Inadvertent EPIRB activation and a SART test alongside
During pre-departure checks alongside in Apapa, a junior officer removes the float-free 406 MHz EPIRB from its bracket, switches it to 'ON' instead of 'TEST', and leaves it on for about 50 seconds before you notice and switch it off. The vessel is not in distress. The EPIRB label shows battery expiry in three months; the last shore-based maintenance was 14 months ago. Later, the same officer tests the SART by switching it on in the wheelhouse while the radar is transmitting on the 3 cm band; the radar display shows a line of blips. The master asks what must be reported, whether the EPIRB can remain in service until the next scheduled port, and how the SART should have been tested. The EPIRB is a Category 1 float-free unit with a hydrostatic release; the vessel sails in 12 hours.
1. What immediate actions are required for the inadvertent EPIRB activation, and what information must be reported?
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Switch the EPIRB off immediately and keep it off. Notify the RCC without waiting to see whether a satellite passes: use VHF/DSC, Inmarsat or telephone to Lagos MRCC/coast station and state vessel name, call sign, MMSI, EPIRB hex ID/registration, position alongside Apapa, time and duration of activation (about 50 seconds), and that there is no distress. Also inform the port authority/harbour master and the company. Ask RCC whether any further confirmation is needed. Record the event in the radio log and official logbook, including the time the unit was switched off and who was notified. Do not put the EPIRB back and forget it: secure it in its bracket, check the switch guard, and do not use the 'ON' position for testing. A false alert can task SAR resources and may cause a visit or radio call.
2. Can the EPIRB remain in service until the next scheduled port with the battery expiring in three months and shore-based maintenance 14 months ago? Explain.
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The battery expiry date is a hard limit. With expiry in three months, the EPIRB may remain in service only until that date and only if all other checks are satisfactory; replacement should be scheduled now, not left until a later scheduled port. The 50-second live activation also matters: follow the manufacturer's instructions, which commonly require battery replacement or a shore check after a live activation beyond the permitted test period. The shore-based maintenance interval is usually up to five years, but annual inspection/testing and the flag State's requirements still apply; 14 months since shore-based maintenance is not automatically a defect if the interval is five years, but the records must show the annual test. If the unit cannot be brought to full compliance before sailing, the master should treat it as a GMDSS defect and inform the company/flag as required; a replacement EPIRB or shore service may be needed.
3. How should the SART have been tested, and why was the wheelhouse test unsatisfactory?
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The SART should be tested in accordance with the manufacturer's instructions, preferably in a shielded container or dummy load, or at least with the radar set to a low power/standby and with the bridge informed. It should not be left on in the wheelhouse during normal radar operation: the line of blips is the correct SART response, but it can obscure navigation and interfere with other radars. Use the 3 cm (X-band) radar, because SARTs respond in the 9 GHz band; a short test is enough to confirm the response. Record the test, battery expiry and result. If the SART has a test mode, use it; if not, keep the transmission brief and avoid testing near other vessels or when the radar is being used for navigation. Stow the SART so it is ready for use and check its mounting and battery.