Stability Definations

A point on the vessel through which all forces of gravity act

Centre of Gravity
vertical downwards

Forces of Graphic All forces of gravity acting vertically downwards

A point on the vessel through which all forces of buoyancy act

Centre of Buoyancy
vertically upwards equal to the water displaced

A floating body experiences an upward force equal to the water

Forces of Buoyancy
it displaces

A point on the centre-line of a vessel through which all the

Metacentre
forces of buoyancy pass when the vessel is heeled

When the vessel is heeled by an external force, the centre of

buoancy/centre of gravity are not in the same line, now a
Righting Lever
horizontal distance exists, the buoyancy pushing the vessel
upright (the righting lever Gz)

The distance from the Centre of Gravity to the Metacentre

Metacentric Height
(G.M.)

Height of the Metacentre The distance from the Keel to the Metacentre (K.M.)

Is the total weight of the vessel equal to the water it displaces

Displacement
(Displacement = Lightship + deadweight)

Draught The vertical distance from the Keel to the waterline

Freeboard The vertical distance from the waterline to the lowest deck-edge

Under keel allowance The distance from the keel to the seabed

Trim This is the difference beteween the fore and aft draughts

This is the forward and aft draft added together and divided by
Mean Draft
the number 2

Stable Equilibrium This is when a vessel has a positive righting lever (G below M)

This is when the vessel has no righting lever (G & M together)

Neutral Equilibrium
(Danger of Capsize)

This is when the vessel has a negative righting lever (G above

Unstable Equilibrium
M) (Capsizing lever)

This is a vessel with a very large righting lever (G near the

Stiff Vessel
Keel)
 This is a vessel with a vessel small righting lever (G very near
Tender Vessel
M)

This is a vessel that is initial unstable but when heeled has a

vessel small righting lever (Very dangerous condition, get rid of
any weights on deck either by putting it overboard or down into
the hold) (Caution watch an angle of loll through ice accretion,
Angle of Loll
always take the ice off all rigging first the from the high side
and push it towards the low side giving you a bigger list but
your forces of buoyancy work harder to keep your vessel
upright)

List A list is caused by you moving anything on the vessel to one side

this is a curve that shows the following :

(1.) angle of maximum stability
(2.) maximum g.z.
(3.) the righting lever at any angle
(4.) angle of vanishing stability
(5.) the range of stability
Curve of Statical Stability
(6.) angle where deck-edge immersion begins
(7.) the amount of dynamic stability a vessel has
(8.) the point of contraflexure
(9.) the angle of inclination
(10.) the initial g.m.
(11.) the radians for that vessel

Stability This is an act of keeping the vessel stable

Transverse or Statical
The vessels ability to return to the upright position
Stability

This is the volume of air trapped in a watertight space above

Reserve Buoyancy
the waterline

This is the centre of the water-plane area of a vessel at any

Centre of Floatation
draught

Deadweight This is the cargo, stores water, fuel that you've taken aboard

The total weight of the vessel, machinery ect that stays on the
Light Displacement
vessel and cannot be moved, (stores, fuel water ect not included)

The total weight of the vessel, machinery ect that stays on the
Lightship
vessel and cannot be moved, (stores, fuel water ect not included)

A righting moment or a
The total weight X the righting lever (Gz)
moment of statical stability

A moment A moment = weight x distance

Loaded weight regarding When a weight is loaded onto a vessel the centre of gravity
the centre of gravity moves towards it

When a weight is discharged from a vessel the centre of gravity

Discharged weight
goes back to where it was before the weight came on board
regarding the centre of
(Opposite direction from where the weight was placed at on the
gravity
vessel)

Shifted weight regarding When a weight is shifted on a vessel the centre of gravity moves
the centre of gravity from where the weight was to the weights new position

The amount of work taken to bring a vessel back to its upright

Dynamic stability
position

This is on a curve of statical stability , where the curve starts on

Range of positive stability the angle of inclination to where the curve stops at the point of
vanishing stability

This is on the curve of statical stability and where the curve

Angle of vanishing stability comes down and has no (g.z.) ( + or - ) then this is where
stability vanishes

This is on the curve of statical stability, on the angle of

inclination at 57.3 degrees there is a radian line , and a tangent
Initial GM line which starts from 0 degrees and leaves the first arc of the
curve of statical stability and where the tangent line and the
radian line at 57.3 degrees meet then this is the initial g.m.

