dunn adds, “Sam and Edwina are very good about this.” With a schedule that involves around 250 days a year, Dunn and the Friedmans have worked out a good arrangement. “Some owners are great about this, others not so much,” he says. When it comes to building a captain/owner relationship that lasts, it makes a lot of sense for both sides to consider how to handle time away from the boat.

The Way It’s Supposed to Work

The unemployed captain who catches fish but can’t get along with anyone? The owner of the great boat who can’t keep a captain? To hell with those stories. Everybody prefers to hear the one about the captain and owner who work together for twenty years, catching fish, hunting together and growing into old friends. It’s not an easy story to recreate, but it is nearly impossible without hard work, honesty, communication and compromise.

The Profile of a Successful Captain

Catching fish is important but with the amount of money and resources invested, there is a lot more to the job. The following are traits that most successful, long time captains possess:

  • Honesty: Being upfront with owners and fair with mates is important to sustaining relationships and getting things done.
  • A Strong Work Ethic: Captains not only put in long hours but they must be knowledgeable about everything from boat systems to accounting procedures. Performing proper maintenance and the ability to diagnose and resolve problems as they occur can be the difference between a great day on the water and a catastrophe.
  • Organization: From logbooks and maintenance reports to keeping track of upcoming trips, organization is a trait possessed by nearly all successful captains.

Communication Techniques

All three of our pros listed communication as a critical element to building successful relationships. With this in mind, developing communication skills can be a career booster for most anyone. The resources available online or in the bookstore for communication skills are numerous. While this may not be the first thing that comes to mind when considering a career on the water, adding some communication insight to your reading list will pay dividends in the long run.

Do you have any comments or questions for us? We’d love to hear from you.

Boat Driver OR Captain?

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By Capt. Scott “Fraz” Murie 

It seems like everyone wants to drive the boat these days. The mentality of a lot of crews these days is that the captain has the easy job. So why not get a captain’s license and be the captain?

A captain’s license is an easy piece of paper to obtain in the USA. Necessary experience? None to speak of. The easiest way to obtain a captain’s license – just enroll in a local captain’s license sea school. This school is basically a cram course that lasts about a week. It is pretty idiot-proof. All you have to do is pass some questions on rules of the road, a couple of navigation questions, a little safety and CPR and you can call yourself the big skipper.

Thankfully to obtain a bigger license such as a 200 ton or a 500 ton, you must show documented proof of sea time on that particular vessel. Still, no experience in boat handling is necessary. I have friends who have obtained a captain’s license from England where the requirements are much more stringent. If your sea time comes from a ski boat, that’s the kind of license you get: a bay license. To get a basic captain’s license in England, through the Royal Yachting Association, requires a certain amount of sea time on the tonnage you want to be licensed for.

So, what does it take to get a captain’s license in England? The requirement is one week of classroom theory and navigation law. Then a week spent at sea, one on one, with an instructor. You must prove to the instructor that you can properly operate all systems of said vessel. You must also prove that you can navigate in inland and international water, prove that you can navigate in the fog, at night, calculate fuel burn from port to port, use charts, dividers and parallel rules, and calculate your sea drift with no electronic navigational assistance.

You must prove that you are able to maneuver and dock the boat, then you receive the license only if you are considered qualified by the instructor. A much better system in my opinion. With all that said, I believe a minimum of five years on the deck and proof of knowing how to operate all systems as well as navigation is a must before thinking about climbing the ladder.

To all the owners out there looking to hire a captain to take care of your bazillion dollar investment, the old saying, “You get what you pay for” doesn’t necessarily apply these days. I’ve seen plenty of clueless boat drivers out there making top dollar. So, before you hire a captain, be sure to take the time to get character references and background checks. See if they have experience in things such as trip planning, customs, immigrations, ZARPES, crew lists, insurances, maintenance, safety, navigation, logs and financial records…the list goes on.

So, to all of those who think the captain’s job is easy – there is much more to it than driving the boat!

—That’s my two-minute warning. Fraz

So You Want to be a Captain? The Trip up the Ladder Takes Many Twists and Turns

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By Dave Ferrell

Taking the helm of a sportfishing boat, traveling the world’s oceans in pursuit of billfish, represents a “dream job” for a whole lot of people…many of which have never spent much time offshore. The image of a tanned captain, beard wagging in the sea breeze, steering the boat over the horizon with nothing but freedom and fishing on the calendar for the days ahead, fuels a lot of daydreams in corporate boardrooms all across America. It’s like being a quarterback for the Dolphins (Give me a break, I’m from Florida!) or photo editor for Playboy magazine…you just can’t imagine having a bad day at the office!

Well, you all know that while that there are some incredible perks that may come along with the job – travel to foreign hotspots; extra tournament money; insane bites; and making incredible memories. The captain’s chair, however, also comes with a whole host of pitfalls and enormous responsibilities – not the least of which is having the lives of your crew and guests in the palm of your hand.

