ISO 9001:2015 CERTIFIED

ISTA
INDUS SEAFARERS TRAINING ACADEMY
APPROVED BY D G SHIPING, MINISTRY OF SHIPPING,
Govt. of India. Estd. 1998
Website.istamarine.com, email.induschennai98@gmail.com / industrainingacademy@gmail.com
OFFICE ADDRESS : Indus Campus, Manali Saravan Street, Kumanamchavadi,
Gangaiamman Koil, Mangadu Main Road, Chennai - 600 122.
*Near Nav Bharth Matric School* Near Mangadu Old EB Office

CONTACT NO. : 72000 51998 / 754 888 3543 / 044-4952 2069 / 99413 94837

PERSONAL SURVIVAL
TECHNIQUES
COURSE BOOKLET
 INDEX
1. SAFETY AND SURVIVAL…………………………………………………….……….…….02

2. EMERGENCY SITUATIONS…………………………...........................................04

3. EVACUATION……………………………………………………………………................07

4. SURVIVAL CRAFTS AND RESCUE BOATS...................................................09

5. PERSONAL LIFE SAVING APPLIANCES………………....................................27

6. PERSONAL LIFE SAVING APPLIANCES (DEMONSTRATIONS)…….…….......31

7. SURVIVAL AT SEA……………………………………………………………..…………….31

8. EMERGENCY RADIO EQUIPMENT..............................................................40

9. HELICOPTER ASSISTANCE ………………………………………………….…….…....36

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 1. SAFETY AND SURVIVAL
SCOPE:
This course covers the training recommended in STCW 2010-Personal survival technique
module and covers the requirements of the 2010 STCW Convention and code chapter VI,
Section A-VI/1-1.
On meeting the minimum standard of competence in Personal survival technique, a trainee will
be able to survive at sea in the event of ship abandonment.

OBJECTIVE:
A trainee successfully completing this course will be able to react in correct manner during
emergency situations, take appropriate measures for his own survival and for the survival of
other and use survival equipment correctly.
He will also acquire knowledge which in some instance will enable him to identify and correct
defects and thereby prevent emergencies.

1.1. SAFETY GUIDE LINES:

The adherence to safety rules especially during practical drills are to be followed implicitly. First
Aid supplies will be available, close at hand, when carrying out practical drills. All trainees; will
be provided with life-jackets, correct donning of life-jackets as instructed by the instructor is
essential.
Before each practical drill, the instructor will explain each safety practice in detail.
These are to be strictly adhered to and put into practice during the drill.

1.2. PRINCIPLES OF SURVIVAL AT SEA:

The principle of survival at sea:
• Regular training and drills
• Preparation for any emergency
• Knowledge of action
• When required to abandon ship
• When in the water
• When aboard a survival craft: and
• Knowledge of the main danger of survivors

1.3. DEFITION, SURVIVAL CRAFT AND APPLIANCES: DEFINITIONS:

• Survival craft is a craft that can save the lives of persons in distress from the time of
abandoning the ship.
• Rescue Boat designed to rescue persons in distress and to marshal survival craft
• Flat-free launching a survival craft so that is automatically released from a sinking ship
and is ready for use.
• Free fall launching is the method of launching a survival craft where by the craft with its
compliment of persons and equipment of persons and equipments onboard is released
an allowed to fall into the sea without any restraint.
• Immersion suit is a protective suit which reduces the body heat-loss of a person wearing
it in cold water.

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 • Inflatable appliance is one which depends on none—rigid gas filled chambers of
buoyancy and which is normally kept non-inflated until ready for use.
• Thermal protective aid is a bag or suit made or water proof material with low thermal
conductivity.
• Launching appliances or arrangements is a means of transferring survival craft of rescue
boat from its stowed position safely to the water.

APPLIANCES:
a. FIRE-FIGHTING APPLIANCES:

As laid down by the rules, every ship is provided with sufficient numbers and type’s
equipment to combat all fires before they develop into major ones. It is the responsibility of
all ship board personnel to not only take part in all drills but also familiarize themselves with
the usage of such equipment, especially in their own work areas.

b. PERSONAL LIFE-SAVING APPLIANCES:

Similar to FFA each ship is well provided with appliances and survival craft for saving of all
on board in case the ship has to be abandoned.

The same principle as in the FFA applies here also. According to its sized each ship should
carry a specific number of life-buoys distributed on the deck. Some of these life-buoys
should have life lines, self-igniting lights, smoke floats.

c. LIFE-JACKETS:

Life jackets as available and approved may be rigid or inflatable. For every ship, the number
of life-jackets to be carried will depend on the minimum number of persons on board that
ship at and particular time. A whistle is to firmly secure to each life-jacket. Each life jacket
will require to have a fixed or flashing light also.

d. IMMERSION SUITS AND THERMAL PROTECTIVE AIDS:

These are provided for at least 3 persons in each non-enclosed life-board on both passengers
and cargo ship. If immersion suits are provided there is no need of thermal protective aid.

SURVIVAL CRAFT:
1. LIFE-BOATS:

One may come across different types of life-boats on different ships:

• Open
• Partially enclosed
• Self-righting partially enclose
• Totally enclosed
• Totally enclosed with air support system
• Totally enclosed with air support system
• Totally enclosed with fire protection system

For passenger ships, the capacity of life-boats is generally sufficient for every person on board.
For cargo ships, the capacity is generally is twice the number of persons on-board. Life-boats
are wither launched by davits or by free- fall method. Embarkation of the boats may be done
either at the embarkation deck or through ladders when the boat is in the water now a day,

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it is possible for all personnel, on a cargo ship to embark a life boat and leave the ship. This
means that their need not be any person left on the ship to lower a life-boat.

2. LIFERAFTS:

Life rafts are inflatable. They can either be manually or launched by davits or they can
also automatically float-free from a sinking ship

3. RESCUE BOATS:

Depending on the types of ship (passenger/cargo) a minimum of rescue boats have to

be carried. A life-boat may be designated as a rescue boat also, if it conform to requirements.

2. EMERGENCY SITUATIONS
Life at sea is full of risks and adventures. A seafarers often faces the fury of the elements of
nature. Epic voyage give graphic description of the dangers including shipwrecks encountered
by man since the earliest of times. Tough technology has advanced bringing about
improvement in the design of ships, life-saving a appliances, navigational aids, weather
reporting, communications, search and rescue, etc, a certain amount of risk, dangers and
uncertainties associated with voyages at sea still exist, though of course to a lesser degree.

The modern seafarer can take solace from the fact the after s ship founders and or the master
takes a decision to abandon ship, the chances of survival are today than it has been at any
time in the past.

2.1. TYPES OF EMERGENCIES:

Emergencies that may lead to fire to fire or the foundering of ships are:

• Collision
• Standing/Grounding
• Adverse reaction of dangerous goods or hazardous bulk materials
• Shift of cargo
• Engine room explosion or fire etc.