This is on the curve of statical stability, on the curve itself at the

Angle of Maximum
top of the curve down to the angle of inclination and this is the
stability
angle of maximum stability

This is on the curve of statical stability, at the top of the curve

Maximum GZ (on curve of
look at the distance on the scale (metres) and this is the
static stability)
maximum g.z.

With freeboard raised then this will give you

(1.) a greater range of stability
Importance of adequate (2.) a greater range of vanishing stability
freeboard (3.) a greater maximum g.z.
(4.) the maximum g.z. occurs at a greater angle
(5.) greater dynamic stability

The mass of any object expressed in cubic metres

Density
(i.e.) a dice is length x breadth x width =

This is where the vessel is equal to the water displaced and

Volume of displacement
expressed in cubic metres
 Wheelhouse checks
(a) Check compass for Deviation
(b) Check manual and automatic steering
(c) Check Wheelhouse visibility
(d) Check navigation charts are upto date using "Notices to Mariners" (Weekly - Cumulative(6
months) and Annual)
(e) Check all radio's are working, call up harbour master for a check
(f) Check radar is operational
(g) Check any Gyro-compasses are working
(h) Check all navigation lights and whistle are working
(i) Check the three day weather forecast
(j) Check all Publications are onboard (you won't need all of these) these include:
(1) Official Log Book
(2) Stability Book
(3) UK fishing Licence
(4) Certificate of Registry
(5) Fishing log Book
(6) Admiralty Notices to mariners - weekly Cumulitive and Annual editions
(7) "M" notices - MGN's - MIN's - MSN's and any updates
(8) Radio and operators licences
(9) All navigation charts for the area's you intend to make on your voyage
(10) Mates/skippers tickets
(11) A nautical almanac
(12) A tide book
(13) Sailing Directions (Pilot book)
(14) List of lights and fog signals
(15) Admiralty Tidal stream atlases
(16) Admiralty list of Radio Signals
(17) International Code of Signals
(18) Ships captains medical guide
(19) SOLAS Manual
(20) IMOSAR Manual (MERSAR manual)
(21) Code of Safe Working Practices for Merchant Seamen
(22) Personnel survival at sea Booklet
(23) Garbage management record book
(24) Oil Pollution Emergency plan (S.O.P.E.P.) (S.M.P.E.P.)
(25) Muster-drill record book
(26) Deviation Log Book (a log book that keeps records of your magnetic compasses deviation)
(27) Gyro Compass Log Book (A log book that keeps the errors of a gyro compass - high or low)
(28) Radar - Echo Sounder - GPS - Radio - Autopilot - Video Plotter - Gyro compass (operators
manuals)
(29) Dangerous Goods manifest
(30) Dangerous goods declaration
(31) International maritime dangerous goods (I.M.D.G. books) and amendments
(32) B.C. Code
(33) Cargo plan
(34) Document of Compliance - carriage of grain
(35) Pollution declaration
(36) Fire wallet (plans of vessel for a fire brigade coming onboard to fight a fire)
(37) MARPOL Manual
(38) Cargo Securing manual for own manual
(39) Grain Loading manual for own vessel
(40) Code of safe working practices for grain
(41) Operations manual for ships crane
(42) Document of compliance - supply vessels - dangerous goods
(43) International Tonnage Certificate
(44) International Load line Certificate
(45) Oil Record Book
(46) Stowage Plan

Checks on deck before preceeding to sea

(1) Check the hull before bording to see if any external damage (another ship may have collided
into you while you was home)
(2) Check all live-saving appliances and make sure no-one has tampered with them
(3) Check all life-saving appliances are still in date (distress flares - Parachute and hand,
E.P.I.R.B., S.A.R.T's, Speedlines, lifebuoys, life-jackets - normal and inflatable)
(4) Check the hydrostatic release is tied up correctly (you could loose your life if tied up wrong)
(5) Check all Navigation lights and the ships whistle works
(6) Check all freeing ports are free to move and have no obstacles near them
(7) Check all hydrants, fire hoses and nozzles
(8) Check all deck machinery is operational and all safety guards are placed around them
(9) Check the wheelhouse windows are clean
(10) Check no obstructions around the radar
(11) Make sure everything is tied down
(12) Make sure all water-tight doors and hatches are closed before proceeding to sea
(13) All cranes should be lowered to improve the vessels stability
(14) Check while in dry-dock - the intakes for all sea-cocks - take them out and clean all intakes
- make sure you place a sign saying sea-coks withdrawn - regrind them back in after they have
been serviced

Radar stands for Radio And Detection And Ranging It is an electromagnetic system that
uses RADIO WAVES which travel at the speed of light which is approximately 300,000
kilometres (186,000 miles) per second.