Along with all the life-and-death stuff, a captain also takes care of a state-of-the-art piece of functional artwork that may cost many millions of dollars. You almost need to be a museum curator and an industrial engineer rolled into one to care of one of these machines, and we haven’t even started fishing yet! If all of this weren’t enough, a captain must also skillfully navigate a whole host of egos and character flaws that find their way onboard. You know the type – the psychotic mates that seemed just fine back on the dock or an owner’s guests that can drink more liquor in one day than an entire frat house consumes on homecoming weekend!

 

Factor in the competitive fishing aspect, whether that means tournament success or just keeping up with the rest of the dock every day, and the captain’s chair turns into a hot seat rather quickly if your boat doesn’t live up to the owner’s expectations. As dream jobs go, it’s one of the toughest ones there is. Amazingly enough, there’s no one route to the captain’s chair. If there ever was one single path, it’s no doubt changed dramatically over the last 25 years or so, just as certain aspects and responsibilities of the job have as well.

Run Before You Fly

One of the few things you can get captains to agree on is that you have to be a good mate before you can be a good captain. I first met Capt. Newt Cagle while he was working the deck for the legendary Capt. Butch Cox at Marlin U in the Dominican Republic. He instantly impressed me with his teak-side manner, treating my students like royalty and patiently answering all their questions as politely as possible…even the most absurd ones. He was an excellent mate and has since become a successful captain on the tournament trail. That’s not a coincidence. “A captain is only as good as his mate. A good mate really makes the captain shine. No matter how good the guy upstairs is, if you don’t have a good mate things aren’t going to go well.”

Legendary Capt. Randy Baker came to fame as one of the best mates in the world, not as a captain. He’s since made quite a name for himself upstairs as well. Baker got his start on his father’s charterboat and on the docks in Destin, Florida. He began working on private boats in his teens and soon found himself working on the most prestigious fishing team in the world, Dunaway’s fabulous Madam and Hooker operation. “I preferred the mating part in my early days. But in my opinion you can’t be a good captain unless you’ve been a good mate for a while…you really need to know both sides of it,” says Baker. “It’s very important to get on a good boat that travels and fishes a lot. You have to get some good time on the water. You definitely need to be a mate before you step up to the wheel. That way, you know what the guy’s going through down in the pit.”

Baker’s first day as a captain was on the Hooker, a pretty sweet first captain’s gig. “I mated on the boat for several years, and after a while, I became like the second captain. Whenever Trevor [Cockle] had to leave or take care of something, I’d run the boat. My first full-time captain’s job was with Jerry Dunaway when we built the 43-foot Hooker that was sent to Madeira. Fishing and working on boats is all I’ve ever done…I’ve never had a job on land.”

When it comes to fishing, Capt. Bill Harrison has done it. When he speaks of perspective, it is best to listen.

Capt. Bill Harrison got his start on Miami’s legendary Pier 5 in the early 50s. He went from working the decks of full-time charter boats to chasing blue marlin all over the Caribbean with Ralph Christianson. He agrees with Baker and Cagle and thinks it’s imperative that a captain starts out as mate.

“I like those guys who are doing the same things at 60 that they were doing at six,” says Harrison. “A lot of guys never even cared about becoming a captain. They were good mates and they enjoyed doing that. It was a 9 to 5 job for those guys back then. They were in it to make a day’s pay. They’d get off the boat and didn’t want to talk about fishing or anything like that. It was just a job. Sometimes these guys would be 30, 40 or 50 years old.”

Harrison says that the reason the mates and captains at Pier Five were so good was that they pursued a wide variety of different species. “We learned how to catch everything because we would sell it. We could catch sharks, groupers, mackerels, whatever was running we were fishing for it. This translated to learning a lot of different fishing techniques,” says Harrison.

On that first trip, Newt told me that he wanted to be the captain of a sportfishing boat for as long as he could remember…he never wanted to do anything else.

“I was very lucky to grow up around boats and fishing, so it’s all I really ever knew. My father was an owner-operator and my uncle owned a charterboat. I started out by washing boats for free, just so I could ride out and be a part of the team. I’d help the mate out, watch the baits and do anything just to learn from those guys. That’s something that’s changed quite a bit. There’s no longer any kids coming around these days with the burning desire to work on the boat or get the chance to be around the boat. Nowadays when a kid wants to go fishing, he wants to know exactly what he’s going to get paid and he already has a list of demands for me! I would do anything just to get to go fishing. I’d drive on the ride out or in, let the captain take a nap, do anything just for the chance to go. Kids today won’t even do that now. Everybody you talk to is going to give you the same story,” says Cagle.

Keeping Up Electronically

One of the greatest challenges that today’s captains face is the rapid pace at which ship’s systems evolve. From the complex navigation and communication suites on the flybridge to the electronic engine controls down below and the high-tech A/V equipment in the salon, the race to keep up with the latest and greatest, or just to keep things working properly, can run a crew ragged. Experience with how boats are put together and how all these systems operate and interact goes a long way these days.