2.2 PRECAUTIONS:
Precautions should be taken ion all aspects of ship operations so that such emergencies do both
occur.

General precaution consist of water-tight integrity of vessel, it is essential that all watertight
closing appliances, such as: hatch, water-tight doors, bows, stern and side doors and ramps,
ducts etc. are securely closed and battened down prior proceeding to sea.

Further, in case of ingress of water, resulting in flooding and/ or billing of water - tight space or
compartment, means are provided to pump out the water by the bilge and ballast systems.

2.3 FIRE PROVISIONS:

Vessels are will equipped with adequate fire extinguishing appliances to handle an outbreak
of fire. The means provided to combat fires are:

• Fire pumps, pipelines, hydrant, hoses and nozzles;

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 • Fixed fire detection and extinguishing system, such as: Sprinkler system, inert gas
system carbon-di-oxide/ Halon systems, foam system, etc.
• Design and construction of the vessel which contributes immensely in restricting the
spread of fire.

2.4. FOUNDERING:
A VESSEL IS SAID TO ‘Founder: when she has lost her reserve buoyancy and/ or has become
unstable and is unable to stay afloat.

Foundering is prevented by the water-tight integrity and stability of the vessel. In order to
maintain the water-tight integrity of a vessel; it is essential that all watertight closing appliance,
such as; hatch-covers, water-tight doors, bow, stern and side doors and ramps, ducts etc,
are securely closed and battened down prior proceeding to sea.

Further, in cas e of ingress of water, resulting in flooding and /or bilging of a water-tight space
or compartment means are provided to pump out the water by the bilge and ballast systems.

The essential actions that they should take in emergency The proper method of donning life-
jackets.

2.5. CREW EXPERTISE:

The Ship’s crew has considerable resources of skill and ingenuity. They should be well trained
in the operation of life-saving and fire-fighting appliances and emergency.

Emergency procedure training and drills will establish which crew members should be given a
particular emergency duty, this is essential to the success of the emergency procedure. Crew
should be familiar with boat and fire drills that in as emergency, if the order to abandon ship is
given, the same can be carried out in an organized and disciplined manner in the shortest
possible time and without any panic or commotion.

2.6. MUSTER LIST AND EMERGENCY SIGNALS:

The MUSTER LIST provides clear instruction for every person to follow in the event of an
emergency. The muster list is exhibited in conspicuous location throughout the ship; including
navigation in appropriate language are posed in conspicuous locations, crew/passenger cabins
and displayed at muster stations/notice boards to inform crew and passengers with regard to
this muster station.

2.7. CREW AND EMERGENCY INSTRUCTION

Personnel should, as soon as possible after joining a ship, acquire knowledge of:

• The meaning of emergency signals;

• Instruction on the muster list and their duties;
• The location and use o life-saving equipment;
• The location and use of fire-fighting equipment;
• Escape routes and equipment;
• The means provided for survival on hip and survival craft.

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2.8. EXTRA EQUIPMENT AND SURVIVAL:
Survival craft are adequately provisioned and provided with drinking water and equipment.
However, every opportunity should be taken to supplement the a foresaid taking extra
materials from the sinking ship.

If it is obvious that the ship is in great danger of sinking, but that there is still a little time in
hand before it will become necessary to abandon ship, a coxswain would do well to have some
extra gear in the boat. Always remembering that the extra put in the boat, the less room will
be available for survivors.

A recommended list of extra gear which may be taken from the ship to the survival craft, if
time permits, is given below:

• Blankets
• Tinned milk, milk tablet, fruits, biscuits and sweets.
• Torches, batteries and bulbs.
• Palm, needles and sail twine.
• Ship’s pyrotechnics, If unused EPIRBs
• Plastic bags and a small pocket radio receivers
• Fog horn
• Thermal protective aids and immersion suits
• Take extra water, fuel and lubricating oil, three quarter fill clean bottle naked containers
or jerry cans, then cork, float and tow them,
• Take a grapnel and line (in a boat only)
• If the crew members assigned to certain duties are incapacitate, then other would have
to perform additional tasks to make up for them. This means that during drills each
member should watch the whole team at work as well as carry out his own duties.

2.9. ABANDONING SHIP-COMPLICATIONS:

There is a distinct difference between drills and real emergency situation. Whilst knowledge
and practice during drills is important for handling a real emergency situation, but this may not
be enough and personnel should be prepared to perform additional tasks. Absence of the
lighting and listing of the ship may lead to disorientation which can be prevented if the ship’s
personnel know by heart that emergency stations and how to get to them.

Damage to their assigned survival craft may force personnel to embark in other craft. To
summarize, complication in abandoning ship, may be caused by;

• Some of the survival craft not being capable of being launched

• Absence of lighting and
• Absence of personnel assigned to certain duties The essential that they should take in
emergency The proper method of donning life-jacket

The general emergency alarms; signal is provided to alert all crew and passenger, about an
emergency. The general emergency alarm system is capable of sounding the general alarm
signal consisting of seven or more short blasts followed by one long blast on the ship’s. Whistle
or siren and additionally on an electrically operated bell or klazon or other equivalent warning
system. The system is powered from the ship’s mains supply and the emergency source of
electrical power. The system is capable of operation from the navigation bridge and expect
for the ship’s whistle, also from other strategic points. The system shall be audible throughout
the accommodation and normal crew working space and supplemented by public address
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system or other suitable communication system. An emergency communication system
comprising of either fixed or portable equipment’s, or both, is provided for two-way
communication between emergency controls stations, muster and embarkation stations and
command canter.

Emergency Drills: should be held at regular intervals to familiarize crew and passengers about
their muster stations duties and use of survival and emergency equipment. Frequent practice
builds up confidence and contributes significantly in the successful handling of an emergency.
Practice emergency muster drills are required to be carried out at regular intervals.

On Cargo Ships: Each member of the crew shall participate in at least one Abandon ship Drill
and one Fire-Drill every month. The drills of the crew shall take place within 24 hours of the
ship leaving a port if more than 25% of the crew have not participated in abandon ship and
fire drills onboard that particular ship in the previous month.

On Passenger Ships: On a ship engaged on an International Voyage which is not a short

international voyage, musters of the passengers shall take place within 24 hrs after
embarkation.

Passengers shall be instructed in the use of life-jackets and actions to be taken in the event of
emergency. If only a small number of passengers embark at a part after the muster has been
held it shall be sufficient, instead of holding another muster, to draw the attention of these
passengers to the emergency instructions. An abandon ship drill and a fire shall take place
weekly.

3. EVACUATION
3.1 ABANDONINGSHIP LAST RESORT:
When disaster strikes a ship master in authority may be compelled to order the vessel to be
abandoned. Since the ship provides all life support systems, any decision to abandon is not to
be taken lightly, however, should the vessel be long safe because of collision, fire explosion,
toxic substance or caprice or caprice or any other reason the order to abandon may be given.

3.2. PERSONAL PREPARATION FOR ABANDONING SHIP:

The circumstances will dictate what action should be taken by personnel. In an escalating
emergency where abandonment is a likely outcome, warm clothing, preferably a thermal suits,
covered by an immersion or survival suit, is essential life jacket should be donned and secure
tightly. Individuals in cold water with a badly secured life jacket would find the task of re-
securing with wet, clod hand extremely difficult if not impossible.

