PROBLEM WITH MUSTANG INFLATABLE PFDS

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

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

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

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

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

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

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

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

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

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

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

Mustang Survival IPFD Recall

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

Plotting Your Course

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

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

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

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

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

Coast Guard Urges EPIRB Owners To Upgrade

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

Upgrade to GPS enhanced EPIRBs

When Emergency Position Indicating Radio Beacons (EPIRB) are activated in emergency situations the system transmits vessel identification information to rescuers. Traditional EPIRBs rely on satellite Doppler Shift to identify the distress location. There are a wide variety of Coast Guard approved EPIRBs on the market but many do not have the most up-to-date feature: the ability to transmit the EPIRB’s GPS location.

DSC Radio Safety Alert

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

Dangers Associated with Automatic Channel Switching on Digital Selective Calling (DSC) Equipped VHF Marine Radios

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

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

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

The Coast Guard strongly reminds radio operators and other users to always ensure they are on the proper operating channel when communicating or maintaining watch, particularly with DSC-equipped radios capable of channel auto-switching.

This safety alert is provided for informational purposes only and does not relieve any domestic or international safety, operational or material requirement.

Developed by the Spectrum Management and Telecommunications Policy Division (CG-652),

United States Coast Guard Headquarters, Washington, DC. Questions should be directed to Mr. Russell Levin at (202) 475 3555 or Russell.S.Levin@uscg.mil

Dehumidifier Recall

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

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

Coast Guard EPIRB Warning

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

Check Your EPIRB Registartion

We posted earlier about what happens when you activate your EPIRB. Now comes a notice that perhaps there is a problem with the EPIRB registration at NOAA.

FORT LAUDERDALE, FL - APRIL 23, 2009 - Cobham Life Support, ACR Products, the world's leader in safety and survival technologies, is urging all EPIRB and PLB owners to double check their 15-character identification code registration.

According to a recent Marine Board of Investigation inquiry, which is looking into the sinking of the scallop boat Lady Mary on March 24th, there was a discrepancy in the EPIRB's identification number, marked on a decal that the boat's owner had received from the National Oceanic and Atmospheric Administration after he registered the EPIRB.

In the case of the Lady Mary, the emergency signal initially received by authorities was regarded as unregistered which may have led to delays in response time while emergency center controllers waited for additional satellite passes to fix a location. Had the controllers been able to pull the Lady Mary's registration data, they could have contacted emergency contacts to confirm the status of the boat and its general location prior to a satellite fix.

"Because this situation came to light, we are urging all beacon owners to compare their 15-character identification code printed on the beacon with the registration sticker they receive from NOAA just to ensure they both match," said Chris Wahler, Marketing Manager for Cobham Life Support, ACR Products. "If there is a discrepancy, we urge the owner to contact NOAA immediately to correct the information."

An EPIRB (Emergency Position Indicating Radio Beacon) or PLB (Personal Locator Beacon) is a satellite-signaling device of last resort, for use when all other means of self-rescue have been exhausted and where the situation is deemed to be grave and imminent, and the loss of life, limb, eyesight or valuable property will occur without assistance. All US beacons must be registered with NOAA following purchase. Registration, including the beacon's unique 15-character identification code, often is made online at www.beaconregistration.noaa.gov.

Despite the requirement to register all EPIRBs and PLBs, some reports show that up to 40 percent of EPIRB activations are from unregistered beacons, a possible deadly mistake when minutes can make the difference between life and death.

In an emergency, the EPIRBs and PLBs transmit on 406 MHz via the Cospas-Sarsat satellite system with the sender's unique, registered, digitally coded distress signal. The code allows emergency officials monitoring the system to tell who is sending the signal (thanks to the coding and registration data). Once the emergency is confirmed and location data is received from the satellites, a search can be authorized.

Wahler said proper registration is vital in the early minutes of an emergency so rescue center officials can obtain critical data about a boat's owner, home port, emergency contacts and other information to begin a search even before a satellite gets a fix on a beacon's location.