“My Dad built several boats and I was always very involved in the build. My Dad was a very hands-on guy, so it was a sad day around here if he had to call a mechanic or someone to fix something. I try to fix everything on the boat by myself, but I also realize that a man has to realize his limitations,” says Cagle. “You can screw something up worse if you try to fix it without knowing what you are doing.”

“Nowadays you really can’t do anything with the motors. If you get a problem and try and tackle it yourself you can make it worse or mess up your warranties,” says Cagle. “One thing that has really changed things for me has been the internet. Instead of calling my Dad or other people, I can just look online. I hate to say it, but if I have a problem or project, I have no problem going online to read other people’s advice on how to go about fixing it. This is especially helpful with my electronics. Instead of pushing buttons for hours on end, I can Google the problem and find several ways to do what I need to do.”

Baker grew up around boats so maintenance and mechanicals are second nature to him, but even he takes pause when it comes to messing around too much with the today’s new engines. “I can do all the maintenance and troubleshooting to a degree, but there’s so much computer stuff going on it’s better to just have the guys hook it up to the laptop,” says Baker. “I’m kind of old school that way. It’s been a little hard keeping up with all that stuff…I’m not that computer literate myself.”

“Unfortunately, there’s no textbook to live by,” says Cagle. “There’s no standard operating procedure on how to be a boat captain or how to be a mate. It’s all about what you learned from the guys you worked for in the past. How they did things is normally how you do things. You just have to use your best judgment. There’s no manual you can refer to. The only thing you can do is hope you had a good teacher along the way.”

First Time Out

“The first time I got to run a boat by myself and take people fishing, I was 16-years-old fishing out of Oregon Inlet at Pirates Cove Marina a couple of days before the Pirate’s Cove tournament,” says Capt. Newt Cagle. We had a group of people who were going to pre-fish the tournament. My father had come down with a case of food poisoning, and he came down to the boat in the morning and asked me if I could take the party out. I said, ‘Sure, I’d love to.’ At first I was a little bit nervous, but soon I said, ‘Screw It, I’ve been watching him do this my whole life.’ I pulled her out of the slip, followed a charterboat out and went fishing.”

Cagle’s first day at the helm proved to be a prophetic one. “My Dad always told me to never fish in the fleet…always fish on the outskirts. John Bayliss was running the Ultra at the time and was having some real good fishing in the middle of the fleet. I was staying on the outskirts getting bite after bite, but I got sucked into the fleet and went in there for a couple of hours and didn’t catch much. Once I moved back outside, we started getting bit again. We quit early at 2:30 p.m. and caught nine white marlin. Bayliss stayed until dark and caught 11. Then as now, John Bayliss is considered one of the best in the world. So not only was I happy to get in and out of the slip, but we had a really good day of fishing following my Dad’s advice…which was pretty special.”

Cagle’s first full-time captain’s job came in a more round-about way. Cagle started running the Sea Angel a 59-Weaver. “The owner was walking up and down the dock trying to hire a captain because his one captain was leaving and a hurricane was coming,” says Cagle. “He talked to me briefly and they moved the boat to the Dominican Republic. After two or three days, I was on a plane to the DR fresh after a hurricane to step onto a boat I had never driven in my life. We went fishing the next day – my first day in the DR – and we caught two blues and sail.”

Captain Greg Eklund and Cloud Nine team take first at IFC Captain’s Cup Sailfish Tournament

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Photo courtesy Pete Pehrson

The Islamorada Fishing Club welcomed 48 anglers fishing on 16 boats for the Islamorada Fishing Club Captain’s Cup Sailfish Tournament. Northwest winds at 15kts greeted the fisherman with lines in at 8 a.m.

Captain Greg Eklund aboard his charter boat Cloud Nine called in a doubleheader of sailfish at 8:24. Mate Eric Ehlers would get the release on both fish putting the Cloud Nine in first place with two fish.

Photo courtesy Pete Pehrson

The team would sit on pins and needles throughout the day searching for more sailfish. Other teams would slowly catch up to them, first Crisdel then Hell Reyzer followed by Remix, Conetagious and Relentless all with two releases.

When the committee boat called lines out at 4 p.m. anglers Josh Jackson from Temple, TX along with Cory Nelson and Jake Turek from Islamorada, Fl, would breathe a sigh of relief as the early morning double landed them in first place on time. Centennial Bank would present the team with beautiful Tim Rahn Photography prints and a check for $16,000. Winning Captain Greg Eklund was awarded the Captain’s Cup full of gift certificates from local establishments.

Photo courtesy Pete Pehrson

Second Place went to Crisdel with anglers Frank and Tony Criscola from Fairhills, NJ along with Joe Prestiffillpo also from NJ. Captain George Stellar along with mates Brad Goodrich and Jeff Dickman were all awarded Caribee Boat Sales and Yamaha Outboard sponsored second place trophies for the team’s two releases.

Captain Ryan Alexander of the Hell Reyzer took third place with two fish on time. Anglers Victor Paneda, Eric Darvill and Johnny Vilorio along with Mate Cap Hinkley all from Miami would take home the third-place awards sponsored by Baker Mitchell Plumbing and Tackle Center of Islamorada.