3.3. NEED TO PREVENT PANIC:

It is normal practice that the order to abandon form shop is a passed by word of mouth.
Personnel in boats to be seated and strapped into position. The officer in- charge assumes
command of operation within the craft, and persons should remember that launching period is
critical, and that he concentration of the officer in-charge should not be interrupted except
in exceptional circumstances. It is a period of tension and it is within survivors own interests
to allow persons with designated task to be left alone to get on with the job in hand. Keep alert,
and unless you have constructive comment regarding situation, keep quite, assist other
people inside the craft, especially injured personnel, if you can. Make causalities as comfortable

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as possible and try to reassure them that every is going well, even when the situation may
appear to be difficult.

3.4. CREW DUTIES TO PASSENGERS:

The Muster list show several duties assigned to member of the crew in relation to passengers
in case of emergency. The duties shall include:

• Warning the passengers

• Seeing that they are suitably clad and have donned their life jacket correctly
• Assembling passengers at muster station.
• Keeping the movement of the passengers
• Ensuring that a supply of blankets is taken to the survival craft.

3.5. CREW DUTIES LAUNCING SURVIVAL CRAFT:

The regulation specify that he shall be sufficient trained number of persons onboard a ship for
the mustering. Who may be deck officer or certified persons, are required onboard for the
operation of survival craft and implementation of launching:

• Bowman
• Ford grips, safety pin painter
• Brakes man
• After griped and safety pins
• Ladder and help passengers man the boat
• Stern sheet

3.6. MASTER’S ORDER TO ABDON SHIP:

When disaster strikes a vessel and ship s no longer safe due to:

• Collision
• Grounding
• Fire
• Explosion etc.

NO SHIP IS TO ABANDONED, EXCEPT BY ORDER OF THE MASTER

3.7. MEANS OF SURVIVAL:

The following are the means of survival, after the ship has been abandoned:

• A means of keeping of boat (life jacket and survival craft)

• A means of keeping warm (appropriate warm clothing)
• Drinking water and food. Fist 24 hrs nothing, then issue ½ liter per person per day.
• Only eat carbohydrates such as: sweet, glucose, etc.
• Communication equipment (lie-boar radio, EPIRB, SART, Pyrotechnics, day light
signaling mirror, water proof torch etc)

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 4. SURVIVAL CRAFTS AND RESCUE BOATS

SOLAS Regulation 31 –

Survival craft and rescue boats:

Gives requirements for carriage of survival craft for cargo ships. Lifeboats carried must
accommodate all persons on board, additional liferafts must also be carried. Chemical tanker
sand gas carriers carrying cargoes emitting toxic vapours or gases must carry lifeboats with a
selfcontained air support system that comply with the LSA Code. Oil tankers, chemical tankers
and gas carriers carrying cargoes with a flashpoint not exceeding 60° C must carry fire-
protected lifeboats that comply with the LSA Code.

SOLAS Regulation 21 –

Survival craft and rescue boats:

Passenger ships on international voyages which are not short must carry partially or totally
enclosed lifeboats on each side to accommodate not less than 50% of total number of persons
on board (in other words, the two sides together must equal at least 100%). Some lifeboats
can be substituted by liferafts. In addition, inflatable or rigid liferafts to accommodate at least
25% of the total number of persons on board. Passenger ships on short international voyages
must carry partially or totally enclosed lifeboats for at least 30% of persons on board, plus
inflatable or rigid liferafts to make total capacity of 100% with the lifeboats. In addition, they
must carry inflatable or rigid liferafts for 25% of total number of persons on board. All survival
craft required to provide for abandonment by the total number of persons on board must be
capable of being launched with their full complement of persons and equipment within a period
of 30 minutes from the time the abandon ship signal is given.

SOLAS Regulation 26 –

Additional requirements for ro-ro passenger ships:

Includes requirements for ro-ro passenger ship's liferafts to be served by either marine
evacuation systems or launching appliances compliant with the LSA Code. At least one of the
rescue boats must be a fast rescue boat. Ro-ro passenger ships must be equipped with efficient
means for rapidly recovering survivors from the water and transferring them from rescue units
or survival craft to the ship. A sufficient number of lifejackets must be stored in the vicinity of
muster stations so passengers do not have to return to their cabins for lifejackets

4.1. LIFE-BOATS:

Different types of lifeboats are:

• Open life boat

• Partially enclosed
• Self-righting partially enclosed
• Totally enclosed
• Totally enclosed with a self-contained air support system
• Fire protected life boat

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a) OPEN LIFE BOAT

Most modern life- boat for ships are now manufactured in glass reinforced plastic (GRP), older
boats currently in use are aluminium alloy or steel, with very few wooden built boats still
operational. The maintenance and natural life of wooden boats are to major reasons for their
superseded by boards of GRP type construction.

The interior section of the open life- boat is moulded in one piece design. This provides the
boat with a double hull from the gunwales down. Internal compartment are filled with buoyancy
foam. The amount of which is increased with the added volume of double hull. Additional items
such as thwarts, gunwales, keel, buoyancy tanks and small gear lockers are all manufactured
in GRP and forms integral parts of the hull. A GRP and forms integral parts of the hull.

A GRP boat has great strength, and requires almost nil maintenance compared with. The
advantage of GRP construction because readily apparent when hull moulding in one piece
provided superior watertight integrity and additional buoyancy compared with the older
buoyancy tank designs. Construction of the boat is fast, especially when compared with wooden
boats, and permanent colour makings can be incorporated into the fiberglass eliminating the
need for painting. Additionally, fiberglass has a low thermal conductivity which gives excellent
insulation for accommodation and storage are.

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b) PARTIALLY ENCLOSED BOATS:

These boats are made of glass reinforced plastic (GRP). Partially enclosed life- boat shall have
specifications.

Partially enclosed life-boat must comply with general requirements for life-boats. Every partially
enclosed boat shall be provided with effective means of bailing or be automatically self-bailing.

They shall be provided with permanently attached, rigid cover extending over not less than
20% of the boat length from the stem, and 20% if the length from after most part of the boat.

The arrangement of the canopy I governed by the following requirements:

• It must by provide with adequate rigid section or battens to permit the erection of the
canopy.
• It must be easy to erect by not more than 2 persons.
• It must be insulated to protect the occupants against heat and cold, having not less
than two layers of material separated by an air gap or other efficient means of insulation.
Means must be provided to prevent the accumulation of water in air gap.
• Its exterior is of highly visible colour.
• It has means for collecting rain water.
• The occupants can escape in the events of the lifeboats capsizing.

c) SELF RIGHTING, PRTIALLY ENCLOSED LIFEBOATS:

The life boat shall have permanent, rigid covers which extent over not less than 20% of the
length of the life-boat, from the stem and not less than 20% of the life-boat length from the
after most part of the life-boat.

The rigid covers shall form two shelters. If the over have bulkhead then opening of sufficient
size to permit easy access by persons clad in protective clothing and life jackets, must be
provided. The interior height under the shelters must allow easy access to seating
arrangements in the bow and stern of the life boat.

