NTSB Safety Alert

June 9, 2013

Good preparation and proper use of safety equipment is key.
 
Although this safety alert stems from and relates to a commercial vessel its recommendations are very important to the broad spectrum of commercial, deep sea, recreational boating, and other types of seagoing and coastal water operations.

 The problem
The NTSB recently investigated an accident that required the crew to abandon a weather-damaged liftboat in near-hurricane-force conditions.1 Several problems leading up to and during the vessel abandonment negatively impacted the 10 crewmembers’ probability of survival once they were in the water, and four of them died as a result:

• The company hurricane plan did not account for rapidly and locally developing low pressure weather systems. This reduced the crewmembers’ ability to properly plan for the developing storm and to make an early decision to leave the vessel through routine means before the onset of the storm.

• The vessel had recently been equipped with two new inflatable throw-over-type liferafts. However, the liferafts were inflated on deck instead of in the water when the crew prepared to abandon the vessel. This led to the liferafts blowing away from the vessel and vanishing in the high winds and seas. The crewmembers ended up clinging to a lifefloat, which, unlike the liferafts, did not provide out-of-water flotation, shelter from the elements, and nonperishable food anddrinking water.

• Although the crewmembers had gathered additional food, drinking water, and other supplies while preparing to evacuate, they failed to take these with them.

• The vessel was equipped with an emergency position indicating radio beacon (EPIRB), which if activated would have quickly alerted authorities and narrowed the search area. However, the crewmembers did not take the EPIRB with them 1 Personnel Abandonment of Weather-Damaged US Liftboat Trinity II, with Loss of Life, Bay of Campeche, Gulf of Mexico, September 8, 2011. The report is available at www.ntsb.gov, under report number NTSB/MAR-13/01. when they abandoned the vessel. As a result, they spent 3 days in the water before search and rescue assets were able to locate them.

What can mariners do?
• Develop and execute a thorough weather preparedness plan. Ensure that your plan takes into account surface low pressure systems, nontropical storms, and other weather systems that may form rapidly and locally. (For example, not all hurricanes approach from the east.)

• Ensure you know how to use safety equipment. Don’t wait until a real emergency to find out whether you know how to properly use lifesaving equipment. Instead, include in your regular weekly or monthly drills a thorough step-by-step assessment of all such equipment, especially liferafts, which can’t actually be deployed during drills.

• Plan before evacuating. Before an emergency, ensure you know your assigned duties and responsibilities?such as who’s bringing what supplies?and ensure the responsible person is aware of the location of those items.

• Drill as if it is a real emergency. Conducting realistic drills gets the attention of crewmembers, builds their confidence and proficiency in emergency response procedures, and reinforces a strong safety culture. Review drill performance with crew to identify areas for improvement.

• Even in coastal waters, plan for the worst. Despite being close to shore and/or in a normally high-traffic waterway, don’t assume that others will be able to come to your immediate aid, especially if your location changes. Be physically and mentally prepared for the possibility of a prolonged exposure situation.

• Follow your plan. In emergency situations involving high stress and exhaustion, ensure all aspects are covered by running through step-by-step emergency procedures in accordance with established checklists. Use shoreside support resources to assist you with this.

• Don’t forget the EPIRB. The EPIRB is a vital piece of equipment that can significantly shorten the time necessary to locate and rescue you. Take it with you! In addition, carry a personal locator beacon (PLB); it is an inexpensive and effective device.

• Stay together in the water. Search and rescue personnel will more easily spot a group of people in the water than dispersed swimmers.

Composite Propane Cylinder Recall

May 30, 2013

Attention: All Retailers, Distributors and Users of Composite Cylinders manufactured by The Lite Cylinder Company,

Subject: Emergency Recall Order

The US Department of Transportation has issued an “Emergency Recall Order” for all LPG composite cylinders manufactured by The Lite Cylinder Company as per the following Emergency Order No. 2013-002. The recall notice specifically identifies those cylinders manufactured under DOT-SP 14562 (and DOT-SP 13957 as authorized therein), DOT-SP 13105, any cylinder re-qualified under H706, and any cylinders manufactured under M5729.

Lite Cylinder Company has submitted a Petition for Review with DOT seeking to amend several portions of this Recall Order. It is unknown as to when or to what extent, if any, portions of this recall may be modified. Until such time, users of this product are directed to immediately cease use of the cylinders identified in the recall.

All cylinder sizes are involved in this recall: 10#, 20#, 25# and 33#

Please note that the directive states “Under no circumstances should a cylinder described in this emergency recall order be filled, refilled, or used for the transportation of hazardous materials.” The cylinder’s identifying markings may be found on the label affixed to the dome of the cylinder.

To effectively comply with this recall, cylinder owners must:

1. Take proper safeguards in identifying and handling the affected cylinders identified in this order.

2. Cease use of all specified cylinders until notified of DOT response to Petition for Review.

3. Arrange to have all propane gas removed from cylinder. This should only be done by qualified persons, trained in handling cylinders in accordance with Federal regulations. (Note: All propane dispensing agents should meet this criteria.) This person must discharge all gas, purge, and remove the valve per the recall.

4. Return the empty, purged, valve-less cylinders, to the manufacturer, freight prepaid, at:

The Lite Cylinder Company
139 Southeast Parkway Court
Franklin, TN 37064

Please note that Lite has petitioned to amend Recall Order to allow specified cylinders to be field destroyed. We will promptly advise if Order is so amended.

While Lite is in sharp disagreement with the extraordinary and overwhelming harshness of this action, we will make every reasonable effort to comply. We clearly recognize there are associated financial implications as well as considerable inconvenience to our loyal and valued customers. Our team is currently trying to assess solutions to address these concerns and will communicate a response at the earliest possible date.

The Lite Cylinder Company

A copy of the Recall Order (3 pages) is attached for your reference:

MAY Z.4 2013
UNITED STATES DEPARTMENT OF TRANSPORTATION
Pipeline and Hazardous Materials Safety Administration

The Lite Cylinder Company
Order No. 20 1 3-002
139 Southeast Parkway Court
Franklin, TN

37064 Docket # PHMSA-2013-0123

EMERGENCY RECALL ORDER

This notice constitutes an Emergency Recall Order by the United States Department of Transportation (DOT) pursuant to 49 U.S.C. § 5121(d) and 49 CFR § 109.17(c); and pursuant to delegation of authority to the Associate Administrator, Pipeline and Hazardous Materials Safety Administration (PHMSA), Office of Hazardous Materials Safety. By this Order, PI-IMSA is mandating a recall of all cylinders manufactured by The Lite Cylinder Company, Inc. (Lite Cylinder) and marked as authorized under DOT-SP 14562 (and DOT-SP-13957 as authorized therein), DOT-SP 13105; any cylinder requalified under H706; and any cylinders manufactured under M5729 (hereinafter referred to as affected packaging(s)). In addition, this order applies to any person who is in possession of an affected packaging subject to this order. PHMSA finds that the affected packagings constitute or are causing an imminent hazard to public safety. For more detailed information see "Background/Basis for Order" below.