“The Islamorada Fishing Club put on another great event”, stated tournament director Dianne Harbaugh. “The great food and service the club provides makes it a fun place to have a party.”

In total 17 fish were released in the one-day event. The Islamorada Fishing Clubs Captains Cup Dolphin tournament will be held June 25, 2020. More information can be found on the web site theislamoradafishingclub.com

A Captain’s Medical Guide

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A perfectly timed redfish attack illustrates the many dangers of fishing. Photo courtesy Jason Buck Photography

Wrangling sea monsters on the high seas brings its share of medical risks. From the power of the fish and the excitement involved to the millions of bacteria that live in the bait that pokes your hands, there are lots of potentially bad things that can happen. This captain’s medical guide provides an introduction to handling a cross-section of potential injuries and medical conditions than can occur offshore.

It is written by an expert of imminent qualification (our words, not his) – a heart surgeon with a passion for blue water. Dr. David “Doc” Conkle has a medical degree from Yale University and medical career that spans decades. He is also a wonderfully nice man and avid fisherman based in Pensacola. As an owner/ operator, Conkle has taken boats throughout the Gulf Coast, Bahamas, DR, Turks and Caicos, and St. Thomas.

By Dr. David M. “Doc” Conkle

All of us that fish offshore should be prepared to initiate treatment of acute injuries and medical emergencies. The boat should have a first aid manual, basic medical supplies and a crew member that has working knowledge to treat medical problems and administer CPR. Basic supplies should include: sterile bandage material (gauze, steri-strips, band aids, surgical tape), ace wraps, sterile gloves, a tourniquet, malleable splints, and a pin cutter. Medications include: an Epi pen, aspirin, ibuprofen, Tylenol, meclizine, transdermal patches, antiseptic solution, and Benadryl. A portable defibrillator should be considered on travelling boats and for those that spend extended periods offshore.

Injuries

The most prevalent injuries that can occur involve the hands, legs and arms. The treatment of hook injuries depends upon the location of the barb. If buried, the hook should be stabilized, ice applied and medical help sought. If the barb is outside of the skin or can be advanced outside of the skin, the shank can be cut with pin cutters and the hook removed. The wound should then be washed with an antiseptic solution and wrapped with a sterile bandage. Ice should be applied and medical help sought.

For puncture wounds involving a hook, old fillet knife or other potentially rusted metal object, you may consider getting a tetanus shot. Most everyone gets a tetanus shot when they are vaccinated as children. While recommendations on frequency of tetanus booster shots vary, a good rule of thumb is every ten years or so. The doctor who exams your wound or removes the hook may prescribe a tetanus shot if he deems it necessary. If you remove a rusty hook and do not seek medical attention, while there hasn’t been a case of tetanus in the US for many years, consider the date of your last tetanus shot.

Lacerations should be cared for by controlling the bleeding with pressure (sterile gauze and an ace bandage) or a tourniquet. If you use a tourniquet, it should be removed as soon as bleeding is controlled. The wound should then be flooded with antiseptic solution. If the wound is gaping, steri-strips should be used to reapproximate (close) and then the wound should be dressed with a sterile bandage. If the wound is significant, the person should be taken to the emergency room for closure.

Photo courtesy Matthew Spivey

Fish bites (not the appetizer, but what happens when you get bitten by a fish) should be washed with bleach and antiseptic solution and covered in a sterile bandage. An ice pack should then be applied. Serious fish bites should be evaluated by a doctor. Stingray injuries usually involve a barb injury to the heel area. The barb should be left as found. Apply antiseptic solution, a sterile bandage and an ice pack to the injury site. The person should be taken to the emergency room for further evaluation and treatment.

Infections usually occur in a fisherman’s hand. They are best treated by prevention. A 50/50 bleach to fresh water solution kept in a five gallon bucket should be used by crew to wash their hands, knives and tools after handling bait and fish. Bleach will kill all bacteria. If infection does occur, seek medical evaluation. How can you spot the onset of an infection? Symptoms such as redness, skin being hot to the touch, swelling and tenderness might indicate a potential infection. An infection should be treated with antibiotics, which will be prescribed by a doctor if necessary.

Puncture wounds should be treated with antiseptic solution, a sterile dressing and an ice pack to keep swelling down. If a crew member is impaled with a bill, he should be evacuated to the hospital with the bill left as found (if the bill breaks off, do not remove it). If the bill strikes a person but does not break off, treat the wound as you would a puncture wound. Bill rash should be treated as you would a fish bite.

Sprains or suspected fractures should be stabilized with an ace bandage or malleable splint. Apply ice and seek medical attention. Ibuprofen and Tylenol together work well for pain.

Derek Escalara caught a 40-pound dolphin that introduced the hook to his foot – but he stayed out fishing!