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Rigid covers must be provided with windows or clear view panel to admit daylight with opening
closed, sufficient to make artificial unnecessary.

Open parts of the boat shall be provided with permanently attached folding canopies so that:

• It can be easily erected by not than two persons, within two minutes’ period.
• It is insulated by not less than layers of material, separated by an air gap in order to
protect the occupants from cold.
• A safety belt shall be fitted at each indicated seating position. The safety belt shall be
fitted at each indicated seating position. The safety belt shall be so designed as to hold
a person of a mass of 100 Kgs securely in place when the lifeboat is in a capsized position.
• The stability of the lifeboats shall be such that it is inherently or automatically self
righting where loaded with its full or a partial complement of persons and equipment and
the person are secured with safety belts.

d) TOTALLY ENCLOSED:

Every totally enclosed lifeboat shall be provided with a rigid enclosure (Statutory Instrument
No. 1066). The enclosure shall be so arranged that:

• It protects the occupants against heat and cold.

• Access into the lifeboat is provided by hatches which can be closed to make the boat
water tight.
• Hatches the positioned so as to allow the launching and recover operations to be
performed without any occupant having to leave the enclosure.
• It must be possible to row the life-boat.
• Life boat capable, when it is in the capsized position with hatches closed and without
significant leakage, of supporting the entire mass of the life boat, including all equipment,
machinery and it full complement of persons.
• It includes windows or translucent panel on both hatches closed which does not cause
discomfort to the occupants.

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 • It exterior is of a highly visible colour and its interior is of colour which does not cause
discomfort to the occupants.
• Handrails provide a secure handhold for persons moving about the exterior of the lifeboat
and aid embarkation and disembarkation.
• Person has access to their seats from an entrance without having to climb over thwarts
or other obstruction.
• The occupant’s area protected from the effects of dangerous sub-atmospheric pressures
which might be created by the lifeboat’s engine

e) SELF RIGHTING TOTALLY ENCLOSED LIFEBOAT:

Additional requirement for self righting totally enclosed lifeboat are:

• A safety belt shall be fitted at each indicated seating position. The safety belt shall be
designed to hold a person of a mass of 100 Kgs. Security in place when the lifeboat is
in a capsized position.
• The lifeboat shall be capable of supporting its full complements of persons and equipment
when the life boat is in the damaged condition and its stability shall be such that in the
event of capsizing, it will automatically attain a position that will provide an above water
escape for its occupants.
• The design of all engine exhaust pipe, air ducts and other openings shall be such that
water is excluded from the engine when the life boat capsizes, re- rights and become
upright.

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f) FIRE PROTECTED LIFEBOAT:

A fire lifeboat, when water borne, shall be capable of protecting the number of persons it is
permitted to accommodate when subjected to continuous oil fire that envelops boat for a
period of not less than 10 mts.

g) WATER-SPRAY SYSTEM:

A lifeboat with water spray complies with the following:

• Water for the system shall be from the sea by self priming motor pump. It shall “ON”
and “OFF” the flow of water over the exterior of the lifeboat.
• The seawater intake shall be so arranged as to prevent the intake of flammable liquids
from the sea surface.
• The seawater intake shall be so flushing with fresh water and allowing complete
drainage.
• Lifeboat launching appliances for oil tankers, chemical tankers, and gas carriers with a
final angle of heel greater than 20° calculated in accordance with the International
Convention for the Prevention of the Prevention of Pollution from ships, 1973 as modified
by the 1978 Protocol, shall be capable of operating at the final angle of heel on the
lower side at the ship.

In addition the following should be complied with:

• The launching appliance will be efficiently protected against corrosion and constructed in
a manner to prevent incentive friction or impact sparking during launching procedures
of the craft.
• The launching appliances should be arranged so that excessive forces are not
experienced by persons occupying the craft during the launch.
• The launching appliances should be a rigid structure with such a ramp angle and
length which permits the Survival Craft to effectively clear the area of the ship/
structure.

4.2 LIFE-RAFTS:
There are 2 types of life-rafts which are carried on board ships:

a. Inflatable life-rafts
b. Rigid life-rafts

1. Inflatable life-rafts

Several manufacturers of liferafts supply in Inflatable life-rafts to the merchant vessels

throughout the world, including Beaufort, RFD Dunlop and Viking. The size of the rafts varies
with customer requirements but their capacity is not less than six persons.

Life rafts should be capable of withstanding exposure for 30 days of sea conditions. A standard
raft should be robust enough in construction to be launched from a height of 30 meters and
when inflated to be able to withstand repeated jumps into surface from height up to 4.5 mts./15
ft.

Life raft should be inflated with non-toxic gas and should be inflated within a period of one
minute at an ambient temperature of between 18°C and 20°C or within a 3 minute period at a
temperature of 30°C. Normal practice is to cause inflation by tugging on the painter line.

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The painter’s length should be not less than twice the distance from the stowed position to
waterline when the vessel is in it’s lightest seagoing condition or 15 meters whichever is
greater.

The canopy which protects the occupants from exposure should automatically be set in place
when the raft is launched. The exterior canopy should be of a highly visible colour. The liferafts
are fitted with 2 lamps inside and the other outside which are powered by sea water activated
cell.

2) RIGID LIFERAFTS:

All rigid liferafts shall comply with the general requirements specified by the regulations
regarding liferafts. The buoyancy of the rigid liferafts shall be provided by approved inherently
buoyant material placed as near as possible to the periphery of the Liferaft. The buoyant
material shall be fire retardant or be protected with fire retardant covering.

The floor of the raft prevents the ingress of water and shall effectively support the occupants
out of the water and insulate them from the cold. The stability being such that it is capable of
operating safely whichever way up it is floating. It must be either self righting or readily righted
in a seaway and in calm water by one person. Once loaded with it’s full complement of persons
and equipment it must be possible to tow the raft in clam water at a speed of upto 3 knots

3) FLOAT FREE ARRANGEMENT FOR LIFERAFTS:

The breaking strength of the painter system, with the exception of the weak link arrangement
shall be not less than 10.0 KN rafts carrying nine persons or more and not less than 7.5 KN for
other liferafts. A weak link system, if used shall break under a strain of 2.2+/- 0.4 KN.

A weak link should not be broken by the force required to pull the painter from the raft. If
applicable, the weak link should be at sufficient strength to permit inflation of the raft when
sea wash over the unit and they should be fitted with drain to prevent water accumulation
inside the hydrostatic chamber.

Release unit should be constructed of compatible materials so as to prevent malfunction of the

unit. Galvanizing or other forms of metallic coating on parts of the hydrostatic release unit shall
not be accepted.

Either a document or identification plate stating the date of manufacture, type and serial
number will be provided. Any part connected to the painter system shall have strength of not
less than that required for the painter.

The mariner should note that the where a Survival craft requires a launching appliance and is
also designed to float free, the flat free release of the Survival Craft from it’s stowed position
should be automatic.