THIS ORDER APPLIES TO:
I) Lite Cylinder, its officers, directors, employees, subcontractors, investors and agents ("Lite Cylinder"); and
2) Any person who is in possession of an affected packaging, including any officers, directors, employees, subcontractors, investors, and agents of said person (for purposes of this Order, "Cylinder Owners").

Under no circumstances should a cylinder described in this emergency recall order be filled, refilled, or used for the transportation of hazardous materials.

EFFECTIVE IMMEDIATELY. LITE CYLINDER MUST:
1) Contact all Cylinder Owners to whom affected packagings have been sold and inform them of the Emergency Recall Order and provide them the proper and necessary instruction and information for the safe handling and discharge of hazardous material and for the return shipment of cylinders no later than five business days of this Order. The information must include instruction that directs Cylinder Owners to use only qualified persons, trained in handling cylinders in accordance with Federal regulations, and to safely discharge, purge, and remove the valve from, the cylinder.
2) Confirm that the returned cylinders are purged and emptied.
3) Ensure that the purged and empty cylinders are returned to the manufacturer at the following address:
The Lite Cylinder Company
139 Southeast Parkway Court
Franklin, TN 37064.
4) Provide by email the serial number of each returned cylinder to PHMSA at (referencing"Lite Cylinder" in the subject line) by the close of business daily. Please note any problems that may have been witnessed with the cylinder (e.g. leakage, damage, etc.).
5) Permanently obliterate the special permit specification markings and render them incapable of holding pressure within five business days of possession, including those in inventory.

PHMSA URGENTLY ADVISES CYLINDER OWNERS TO:
1) Take proper safeguards in identifying and handling the affected packaging's identified in this Order,
2) Use the instruction and information provided by Lite Cylinder for the safe handling and discharge of hazardous material and for the return shipment of cylinders. This information will guide Cylinder Owners to use only qualified persons, trained in handling cylinders in accordance with Federal regulations, and to safely discharge, purge, and remove the valve from, the cylinder.
3) Return the purged and empty cylinders to the manufacturer at the following address:
The Lite Cylinder Company
139 Southeast Parkway Court
Franklin, TN 37064.

This Order is effective immediately and remains in effect unless withdrawn in writing by the Associate Administrator or his designee, or until it otherwise expires by operation of law.

Navigation Light Safety Alert

United States Coast Guard                                     
Inspections and Compliance Directorate
Marine Safety Alert 04-13
May 22, 2013
Washington, DC

Navigation Lights - Not!

The Coast Guard has recently become aware of the uninspected towing vessel industry using inappropriate navigation lights that fail to meet the criteria for use onboard any vessel; SEACHOICE Products LED Navigation Light, SCP #03201 shown below. Online research shows many outlets for the sale of this product. It is possible that this product may be in widespread use in the recreational boating industry as well.

The SEACHOICE Products and other catalogs advertise it as a "LED classic navigation light." Packaged individually, the item looks as shown on the left. The package indicates incorrect usage as a "masthead light." When web-searched the retrieved information presents it as a "masthead" or "navigation" light. Neither of these applications are correct and the fixture should not be used on any vessel in an effort to meet the navigation rules.

Masthead lighting requires an arc of 225 degrees visibility and stern lighting requires an arc 135 degrees visibility, for a total range of 360 degrees visibility. Depending on the type of vessel there are also light, color and range of visibility requirements.

The SEACHOICE product SCP 03201 has an arc of 180 degrees visibility and is not applicable to any requirement.

The Coast Guard strongly recommends that owners / operators of any vessel who installed this particular SEACHOICE product (#03201 only) as a masthead, stern or other type of navigation light to remove it and replace it with a proper light that meets the requirements for the vessel and application.


Recreational boaters who have questions should contact the Coast Guard Auxiliary. Commercial vessel owner / operators who have questions should contact the Coast Guard Sector or Marine Safety Unit.

Standards for color, intensity and arc of visibility can be found in Annex I of COLREGs or:
* 33CFR84.13 - Color specification of lights
* 33CFR84.15 - Intensity of lights
* 33CFR84.17 - Horizontal sectors
* 33CFR84.19 - Vertical sectors
*

Special thanks to Coast Guard Sector Detroit for identifying this issue.

This document is provided for informational purposes only and does not relieve any domestic or international safety, operational or material requirement. Developed by the Office of Investigations and Casualty Analysis, United States Coast Guard Headquarters, Washington, DC.

Safety First

I know that phrase has been seriously over used. But it's the first thing that comes to mind when we're planning a project or preparing for a cruise. Sure there are the usual safety equipment requirements for your boat, but there are many other pieces of safety equipment that for us are cruise specific, depending on when and where we plan to travel. We have an entire category for safety on this blog. That's how serious we are about the issue. In preparing Beach House for our upcoming cruise to the Bahamas and the Great Loop, we had different safety considerations than our recent trips along the Atlantic ICW. Being in close contact to land and having had good VHF and cell phone coverage, our communications equipment was satisfactory at the time. Crossing the Gulf Stream, traveling alone across the Bahamas Banks, anchoring in remote areas or crossing the Gulf of Mexico will mean we need to be able to provide for ourselves without outside help for a period of time. It also means we will need to be able to communicate long range in an emergency.

One of the first installations to improve communications was our Icom 802 for SSB and Ham communications as well as email via a Pactor modem. We wrote about the installation in a previous post and have now had the time to use the radio and modem successfully. The radio will give us the long distance communications we need for emergencies and allow us to get important weather information and stay in touch with the many marine SSB and Ham nets. It's great for both safety and keeping in touch with family.

Another important piece of communications equipment that we have installed is a Class B AIS unit from Milltech Marine. The installation was straightforward and connects to our Standard Horizon Chartplotter. We opted to use an separate external GPS antenna for the AIS and, since we are running out of real estate for antennas, a VHF antenna splitter. The Class B AIS allows us to receive other AIS broadcasts as well as broadcast our own information to other boats with receivers. Our past experiences with AIS on Sea Trek has made us firm believers in how effective this piece of equipment can be. Installing a Class B AIS means getting an MMSI number from the FCC for your AIS and any other DSC equipment on board. This can be done at the same time as you file for your radio license.

A liferaft can be a big expense, but out there in the middle of the Gulf Stream or the Gulf of Mexico, it can be comforting to know that you have an alternative to just the dinghy if the ship goes down. It's one of those things you hope to never have to use but shouldn't leave shore without it. We considered renting a raft for the Bahamas trip and the Gulf crossing, but no one has a rental plan that would not cost us as much or more than outright purchasing the raft. It just so happened that the planets aligned perfectly or God reached his hand down at the right time and place (take your pick) and we found a great deal for a liferaft from Landfall Navigation while we were at the AGLCA Rendezvous in Alabama giving a presentation. 