Illnesses and Serious Health Conditions

Medical illnesses and emergencies can occur offshore. Seasickness is the most common malady that can ruin the day for a fisherman. In a susceptible person, seasickness is best treated the night before with a transdermal patch. If symptoms occur after you are underway – fresh air (keep the person from staying in the cabin), eyes on the horizon and meclizine (a motion sickness drug) are the first line of defense. If nausea and vomiting occur, the person should be returned to the bank. The smell of pine trees cures seasickness. Vomiting is serious when it becomes frequent. These people should be returned to shore as quickly as possible.

Overheating is the first symptom of heatstroke. This is best treated with prevention – appropriate clothing and hydration with nonalcoholic and noncaffeinated fluids. Alcohol and caffeine cause dehydration which contributes to heatstroke. Heatstroke can be difficult to diagnose, but if someone is sweating heavily and begins to act strangely they need to be cooled down as quickly as possible. The person should drink cold fluids (avoid beer and caffeine) and get out of the heat. Move into air conditioning if possible and apply ice packs to neck, beneath arms and the groin area (that is where the major arteries carry blood to the legs). You may also apply cold towels to the neck and head.

A 12/0 to the top of the foot is never fun. Photo courtesy Mike Garofalo

Cardiovascular events are unusual but can occur. They require prompt recognition, treatment and rapid evacuation to an emergency room. If a person experiences the acute onset of chest pain, sweating, pallor (losing color in someone’s face) and nausea, treatment for a potential heart attack should be initiated. He or she should be given two aspirin pills to chew (so that it enters the bloodstream faster) and swallow with a sip of water. The person should then placed at rest with his or her feet elevated and monitored continuously. Evacuation should be started immediately. If the person loses consciousness and pulse, CPR should be started immediately and defibrillator attached if available. The defibrillator’s artificial intelligence will talk you through the defibrillation.

A stroke is another event that demands early recognition and prompt evacuation. The acronym FAST is used for diagnosis. F- facial drooping, A- arm weakness, S- slurred speech, T- Time is of the essence. The quicker the person can get to the emergency room, the better the chance is for recovery.

Mac Robinson waiting for a doctor at the Green Turtle Cay Clinic in the Bahamas.

The care of diabetic problems should start by knowing if anyone on board is a diabetic. These people should be well versed in the care of their chronic disease – if not, they should stay on shore. If someone with diabetes travels offshore he or she should do so with medication and a glucometer. Diabetes requires the management of blood sugar to avoid potentially fatal episodes. How do you recognize a potential problem in one of your diabetic boat guests? What should you do?

Nick Rizopoulos’ left foot with an infection caused by a dropped rod butt.

The symptoms of low blood sugar include: nervousness/anxiety, weakness, trembling, sweating, rapid heart rate and decreasing consciousness. The treatment is checking one’s blood sugar. If it is less than 70 mg/dL, treat with sugar – hard candy, sugar water or sugary soft drinks. The symptoms of high blood sugar (ketoacidosis) are: excessive thirst/urination, fatigue, nausea and vomiting, hot, flushed skin, and drowsiness leading to sleep. The treatment is to check one’s blood sugar. If it’s over 300 ml/dL with the above symptoms the person needs to be evacuated ASAP and fluids need to be pushed (drink lots of non-sugar drinks – Gatorade or water).

Mate Andy Hollen’s hand after a 20-hour fight with the 3rd place blue marlin at Poco Bueno.

An allergic reaction can range from swelling and itching of the skin to anaphylactic shock. If a person experiences a minor allergic reaction he or she should be treated with Benadryl and ice packs. If the patient begins to experience significant facial swelling and or difficulty breathing, he or she needs to be injected with an Epi pen and transported to the emergency room as soon as possible.

Options for Medical Evacuation at Sea

No matter how prepared or equipped the boat or the crew is, there could come a time when the only option is to evacuate someone to the hospital. The following is a break down of two options for at sea or international rescue.

United States Coast Guard:

The following are a few tips provided by the US Coast Guard. They provide some background on what to expect should you need assistance offshore:

1. Have a VHF-FM marine-band radio on board at all times. You can use channel 16 to send distress calls.

2. Have a registered electronic position indicating radio beacon or EPIRB onboard. In case of emergency, it can be activated either manually or automatically to send out your position. You can register your EPIRB for free at beaconregistration.noaa.gov.

3. A person locator beacon is also a good tool to have. It can send out emergency distress signals when needed.

4. Download the free Coast Guard app. You can use it to call emergency assistance.

5. You can also file a float plan. A float plan is like a schedule detailing your activities, when you leave and when you get back. You can file it through the Coast Guard app or the Coast Guard Auxiliary website. You should share it with family and friends so for some reason if you don’t show back up when it’s written, the Coast Guard can be notified and help can be sent.

Global Rescue:

Global Rescue is a subscription service that provides medical evacuation or security extraction services to travelers – including those on a boat. Global Rescue offers both individual and family plans ranging from seven-day windows to annual plans. Individual plans start at $119. The service provides great peace of mind when you are traveling internationally or ranging far from shore.