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4.3 RESCUE BOATS:

1. Minimum number of rescue boats carried on a passenger ship are as under:

Passenger ships of 500 GT and over shall carry atleast one rescue boat on
either side of the ship. Passenger ships of less than 500 GT, shall carry atleast
one rescue boat which complies with the regulations.
2. Minimum number of rescue boats carried on cargo ship are:
Cargo ships shall carry atleast one rescue boat which complies with the
regulations.
3. The requirement which allow a lifeboat to be classed as a rescue boats are:
• Rescue boat may be either, rigid or inflated construction or a combination
of both not less than 3.8 m and not more than 8.5 m in length. Capable of
carrying at least five seated persons and a person lying down. Rescue boats
which are a combination of rigid and inflated construction shall comply with
the appropriate requirements of the regulations affecting rescue boats to
the satisfaction of the administration. Unless the rescue boat has adequate
sheer, it shall be provided with a bow cover extending for not less than
15% of it’s length.
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• Rescue boats shall be capable of maneuvering speed upto 6 knots and
maintaining that speed for a period of atleast 4 hours.
• Rescue boats shall have sufficient mobility and maneuverability in a seaway
to enable persons to be retrieved from the water, marshal liferafts and tow
the largest Liferaft carried on the ship with its full complement of person
and equipment or it’s equivalent at a speed of at least 2 knots.
• A rescue boat shall be fitted with an inboard engine or outboard motor. If
it is fitted with an outboard motor, the rudder and the tiller may form part
of the engine. Notwithstanding the regulation (regarding the flashpoint of
fuel of 43°C or less) outboard engines with an approved fuel system may
be fitted in rescue boats provided the fuel tanks are specially protected
against fire and explosion. Arrangements for towing shall be permanently
fitted in rescue boats and shall be sufficiently strong to marshal or tow
liferafts as required. Rescue boats shall be fitted with weather tight stowage
for small items of equipment.

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RESCUE BOAT EQUIPMENT
1. Buoyant oars, sufficient to make headway in calm seas. A crutch is provided for each
oar and is attached to the board by lanyard or chain.
2. A buoyant bailer.
3. A binnacle containing ad efficient compass which is luminous or provided with a light.
4. Anchor and tripping line with a hawser or adequate strength, not less than 10mts in
length.
5. A slip painter of sufficient length and strength.
6. One buoyant line, at least 50mts long, strong enough to tow the ship’s largest life
raft, when fully loaded, at a speed of at least 2 knots.
7. One waterproof signaling torch, one spare battery and one spare bulb.
8. One whistle.
9. One first-aid outfit in a water proof case which can be tightly closed after use.
10.One buoyant rescue quoits with atleast 30mts of buoyant line.
11.One searchlight capable of working for a total period of 6 hours, out of which at least
3 hours may be continuous
12.An efficient radar reflector
13.Thermal protective aid for 10% of the capacity of the board or two, whichever
number is greater
14.Rigid rescue boats shall carry one boat hook, one bucket and either a hatchet for a
knife Inflatable types shall carry none of these
15.Inflatable rescue boats shall have the following additional equipment:
• A buoyant safety knife
• A safety boat hook
• Two sponges
• A puncture repair kit

5. PERSONAL LIFE SAVING APPLIANCES

5.1. LIFE BUOYS

Life buoys are distributed over the ship actual life buoy to show as follows:

• Life buoy shall be distributed as to be readily available on both sides of the ship and as
far as practicable on all open decks extending on the ship side, At least one to be placed
in the vicinity of the stern
• Life buoy should stowed so as to be capable of being caused loose and not permanently
secured in any way.

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The requirements for additional equipment attached to life buoy:

• At least one life buoys on each side of the vessel should be fitted with a buoyant life
line, equal in length to not less than twice the height at which it is stowed above the
water line in the highest sea going condition or 30mts which ever is the greater.
• Not less than on half of the total number of life buoyant shall be provided with self
igniting lights and not less than two of these shall also be provided with self activation.
Smoke signals and be capable of quick release from the navigating bridge. These life
buoys should be equally distributed wither side of the ship and should not be the life
buoys previously stated with buoyant lines.
• Self igniting lights on life buoys of tankers shall be of an electric battery type.
• Each life buoy shall be marked in block capitals of the roman alphabet with name and
part of registry of the ship on which it is carried.

5.2. LIFE JACKETS

A life jacket shall be provided for every person on board the ship and in addition. A number
of life jackets suitable for children equal to at least 10% of the number of passengers on
board shall be provided or such greater umber as may be required to, provided a life jackets
being stowed in conspicuous places on deck or at muster stations at the place of duty.

LIFE JACKETS ON BOARD CARGO SHIP:

• A life jacket shall be provided for every person on board ship and in additional life
jacket for 25% of the person on board. Sufficient number of the life jacket shall be
carried for person on watch and fir use at remotely located survival craft station.
• Life jackets buoyancy may be achieved by packing with buoyant material.
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 • A life jacket which depends on inflation for buoyancy shall have not less than two
separate compartment and comply with regulation for fixed buoyancy type life
jackets.
• They should inflate automatically on immersion be provided with a device to permit
inflation by a signal manual motion, and be capable inflated by mouth.
• In the event of loss of buoyancy in one compartment the life jacket should still be
capable of maintaining the standards set by the regulations for standard life jacket.

Each life jacket light shall:

• Have a luminous intensity of not less than 0.75 cd.

• Have a source of energy capable of providing a luminous intensity of 0.75 cd for a period
of at least 8 hours.
• Be visible over as great a segment of the upper hemisphere as in practicable when
attached to life jacket.
• If they light of the life jacket is a flashing light it shall in addition.
• Be provided with a manually operated switch.
• Not be fitted with a lens or reflector to concentrate the beam.
• Flash at a rate of not less than 50 flashes per minute with a luminous intensity of at least
0.75 cd
• Life jackets shall be fitted with a whistle firmly secured by a cord.

5.3. IMMERSION SUITS:

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The immersion suit shall be constructed with water proof materials so that:

• It can be unpacked and donned without assistant with the 2 mts, taking into account any
associated clothing and a life jacket of the immersion suit is to be worn in conjunction
with a life jacket.
• It will not sustain burning or continues melting after being totally enveloped in a fire for
a 2 seconds period.
• It will cove the whole body with the exception of the face and shall also be covered unless
permanently attached gloves are provided. It is to be used in water where the
temperature is between +15° C to -25 °C.
• An immersion suit of an appropriate size complying with the regulation shall be
provided for every person arranged to crew of the rescue boat.

5.4. THERMAL PROTECTIVE AIDS

• The main purpose of a thermal protective aids us to reduce both the convective and
evaporative heat lost from the wearer’s body.
• Permit the water to remove it in water in not more than 2 minutes if its impairs the
ability to swim.

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 • The thermal protective aid shall function properly in an air temperature from - 30°C to
+20°C.
• On passenger and cargo ships with non-enclosed lifeboats, a thermal protective aid
must be provided for persons not provided with an 3 immersion suits required to carry
each life boat as per regulation.