The radar transmitter sends a PULSE which goes to the T.R. unit and upto the antenna.
The PULSE now goes looking for a target.
If the Pulse hits a target it bounces back and is picked up by the antenna which relays the
information to the T.R. unit and onto the receiver. The information is now placed on your
radar screen
The PULSE is a large burst of radio energy sent between 0.1 and 5.0 microseconds, the
transmitter sends the Pulse out (T.R.) then switches itself off and then switches itself on
again to receive mode (T.X.)

M.C.A. Question - What radar display do you use in your vessel?

Ships Head Up North Up
Your heading marker uses the course your Your heading marker will always stay at North - you
steering could be steering 200o but your heading marker will
 always point to North
Compass course if you're using a magnetic
compass
True course if using a Gyro compass
I.E. if you're steering 345o then this is is
the course your ships head will steer as
will your heading marker on your radar
screen

Stabilised Unstabilised
When the vessel veers/yaws the target's When the vessel veers/yaws the target's echo does
echo does not get stretched it is exactly get stretched (it is elongated) so you have no idea
where is is seen on screen exactly where the target is

True Motion Advantages/Disadvantages of True Motion

Is linked to the GPS/Compass, it uses the
information given from these instruments
and makes the center of the screen move
relative to your course and speed (Moves
in the same way as a ships video plotter)
Advantages is - targets move on the screen is a true
course and speed
Disadvantages is - the center os the screen moves to
the edge and could be hiding a target just off the
edge of the screen

Sea Stabilisation Ground Stabilisation

This is where the radar is hooked up to the This is where the radar is hooked up to the doppler
ships log so it can tell you the ships speed log to tell you the ships speed over the ground
through the water

"S" Band "X" Band

Frequency is 3000 MHz - this gives better Frequency is 9500 MHz is best for finding smaller
detection of targets through rain and sea targets because of the more powerful beamwidth
clutter which is a lot narrower that the "S" Band

Short Pulse Long Pulse

Is the best for finding targets in the middle is the best for finding a target on the opposite side of
of a heavy rain shower a heavy rain shower

For Navigation your best set up has to be Ships head up stabilised, using "S" Band Frequency
for seeing targets in rain or the "X" Band for finding smaller tagets and switching between long
and short pulses
 What are the Four Elements to a Passage Plan?

Appraisal
Planning
Execution
Monitoring
It you remember the word "PEAM" this will help you think about the 4 stages

(Q) Appraisal, what is this?

(a) When you gather as much safety and navigation information to give you a safe
voyage
(Q) What type of information does this involve?
(a) The tides
Tidal streams
Under-keel allowances
Information from pilot books/sailing directions as well as any document listed *below*
Chart dangers (rocks, shallow water oil-rigs etc.)
Traffic schemes
Weather information (shipping forecasts)
Possible areas of restricted visibility
Any areas, which would involve an area of high traffic density

(Q) Planning, what is this?

(a) Planning out the intended voyage, using all the information from Appraisal
(Q) What have you to do to make a plan of your voyage?
(a) Plot the intended voyage making sure it is safe, and that the plan has been checked
out by the master of the vessel, use waypoints, parallel indexing , courses, distance to
steam on each leg, and by using all the information that you Appraised

(Q) Execution, what is this?

(a) The master should find out how long his intended voyage should take, making sure
he has enough water and fuel for the voyage
He should take into account any weather conditions expected on the voyage
Any areas of high traffic density that would make him deviate from his course (he
should if possible make a plan to keep well clear of these areas)

(Q) Monitoring, what is this?

(a) This is the act of checking your position often on a chart and that you remain in a
safe distance from any danger areas (land)
Parallel Indexing should be used when you are alongside any hazards to maintain a safe
distance

(Q) What is Parallel Indexing?

(a) This is done by using your radar and V.R.M. (Variable Range Marker) and putting
a distance on to it , as long as this distance is not breached, then your vessel should be
in safe water

(Q) What is the purpose of Parallel Indexing?