Global Rescue’s Bill McIntyre provides some context about the service. “Global Rescue membership provides members with medical advisory and evacuation services while they are traveling. These services are in effect any time they are more than 100 miles from home while your membership is active, domestically as well as abroad. We will arrange and cover the cost of an emergency evacuation from the point of injury or illness to the nearest well-equipped hospital or facility. If a member requires additional hospitalization, Global Rescue will transport to the member’s home country hospital of choice once he or she is stable and fit-to-fly,” McIntyre relates.

A USCG helicopter crew can be the difference between life and death in the event of an emergency offshore. Photo courtesy U.S. Coast Guard

How does it work? The first step for preparedness is setting up a membership. An annual family medical and security package runs $1,155. Once this is active, if you run into a problem or issue you contact the service. “Global Rescue may be reached 24/7/365 at 617-459-4200 or memberservices@globalrescue.com. Members may contact us at by cell phone, satellite phone, email, or via our mobile application, My Global Rescue,” McIntyre explains.

“It is important for captains to be aware of the challenges that offshore trips may present so that they have realistic expectations. Any time a Global Rescue member is more than 100 nautical miles away from the coast, rescue can require the assistance of ships in the area or the local coast guard. While we will exhaust all available resources to provide our services, rescue could involve significant delays. As always, our advisory services would be available 24 hours a day regardless of one’s location,” she says. “In the event of an emergency, we require two-way communication. Once Global Rescue is contacted by a member, our Operations team will remain in constant communication with that member and the medical team treating that member.”

A rescue swimmer from Air Station Elizabeth City drops to rescue a man suffering chest pains and trouble breathing 67 miles northeast of Cape Charles, Va. Photo courtesy U.S. Coast Guard

Conclusion

I hope this information will help you be better prepared to deal with the unexpected. Preparedness is the mainstay of every successful fishing trip. The best case scenario is that your boat includes all the necessary medical supplies, equipment and training and never needs to use any of it.

Ron Rule: John Wayne in a Pair of Tevas

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Boss Man Chronicles: Profiles of Boat Owners

The Boss Man Chronicles tells the story behind boat owners and the operations they make possible. In this, the first installment, we showcase 88-year-old Ron Rule who owns the Fuujin, a 54-foot Viking based in Los Sueños. Rule still catches blue marlin stand up…

By Ric Burnley

Ron Rule got bit by the marlin bug on a trip to Orange Beach, Alabama in the 1980s. “We were buying a boat and figured we’d do some fishing while we were visiting,” Rule remembers. He was living in Michigan at the time and wanted a boat to fish the lake. While in Alabama, Rule entered a Mobile Big Game Fishing Club tournament. He fished three days and almost won top prize. “We never took the boat to Michigan,” he laughs.

Rule named his new boat Fuujin after the Fighting Fuujins – the Fourth Fighter Squadron of the US Airforce. The squadron is named for Fuujin, the Japanese god of the wind. During the Korean War, Rule flew with the Fourth as a rear seater. “My job was to navigate the plane through bad weather or at night.”

After Rule left active duty, he spent 29 years in the Air Force Reserve. When he wasn’t defending the nation, Rule worked his way up the corporate ladder until he was recruited to take over control of United States Playing Card Company, makers of the famous Bicycle and Aviator brands. “I turned the company around and eventually bought control.”

Rule with Captain Immy Kitchell aboard the Fuujin.

Once the business was in the black, he sold it back to the investors and retired. Rule’s golden years didn’t last long. “My son, Brad, suggested I buy a company, so I bought a hamburger restaurant.” He’s built the chain to 75 stores and Brad runs day-to-day operations. Rule laughs, “I get the best of both worlds, my son runs the company and I come in a couple times a month.”

This arrangement leaves Rule with plenty of time for fishing. After a great run in Orange Beach, Rule sold his boat. “I went fishing in Costa Rica and decided I wanted my own boat.” He had a 54-foot Viking built and shipped to Golfito in 2009. “The boat has never known any other water.” In 2012, Rule hired Captain Jimmy Kitchell to run the new Fuujin. The team has fished in some of the biggest tournaments, but these days they focus on smaller events and fun fishing. “Ron has been fishing tournaments for 40 years,” his captain explains.

Kitchell calls Rule his boss and mentor, and stepfather. “I introduced him to my mom and the two got married!” Kitchell laughs. He says Rule is a dedicated angler. “He fishes all day holding the line,” Kitchell marvels.

Rule is tough, too. On one fishing trip, a sailfish charged the boat and jumped into the cockpit. “It hit Ron on the shoulder and bounced off,” Kitchell says. Rule had black slime on his shirt. Kitchell chuckles, “He’s John Wayne in a pair of Tevas.” If that endorsement were not enough, Rule is also 88 years of age.

Ron Rule catching blue marlin stand up at age 88.

The team recently took a trip to the FADs off Costa Rica where they released 22 marlin in two-and-a-half days. “That’s a real load!” Rule gets excited. The crew lucked into a calm weather window during a full moon. Kitchell adds, “Ron caught 12 of the fish. He was standing by his rod until the last minute.”