The Coasal Commander seems to be a good fit for the type of cruising we plan to do, and the valise style makes it easy to move around the boat to stow. We plan to have it sitting on the aft deck while doing open passages and then stow it out of sight while close in cruising. We can always sell the raft later if we find we won't need it. 

The EPIRB (emergency position indicating radio beacon) is an absolute must, in our opinion, on any vessel. It can send a distress call to a satellite and get rescuers on their way to your location. A good explanation of how that works can be found here. It can't be stressed enough how important it is to properly register your EPIRB as soon as it is purchased and received. The form should come with the EPIRB or can be downloaded from NOAA here. If you purchase a boat with an existing EPIRB, be sure to update the registration. Your life might depend on it. We chose the Accusat EPIRB without the integrated GPS based on feedback from both suppliers and users. If we had been going long distances offshore, we would have chosen the added GPS for additional safety. We also like the Accusat's non-hazard battery in case we needed to transport it at some point in time. 

A small, but important, item that we probably should have installed a long time ago is a radar reflector. We've done a lot of research on these over the years and the simple Davis units have done better over even the very expensive units in almost every independent test. One thing that ticked me off a bit since we last purchased one is that Davis no longer provides the mounting hardware unless you buy a more expensive package or buy the mounting hardware separately. We have really had a lot of negative feedback from boaters on Davis equipment in general over the last few years, but the radar reflector has not changed in design, so there is little chance of any kind of failure. We made our own bridle to haul it up one of our flag halyards. 

This is by no means a complete list of our safety equipment. We consider our radar, VHF radio, depth sounder and even our Chartplotter all significant safety equipment. Anything that helps us get from point A to point B or provides a service to the vessel or crew in an emergency is critical safety equipment. Even safety gloves or goggles while working on the boat is part of the list. Every Skipper will have their own preferences, as the equipment will be as extensive as the voyage demands or the bank account can afford. But you can't put a price on health and well-being of the boat and crew. So let us hear from you. What do you consider essential safety equipment on your boat?

PROBLEM WITH MUSTANG INFLATABLE PFDS

Distributed by the Office of Investigations and Analysis: Http://marineinvestigations.us

October 4, 2012 Alert 3-12
Washington, DC
PROBLEM WITH MUSTANG INFLATABLE PFDS

The Coast Guard has become aware of certain Mustang Survival Inflatable PFDs with Hammar MA1 hydrostatic (HIT) inflation systems which may not inflate and require a new re-arm kit to properly  inflate by manual or automatic activation. This safety alert identifies which products are affected. Certain inflatable PDFs may be subject to delayed or non-inflations. To determine if you are impacted please follow the instructions below.

USCG Approval Mustang Product
N/A MA7214 HIT inflatable re-arm kit
N/A MA7218 HIT inflatable re-arm kit for LIFT
160.076/8611/0 MD0450 Inflatable Vest PFD with LIFT
160.076/5204/0 MD0451 Inflatable Vest PFD with LIFT (no harness)
160.076/5201/0 MD3183 Deluxe Inflatable PFD with HIT
160.076/8608/0 MD3184 Deluxe Inflatable PFD with HIT (with harness)
160.076/5300/0 MD3188 Inflatable Work Vest/PFD with HIT
160.053/116/0 MD3188 Inflatable Work Vest/PFD with HIT

If you have a re-arm kit MA7214 or MA7218 you need only to check the lot number on the CO2 cylinder label. If your CO2 cylinder is marked with lot numbers 404121 or 404122 please contact Mustang Survival’s customer service group at the number below.

If you have a PFD listed above refer to the sewn-in approval label to determine if it was “Made in Canada” and the “MFG DATE” is April or May 2012. If so, you will need to check the lot numbers of the CO2 cylinder. The CO2 cylinder lot number is visible through the yellow bladder fabric. Manually unpack your PFD by opening the zippers and unfolding your PFD. Find the CO2 cylinder that is attached to the round inflator within the yellow bladder. Press the yellow bladder fabric against the cylinder to read the label to view the lot number through the fabric. If your CO2 cylinder is marked with lot numbers 404121 or 404122, please contact Mustang Survival’s customer service group for instructions and to arrange for a replacement inflator assembly.

All other CO2 cylinder lot numbers are satisfactory. Repack your PFD so it is ready for use per the instruction manual. Mustang Survival Customer Service Group: 1-800-526-0532

Additional information is available at www.mustangsurvival.com/HIT. Please note the following photographs.

Distributed by the Office of Investigations and Analysis: Http://marineinvestigations.us To subscribe: Kenneth.W.Olsen@uscg.mil

Photograph showing view of lot number through fabric. Lot number on cylinder label.

This Safety Alert is provided for informational purposes and does not relieve any foreign or domestic requirement. Developed by the Lifesaving and Fire Safety Division, United States Coast Guard Headquarters, Washington, DC. For additional information contact Mr. Martin Jackson at Martin.L.Jackson@uscg.mil.

Mustang Survival IPFD Recall

We have been users of the Mustang Inflatable Vests for many years and have been very satisfied with them. But we have recently been made aware of a recall due to a problem that might keep them from fully inflating. Here is the official recall notice...


November 2, 2011

MUSTANG SURVIVAL ISSUES VOLUNTARY RECALL NOTICE ON MD2010 & MD2012 model 22LB Inflatable Personal Flotation Devices

In keeping with Mustang Survival’s commitment to the highest levels of product quality and safety, we are voluntarily recalling all model number MD2010 and MD2012 inflatable Personal Flotation Devices (PFD’s) sold in the United States during 2011. To determine if you are impacted by this recall please reference the images below:
Image 1: Any inflatable product with multiple white sewn on safety labels on the back is OK and is not affected by this recall.





Image 2 If your inflatable does not have white sewn on safety labels, please check for model number MD2010 or MD2012 on the back of the PFD, then refer to Image 3.