(a) To make sure your vessel is a safe distance away from any navigation hazards
(Q) How do you parallel index using radar?
(a) By using your heading marker and slide it over towards the side that has the
obstruction and using your V.R.M. and measuring the distance you need and put the
heading marker onto the V.R.M.

(Q) What would you do if you had to parallel index off a point of land at 4 miles but
the radar says your 3.7 miles from the point of land?
(a) Alter off the land until you where 4 miles from the point of land, never breech what
distance you had to keep off an obstruction
 M.C.A. Oral exam Questions

(Q) How would you make the actual passage plan going from Aberdeen to the west
side of Shetland?
(a) By putting waypoints so you can parallel index off the points of lands before and
when joining a new course taking into account the strong tides at the Pentland Firth and
the chances of meeting small inshore traffic

(Q) What distance would you parallel index off the land or any obstacles that's in your
passage plan?
(a) At least 2 miles depending on the depth of water and any obstacle and any dangers
to the ship

(Q) You've made a passage plan up for a voyage from Aberdeen to Egypt, how will
you find out the state of the tide in the area your going too?
(a) By using the tidal diamonds that's on the chart of the area your going too

(Q) Why is it important to keep your charts up to date?

(a) Incase any new obstructions endanger your vessel, sunk vessel with her masts
above the water, well-heads, new approaches to a harbour, oil-rig shifted position Etc.

(Q) How do you correct your charts upto date?

(a) By using the Cumulative Notices to Mariners and cross referencing them against
the numbers of past corrections on the bottom left hand side of your chart.

(Q) What would you do if there was a correction missing?

(a) Find out the correction number and what issue of the Weekly Notices to Mariners it
was contained in and enter it and put the correction number in at the bottom left hand
side of the chart then sign it and date it.

(Q) What is Position fixing?

(a) By using your GPS and taking the lat/long and placing this onto a chart

(Q) How can you Position fix your position on a chart if you only have a radar, charts
and a magnetic compass 2 miles from a point of land?
(a) By taking a compass bearing of the point of land and changing this to a true bearing
then reversing the true bearing, now draw a line with the true reversed bearing from the
point of land and measure off 2 miles this will give you an approximate fix

(Q) How would you plan a passage plan from Scotland to the east side of Canada?
(a) By using every chart needed for the intended voyage and making an ocean voyage
passage plan laying off the points to make up a GREAT CIRCLE, then using all the
 documents that is needed to make a safe voyage, keeping a good watch for any ice
accretion by listen out for all navigation warnings and by having a visual watch

(Q) Where will you get information on Ice Accretion?

(a) Mariners handbook

(Q) On an ocean going voyage what documentation would you need?

**********************************************************************
*******
(a) Every Nautical Chart for your intended voyage
(b) Sailing Diretions for use when you come close to land
(c) Admiralty Notices to mariners (lets you know of any new dangers)
(d) The Mariners handbook (has a lot of information about ice accretion)
(e) IMOSAR manual (information how to find/retrieve personnel from the sea)
(f) Ships Captains Medical (information on medical treatments)
(g) "M" Notices, MGN's, MIN's, MSN's (information for your safety)
(h) International Code of Signals (Flag/Morse - medical information)
(i) Code of safe working practices for merchant seamen (information on dangers on
ship)
(j) SOLAS manual (information on lifesaving)
(k) Nautical Almanac (gives information on tidal predictions, as well as other nautical
items)

(Q) If going on a long voyage to some country that is prone to having revolving
tropical storms, where will you find information about it?
(a) The Mariners Handbook

(Q) If doing a voyage alongside a coastline, how do you go about doing costal
navigation using radar clearance lines?
(a) By using parallel indexing on the radar, keeping a certain distance from the coast

