RedactedNarrative: Approximately four hours before the accident, subject beached his vessel by Fort Matanzas, and with the outgoing tide, became grounded.  After approximately four hours, Operator1 was able to get his vessel (V1) off of the sand bar and headed South, towards Bing's Landing. Operator1 said that he never operates his vessel at night.
  
  Operator2 was operating his vessel (V2), heading North to go fishing from Bing's Landing.  Operator2 said operates his vessel at night very often. 
  
  V1 did not have proper navigation lights, only white running lights on either side of the console, below the gunwale. V2 had all of the proper navigation lights on.
  
  V1 was heading South on the East side of the channel. V2 was heading North on the East side of the channel. V1 began to make the slight left turn, coming out of Matanzas Inlet.  V2 began to make the slight right turn to go into Matanzas Inlet.  Operator1 said he was operating V1 at approximately 10-20mph. Operator2 said he was operating V2 at approximately 10-20mph.  V1 saw V2 and made a sharp left evasive maneuver.  V2 saw V1's wake and made a sharp left evasive maneuver.  V1 struck V2's bow and glanced off to V1's port side. V2's occupant was ejected from the vessel and sustained a small laceration to his abdominal area, and left shin area. V2's operator, Operator2, recovered V2 occupant from the water. Operator2 called 911 and reported a hit-and-run. V1's engine shut off from the crash and couldn't get it started right away; and started drifting South.  The engine finally cranked, but did not have forward operation capabilities, so Operator1 went back to the scene using reverse. 
  
  I, Officer, with the Florida Fish and Wildlife Conservation Commission (FWC), and Officer arrived on scene at approximately 2225 hours.  I separated the people involved, interviewed them for the boating accident investigation and then read Operator1 and Operator2 Miranda Rights.  
  
  Operator1 spontaneously uttered that the accident was his fault, because he did not see V2 until "it was too late." - This was the first thing he said after I introduced myself. Operator1 said that he was close to the green buoy, on the East side of the channel when the accident occurred. Operator1 also said that he does not operate his vessel at night because he does not have the proper navigation lights, and he knew this before he launched his vessel.  Operator1 said he only had the white running lights on the console on at the time of the accident. Operator1 also stated that the vessel that he struck had the red and green navigation lights on.  I had dispatch run Operator1's vessel for previous violations and found that earlier that day, Officer, with FWC, issued 2 safety equipment warnings to Operator1. 
  
  Operator2 said that his navigation lights were on, and that he never saw V1.  Operator2 said he only saw the "white wash of the wake" coming off the bow of V1; that is when he took his evasive maneuver. Operator2 said he was on the side of the channel closest to the green buoy when the vessels collided. 
   
  V2 occupant sustained small lacerations to the left side of his abdomen and his left shin.  The injuries were caused by the collision of the vessels and he was ejected from V2.  V2 occupant received medical treatment from EMS at the scene and was released.  He refused transportation to the hospital.
   
  