Image 3 MD2010/MD2012 models with an “MIT” (Membrane Inflatable Technology) stamp (in black or color) above the CO2 cylinder are OK. Any MD2010 or MD2012 missing the “MIT” stamp should be returned to Mustang!
This recall is being issued for the inspection and repair of an inflator installation inconsistency that may prevent some units from fully inflating.  Mustang Survival has developed a solution that corrects any affected product and prevents re-occurrence of this issue.  The inspection and repair can only be performed at a Mustang Survival factory.
This recall notification is for only the MD2010 and MD2012 22LB buoyancy inflatable PFDs.  No other Mustang Survival products are affected as they utilize different inflator mechanisms. 
All MD2010 and MD2012 PFD’s without the stamped MIT logo as shown in Image 3 (above) should be returned to Mustang Survival for inspection.  All other Mustang PFD’s are okay for use.
Distributors and consumers are urged to contact Mustang Survival’s Customer Service department at 1-800-526-0532 between 7:30am and 4:30pm PST, Monday through Friday for specific shipping instructions.  If you have questions, please first refer to the Frequently Asked Questions below:

FREQUENTLY ASKED QUESTIONS
Q: Why do I have to return the product?
A: Our QA team has discovered an installation inconsistency with the inflator system that needs to be tested and corrected if necessary.
Q: How do I know if my inflatable is one of the affected products?
A: The model number is screen printed onto the back panel above the UL mark and will begin with the characters MD followed by four numbers. Affected products are MD2010 and MD2012
Q: When will I get my product back?
A: We are striving to have all products returned to dealers and consumers within 3-4 weeks (including shipping time to and from Mustang).
Q: What are you doing with my returned product?
A: All units will be tested and if necessary, repaired, before being returned. We will stamp the inside of the product above the CO2 cylinder with “MIT” to indicate that it has been tested and is OK.
Q: Are the re-arm kits affected by this recall?
A: Re-arm kits are not affected by this recall. The problem is isolated to the inflator assembly on the inflatable PFD.
Q: Is this a problem caused by the M.I.T. (Membrane) technology?
A: No, the problem is with the inflator installation on the affected units.
Q: Does this recall impact any other Mustang inflatable PFDs?
A: No, the recall is limited to only the MD2010 and MD2012 models due to its unique inflator components and installation method.
Q: How do I return my product?
A: Contact Mustang Survival’s Customer Service department at 1-800-526-0532 between 7:30am and 4:30pm PST, Monday through Friday with any questions or concerns regarding this voluntary recall notice.
Q: What are the shipping and repair costs?
A: Mustang Survival will pay for all testing, repair and shipping costs.
Q: How are you notifying the public about this issue?
A: A detailed communications plan is being executed to notify all affected dealers, distributors, consumers and industry partners.

Plotting Your Course

In September of 1987, I sailed my 30-foot Hughes Columbia sailboat south to Little River, South Carolina. After a few days of waiting weather, I exited the Little River Inlet and pointed the bow towards Bermuda, some 1,000 miles away. To find that small speck in the middle of the Atlantic, I had the most up-to-date navigational instruments of the time. They consisted of a compass, VHF radio, a sextant with complete tables, paper charts and a radio direction finder. Seven and a half days later, I tuned the RDF to the radio signal for St. Georges Harbor and my feelings of accomplishment were beyond explanation.

Flash forward to the year 2000 as we were planning a trip through the Bahamas, Hispaniola and Cuba. We bought our first on-board computer with state-of-the-art navigational software and the most current electronic charts. We thought we had gone from the Santa Maria to the Starship Enterprise. Now, just 11 years later, that first navigational setup seems almost primitive. Today, we have a full complement of electronics, including our favorite, the chartplotter. We didn’t install our first chartplotter until our cruise from Houston, Texas to Beaufort, South Carolina in 2007. Once we had it on board, we wondered how we had navigated all those thousands of miles for all of those years without one.

Plotters are arguably the most popular piece of electronic equipment found on boats today. The advancements of plotters and GPS integration over the last 18 years are nothing short of astounding. In the early 90s, most all of us were still plotting our course on paper charts and using dividers, protractors, parallel rulers and a sharp number two pencil. Some time around 1993, all of that changed and the race was on for high tech, highly accurate electronic charting. In 1993, Raymarine introduced the Raychart 600 as an add-on to their radar system. The unit displayed on a CRT screen and the radar had to be switched off to view the crude monochrome display with little detail. In 1995, Garmin introduced the GPS Map 220. It boasted of viewing in 16 colors and retailed for over $2,000. These early chartplotters required expensive data cards or “chips” with limited storage space. A long distance cruiser might need up to 10 or more of these chips to cover all of their navigational areas. These chips were not updateable, so to have the most current, we would often have to purchase new cards if significant chart updates had been made.

In 2003, Raymarine once again made major headway with their introduction of the C Series and E Series displays with the ability to integrate other onboard electronics to the same screen. The term chartplotter was already becoming a thing of the past. True chartplotters are getting harder and harder to find today as system integration becomes the norm even on small recreational vessels. Today’s multifunction displays or MFDs can display almost every other instrument connected to the system. This includes radar overlays, wind speed and direction, boat speed, depths and much more. All of this while providing a position on the electronic chart with accuracy within feet of where your boat actually is on the planet.

The current offerings for MFDs are as spectacular as the improvements from 15 years ago. The new Raymarine e7 series, released in July 2011, contains a dual-core processor, touch screen technology and dedicated graphics for incredible speed and detailed display. The e7 has built in WiFi that will communicate with the Apple iPad, allowing it to be used as a repeater and much more. With the new LED backlighted screen, the e7 is incredibly bright and colorful, even in direct sunlight. The e7 can be integrated with Raymarine radar, night vision cameras, Sirius weather receivers, autopilots and other instruments and contains a 48-channel GPS receiver.

Not to be outdone, other manufacturers are also bringing out some outstanding products. Simrad has introduced their new touch-screen NSSSport Series. The NSS Sport comes in three sizes and offers touch-screen, keypad and rotary control to provide the user with a variety of user controls to fit their comfort level. Ensuring ultimate flexibility, the NSS Sport can be networked to the Simrad NSO and NSE multifunction displays, as well as Simrad Yachting’s comprehensive range of innovative performance module options, including the award-winning Broadband Radar™, StructureScan™ Sonar Imaging, SonicHub™ marine audio server and WM-2 SIRIUS^® satellite weather/radio module. The NSS Sport is also preloaded with Insight USA™ inland and coastal cartography, and is fully compatible with the complete range of Navionics chart options on microSD.

Garmin’s new GPSMap 6000/7000 touch-screen offers state-of-the-art G motion technology and built-in worldwide maps, XM weather radio compatibility and allows support for radar, sonar and more. The G motion technology give the user unprecedented viewing of navigational charts.

Many of the current displays include built-in charts for the entire United States coastal and inland waters. The need to purchase individual charting chips is also becoming a thing of the past. Satellite overlays, 3D imaging, weather overlays and video displays are but the beginning of more features, added capabilities and expansion we will see from all of the major manufacturers. As users demand more integration with other mobile devices and more computer-like capabilities, companies like Raymarine, Garmin, Simrad and others will quickly introduce new and more exciting products, a long stretch from my first sextant and radio direction finder.

A big word of caution is also needed with all of this technology. The temptation is great to fire up all of the electronics and head off into the sunset staring at your MFD and feeling you’re getting all of the information you could possibly need to navigate around the world. As great as these electronics are and with all of the information they can provide, they are by no means perfect. Nothing compares to a set of eyes constantly on watch for hazards and potential problems. No display can tell you if a log is floating in your path or if channel markers have been moved due to shoaling. Blindly following a plotter is a sure-fire recipe for disaster, and overly depending on any piece of equipment for the safety and security of your vessel and crew is foolish. We still keep paper charts on board because we have learned from experience that electronics can and do fail. When we want to look at the “big picture,” we can only do that on a set of the most current, up-to-date charts. We use a variety of sources for information and confirmation, and years of cruising and tens of thousands of miles under our keel have taught us that anything is possible. We want you all to stay safe out there.