Sextant and it's Errors

Make sure you use the shades on the sextant when looking at the SUN
When taking a bearing in an Oral Exam, make sure you push the shades away so you can see the
object (but not the SUN)
Remember the initials (PSI) the same initials thats on Sub-aqua diving bottles
(P) Perpendicular Error - (1st Error)
(S) Side Error - (2nd Error)
(I) Index Error - (3rd error)
Now remember the letters that go with it
(PI) Perpendicular error - is when the (Index) glass is not perpendicular to the plane of the
instrument
(SH) Side Error - is when the (Horizon) mirror is not perpendicular to the plane of the instrument
(I - H - I) Index Error - is when the (Horizon) mirror and the (Index) glass are not parallel to each
other
(Q) What does (Perpendicular) mean?
(a) 090degrees
If asked to find if there is an error in the sextant then do the following
(1st Error)
Set the Index bar between 30 and 40 degrees, hold the sextant horizontally with the arc furthest
away from you, look into the index glass with the sextant tilted to a small angle, check if the true
and reflected arcs are in line
If they are not in line then adjust the screw on the index glass (The index glass has only one
screw)
(2nd Error)
Set the index bar at ZERO, hold the sextant nearly horizontal, look into the eye piece to see if the
true and reflected arcs are in line
If they are not in line then adjust the screw nearest the plane of the instrument on the horizon
mirror (There are two screws on the horizon mirror, use the one nearest the base of the sextant)
(3rd Error)
Set the index bar to ZERO, hold the setant vertically, look into the eye piece to see if the true and
reflected arcs are in line
If they are not in line then adjust it with the screw furthest away from the base of the sextant on
the horizon mirror or adjust the vernier wheel
If it's ON the ARC then subtract it from your final bearing
If it's OFF the ARC then add it to your final bearing
most captains will expect you to read the vernier wheel to see what the index error is
To find the distance your off a land object (Usually a lighthouse) you would find the height of it
on the chart, find the angle from the base to the top of the lighthouse allowing for any errors, and
go into "NORRIES TABLES" and find out the distance in the chapter "Distance by vertical
angles"
A sextant is used to find vertical and horizontal angles, it was first used to find the ships position
by aligning up the sun with the horizon and by knowing the time of day you could find the
Latitude on a chart
To find the longtitude they needed an accurate time-keeping clock, the chronometer was the
answer for this as it kept real accurate time, now they can do it using nautical tables and
trigonometric sight reduction tables to find the longtitude by using the Sun, moon or any one of
57 visible stars

MGN 20 Health and Risk Assessment

MGN 20 is health and risk assessment, it's main priority is maintain the well being of crew
on your vessel

Food hygiene - to stop food poisoning

Clean ship - to stop germs and also to stop you slipping
Safe ship - to minimise accidents happening onboard your vessel

To check the risk factors you have to know the following:-

(1) What harm can come to your crew?

(2) What is the chance of your crew being injured?

Now you have to work out the harms your crew can get in the following list:-

(1) No Harm
(2) Slight Harm
(3) Major Harm - includes death and major disabilities

Now you have to work out what chance you crew can be harmed in the following list:-

(1) No chance of getting hurt

(2) Some chance of getting hurt
(3) Big chance of being hurt

Now multiply the harm by the chance to work out the risk

Risk Number Risk factor What the Risk means

1 Trivial No work to be carried out

2 Tolerable
3 Moderate
4 Substantial
6 Intolerable
9 Intolerable
Keep an eye on the danger, be cautious
You have to try and reduce the risk
Work should not start until the risk has been Reduced
Work should not start until the risk has been Reduced
Work should not start until the risk has been Reduced

Dangers on your vessel, there are several dangers on a vessel, the following are examples of
the dangers on a ship

Flooding
(1) Flooding in vessels, this is the main cause of vessels being lost, what risk factor is it?
(a) The Risk factor will vary from ship to ship, depending on how well maintained your vessel is,
lets take a vessel that has an engineer who does not do maintenance work on his vessel.
This engineer is looking for serious trouble, bilge pumping systems must be maintained to the
highest degree to make sure the vessel does not sink with the loss of life, they must also know
how to operate bilge pumping systems and have back up systems for emergencies, portable
pumping systems are a must too

Overhead Dangers
(2) Anything overhead, what risk factor is it?
(a) At least a Substantial risk, even if the object that is overhead is well maintained, it can still
come crashing down and kill who is below it, overhead objects including hanging blocks and
lifting derricks are to handled with extreme caution, any metal that has a fracture in it could
easily be hidden below paint, never over-rely on machinery.