See our previous post at http://trawler-beach-house.blogspot.com/search/label/You%20activated%20your%20EPIRB...%20now%20what%3F

You activated your EPIRB... now what?

You activated your EPIRB... now what?

Posted by Ryan Erickson |

Have you ever wondered exactly how one actually gets rescued after they pull the trigger on their 406mhz Emergency Position Indicating Radio Beacons (EPIRB)? Or what about if you happen to be that unlucky soul who didn't register their EPIRB? Well I thought I would run down the quick and dirty of what happens when the Search and Rescue system is activated by the use of an EPIRB and a little hypotheticalness. Before I do this though I'll let you know that I am not an expert in the ways of being a SAR Controller, I am what's considered a junior as I have just under a year of real experience. That being said, I been down the road plenty of times to discuss how it works and I invite all of you Salty SAR Dawgs out there to fill in the gaps or leave your comments.

Fire Extinguisher Recall

We just came across this recall notice for some Kidde Fire Extinguishers. Please click on the link and check to be sure you do not have one on board

http://www.cpsc.gov/cpscpub/prerel/prhtml09/09151.html

Hurricane And Storm Prep

We have on many occasions, only half jokingly, told our friends that we believe Sea Trek has a bulls-eye painted on her somewhere with the symbol for a hurricane in the center. With the approach of the last Hurricane, this will be named storm number fourteen for us, plus the unnamed storm of the century. We now have hurricane preparations down to a science. We realize that living on board in the Florida Keys might put us in harms way, but the storm of the century brought us 85 knot winds and two feet of hail in the northern Chesapeake. We experienced Hurricane Georges, Charley and tropical storm Mitch in the Keys. Dennis ran over us three times in Great Bridge, Virginia, once as a hurricane, then backed up over us as a tropical storm, and then backed over us again as still a tropical storm. We were pinned to a sea wall in Great Bridge, VA for ten days. We sat out Hurricane Floyd anchored in the Wye River in the Chesapeake. Irene found us in Bellhaven and Isabel found us, again, in the Chesapeake and a bunch more elsewhere. The point being that anywhere on the East Coast or Gulf Coast of the US is in harms way if you live and travel on a boat.

Once it was announced that a storm was headed our way, we knew instinctively what we had to do. First item of business was to tend to the sails. No matter what the predicted storm size, the roller furling head sail always comes down. This time around we chose to leave the main and the mizzen on their booms and to wrap a good strong line around sail, sail cover and boom. If the storm threat was greater, we would opt to remove them. Let me add that we are in a very protected basin with high buildings all around us. We knew the wind protection was good. Otherwise we would remove and stowed all sails to reduce windage and the potential damage that could be caused if one got loose. We next stripped every loose item from the deck. Our rule is that if it is not bolted or otherwise attached to the boat, it has to come off. If we are at anchor, then that means it must be stowed below. This time we were able to stow most items in our van.

Last year we replaced our aging bimini with a hard top. Removing this would be major construction, so we decided to tie the whole thing down with a series of crossed lines that should prevent the wind from removing it. A solar panel atop the dinghy davits had to be removed. Next the dorades were replaced with their proper screw on caps. All covers come off and all hatches are dogged down and taped all around with preservation tape. This allows removal of the tape without pulling the finish off around it. We then make sure all ports are secured and fastened down tightly.