NOAA Encourages Boaters to Get Up-to-Date Nautical Charts

NOAA charts available free online and through “print-on-demand” service

Nearly 13 million registered boaters in the U.S. are priming to hit the water. As part of their preparations, boaters need to make sure that they have the latest NOAA nautical charts on hand to avoid groundings or accidents while navigating along the coast. With modern technological advancements, obtaining the latest chart is easier — and more important — than ever.

“Sailing the oceans and Great Lakes doesn’t have to be a voyage into the vast unknown of ages past,” explained Capt. John Lowell, director of NOAA’s Office of Coast Survey. “Obtaining the latest charts that provide increasingly precise depths and up-to-date navigational features can be as easy as clicking a link on a website.”

Because storms alter seafloors, and water depths constantly change due to shifting shoals and submerged hazards, NOAA’s Office of Coast Survey is charged with maintaining the nation’s suite of over 1,000 nautical charts, covering about 3.5 million square nautical miles of ocean coasts and the Great Lakes.

NOAA updates its charts weekly using hydrographic survey data that is collected by the agency, along with the most current U.S. Coast Guard Local Notice to Mariners, National Geospatial-Intelligence Agency Notice to Mariners, and other critical safety information reported by commercial mariners or other sources. Recreational boaters may also submit information or chart discrepancies through the Office of Coast Survey’s website: http://nauticalcharts.noaa.gov/.

While some traditionalists enjoy manually applying important new changes made after the chart was published, applying updates to paper charts can be time-consuming, tedious and error-prone. One of the most important and convenient navigational products is the official “print-on-demand” (POD) nautical chart.

“Recreational boaters, unlike commercial mariners, are not required to carry nautical charts. But as more demands are put on our waterways, busy coasts mean more risk for accidents,” Lowell said. “By using print-on-demand paper charts that are updated by NOAA cartographers, people have a better chance of avoiding potential groundings and other accidents.”

Through a private-public partnership between NOAA and chart publisher OceanGrafix over the past 10 years, boaters can purchase “print-on-demand” nautical charts that cover the latest updates, issued as recently as the prior week. This year, the NOAA partnership has expanded and, for the first time, boaters can purchase National Geospatial-Intelligence Agency (NGA) charts covering the open ocean from OceanGrafix.
“Conscientious boaters know nothing replaces the peace of mind that comes with having an accurate paper chart on board,” explained OceanGrafix president Ron Walz. “Whether you’re sailing in familiar waters or charting a more elaborate course, nautical charts serve as a trustworthy complement to electronic systems — and they’re important insurance when the unexpected happens.”

A POD chart is printed at the time of purchase and contains chart updates up until the time of purchase. When a customer orders a chart from an OceanGrafix agent, the chart is printed and shipped within one day. NOAA certifies OceanGrafix print-on-demand charts for navigational use.

NOAA is a proud sponsor of Alliance for Safe Navigation, which maintains a website that lets mariners check to see the latest changes to NOAA charts.

NOAA’s mission is to understand and predict changes in the Earth’s environment, from the depths of the ocean to the surface of the sun, and to conserve and manage our coastal and marine resources. Visit us online at www.noaa.gov or on Facebook at www.facebook.com/usnoaagov.

Coast Guard Urges EPIRB Owners To Upgrade

May 20, 2011 Advisory 02-11
Take the Search out of Search and Rescue

Upgrade to GPS enhanced EPIRBs

When Emergency Position Indicating Radio Beacons (EPIRB) are activated in emergency situations the system transmits vessel identification information to rescuers. Traditional EPIRBs rely on satellite Doppler Shift to identify the distress location. There are a wide variety of Coast Guard approved EPIRBs on the market but many do not have the most up-to-date feature: the ability to transmit the EPIRB’s GPS location.
Several recent casualty investigations have revealed that EPIRB owners are largely unaware that rescue efforts are significantly improved and your vessel’s location transmitted more quickly and accurately when distress signals are initiated by GPS enhanced EPIRBs. GPS enhanced EPIRBs normally save 30 to 100 minutes in obtaining an accurate location. This is a significant amount of time and may mean the difference between life or death in cold water situations where the survival rate is decreased as each minute passes. New GPS enhanced EPIRBs provide a location accurate within 100 meters in 50 to 120 seconds. The GPS enhanced EPIRB not only alerts immediately, but also directs rescuers to a more exact location, allowing helicopter flight time to be devoted to rescue operations rather than conducting search operations.

An illustration of the effectiveness of GPS enhanced EPIRBs was the March 23, 2008 sinking of the F/V ALASKA RANGER in the Bering Sea 120 miles west of Dutch Harbor with 47 people on board. The vessel’s Category I EPIRB was not enhanced with GPS which resulted in a delay in analyzing the data. In contrast, a personal EPIRB carried by a fisheries observer on board was outfitted with GPS, and it took only 11 minutes to identify that EPIRB’s distress location. Fortunately a distress call was also made using the single side-band radio and rescuers immediately responded.

Since May 30th 2008, the Commercial Fishing Safety Advisory Committee has recommended that all new EPIRBs installed onboard commercial fishing vessels include an integral GPS receiver to permit automatic inclusion of position in the distress alert.

The National Transportation Safety Board in their recent Marine Accident Brief on the sinking of the commercial fishing vessel LADY MARY recommended to the Federal Communication Commission that for commercial vessels required to carry 406-MHz EPIRBs, those EPIRBs be required to broadcast vessel position data when activated.

The Coast Guard strongly urges vessel Owner/Operators to replace and upgrade existing EPIRBs with GPS enhanced EPIRBs.

This advisory is for informational purposes only and does not relieve any domestic or international safety, operational or material requirement. Developed by the USCG 13th District Prevention Staff. Questions may be forwarded to HQS-PF-fldr-G-PCA@uscg.mil.

Distributed by: office of Investigations and Analysis Http://marineinvestigations.us To subscribe: Kenneth.W.Olsen@uscg.mil

Marine Safety Advisory------Distracted Operators

United States Coast Guard
Assistant Commandant for Marine Safety, Security and Stewardship
Marine Safety Advisory 01-10
October 29, 2010
Washington, DC

DISTRACTED OPERATIONS
     Don't let it be you!

Throughout the United States, and across all transportation modes, safety initiatives are being established to address issues related to Distracted Operations.  The Coast Guard recognizes the importance of this issue, understands the potential consequences caused by increased operational risk in marine operations, and is supportive of the goals and objectives of the U.S. Department of Transportation and other distracted driving safety initiatives.