Manoverboard
(3) A person falling overboard, what risk factor is this?
(a) At least a Substantial risk if not an intolerable risk, if a man falls overboard there is three
main factors that could kill him

Hypothermia
(i) Hypothermia - Most cases of hypothermia occur because of shipwrecks.
Most survivors that are taken aboard are paralysed and are numb.
Immersing a body into very cold water usually below 12 degrees Celcius will cause hypothermia
where the body looses heat rapidly if the skin falls below 33 degrees Celcius then the person will
suffer hypothermia.
(If its you who is in the sea then try and conserved your energy and don't swim as this will cause
heat loss)
(If you have to abandon your vessel wear as much clothes as possible; also put rubber gloves
onto your hands as well as your lifejacket)
(If there are survival suits aboard put them on and fasten up the cuffs at the ankleswrists and
neck, if there are divers suits then they're the best, put them on)

Shock
(ii) Shock - If you have every entered the sea to have a swim and then ran back onto the sand
because the water is freezing then this is a mild form of shock. However, what would happen if it
is your vessel that is sinking, and you did not have time to launch your liferaft.
You have to jump into the sea the shock you will get when first entering the sea will make you
hyperventilate and if you've a weak heart or are prone to heart problems then you could and
probably will take a heart-attack.
Shock can kill people because of a lot of different reasons as stated below, with an amputated
limb and the loss of massive amounts of blood the patient is going to haemorrhage and probably
have a heart attack.

Secondary Drowning
(iii) Secondary Drowning - Secondary drowning is another name for Salt-water aspiration
syndrome; this is where water enters the lungs, which creates irritation, which causes air
passages to swell up.
Even when a person had drowned for a lengthy period, (upto 40minutes has been recorded) and
has drowned, it has been known to bring these persons around to a full recovery so never give
up.
A big factor whether the casualty lives or dies, is because the temperature of the water and
whether it fresh or saltwater.
The chance's of recovery from a person who has been immersed in salt water has a better chance
of recovery.
Factors that usually lead to secondary drowning are: -
(a) Panic, especially when the cold water first strikes you.
(b) Hyperventilation.
(c) Body function seizures.
(d) Cardiac arrest.
(e) The inability to swim.
(f) Trauma, if the person has been knocked unconscious, and lying face down in the water.
(g) Exhaustion.
(h) Hypothermia.

Food Poisioning
Food poisoning can be a major factor in a risk assessment
Imagine you all ate the same meal and the whole crew is down with food poisoning and your the
last one standing, your in the wheelhouse makingway for shore, what risk factor are you in?

The risk factor has to be Intolerable

You should take food poisoning too
Stop your vessel, put out a Mayday and put up your Not Under Command lights, this is
exceptional circumstances and await for help

© Navigation Oral's at it's Best

Medical Education at Sea
Hypothermia
Most cases of hypothermia occur because of shipwrecks, most survivors that are taken
aboard are paralysed and also are numb.
Immersing a body into very cold water, usually below 120C will cause hypothermia, where
the body looses heat rapidly, if the skin falls below 330C then the person will suffer
hypothermia.
(If its you who is in the sea, then try and conserved your energy, and don't swim, this will
cause heat loss)
(If you have to abandon your vessel wear as much clothes as possible; also put gloves onto
your hands, as well as your lifejacket)
(If there are survival suits aboard put them on and fasten up the cuffs at the ankles, wrists
and neck, if there are divers suits then they're the best put them on)

Treatment for Hypothermia.

If possible the best way to take a person out of the water is in a horizontal position, in case
the person is suffering from hypothermia, once onboard then get him inside the vessel and
take his wet clothes off. If there is a bath, immerse him in it at a temperature not exceeding
420C. If no bath available, do you have hot water bottles, then put in hot water at 420C ,
Cover the bottle with a towel, don't let the bottle touch the skin and place it alongside his
body. An electric blanket will also do. If none of these are available then natural body heat
will have to do, by having a man either side of him and also have his legs raised so that
blood will flow to his brain. Get immediate help from the Coastguard by putting out a
Mayday. (Life threatening condition).
The patent temperature should be checked so that his temperature rises between 0.50 and
1.00C every hour.

Secondary drowning.
Secondary drowning is another name for Salt-water aspiration syndrome, where water
enters into the lungs, which creates irritation which causes air passages to swell up.
Even when a person had drowned for a lengthy period, (upto 40minutes has been recorded)
and has drowned, it has been known to bring these persons around to a full recovery so
never give up.
A big factor whether the casualty lives or dies, is because the temperature of the water and
whether it fresh or saltwater.
The chance's of recovery from a person who has been immersed in salt water has a better
chance of recovery.
Factors that usually lead to secondary drowning are: -
(a) Panic, especially when the cold water first strikes you.
(b) Hyperventilation.
(c) Body function seizures.
(d) Cardiac arrest.
(e) The inability to swim.
(f) Trauma, if the person has been knocked unconscious, and lying face down in the water.
(g) Exhaustion.
(h) Hypothermia.