Rule remembers another trip when they released 42 sailfish. “There’s no better fishing than Costa Rica,” Rule says. After ten years fishing out of Los Sueños, he still loves the area and people. “We like to go out and fish, it’s a great place to have a good time.”

Most recently, Rule has become involved with Freedom Alliance, an organization that gives veterans meaningful experiences. Fuujin, along with a group of Los Sueños boats, hosts wounded warriors for fishing and relaxation. “It is good for them and good for me,” Rule says. For the moment, when a big fish is on the line, everyone forgets everything and focuses on the action. Later, the memories help to ease the pain. “These guys have seen some bad stuff,” Rule says.

Rule enjoyed the experience so much he hopes to host Freedom Alliance veterans at his recently-purchased ranch in Montana. “We have a stream called Fish Creek,” he says. The ranch also offers accommodations for therapeutic horse riding.

At 88 years old, Rule hasn’t stopped exploring. “People asked why I bought a ranch when I don’t know anything about ranching,” Rule laughs. “I tell them, ‘That’s why I bought the ranch!’” Rule takes that attitude to every endeavor, which explains his passion for offshore fishing. “It’s always interesting,” he says.

Kona’s Capt. Shane O’Brien: $2.7 Million in Tournament Winnings at Age 30

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CAPTAIN SHANE O’BRIEN
Strong Persuader
43 Merritt, Kona, Hawaii
Wild Hooker: 68 Blackwell
Cabo San Lucas, Mexico
Owner: Allen Stuart

By Charlie Levine
Multigenerational fishing families run deep in Kona, Hawaii. The Big Island breeds good fishermen because the well-worn skills are handed down from captain to son (or daughter). Once inherited, fishing ability is modified, improved upon – rinsed and repeated. Thirty-year-old Captain Shane O’Brien is definitely part of that tradition.

Shane’s father, Fran O’Brien is one of the best wiremen in the business. He’s pulled on more granders than any other person in Kona. When Capt. Bart Miller had the notorious 1,656-blue marlin on, Fran jumped over from Bobby Brown’s No Problem and wired the fish. His fishing acumen runs deep, and he has passed it down to Shane. While the two O’Briens never fished together much  professionally, the elder captain opened many doors for his son.

“My dad introduced me to everyone and made it easy to get in the fishing business here,” Shane says. “He gave me every contact in the world.” At 12-years-old, Shane scored his first fishing job as a mate on a small charter outfit, making a whopping $20 a day. “I would’ve done it for free,” Shane says. “On the first day we caught a 465-pound marlin and I got to gaff it. Th at was the first fl yer I ever threw. He probably gave me a little more freedom than he should have, but I’m glad he did. It worked out.” Shane never looked back.

The next captain to take Shane under his wing was Kerwin Masunaga, a commercial captain and just about the fishiest guy you could meet (Masunaga was named InTheBite Hawaii Division Captain of the Year in 2017 and 2018). Together they’d target tuna, wahoo and a lot of bottom fish from Masunaga’s 34-footer. They’d run two- to four-day trips down to the southside of the island. It was a quick education for Shane in a range of fishing types, as well as boat handling and tackle prep.

O’Brien’s Kona dream machine – the Strong Persuader, a classic 43-foot Merritt.

When he turned 16, Shane started crewing one of the better charter boats, Foxy Lady, with Capt. Boyd Decoito during the summer. When he was 17, he got his first big tournament win. Th e boat took home $112,000. Th at win changed everything. Not only did he put some money in his pocket, he got to win with Allen Stuart – the man who would ultimately hire Shane to fish tournaments in Cabo and the Gulf Coast.

“When you win a big tournament like that, especially at 17… I was just high on life,” Shane says. Later that year Shane fished the Bisbee with Allen on the 61-foot C-Ya. They caught a couple small fish and didn’t place in the money but it was the same year that the crew on Bad Company won $3.9 million. “It was exciting to be around that kind of money,” Shane says. And seeing that crew accept that big check put an image in Shane’s mind of what he wanted to achieve as a captain. He didn’t wait long and got his captain’s license when he turned 18.

In 2007, Stuart bought the Five Star, a beautiful 1979, 43-foot Merritt stationed in Kona and named it the Strong Persuader. Aussie captain Craig Denham ran it and Shane worked under him and would fill in when Denham was gone. Before long, Shane was running the boat full time. “I’d decided I wanted to be a captain after I met my boss and knew there was longevity with him,” Shane says. “So many guys blaze in, fish one or two years and get out. With Allen, as far as fishing goes, he truly enjoys it.