With respect to vessel operations, the bridge team management approach to safe navigation is an essential element of risk management and safe vessel operations.  The team approach to safe navigation requires the clear, frequent and accurate exchange of information between all crewmembers relative to the safe operation of the vessel.  In other evolutions, such as discharging cargo, loading fuels, etc., full attention is required by all involved in order to prevent casualties or pollution incidents.  Additionally, when mariners are navigating or working alone, the use of cellular or other devices unrelated to the operation at hand could impede the exchange of vital operational information, delay reaction time, or cause attention lapses of those involved which could  result in unwanted circumstances having very serious consequences causing injuries and fatalities, material damage, and environmental impact.

NTSB findings in investigations involving other transportation modes have found that the use of cellular telephones and other wireless devices can degrade performance, slow response times, and increase attention lapses of those in safety-sensitive positions. A recent executive order signed by President Obama prohibits text messaging by federal employees, including contractors, when driving government vehicles or their privately owned vehicles on government business. Most states and the District of Columbia (DOC) have recognized the risk and banned texting while driving. Nine states and the DOC have banned the use of handheld cellular telephones while driving.  Lastly, the United States Department of Transportation has established a national initiative focusing on Driving Distracted.  (More information is available at http://distraction.gov.)

The potential risk associated with improper use of cellular telephones and other devices in the marine environment while navigating or performing other vessel functions should be apparent to vessel owners and operators. 

Consequently, the Coast Guard strongly recommends vessel owners and operators to develop and implement effective operational policies outlining when the use of cellular telephones and other devices is appropriate or prohibited.

This advisory is for informational purposes only and does not relieve any domestic or international safety, operational or material requirement. Developed by the Headquarters Office of Investigations and Analysis.   Questions may be forwarded to HQS-PF-fldr-G-PCA@uscg.mil.

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Office of Investigations and Analysis:  http://marineinvestigations.us
To subscribe: Kenneth.W.Olsen@uscg.mil

Hurricane Preparations For The 2010 Season

Have you ever had the experience of sitting out a hurricane on your boat? Have you had to leave your boat and wait out a storm, wondering if it would survive? We have done both and neither are experiences we want to go through again. Sitting on board, listening to the wind howling in the rigging and climbing on deck during pelting rain just to adjust dock lines and anchor rode is not our idea of cruising fun, and the anxiety factor is off the charts. Sitting in a hotel room hundreds of miles away, not knowing if the boat made it through or if your next contact is the insurance company. June is just the beginning of the hurricane season, but it is also a good time to get yourself and your boat prepared. With our former boat Sea Trek, we have been through fifteen named storms, twelve of them hurricanes. So we do have some first hand knowledge for preparing and we thought this a good time to share our experiences.

Given a choice, our preferred place to have the boat ride out a storm would be in a well protected, open anchorage, shielded from wind and wave action. In our opinion, the place you would most likely expect to have the boat damaged is in a slip. It is almost impossible to adjust dock lines to compensate for storm surge and not have lines so long that the boat could be slammed against the dock and pilings. During hurricane Georges, in the Florida Keys, we tied the boat up in the middle of the basin of the marina, with an anchor out at the bow and several long lines ashore. After the storm passed, we were the only boat in the marina undamaged to some extent. We rode out hurricane Floyd anchored in the Wye River in the Chesapeake and the wind howled for two days. We were at the head of the river so there was very little wave action and since we are always confident of our ground tackle, we were never concerned about the anchor dragging. We did have two anchors set, and having the proper anchors and rode are very important to your success and the boats safety. One of our biggest concerns is other boats dragging or breaking loose and fouling our anchor. We look for safe harbor in the most remote spot we can find, far away from where the other crowds gather. In Belhaven, NC we rode out hurricane Irene in a large creek with just two other boats while another smaller and narrower creek just north of us had twenty or more boats sheltered there.

If a good safe harbor is not available nearby, our next alternative is to haul out the boat. In some cases your insurance policy may pay part or all of the haul out costs if they offer this option and you have taken advantage of that option. We also look at the location of the marina and the professionalism of the yard before we make the call. And of course if you are in an area prone to hurricanes, you will need to make arrangements well in advance. Some marinas will charge to put you on their haul out list. One of the downside of this is, the marina will begin hauling for a storm well in advance because of all of the work involved and they will also have to prepare their facility. If they notify you a week in advance of the storm that you must get the boat to the yard for haul out, the storm track can change considerably in a weeks time. We have been in these situations and based on our experience decided not to haul that early and made the right call. The storm took another track and missed the area completely. You have to pay for the haul out whether the storm comes or not. This is a tough judgment call and everyone has to do what they feel is right.

Some times you will just need to leave the boat and go. As a matter of fact, in most cases this is what you will need to do. As much time and emotions as we have invested in our boats, the reality is that they are just a thing. And things can be replaced but lives can not. It is foolish to try and ride out a storm on a boat when safer alternatives are available. So you prepare the boat as best you can and you seek shelter ashore. If you have a home or just seek a safe public shelter, there is much preparation that needs to be done in this case also.

• You need to have a plan.Where will you go, and will your family need to meet you there? Be sure you have phone number handy for friends, family members, doctors, and any others you feel will be important, and possible contacts you might need for up to a week after the storm. If your phone will allow you to send text messages, they sometimes will get out when a call will not. Be sure you know your evacuation routes if needed and cars are fuel up and stocked for emergencies. Is your emergency kit accessable to you in a hurry? Make sure family members understand what circumstances determine whether you stay for a storm or evacuate. The local authorities might require a mandatory evacuation.
•  Prepare an emergency kit. You can easily buy everything you need at your local storms, but the shelves might be empty just prior to the storm. So put your kit together NOW.  

You may need to survive on your own after an emergency. This means having your own food, water, and other supplies in sufficient quantity to last for at least three days. Local officials and relief workers will be on the scene after a disaster, but they cannot reach everyone immediately. You could get help in hours, or it might take days. In addition, basic services such as electricity, gas, water, sewage treatment, and telephones may be cut off for days, or even a week or longer.