Treatment for Secondary drowning.

The casualty needs medical attention fast so put out a "Mayday" for this.
(a) Is the person conscious?
(b) If so, then is he alert?
If so check his pulse, his body temperature, and watch the casualty for 4-6 hours.
Put out a PanPan to get information from a doctor ashore in a hospital. There is a doctor on
call 24hours a day for emergencies like this, and never be afraid to call them, and never
leave it to late, you could have a rescue helicopter on its way if the doctor says he wants
him airlifted.
(c) Is he alert?
(d) Is his pulse slow?
Get the casualty ashore, put out a Mayday and get the casualty airlifted to a hospital who
has an ICU unit. ICU = Intensive Care Unit.

The casualty is unconscious,

Check the following every 10minutes
(a) breathing-depth, rate, rhythm
(b) pulse-depth, rate, rhythm
(c) pain- is there a response or is there no response
If none of them, start CPR immediately and get the skipper to put out a Mayday
immediately.
CPR = Cardiopulmonary resuscitation.

Severe Burns
A person can have severe burns through a lot of reasons. Falling against the main exhaust,
chip pan fire, or the hot fat accidentally pouring over him, acid burns from the batteries.
Hot steam. Explosion. Electrical burns. Petrol burns even though the petrol doesn't take on
fire when petrol touches the skin it will burn it. These are examples but do not include all
the possibilities.

Procedures when first arriving at the casualty.

Your priority is to get the casualty away from the fire and to a safe dry place where there is
plenty of fresh air.
Depending on the percentage of burns, the casualty might need to be airlifted by helicopter
so make sure you put out a PANPAN MEDICO, you will be transferred to a doctor who is
on 24hour call. He will then decide if the casualty is to be airlifted by helicopter.
If the casualty has severe burns then put out a MAYDAY immediately as vital seconds
could save his life.
Extinguish any clothing that is still on fire by rolling him in a blanket then as much as
possible remove the clothing that has been affected by the fire, if the clothing is stuck to
the skin DO NOT try and remove it.
Check his airways; make sure that there are no obstruction blocking his airways.
Check his pulse.
Check his temperature.
Depending on the burns the casualty has he might need an INTRAVENOUS DRIP inserted
into his body, but most vessels will not carry this onboard there vessel, if the casualty
passes urine, take a sample of it to give to the doctor, if there is any discoloration, let the
doctor know about it.
It is quite possible for a casualty to be sick as well as blacking out because of the pain that
he is in, make sure that he does not choke on his vomit.
If the casualty is conscious, then reassure him that everything is all right and that help is on
its way. Caution shock and fluid loss could be fatal.
You should be carrying small amulets of MORPHINE aboard your vessel, these are aboard
for this kind of accident, this will numb the casualty's pain, a doctor will tell you how much
to give him by injection and where to insert it according to where the burns are.
 Use the Rule of 9 to find out the percentage of burns the casualty has
9% for the head
9% for each arm
18% front of trunk
18% back of trunk
9% each top half of leg
9% each bottom half of leg
1% for pelvic area

Chemical burns
In an emergency, the best thing that you can do is wash the area with lots of tepid water
and soap until help arrives.

Electrical burns.
Caution never pull a person off a high powered electrical cable until the power is switched
off, the electricity will pass through his body into yours.
If there is a dry wooden pole you could use this to get him off the power source.
If the person took hold of a high powered cable with his hand then it will earth at his feet
and this is where the most damage will be.
Get the Casualty to Hospital as soon as possible.
Some electrical burns with low power will leave the casualty with charring, and will also
need hospital treatment.
ABC check, listen for casualty breathing and check for a pulse,
If there is no pulse or breathing then give the casualty a pericardial thump,
Check for pulse again, if still no pulse,
Then another pericardial thump, check for pulse, if still no pulse,
Then start CPR

Traumatic amputations.
When a casualty looses a limb, this can be very traumatic for him, and can also be life
threatening with the loss of so much blood, the casualty can haemorrhage and die.
The blood loss must be stemmed and the casualty must be airlifted to hospital.
Another thing could also kill him, is shock, this is in the next chapter down.
With a hand, arm, leg or foot that is amputated, the best thing to do with the limb is to
clean the amputated part and place it into a towel and then into clean sterile bag, and take
sea-water and ice and place the limb into it. Do not let the limb freeze, get the casualty
ashore with the limb as quickly as possible.