6. PERSONAL LIFE SAVING APPLIANCES (DEMONSTRATIONS)

Immediate action after entering survival craft

Lifeboats:

• Get away from sinking or burning ship let go toggle painter. Maneuver or drift to a safe
distance from ship.
• Look for the gather other survivors. Maneuver and use buoyant lifelines to reach persons
in water. Use torch/search light at night look for retro-reflective types on other life-
saving appliance and look for life raft and for lifejacket light listen for whistles.
• Join other survival craft
• Use motor lifeboats o retrieve drifting rafts and secure them to other lifeboats and
liferafts. Stream sea anchor
• Check correct functioning of lifeboat.
• Check for damage, leaks, build-up of water.
• Commence measures for protection and survival.
• Rig lifeboat exposure cover. Give first aid to injured. Take action against sea sickness
read “survival manual”.

Inflatable Liferafts

• Get away from sinking or burning ship.

• Hold on to look arms through hand lines inside raft (especially in rough weather)
• Cut painter as far from raft as possible, Maneuver or draft to safe distance from ship.
Stream sea anchor or drogue
• Look for and gather other survivors
• Use rescue quoits and line to pull survival to rats – Use torch at night. Look for retro
reflective tapes on other appliances and look for lifejacket light. Listen for whistles
• Check proper functioning of Liferaft
• Check for leaks and damage
• Plug leaks with leak stoppers from equipment bag. Top up buoyancy chambers if
necessary with pimp or bellows
• Join other rafts. If possible
• Secure rafts together with remains of painter lines allowing distances between rafts for
movements in seaway

7. SURVIVAL AT SEA
Any person involve in any emergency should try to remain dry. It is known that the body loses
its heat 26 times faster, when immersed in water than when kept in a dry environment. For
this reason a water proof suit must e considered extremely desirable of survival. However, for
persons finding themselves in water, the following actions are recommended.

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 • Avoid unnecessary swimming. This will only use up valuable energy and increase the
body’s heat loss to surrounding water.
• Float on the surface in a HELP position. (Heat Exchange Lessening Posture) with the
knees clasped up against the chest. This position conserved body heat
• When in group, float in HUDDLE Position.
• Try to keep your morale, up and keep the will to survive.
• To avoid panic action.
• As soon as possible after the survival crafts are launched, tie all the survival crafts
together congregate in place for ways from the ship. The motor life boat may be used
to escort survival and other crafts, and to search for survivors.

Once above is done, the after the survivors must stay in one place and protect themselves from
the environment that is heat and cold. Follow the survival at sea principles laid down for
prolonging life under survival conditions.

7.1. DANGERS TO SURVIVORS:

HEAT STROKE

• A serious condition where the body temperature rises above the normal to 40°Cor more.
It is caused by prolonged exposure to very hot or very humid conditions.
• The symptoms are a hot, dry skin, with a rapid pulse rate. The patient may appear
flushed and could experience some confusion, unconsciousness may follow:

SUN STROKE

• Sun stroke can occur when there is hot sun with high temperature and the absence of
wind. The patient gets headaches dizziness and feels hot, sun stroke may sometimes
be fatal.

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COLD AND HYPOTHERMIA

The majority of deaths are caused by hypothermia during and after the ship wrecks. It means
loss of core body temperature.

The following are the symptoms of hypothermia:

Shivering, semi/unconscious, Loss of muscle control, fully unconscious, collapse. For treating
it cover the body by blankets or by thermal protective aids. Do not give liquids and never
administer massage without the presence of a Doctor or a Medical expert.

EFFECT OF SEA SICKNESS

The most seasoned seaman will get the seasickness in a liferaft, this happens due to the loss
of body fluids. There is no means to recover it back, as we do not have extra water in Survival
Craft, also it is advisable that as soon as the seamen board the survival craft, seasickness
tablets should be given to every person.

LACK OF BODY FLUIDS

Failure to maintain body fluids correctly causes dehydration in the survival craft.

DRINING SEA WATER

Consuming of sea water to be avoided, as it will induce more thirst. Most modern fire protected
lifeboats must protect their occupants from the effects of continuous oil fire that envelope the
boat for a period of not less than 8 minutes. Protection for the hull is normally provided by
means of a water spray system.

SHARKS

As per the new requirements survival craft must carry shark repellent so that we can repulse
shark attack. The shark repellent can be a chemical which can be spread over the water or it
could be applied on the body.

7.2. BEST USE OF SURVIVAL CRAFT FACILITIES

The following are some of the ways of clearing the ship. After boarding and lowering the survival
craft, measure should be taken to clear the vessel as quickly as possible; the danger of being
struck from below by surfacing wreckage is greater than from the suction caused by the ship
sinking. This may be done by means of ores, paddles or may be towed by motor boat. After
clearing away, all crafts must keep at a safe distance from the sinking ship.

• Two sea anchor (drogues) are provided for each life raft. Each should be fitted with a
shock absorbent painter and designed with swivels at each end of the line to prevent
fouling. The purpose of the drogue is to reduce the drift rate of the liferaft and to reduce
the rise of liferaft ad to reduce the rise of the liferaft and avoid capsizing. Keeping this
in mind, one of the sea anchor should be permanently secured so that it can be easily
deployed following inflation of the liferaft. It should be in such a manner that the liferaft
is oriented to the wind in a stable manner. It should always be employed when
engaging in helicopter rescue operation or in beaching the liferaft.
• A watch system should be organized, giving some duty to each occupant of the survival
craft. Having something to do or to be responsible as it improves the morals of individual
survivors and of the group in particular. A constant lookout should be maintained,
changing the lookout at about 2 hourly intervals or less in cold conditions or if there is
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 a danger of sun burn. Lookouts should be instructed to keep watch all round the horizon
and to listen as well as watch. They should be alert for sings, aircraft, land dangers and
rain showers in the vicinity which may provide an opportunity to supplement the water
ration.
• On making any sight the lookout should inform the person In charge of the craft before
doing anything.

Detection is a two sided matter. Survivors should use the equipment provided to attract
attention as follows:

1. EPIRB
2. PORTABLE RADIO
3. PYROTECHNICS
4. HELIOGRAPH
5. SART

When survivors are in the survival craft the in-charge should raise the morale of the persons
who are in the survival craft by keeping the person and their mind busy by a good routine and
discipline maintained at the outset of the situation. A watch system using emergency RADIO,
this should be activated as soon as practicable. The lookout should be made aware of the
position of pyrotechnics and how to use instructions being read well before they actually need
to be used. By letting persons read the instructions on equipment and designating various job
functions the minds of survivors are kept active. Morale is maintained and will to survive in not
lost.