Recommended Items to Include in a Basic Emergency Supply Kit:

• Water, one gallon of water per person per day for at least three days, for drinking and sanitation
• Food, at least a three-day supply of non-perishable food
• Battery-powered or hand crank radio and a NOAA Weather Radio with tone alert and extra batteries for both
• Flashlight and extra batteries
• First aid kit
• Whistle to signal for help
• Dust mask, to help filter contaminated air and plastic sheeting and duct tape to shelter-in-place
• Moist towelettes, garbage bags and plastic ties for personal sanitation
• Wrench or pliers to turn off utilities
• Can opener for food (if kit contains canned food)
• Local maps
• Cell phone with chargers, inverter or solar charger

Additional Items to Consider Adding to an Emergency Supply Kit:

• Prescription medications and glasses
• Infant formula and diapers
• Pet food and extra water for your pet
• Important family documents such as copies of insurance policies, identification and bank account records in a waterproof, portable container
• Cash or traveler's checks and change
• Emergency reference material such as a first aid book or information from www.ready.gov
• Sleeping bag or warm blanket for each person. Consider additional bedding if you live in a cold-weather climate.
• Complete change of clothing including a long sleeved shirt, long pants and sturdy shoes. Consider additional clothing if you live in a cold-weather climate.
• Household chlorine bleach and medicine dropper – When diluted nine parts water to one part bleach, bleach can be used as a disinfectant. Or in an emergency, you can use it to treat water by using 16 drops of regular household liquid bleach per gallon of water. Do not use scented, color safe or bleaches with added cleaners.
• Fire Extinguisher
• Matches in a waterproof container
• Feminine supplies and personal hygiene items
• Mess kits, paper cups, plates and plastic utensils, paper towels
• Paper and pencil
• Books, games, puzzles or other activities for children

Find out how to keep food safe during and after and emergency by visiting: http://www.foodsafety.gov/keep/

•  Stay informed through as many sources as possible. Have online sources for weather and hurricane tracking and forecasts bookmarked on your computer. Stay tuned to local weather broadcasts and national information like The Weather Channel. Power failures will be common so battery operated devices will help, just be sure you have lots and lots of batteries. Cell phones will work if land lines go down, but you will need to keep the batteries charged. A small portable generator will make a considerable difference in the days to come if there are major power outages for long periods of time. Have enough fuel for the generator to last a week and store it safely. A WORD OF CAUTION, never run one of these generators inside or in any enclosed, confined area. You could survive the storm to loose your life from carbon monoxide poisoning. We have a portable Honda 2000 Generator that has been invaluable during these storm conditions on many occasions.  

We have posted on our Sea Trek site, a few occasion where we prepared the boat for less serious storms. These preparations can be used in many cases, but for major storms, additional care will be needed. You can read those posts here;
http://sea-trek.blogspot.com/search/label/04.%20Hurricane%20And%20Storm%20Prep

http://sea-trek.blogspot.com/search/label/0028.%20Dealing%20With%20Hanna It is our hope that some small piece of information here will help in getting you prepared for this coming season and we also hope that all of your preparations will be a total waste of time.

DSC Radio safety Alert

With the proliferation and popularity of DSC radios, we felt you needed to be advised of this important potential safety issue. The following is a Safety Alert issued by the U.S. Coast Guard:

Dangers Associated with Automatic Channel Switching on Digital Selective Calling (DSC) Equipped VHF Marine Radios. It has come to the Coast Guard's attention that an automatic channel switching feature found on certain models of Digital Selective Calling (DSC) equipped VHF marine radios may create an unintended hazard by automatically switching from a working channel that might be in use at the time to Channel 16 when the VHF marine radio receives a DSC distress alert, distress alert acknowledgment or other DSC call where a VHF channel number has been designated.

 This could happen without a vessel/radio operator's immediate knowledge and could initiate an unsafe condition by which the vessel/radio operators would believe they were communicating on a working channel such as Channel 13 when, in fact, they were actually on Channel 16. Imagine a towboat operator on the lower Mississippi River making passing agreements on VHF channel 67 and then suddenly, without warning, not being able to quickly reestablish communications with those vessels because his/her radio automatically switched to Channel 16 instead. Since this unsafe condition can happen at any time, the Coast Guard strongly recommends disabling the automatic channel switching feature when maintaining a listening watch or communicating on the designated bridge-to-bridge radiotelephone, or while monitoring the vessel traffic services (VTS) channel. Radios that lack the disabling feature should not be used for bridge-to-bridge or VTS communications.

The International Telecommunications Union Sector for Radiocommunications, Recommendation M.493-11 published in 2004 and later versions require DSC-equipped radios to provide for disabling of this channel auto-switch feature. In the United States, the Federal Communications Commission (FCC) requires all DSC-equipped radios certified after March 25, 2009 to meet this requirement. Manufacturers that do not provide a disable function are encouraged to do so and to inform their customers if means for correction exist. Updated information including a listing of manufacturers of radios believed to be affected by this Safety Alert will be posted as available at http://www.navcen.uscg.gov/marcomms/gmdss/dsc.htm .

The Coast Guard strongly reminds radio operators and other users to always ensure they are on the proper operating channel when communicating or maintaining watch, particularly with DSC-equipped radios capable of channel auto-switching.
 
This safety alert is provided for informational purposes only and does not relieve any domestic or international safety, operational or material requirement.
Developed by the Spectrum Management and Telecommunications Policy Division (CG-652),
United States Coast Guard Headquarters, Washington, DC. Questions should be directed to Mr. Russell Levin at (202) 475 3555 or Russell.S.Levin@uscg.mil

Another Coast Guard Rescue off Anclote Key

Video of the rescue here

 After overnight search, Coast Guard rescues three off Anclote Key

Feb 21st, 2010

by cgnews.           

ST. PETERSBURG, Fla. – The Coast Guard is still in the process of completing the tow of a 24-foot disabled vessel after late night and early morning searches resulted in the rescue of three people Sunday, approximately 40-miles northwest of Anclote Key.
At approximately 10:00 p.m. Saturday, Coast Guard watch standers at Station Sand Key received a call from a concerned friend of three men who had failed to return from a fishing trip Saturday afternoon, as expected. Alberto Rodriguez, Raul Estrada, and Albert Valdez left for a fishing trip 60-miles northwest of Anclote Key, and were unable to return after experiencing mechanical problems with their 24-foot Proline boat. The men were able to contact a friend to report their distress, but were not able to give their exact location.


At 10:20 p.m., watch standers at Coast Guard Sector St. Petersburg directed the launch of an HH-60 Jayhawk rescue helicopter crew from Coast Guard Air Station Clearwater, Fla., to search for the men. Unable to locate the boat throughout the night, additional searches were continued from the air station this morning, with the launch of an HC-130 Hercules flight crew. At approximately 8:45 a.m., a 47-foot motor life boat was launched from Station Sand Key, after search crews aboard the HC-130 airplane spotted a flare set off by the three men, approximately 40 miles northwest of Anclote Key.
The vessel is being towed to Coast Guard Station Sand Key, and the three men are reportedly in good condition.
“This is a good example of why all boaters should file float plans and have several signaling devices available to them,” said Capt. Timothy Close, commander, Coast Guard Sector St. Petersburg. “Float plans work, and signaling devices work. We were able to find them largely because they filed a float plan, and brought means of communication and signaling devices with them.”
The Coast Guard reminds boaters to follow these 10 simple steps to be safe and responsible on the water:

1. Always wear your life jacket.
2. Avoid mixing alcohol and boating.
3. Check your flares, fire extinguisher and other safety equipment to be certain it is in good condition and up-to-date. The Coast Guard Auxiliary and U.S. Power Squadrons offer free vessel safety checks that can help identify these or any other potential programs. Know your boat and its passengers.
4. Familiarize yourself with an online weather service so it becomes a routine part of your pre-departure planning. Knowing potential conditions before you go makes float planning easier. The National Weather Service broadcasts marine weather forecasts regularly. Tune your VHF marine radio to 162.4 MHz or log onto the National Weather Service website at: www.nws.noaa.gov.
5. Tell a friend, family member or marina harbormaster where you are going and file a float plan. If you change plans, let them know.
6. Purchase an emergency positioning indicating radio beacon, or EPIRB. Register it with the National Oceanic and Atmospheric Administration. Registration is mandatory, improves response and reduces false alarms. It can also be completed online at www.beaconregistration.noaa.gov.
7. Keep updated navigational charts on your boat and use them.
8. Register your marine radio and obtain a free MMSI number that is assigned to a DSC radio.
9. Shut off your engines when approaching swimmers or divers.
10. Take at least one certified boating safety course.

