HAVING decided which are the correct distress signals to be carried according to the size of craft concerned and her particular marine activities (Schermuly's complete range of officially approved marine distress pyrotechnics was discussed in the January, 1972, issue of THE LIFE-BOAT) does not, however, completely finalise the matter of safety at sea with pyrotechnics.

The location of distress signals should be known and accessible to every person on board the craft. It is vitally important to learn how distress signals operate before embarking on a voyage—even a short one. When trouble occurs there may not be time to read the firing instructions, so these must be made known to everyone in advance to ensure that signal activating procedures can be carried out even in complete darkness.

If an emergency occurs, one should not let off all distress signals at once. Parachute or star signals should be used first, firing at reasonably long intervals. Even if the coastguards have seen your first rocket signal, some time must elapsebefore rescue craft can set out in search. If, by this time, all signals have been expended, the task of pinpointing a craft in distress—especially in rough waters—will be made far more difficult. Hand flares should be kept for position pinpointing when nearby lights or sounds of search craft indicate the search is on. Obviously, such advice cannot always apply in a desperate emergency, but disciplined and intelligent use of distress signals produces the best results.

If red distress parachute or star signals are sighted by the coastguards on visual watch, they will answer with 4-star white flares at night and either 4-star white flares or orange smoke signals in the daytime, according to visibility conditions. Both these coastguard signals read: 'Your plight has been observed and help is on its way'.

As soon as distress signals are sighted by or reported to the coastguards, an immediate decision is made as to which rescue service should be involved with the incident—the R.N.L.I. life-boat, R.N.L.I. inshore life-boat or the air/sea rescue helicopter. To call out the life-boat, two green star maroons with flash and sound are fired. The sighting or hearing of this signal will also indicate to the craft in trouble that help is on the way.

If personnel on a craft in difficulties have spotted either the coastguards' 4-star white, orange smoke answering signals or the life-boat call-out signal, they are well advised to sit tight and wait until lights can be seen approaching, or boat or helicopter engine sounds increase, when another flare should be despatched. If no sign of nearing rescue craft is spotted after some time has elapsed, it is advisable then to fire a further distress signal.

All around the coast a 999 emergency call can be immediately linked to the nearest coastguard coast rescue headquarters in addition to the fire, police and ambulance emergency services. In every case of the sighting of a red distress pyrotechnic, it is the coastguards whowill notify rescue services. However, the coastguards do require the fullest information possible from any informant and it is not wasting time to answer the questions they require regarding a person's position at the time of the sighting, telephone whereabouts, exactly what was seen, etc.

Nearly all correct sightings of distress flares are made by the coastguards themselves on visual look-out, but many reports of distress signal sightings arc reported by members of the public—sometimes with extremely hazy descriptions of exactly what has been seen. A red distress flare really is red even on the brightest day—not white, yellow or orange. A parachute distress pyrotechnic, unlike a conventional firework, does not ascend burning. The rocket shoots it to its specified height before its parachute- dropped payload is ejected. Therefore, accuracy regarding height, colour and description of distress signals is essential to the coastguards.

A report of 'I saw this orangy light going up quite fast', or similar reports, still have to be acted on, but almost invariably turn out to be false alarms.

In 1971, H.M. Coastguard, Shoreham district, covering Beachy Head to Gosport, received96 reports of flare sightings, 46 of which proved correct. However, anyone sighting a distress signal should notify the coastguards immediately and not take it for granted that someone else will already have reported it. Even if they are already aware that a vessel is in difficulties, additional calls will confirm previously notified sightings, add weight to these reports and help to estimate the search area more accurately.

Whilst every care and precaution may be taken against accidents occurring at sea, there is still too high a proportion of incidents involving pleasure craft that get into difficulties, a large percentage of which could very well be avoided altogether. A call to the nearest coastguard station should be made before sailing to obtain an accurate report on local weather conditions and wind force. All too often this advice is sought but not accepted and, regardless of an adverse weather report, people still put to sea! Sunshine seems to help dull people's judgement of conditions; what may appear to be a 'good stiff breeze for sailing' on a bright day may well be registering a Force 6-7 wind strength.

The greatest number of incidents involving small dinghies are straightforward capsizes, which most dinghy sailors should be able to rectify with ease. However, if lifejackets are not being worn or weather conditions are tricky, help may be needed. A capsized catamaran proves far more difficult to right than a conventional single hull craft. If there is any doubt that the people are not coping for themselves, the coastguards should be informed immediately.

Where larger craft are concerned, far more factors govern their getting into difficulties, the most common being lack of fuel, breakdowns or poor navigation. It is of great help to obtain and complete a Coastguard C.G. 66 Yacht Passage Report Form when a cross Channel voyage or coastal journey that incorporates the passing of several coastguard stations is contemplated.

This enables a craft's progress to be noted and a specific watch kept on the vessel should weather conditions deteriorate. Before putting to sea, the advice of the coastguards should be sought and taken and they should be notified of a craft's pending activities.

On page 303 of this issue of THE LIFE-BOAT a coupon enables Y.L.A. members and associates to avail themselves of Schermuly's offer to purchase packs of pyrotechnics at reduced rates, at the same time helping the R.N.L.I, through Schermuly's contribution to the Institution for each pack sold under this scheme.

Never put to sea without suitable pyrotechnics and the knowledge of their location and how to fire them should trouble occur.

(concluded).