For this reason a waterproof suit must be considered extremely desirable for survival. However,
for persons finding themselves in water, the following actions are recommended:

• Avoid unnecessary swimming. This will only use up valuable energy and increase the
body’s heat loss to surrounding water.
• Float on the surface in a HELP position. (Heat Exchange Lessening Posture)
• With the knees clasped up against the chest. This position conserved body heat.
• If your lifejacket is equipped with a face visor, secure it. Failing this, protect
• Your airways against breaking seas by using your hands to form a face bar.
• If there is more than one person, group together in HUDDLE Position. There is
• Safety in numbers as you are making a larger target when grouped on the surface. If
survivors form a circle group, free-flowing water is restricted in the centre of the circle
and the loss of heat is reduced. Causalities can also be kept warmer by being placed
in the middle of the circle and supported by the others. Lifelines fitted to certain suits
can also be employed to link survivors together.
• Try to keep your morale, up and keep the will to survive.
• To avoid panic action.

8. EMERGENCY RADIO EQUIPMENT

Whenever abandon ship is announced THREE safety radio equipment are to be carried to
survival crafts as mentioned in muster list

1. EPIRB
2. SART
3. Portable VHF
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8.1 EMERGENCY POSITION INDICATING RADIO BEACONS (EPIRBS)

The two main purpose of EPIRB is

1. Secondary means of Distress Alerting

2. It assists in determining (fixing) the position of survivors

The EPIRB signal indicates that

1. The survivors are in imminent danger and require immediate assistance

2. Survivors may not be on board the ship

3. Survivors may not have receiving facility.

Frequency 406.025 MHz

Output Power 5 Watts

It is only a transmitter (no receiving facility available). Transmits UNIQUE ID, MMSI number
in the form of HEXADECIMAL CODE to the low orbiting Cospas Sarsat satellite and satellite
passes this information to a land station called LUT (Local User Terminal). The LUT decodes
the HEXADECIMAL code and finds the ID (MMSI number ).

Also It determines the Position of EPIRB using Doppler shift principle and passes the
information to MCC (Mission Control Centre), who will immediately inform the RCC/MRCC
nearest to the EPIRB position and SAR operation is initiated by the RCC/MRCC.

(MCC is the registration authority of EPIRB, for example an Indian ship Owner in order to place
an EPIRB in his ship have to register with MCC Bangalore furnishing all the details about the
ship.

1. It operates on 18V Lithium Battery. The capacity is 48 hours and shelf life 5 years.
2. It can be operated in two ways

(a) Automatic Float Free : HRU will release the EPIRB when the ship sinks at a depth of
2.5 to 4 meters in sea water , It floats and then automatically starts transmitting as the
sea water contacts situated at the bottom of EPIRB short circuites with the contact of
sea water.

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 (b) Manually by removing safety pin and keep the switch in emergency position or it is
spring loaded automatically will go to ‘ ON’ position.

3. A strobe light will indicate the EPIRB location at night/cloudy weather when in operation
4. Must be capable of operating even in bad weather, withstand vib ration, ice formation in
icy regions and be capable of being released in icy conditions.
5. Operating instructions and the ships identity slip (received after registration) must be
affixed on the equipment.
6. Should be installed clear of obstructions
7. Frame holding the EPIRB should be of non-corrosive material
8. While testing, First read the Manufacturer’s instructions , hold the test switch in TEST
position for 15-20 sec It flashes for 15 secs and steady strobe light at the end to
Indicate that the test is successful. If the above indication does not come, then test has
failed.
9. All the ships including in the vicinity will get the information through EGC or by
other means. (Ships cannot receive EPRIB signals).
10.To de-activate the EPIRB bring the switch to OFF position and insert the Safety pin.

LEOSAR (COSPAS SARSAT) AND GEOSAR SATELLITES

Cospos-sarsat satellites are orbiting in low earth orbit. Since these satellites orbit around earth
from north pole to south pole, they are known as low earth polar orbitting satellites .the altitude
is 800 to 1200 miles above the earth. it takes about 90 minutes to complete one orbit around
earth.

There are 6 COSPAS-SARSAT satellites in use.

There are two LUTs in India, one is at Bangalore and the other is at Lucknow. The EPIRBs are
registered in the same country where the ship is registered. EPIRBs of Indian flag ships are
registered with MCC, Bangalore.

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Global Mode: When an EPIRB is activated if the LUT is not in line of sight with the satellite,
the message is stored in the satellite until the LUT comes in line of sight, and then passed to
the LUT when it is in line of sight . Mean time delay 30 Minutes to 1.5 hours.

Local Mode / Real Time Mode: When an EPIRB is activated if the LUT is in line of sight with
the satellite the message is passed to the LUT without any delay.

GEOSAR:

The GEOSAR system configuration comprises 4 geostationary satellites located at

approximately 36000 km above the Equator at different lines of longitude, giving an
instantaneous footprint of the whole of the Earths surface nominally between 700 North and
700 South.

These GEOSAR can instantly pick up the EPIRB info and pass it to its connected ground stations.
The disadvantage of these satellites is they cannot calculate the position of EPIRB.

Checks to be carried out on EPIRBS:

• Read the Manufacturer’s instructions.

• Checks to be carried out every month.
• Check physical condition of the EPIRB , Check Lanyard (should not entangle with any
other objects),
• Check the sea water contacts , should be dry.
• Check the Expiry date of EPRIB Battery
• Check the expiry date of HRU .
• Check the expiry date of the Annual “TEST & Inspection” report ,

As per regulations, remember this test to be carried out during UTC hour 00 to 05 Minutes
only.

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8.2 -SEARCH AND RESCUE TRANSPONDERS (SARTS)

Purpose:

The purpose of SART is to indicate the position of survivors

A SART operates on 9 GHZ (3 cm or X band) radar frequency band. It is a Transceiver. It will

transmit only when Radar signals are received or intercepted. That is the function of of a
Transponder.

When the SART is more than 2 nm away 12 blips will be seen on the ship’s X band radar as a
line of 12 dots extending approximately 5 nautical miles from the SART’s position along its line
of bearing.

The first blip from the observer’s point is the position of SART.

It is preferable to use Radar range scale between 6 and 12 nm, this will assist in differentiating
between SART and other signals.

The spacing between each pair of dots will be 0.6 nm.

When the SART is about 1 nm away BLIPS will turn into WIDE ARCS and when less than 0.2
nm arcs will turn into Concentric Circles.

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The SART will give an audible and a visual alarm when interrogated by any radar to indicate
the survivors that it has intercepted by Radar signals.

Frequency - 9.2 to 9.5 GHZ

Power Output -400 milli watts

Battery -Lithium, 18 volts, standby 96 hrs, on interrogation 8 hrs

Drop test- From a height of 20 mtrs into water

Range - Depends upon the height of antenna.

a) 1 mtr above sea level 5 nm

b) Floating on the water 1 - 2 nm

c) Aircraft height 3000 ft - 30 to 40 nm

Checks

Following checks to be carried out monthly as per Manufacturer’s instructions-

1. Expiry date of Battery (Battery Shelf life normally is 5 Years)

2. Expiry date of Annual servicing report
3. Visual Check (for any damage)
4. Check seal and Telescopic pole
5. Wall mounting in its bracket.
6. TEST

Read Manufacturer’s instructions-

• Before testing the SART we have to make sure that there are no ships around,
• Should not be heavy traffic region.
• we should inform ships in the vicinity that we’re going to test the SART .
• Require two persons to do the test.
• Test should be carried out on X band Radar .
• Radar should be on 12 miles range.
• SART should be taken either to bridge wings or to ships forward to get line of sight
communication with Radar scanner.
• Set the SART switch on TEST mode.
• While testing SART audio beeps and visual indications will be indicated .
• In X band Radar, 12 concentric circles will appear.
• Use the VRM to measure the distance and the last circles distance will be close to 7.2 NM
and each circle spacing will be 0.6 NM.
• If all the above indications present then the TEST is considered PASSED.
• After applying all corrections, If space between each pair of circles is too less or more,
Inform Master and has to be sent for SBM. (Shore Based Maintenance)

ACTIVATION MODE :

To Activate SART, brake the seal and set to ON or EMERGENCY mode

SART will operate continuously for 8 hrs if it is (within any radar range) on interrogation mode

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SART will operate on STANDBY mode (if it is not within any radar range or interrogation mode)
for 96 hrs.

