LSA Flashcards
What does a Solas pack A liferaft contain?
Markings on a Liferaft
• The makers name or trade mark;
• A serial number;
• The date of manufacture;
• The name of the approving authority;
• The name and place of servicing station where it was last serviced;
• The number of persons it is permitted to accommodate.
Boarding liferaft actions
Primary Actions
Once survival craft are in the water, the following actions and procedures should take place:
• Assist other survivors to board craft. Use safety knife provided. Manoeuvre clear from ship’s side or obstructions.
• Reduce the rate of drift. This allows survivors to reach the craft and helps keep craft at location of casualty. Ideally hold entrances at angle to weather as it helps to prevent capsizing.
• Keep out of water (sea or rain) and wind. Allow natural body heat of survivors to warm interior air. When warm and atmosphere is heavy and uncomfortable, adjust ventilation. A very small opening should be sufficient.
• Insulation – Inflate the floor of the raft. Seaworthiness – Remove excessive water. Check for damage. Repair or plug if necessary. Check position of inflation (topping up) valves.
HRU how it works
Rescue Boat Launch
To make it safe it must be PRACTISED on a regular basis and it must be executed according to a set routine.
The MCA have issued guideline as to how this evolution should be practiced. MSN 1722 lists these considerations, which may be summarized as follows:
• There must be a toolbox talk prior to any launch, dropping anchor, etc.
• There is no legal requirement to practice launching underway but if such a
practice is carried out it should normally be carried out at anchor or alongside
where there is sufficient movement between the vessel and the water.
• Drill should only be carried out under the supervision of an officer
experienced in such drills. Provision should be made to render assistance if necessary e.g. by preparing another boat. Instructions on procedure should be given to the boat crew before commencement.
• Lifejackets and immersion suits (where appropriate) and head protection should be worn.
• 2-way radiotelephone comms. between rescue boat, the bridge and the i/c of lowering should be established.
• During lowering and recovering the propeller of the ship should be stopped on that side if practicable (in most yachts, which are relatively small, this will probably not be practicable as it would slew the ship very quickly).
• The boats engines should be running before it enters the water.
• The practice should be followed by a de-brief.
The text of the M Notice states that none of the above stipulations are intended to inhibit launching drills carried out on such ships where drills are carried out on a regular basis with a fully trained and experienced crew. Yacht crews launch and recover the tenders on such a regular basis and in such a variety of conditions that many yachts carry considerable expertise in this area. It would not be too difficult for some yachts to develop the habit of launching underway as a routine procedure for example approaching an anchorage; instead of launching a RIB after anchoring it could be launched during the approach and be immediately available to the owner. This enhances the performance of the yacht whilst providing good practice for any future man overboard.
The crew of the rescue boat should never be in the boat when it is slung inboard;
it should be manned when it reaches deck level and when recovering the boat, the crew should step out as it reaches deck level before it is swung in. It is the custom in professional yachts for evolutions such as launching a tender to be carried out quietly and quickly with the minimum of fuss to avoid disturbing or alarming the guests - this is one evolution where such an approach is not appropriate. The person in control of the evolution should give clear and concise ORDERS which must obeyed smartly. The precise method of launching will vary according to the launching equipment fitted and type of boat carried. Advice should be sought from manufacturers. Detailed instructions for this should be contained in the “Training Manual” required by the regulations. To be able to safely launch a rescue boat underway the following equipment needs to be carried:
• An approved boat with the engine connected to a fresh water cooling hose.
• An approved launching arrangement. It must be in accordance.
• A boatrope - effectively the bow line of the boat. When it is released into the
water it will fall back on this and be towed by the mother vessel until ready to
proceed.
• An approved release mechanism in accordance with the above regulations.
The most common type is the RFD hook - it needs to be able to release the
boat swiftly as soon as it reaches the water.
• Tending lines - to steady the boat as it is being maneuvered on the davit.
EPIRB
06 MHz EPIRBs work with the Cospas-Sarsat polar orbiting satellite system, giving true global coverage. There is an alert delay of about 90 minutes dependant on when the satellites come into view on the horizon.
The satellite can determine the position of your EPIRB to within 5km (3 miles). The coded message identifies the exact vessel to which the EPIRB is registered. They can then home in on 121.5MHz to locate the casualty.
Sarts
A Search and Rescue Transponder (SART) is a self-contained, waterproof radar transponder intended for emergency use at sea. The radar-SART is used to locate a survival craft or distressed vessel by creating a series of dots on a rescuing ship’s radar display. A SART will only respond to a 9 GHz X-band (3 cm wavelength) radar. It will not be seen on S-band (10 cm) or other radar. Shipboard Global Maritime Distress Safety System (GMDSS) include one or more search and rescue locating devices. When a radar signal is received from a ship or aircraft, the S4 Rescue automatically transmits a response signal, which clearly identifies the survival craft on the radar screen by means of a stream of 12 in-line dots. Once activated the S4 will remain in standby mode for over 96 hours. SARTs are typically cylindrical, about the size of a person’s forearm, and brightly coloured.
Emergency lighting
Emergency lighting
Solas – Part D Reg 43 The electrical power available shall be sufficient to supply all those services that are essential for safety in an emergency, due regard being paid to such services as may have to be operated simultaneously. The emergency source of electrical power shall be capable of supplying simultaneously at least the following services for the periods specified hereinafter, if they depend upon an electrical source for their operation: For a period of 18 h:
• The navigation lights and other lights required by the International Regulations for Preventing Collisions at Sea in force;
• On ships constructed on or after 1 February 1995 the VHF radio installation required by regulation IV/7.1.1 and IV/7.1.2; and, if applicable:
For a period of 18 h:
• All internal communication equipment as required in an emergency;
• The shipborne navigational equipment as required by regulation V/12;* where
such provision is unreasonable or impracticable the Administration may waive
this requirement for ships of less than 5,000 gross tonnage;
• The fire detection and fire alarm system; and
• Intermittent operation of the daylight signalling lamp, the ship’s whistle, the
manually operated call points and all internal signals that are required in an emergency; unless such services have an independent supply for the period of 18 h from an accumulator battery suitably located for use in an emergency.
• For a period of 18 h one of the fire pumps;
• The steering gear where it is required to be so supplied by that regulation.