Coast Guard Rescue Off NC Coast

News Release	Date: January 03, 2010 Contact: 5th District Public Affairs (757) 398-6272
Coast Guard, Navy rescue man from sunken sailboat off east coast
PORTSMOUTH, Va. - The Coast Guard and Navy worked together Sunday morning to return a rescued man to shore after his sailboat sank about 250 nautical miles east of Cape Hatteras, N.C. Coast Guard Fifth District watchstanders received a satellite distress signal at 5:07 p.m. Saturday from the sailboat Gloria A Dios. They launched an Air Station Elizabeth City, N.C., HC-130J Hercules aircraft crew to search for the sailboat, began broadcasting an Urgent Marine Information Broadcast to notify other mariners, used satellite Enhanced Group Calls to target other vessels in the area for help and diverted an AMVER vessel (a ship participating in the Automated Mutual-Assistance Vessel Rescue System.) The Hercules crew made contact with the Gloria A Dios operator, Dennis Clements, at about 6:30 p.m. and found that his sailboat had been taking on water since Wednesday due to storms and needed help. The Coast Guard watchstanders and Navy's U.S. Second Fleet Maritime Operations Center coordinated to identify the USS Dwight D. Eisenhower and its air assets as the quickest and safest way to rescue Clements. The crew of the Hercules dropped a life raft near the Gloria A Dios after a large wave demasted it causing two holes in the port side cabin at about 9:30 p.m. The sailboat sank and Eisenhower's rescue helicopter crew picked up the man from the water around 10:30 p.m. and flew more than 100 miles back to the carrier with the Hercules flying overhead. In the meantime, an Air Station Elizabeth City MH-60T Jayhawk helicopter crew had flown to the Eisenhower to refuel. The rescued man was checked by the Eisenhower's senior medical officer and the Jayhawk's crew flew him safely back to Elizabeth City. The rescued man was back to solid ground Sunday at 3:45 a.m. "When a mariner in distress is hundreds of miles offshore, the best platform to assist might be a commercial vessel transiting between ports or a DoD asset," said Lt. Scott L. Farr, a watchstander at the Coast Guard Fifth District Command Center. "The motor vessel Ryujin was diverted but could not maintain their course to affect a rescue due to heavy seas. Ultimately, the quick and effective coordination between the Fifth District Command Center, Air Station Elizabeth City and the USS Eisenhower provided assistance to this mariner with the use of multiple aircraft by coordinating and leveraging their unique capabilities when no one else was within 100 nautical miles of the sailboat's position." Download photos and video: Photo 1 Video - 25mb Windows Media File (prior to demasting) An Additional report can be found here, http://tinyurl.com/yhjlrqn

Dehumidifier Recall

We try and post any safety issues we find that would have a affect a broad number of boaters and we feel this is an important one since many of us in all climates along the eastern seaboard especially, could be affected. We use a dehumidifier all of the time on board Beach House but not any of the ones affected by the recall. Nothing is more frightening and devastating for boat owner like a fire so we considered this one important. This humidifiers can be purchased on line or at many home improvement stores. Check the link and be sure yours is not included

The U.S. Consumer Product Safety Commission has issued a recall of 98,000 dehumidifiers sold under the Goldstar and Comfort-Aire brands between January 2007 and June 2008. The model in question, manufactured by China's LG Electronics Tianjin Appliance Co., has a 30-pint resevoir with a front-loading bucket, and a red shut-off button. This unit has been determined to be the cause of a number of fires — and we all know how boat fires usually turn out. To see if your dehumidifier is on the recall list, check this site.

Coast Guard EPIRB Warning

November 30, 2009 Alert 08-09
Washington, DC
UNAPPROVED EPIRB BATTERY REPLACEMENTS
Fishing vessel safety staff in the Coast Guard’s Seventh District has received at least three reports in
the past few months regarding unapproved replacements of 406 EPIRB batteries by servicing
companies having no association with the EPIRB manufacturer. These unauthorized battery
installations would likely result in a failure of this critical item of lifesaving equipment, and as such are
not in compliance with the operational readiness requirements of 46 CFR.
The following is a typical excerpt from an EPIRB manufacturer report:
“The unit was opened and a foreign battery was found inside. The battery was built up using
(manufacturer) fuses and wiring salvaged from the original (manufacturer) battery. They then
covered their battery with the original (manufacturer) yellow heat shrink, (manufacturer) labels
and taped it together. This was then covered with a black heat shrink wrap. The connections
were soldered and not spot welded, as is required by the design and is performed in
(manufacturer) production. The battery measured 8.7 volts. Our batteries read 9+ volts when
they are new. This battery was installed one week prior to it being brought into (manufacturer).
There was also evidence of water intrusion due to the crack in the top cap, which (servicing
company) did not recognize as they are not trained in these matters.
The EPIRB was condemned by (manufacturer) and the customer was notified when he came
to pick the unit up.”
Every approved (i.e., accepted by the FCC) EPIRB is tested during its approval process using a
battery, or batteries, specified by the manufacturer. Approved EPIRBs come with a user's manual
which describes battery maintenance and replacement procedures. In order for the EPIRB to remain
within the conditions of its approval, the manufacturer's instructions in the user's manual must be
adhered to. To ensure that replacement batteries are of the same type with which the EPIRB was
approved, and are correctly installed, manufacturers typically specify that battery replacements only
be done by the manufacturer or a manufacturer-approved shop.
Any modification or changes to an EPIRP must be made in accordance with the manufacturer. The
use of alternative replacement parts or batteries is prohibited and may prevent the device from
meeting lifesaving requirements. The Coast Guard strongly reminds EPIRB owners and servicing
facilities to be aware of the compliance implications and potential for equipment failure stemming from
any EPIRB modification or unauthorized battery replacement.
This safety alert is provided for informational purposes only and does not relieve any domestic or
international safety, operational or material requirement. Questions regarding the information
presented in this alert may be addressed to LCDR Vince Gamma of the U.S. Coast Guard
Headquarters Lifesaving & Fire Safety Standards Division at 202.372.1396 or
Vincent.A.Gamma@uscg.mil.