8.3 PORTABLE VHF RADIO APPARATUS FOR SURVIVAL CRAFT

Portable/Hand Held Two Way VHF Equipment (GMDSS Walkie-Talkie)

Carriage requirements:

Vessels between 300 to 500 tons = 2 nos.

Vessels above 500 tons = 3 nos

1. Minimum required channels = Ch 16 and 06

2. Power Output = Max 1 W. Min 0.25W
3. Battery Used = Lithium - Primary
4. Battery Capacity = 8 hours
5. Should be capable of SINGLE HANDED operation
6. Should withstand the drop test on hard surface from a height of 1 meter and on water
surface 20 meters
7. Should be water tight at a depth of 1 meter for at least 5 minutes
8. Should be highly visible, yellow/orange colour or marked with a surrounding
yellow/orange marking strips
9. Should have a spare primary battery for each VHF SET (with the seal intact) (shelf life
2 years)
10.Should have the operating instructions embedded on the set itself

Checks /Test be carried out:

Monthly:

Check the Expiry date of the Spare batteries - Three numbers.

Condition of Seal should be intact – seal should not be broken or opened.

TEST the VHF SET with another set on CH 06 using Low power.

If using with re-chargeable batteries for drill purposes, proper charging and recharging
Should be done at regular intervals.

9. HELICOPTER ASSISTANCE

9.1 COMMUNICATING WIH HELICOPTER

Wireless communications can be established on VHF and in the absence of wireless equipment’s
which can be used to communicate with helicopter directly or through a shore station, hand
and arm signals are to be used.

9.2. EVACUATION FROM SHIP AND SURVIVAL CRAFT

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To be picked up from the ship, a clear space will have to be available on the ship which is clear
of masts, riggings and other impediments. Evacuations from a lifeboat or a liferaft is even more
dangerous and has to be done with proper understanding between the survivor and the
helicopter. The pickup may be executed through harness, stretches or rescue net. Sometimes
a member of the helicopter may assist in pick up. Instructions given by the helicopter should
be obeyed promptly and correctly.

9.3. HELICOPTER PICKUP

• Place the head and both arms through the lifting strop.
• Ensure that the strop is seated firmly under the armpits; with the padded section of the
strop positioned as high as possible the back.
• Pull down the toggle to tighten the strop.
• Once secure inside the strop and ready to be hoisted, give a “thumbs up” signal to which
man or observer of the helicopter.
• Place both arms down by your sides.

RESCUE NET

The rescue net has a conically shaped –“bird cage” appearance and is open on one side when
the net is trailing in the water. The survivor merely enters the opening sits in the nets and
holds on.

LITTER

Injured persons should be evacuated in the litter provided by the helicopter. This rigged with
the proper bridles and means for attaching to hoist able.

Signals uses for safe lifting are as follows:

• Arms extended horizontally fingers clenched and thumbs down (Do not hoist, not ready)
• Arm raised above the horizontal and thumbs up (Hoist ready).

GENERERAL PRECAUTIONS FOR PERSONNEL DURING WINCHING OPERATIONS

In the majority of cases where helicopter assistance is being given a member of the aircrew
will instruct and assist in the correct method of transfer. In the event of an aircraft being
engaged and when the strop only is lowered, without a frogman or winch-man, the following
list of precautionary measures are advised.

• Do not touch the strop, winch wire or any part of the lifting hoist until the static
electricity has been removed from the wire. The pilot will first earth the wire by allowing
it to enter the sea or touch the deck of the ship, to remove static electricity.
• Keep the lifejacket on and place the strop over the upper part of the body, around the
back and over the lifejacket. Draw down the toggle of the web straps and ensure a tight
fit around your person.
• Place your arms at the side (when engages in the United kingdom) or follow the
instructions of the landing officer.
• When ready to be winched up, extend your arm & give a thumbs-up signal to the
aircraft, while looking towards the helicopter, Replace your arm at ur side
• Once winched towards the access of the aircraft, and along side the door way to the
cabin, remain passive until instructed to move but the aircrew operator.
• In an in-flight emergency the pilot will attempt to prepare passengers for the possibility
of the aircraft having to ditch. This preparation for the type of action to be taken will
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 depend on several factors. Obviously, circumstances may limit the time available for
detailed explanations and any instructions by the pilot or officer in charge or the aircraft
should be obeyed implicitly. The type of aircraft and the nature of the emergency will
dictate the following sequence of events, as will the degree of composure and experience
of passengers.

On the assumption that all persons are wearing immersion suits and aviation lifejackets the
instructions that will b given should include:

• Place immersion suit hoods over heads, and close to all seals to the suit.
• Unpack the aviation lifejacket and place it over our head, but do not inflate the lifejacket.
• Tighten up the lap strap/seat belt.
• Arch the spine, gripping the underside of the legs, with feet braced firmly on the floor,
of the aircraft.
• Brace the body, especially the head, against impact prior to the ditching point.

9.4. CORRECT USE OF HELICOPTER HARNESS

Place the head and both arms through the lifting strop

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 Annex 1:

Pocket Guide to Cold Water Survival

The Guide, first published by IMO in 1981, examines the hazards of exposure to cold when
immersed in sea water and provides advice on how to prevent or minimize these dangers. The
1992 edition also contains information on how to treat victims of hypothermia. The Guide
states: "It is important to realize that you are not helpless to effect your own survival in cold
water. Body heat loss is a gradual process, and research shows that in calm water at 5°C a
normally dressed person has only a 50 per cent chance of surviving one hour. Simple, self-help
techniques can extend this time, particularly if the person is wearing a lifejacket. You can make
the difference." The final section of the booklet sums up important information for anyone on
board a ship:

1. Plan your emergency moves in advance.

2. Know how your survival equipment works.

3. Wear many layers of clothing to offset cold. 4 Put on a lifejacket as soon as possible in

an emergency situation.

4. Try to board the lifeboat or life raft without entering the water.

5. If you need to enter water, enter the water gradually.

6. Swim only if it is to reach a safe refuge nearby.

7. Try to float with legs together, elbows to side, arms across chest – to avoid heat loss.

8. Force yourself to have the will to survive.

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