Shock.
If you've every entered the sea to have a swim, and then ran back onto the sand because the
water is freezing, then this is a mild form of shock. But what about the time that your
vessel is sinking and you don't have time to launch your liferaft. You have to jump into the
sea, the shock you will get when first entering the sea will make you hyperventilate and if
you've a weak heart or are prone to heart problems then you could and probably will take a
heart-attack.
Shock can kill people because of a lot of different reasons, as stated above will an
amputated limb and the loss of massive amounts of blood, the patient is going to
haemorrhage and probably have a heart attack.

Toothache
If the patent is suffering from toothache, then look into his mouth and check if the tooth
has a hole or a filling might have come out, best thing to do it clean it out with a toothpick
and pill the hole with cotton wool which has been soaked in oil of cloves, also if required
then give painkillers such as Paracetamol (caution ask if the patent has had any painkillers
before this) if his mouth or jaw begins to swell, then he will need an antibiotic such as
Erythromycin (Caution ask the patent if he is allergic to penicillin)
There is temporary filling kits available that can fill the hole.
At the first chance get the patent to a dentist.

Seasickness
This is caused because the patents is rocking back and forth and this knocks his balance
off, if he smells food cooking or/and the smell of diesel or bilge water then he will
definitely be seasick. There are other things that can make it worse such as cold, fear of
poor weather etc.
The patent will feel cold, be quiet and feel tired.
Under no circumstance do you let him go out onto the deck himself, if he's being seasick
over the rail, then he could easily fall over the side.
Treatment is to give him anti-seasickness tablets 24hours before going to sea.
If you did not take any with you then use Prochlorperazine maleate which should be in the
medicine chest.

Stings from jellyfish

Stings from a jellyfish can be very sore as I've experienced, and the cure is simple, use the
juice from an acidic fruit such as lime, lemon or orange and rub it into your skin, keep it
away from your eyes.

ABC The priorities in lifesaving techniques.

A is for Airways
B is for Breathing
C is for Circulation
Check all main functions. (Breathing and Pulse)
1st check his airways for anything blocking his airways (Vomit, false teeth etc)
2nd put your ear close to his mouth and listen for him breathing. (Is he breathing abnormal
or is there no sound of breathing)
If he is not breathing, then you're going to have to breathe for him.
1st Tilt his head back and look into his mouth for any foreign obstacles.
2nd Pinch his nose and pull his chin down towards his chest and at the same time pull his
chin towards you.
3rd Breathe into his mouth and then look at his chest,
wait for the chest to go down and then breathe again.

Do this twice then 5 compressions on his heart, then mouth to mouth for 2 more breaths
then 5 more compressions.
While doing this get somebody to call for help.
Keep doing this until relieved by a doctor, nurse or paramedic.

Oral Exam nerves

This is a common ailment, especially if you have never been for an Oral Exam before, the
chemist can sell you a tablet called "Kalms" they are of a herbal remedy, another remedy is
to make an appointment for the doctors he will prescribe a pill called "propranolol" which
usually comes in 80mg capsules.
Another remedy is NOT TO RUSH YOUR ANSWERS, take your time, this helps your
nerves enormously

Breaking bad news to the next of kin.

This is one of the hardest things a person has to do, no matter how safety conscious you
are, you could have an accident aboard your vessel, outwith your control. If it ever
happens, your best to get in contact with the Superintendent of the fishermen mission, who
can help you a lot with this situation.
The last thing the next of kin expects is to get news that their loved ones has died, so be
prepared for the next of kin going into shock.
Another thing is to make sure that newspaper reporters don't hear about the death and
approach the next of kin before you do.
It is important that you make sure that the next of kin has some family with them before
breaking the news to them
After you've told them make sure that you have a doctors phone number at hand in case the
next of kin has to be sedated.
When you tell the next of kin about how the person died, they will want to know as much
information about how he died, don't lie to them, this will only make it worse when they
find out the truth, what you know is all you tell them, don't add anything.
One thing that you should not say is "I know what its like to have lost him" or something
like this, say something like this " I