He’s not doing it for the glory, or fame. He has a good time and has traveled the world.” For the first few years running the boat in Kona, Shane would fish with Allen three to four weeks straight in June and July. “We’d go hard,” he says. “We’d be the first to leave and come back after everybody was in. We’d stay out on the grounds overnight to get more fishing time in.” Their drive paid off. Shane and Allen won the second tournament they fished that year, the Skins, and took home $130,000. “As a brand new captain, it was exciting. It gave me a lot of drive,” Shane says. The operation expanded. Allen added the Wild Hooker, a 61-foot Blackwell stationed in Cabo and a second Wild Hooker, a 68 Blackwell to fish the Gulf of Mexico tournament circuit. They were soon fishing 10 to 14 events each year.

A young captain with an impressive tournament resume, Shane O’Brien is a name to remember.

They’d start pre-fishing the Gulf in April and May to get ready for the tournaments in Alabama, Mississippi, Louisiana and the Florida Panhandle. When those tournaments were done, they’d park the boat, fly to Hawaii
and fish four or five more events including the World Cup. Then it was back to the Gulf for late July. Sometimes they’d add in some Texas tournaments. Then off to Baja for the Bisbee’s and Los Cabos. That’s a lot of water and a lot of different styles of fishing.

“Live-baiting is pretty familiar to me, growing up in Hawaii,” Shane says. “The biggest difference is navigating the Gulf. We’d run 300 miles one way to fish these rigs in the middle of the Gulf. Then we’d go back to Hawaii where you might put the lures in one mile offshore. You’re always adapting but it’s the same core principles. Current, water temperature and structure and the basic ingredients for blue marlin. Then you put a few twists on it by networking with local boats.” Fishing in the Gulf can be excellent, but it’s a lot of effort and a lot of fuel. Shane says it wasn’t uncommon for them to burn 3,400 gallons a trip.

Like any good captain, a large portion of Shane’s responsibility takes place below the waterline. Fixing systems, updating electronics and when you have an old Merritt, a lot of varnish work. Being from Hawaii, where there is not an abundance of tradesmen around, you have to learn how to care for your boats yourself. That’s something he learned from his father – and the many other top captains in Kona. “All of the guys out here
are so good, and almost all of them helped me,” he says. “They’re always open with information, always answering questions. A lot of the captains here feel like my uncles.”

Shane’s boss just sold the 61 Blackwell and moved the 68 down to Cabo so the operation is purely Pacific now, but he’s still fishing the Gulf on friends’ boats. It’s hard to resist the opportunity to add some more trophies and dollar signs to the $2.7 million he’s already been a part of in his young career.

A young captain with an impressive tournament resume, Shane O’Brien is a name to remember.

Double Zero: The Importance of Hiring a Crew

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Double zero is the term we have used in this business for as long as I can remember. It stands for owner/operator, or boats with no crews. Having a boat without a dedicated crew doesn’t make sense. The owners of these boats may think they are saving money by hiring a wash down and wax crew to keep their boats shiny two days a month. Some owner/operators think that’s all there is to it!

Some of these owner/operators don’t seem to realize just how much more there is to maintaining a fifty, sixty, or seventy- foot sportfish boat. On numerous occasions, I’ve witnessed double zeros come down to the dock with their friends and guests to use their boat. The boat is clean and shiny, but for some reason it won’t crank. Maybe one engine cranks, but the other one won’t. Or, the AC is not working, and it’s hot as blazes on the inside.

Maybe the pumps have burnt up because the sea strainer has been clogged for days, or the water manifold is leaking because of electrolysis. Maybe the bilge is full of water, bonding wires are broken, or the water maker won’t work for lack of maintenance. The ice maker may be tripping the breaker or the windless is frozen from lack of maintenance. You get the picture! (Turns out that keeping a sportfisher in working order can be a full-time job—or full-time jobs for three people)!

These are just a few of the many systems on the boat that need continual maintenance. The sad part is now the owner and all his friends are standing around on the dock in hopes that a crew from another boat can help him get his boat up and running so they can go have fun. All the money he thought he was saving just goes into repairs that could have been avoided if he had a good crew. Maybe he wants to just drive the boat? I say go ahead and drive the boat, but keep a good crew on so when you come down it’s drivable. Also, remember one of the top customers for prop shops are owner/operators!

In my opinion, at the very least, you should have one full-time captain on the payroll. That said, it sure makes it tough for one man to be left in charge—especially if the boat is being moderately used. Using freelance mates is an option; however, there have been several situations I’ve seen where the owner calls and wants to go fishing or use the boat for business or pleasure, and the captain is left scrambling to find help because everyone is busy. If you are going to operate a boat like this, it is a must to schedule your fishing and boating events well in advance so the captain can book freelance help. Even then that can backfire.

With a good crew on board you will save time and frustration but, of course, that only happens when the crew is “good.” That’s a whole other story. With a hired crew, you’ll catch more fish with less headache for sure. We haven’t even talked about the safety issues being an owner/operator. Bottom line is if you can’t afford a full-time professional crew. you might want to consider putting your boat up for sale and chartering until things improve. From my perspective, the cost of hiring a full-time crew for a sportfish boat should be considered not a
luxury item, but part of the operating cost of the boat itself—like dockage, fuel, and everything else that you need for things to work properly.

– That’s my two-minute warning. Fraz