We generally wait until the day before the storm arrives to set up the dock lines. The reason for this is so we can be fairly certain of wind direction and strength. We use a spider web pattern that would make the average arachnid proud. A major point is knowing as close as you can what size storm surge to expect. We need to allow enough slack in the lines to accommodate the rise in water but not too much so the boat will bang into pilings and the dock. That means positioning the lines on the dock as high up on the pilings as possible. A small nail will insure that they won’t slide down. We also run lines as far from the boat as possible, often tying to pilings etc. that are down the dock a slip or two away from us. The boat is positioned in the center of the slip and as far off the main dock as we can get it. Of course this only works if space is available and it does not interfere with your neighbor. If we are at anchor we set out all three of our anchors. We try to determine where the heaviest wind will come from and set our largest anchor and chain it that direction. But we have been fooled a time or two. We also have set an anchor off the bow, even in the slip, if it might help keep us off the dock. You also need to consider any places that the lines might chafe and use good chafe gear in these areas. Sea Trek has substantial cleats and a very solid Sampson post. Any line is only as secure as the attachment point on the boat. In the past we have seen many instances of cleat failures and the lines stayed intact. Of course these are considerations that need to be made far in advance of any storm season.

Next, we begin removing our electronics. All radios, GPS’, computers, radar, removable depth sounders and whatever else we consider essential, come off the boat. Most all are installed originally with easy removal in mind. Again, because of our protection and the projected size of the storm, we decided to leave the wind generator and the radar dome in place. We did, however, climb the mizzen and tie both off very, very securely. Next we remove all important papers and financial materials, especially the insurance papers. In the event of a major storm we have removed almost everything from the boat, including our clothes, personal items and mementos that we would not want to loose. The interior of the boat is prepared just as if we were going to sea. All loose items are stowed. Doors and drawers are secured. Anything that might move around or get tossed about the cabin is tended to. We close all sea-cocks and shut off the propane system completely. In certain vessels, a plug in the exhaust outlet might not be a bad idea. We also move all interior cushions to the v-berth in case a hatch or ports leak. The wind driven rain can be the same as if someone turned a fire hose on the boat. We remove the shore power cord and turn off the power to our slip. Lightning is always a serious problem during these storms. I don’t know how much it really helps but we clamp heavy cables to the upper shrouds on the main and the mizzen and let them hang in the water. The hope is that it will provide a direct path for the lightning to the ground instead of through the boat.

Our dinghy hangs on davits on the stern. It has ridden out gales while under way with no damage. But this is a different situation. Once all other preparations are complete, we tie it off the dock with double long lines. As with the main boat the attachment points need to be strong. We then completely fill it with water. It should prevent it from going airborne when the high winds move in. Our outboard is stored ashore. All fuel jugs are also stowed ashore somewhere that can’t cause a fuel spill during or after the storm. We have a small gasoline generator that we use if all power goes out after the storm. This is a common problem. We fuel up the generator and stow it in the van. Once all preparations are complete, we stand back and take a hard look at all we have done and go through the “what if” process. Many times we have changed lines or made some adjustments to secure things a little better. This entire process takes us a full two days from early morning till we run out of energy. To completely strip the boat takes us three full days. But when we drive away (and I can’t put in to words how difficult that is) we are confident that we have done all we can to secure Sea Trek so we can return, with her in one piece.

Now this is our routine that we have developed over the years. It has worked well for us. But each situation and each vessel is different. Only you can determine what is best in your case. We are strong advocates for leaving the boat in hurricane situations. A boat can be replaced but human life can not. You won’t be able to count on any help once the storm reaches the danger point. You will be on your own. Expecting others to risk there life and well being during these extreme situations is not practical or realistic. Hurricane Charley only gave us a glancing blow. Maximum winds were only 50+ knots. We did have a close encounter with a tornado at the approach of the storm. But Charley’s sudden rapid development and abrupt change of course reminded us that these storms are very unpredictable. Accurate forecasting even with our vast resources is still not much more that an educated guess. Just as those in the Port Charlotte area found, we too could have suddenly been facing a category 4 storm and the severe destruction that came with it. Each of us must make our own decisions as to how much and how far we will go to protect our vessel. Once you are in the teeth of the storm and things go wrong there is nothing humanly possible you can do. Our hearts and prayers go out to all those that lost everything during these terrible storms. We know this is the price we pay for living where we do. We try to lessen that price as much as we can. A good plan, well in advance, and good preparation has seen us through so far.