EPIRB and SART Readiness Before a Charter
An 18 m charter vessel in Area A2 is due for its annual GMDSS survey. The 406 MHz EPIRB self-test reports 'PASS' and the strobe flashes, but the battery expiry date is six weeks away and the hydrostatic release unit is dated two years ago. The EPIRB is mounted in a bracket inside the wheelhouse, next to a magnetic compass and a fixed VHF. The SART is in a locker in the aft cockpit; its battery indicator shows 'low' and the built-in test fails, although a radar test at 0.5 NM shows 12 blips. The owner wants to depart tomorrow for a 10-day charter. The vessel carries two handheld VHF radios and a Class B AIS, but no dedicated reserve battery for the EPIRB. The EPIRB registration card shows the vessel's old name and MMSI; the new owner has not updated it.
1. Which items are serviceable, and what must be corrected before departure?
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The EPIRB self-test passing is not enough. The battery is still within its expiry date, so it is not automatically unserviceable, but a 10-day charter leaves very little margin and the battery should be replaced or the replacement scheduled before the vessel sails. The hydrostatic release unit is expired and must be replaced; without a valid HRU the EPIRB is not float-free. The mounting inside the wheelhouse next to a compass and VHF is wrong: it is not float-free, it has an obstructed view of the sky, and it may affect the compass. The SART is unserviceable. A 'low' battery and a failed built-in test outweigh the 12-blip radar response, which can be produced by a nearby radar even with a weak SART. The registration showing the old name and MMSI must be corrected before departure. The handheld VHFs and Class B AIS do not substitute for a serviceable SART or a correctly registered EPIRB. At minimum: replace the SART battery or SART, replace the HRU, relocate the EPIRB to a proper float-free bracket, and update the registration.
2. How should the EPIRB and SART be mounted and tested to avoid false alerts?
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The EPIRB should be in a float-free bracket mounted outside or in a location where it can automatically float free if the vessel sinks. It needs a clear view of the sky, should be clear of radar and high-power transmitting antennas, and should not be next to a magnetic compass. The HRU must be the correct model and in date, and the lanyard must be secured so it does not tangle. Test only with the manufacturer's self-test, not by activating the beacon. If an activation occurs, notify the RCC immediately and follow the cancellation procedure. The SART should be mounted where it is accessible in an emergency, not buried in a metal locker. Test it using the built-in test and, if a radar test is used, keep it very short and at close range; do not test where a real SAR asset might see the response. Confirm the SART battery is in date and the unit is not left switched on after testing. Good mounting and short, controlled tests are what prevent false alerts and ensure the devices work when needed.
3. What records, registration, and reporting actions are needed?
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Update the EPIRB registration with the new owner's name, vessel name, MMSI, and emergency contacts, and keep proof of registration aboard. Record the EPIRB battery expiry, HRU expiry, and the date and result of each self-test. Record the SART battery replacement or replacement unit, its serial number, and the test result. If the EPIRB has ever been activated inadvertently, keep the RCC notification and cancellation record. The annual survey report should note the corrected mounting, the new HRU, and the SART status. The owner should also check that the registration database is the correct national authority for the vessel's flag and that the MMSI matches the radio installation. These records matter because a beacon that transmits an old identity or is not registered can delay rescue, and a surveyor or Coast Guard boarding officer will ask for the registration and maintenance evidence.