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Exclamation Uyarı sistemi
Gönderen: aytemiz89 - 07-05-2020, 12:00 PM - Forum: Duyurular - Cevap Yok

Merhaba 

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Bu sistemin devreye alınmasının tek amacı forum düzenini sağlayabilmek, çöp bilgilerden ve gereksiz saçma yorumlardan 
forumu koruyabilmektir. 

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  MASTER’S STANDING RULES FOR OFFICERS ON WATCH
Gönderen: aytemiz89 - 06-05-2020, 02:33 PM - Forum: Çeşitli Bilgiler - Cevap Yok

Officers will please read and sign the Bridge Order Book before relieving the watch.
Before taking over a watch at sea the following to be checked :
 
01) Compass course as per chart, both gyro and magnetic compared and recorded.
02)The situation as to other ships in vicinity.
03)The Duty Quartermaster in on and attentive to his duties.
04)All navigational aids are in order.
05)Check navigational lights/compass and repeater lights, etc.
06)The charts for your watch and at least next four hours after your watch are laid out.
07)If radar is in operation, check that is in order.
08)Check that the vessel is secured, hatches, watertight doors, life boats, etc. and there is no loose gear about.
09)Check and be familiar with any navigational hazards or warnings that may be encountered during your watch.
10) Keep a good lookout at all times.
11)  Keep clear of and give all shipping a wide berth.
12) Check and establish vessel’s position and verify position as charted by the relieving officer.Record position when altering courses and at least once a watch when in sight of land.
13) Check and record compass error regularly whenever possible during your watch.
14) Steer and ensure at all times to make good the course as charted.
15) When in sight of land obtain position frequently.
16) All positions to be by visual bearings when available, coupled with radar/DF/soundings, also sun or stellar observations as applicable.
17) International collision regulations to be strictly complied with.
18) Do not allow close quarter situations to develop with vessels.Make sure you are not on collision course with other vessels.Above all, do not assume by taking bearings or radar plottings.
19) Keep clear of deep draft vessels due to their restricted manoeuverability.
20)Call me if visibility drops to less than 3 miles.Switch on radar and keep it on and do not hesitate to call me at any time if you are in doubt about anything whether day and night.
21) Whenever situation allows Quartermaster to be sent down to inspect accommodation, etc. on fire patrol.The Duty Officer shall use all sences to detect fire, safety of crew and other unusual happenings about the ship. Early warning of any situation can prevent at becoming a disaster.
22)Before leaving port, vessel to be searched for stowaways and an entry to be made in the log book to this effect.
23)Confirm following times from Chief Officer prior to entering in the log book :                                                     Free pratique, immigration clearance, commencing loading/discharging, completion loading/discharging, etc. Fresh water received and quantity, cargo loaded and discharged, correct drafts.Whenever bunkers are received, confirm time and quantities from Chf. Eng. and any other unusual happenings on board the vessel.
 
 
 
 
 
24)All officers to be familiar with starting of emergency fire pump, lifeboat engine, emergency steering, operation of CO2 system and closing devices of skylights, dampers, doors, etc.
25)2nd.Mate to be responsible and incharge of medical equipments first-aid, breathing apparatus, etc.                     3rd.Mate to be incharge of life saving equipments, lifeboats, fire hoses, fire extinguishers, etc.                                  Both officer to work under the guidance at supervision of Chief Officer.
26)Use your common but good sense and good seamanship to anticipate all likely occurances and be prepared to act well before it happens or before it is too late.
27)Officer shall read above standing rules carefully and shall sign to signify their clear understanding.
 
When the Officer relieves the watch at sea he is to carefully note the ship’s position on the chart.The course to be steered, and distance to run before making the land.Sight are to be taken when practicable, the ship’s position checked, and noted in the log from time to time.The Officer on watch is not to leave the bridge at sea without being relieved by another officer.
When the whell is relieved, see that a proper course is given and steered.During clear weather take azimuths at least once a watch, and any great alteration in compass error, let me know.
 
 
LOOKOUTS
 
See that a proper lookout is kept from sunset to sunrise, and at all times during thick or hazy weather.In case of bad weather or heavy spray coming aboard, place the lookout man in a sheltered position where he can see all round the horizon.
 
REGULATION LIGHTS
 
These are to be strictly attended to.When the Officer comes on watch he is to satisfy himself that they are burning brightly.The man on the lookout is to report them each time the bell is struck.In the event of a breakdown to engines or steering gear, see that the “not undercommand” signals are kept handy.In thick or hazy weather, reduce ship’s speed, attend to regulation sound signals, and call me.
Heavy water coming on board; batten down hatches, cover skylights and attend to vantilators; see that all gear about the deck is well secured.
Give meeting or crossing vessels plenty of room; act early in order that other vessels will see that you are doing.
If in any doubt, or in the event of making the land or a shore light unexpectedly, call me at once.

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Exclamation JEPPESEN C-MAP Professional+ / CM93 v3 / WF965(27.Nisan.2020)
Gönderen: aytemiz89 - 05-05-2020, 12:29 PM - Forum: Harita Paketleri - Cevaplar (8)

[Resim: wf965.png]

JEPPESEN C-MAP Professional+ / CM93 v3 / WF965(27.Nisan.2020)
Yıl: 2020
Versiyon: 965
Developer: JEPPESEN
Platform: Windows
uyumlu olduğu programlar: maxsea v12 - dkart - TELchart (OpenCpn'de çalışmaz)
Dil: ingilizce
içerik : 27.04.2020 tarihli güncellemeyi içeren elektronik harita paketidir. Denizciler için profesyonel haritalardır.
C-MAP Professional +, ECS ve ECDIS gibi navigasyon sistemlerinde kullanım için dünya çapında bir vektör harita  veritabanıdır.

Not : Test Edilmemiştir.

Rar şifresi : turkdenizcileri

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  MASTER BRIDGE STANDING ORDERS
Gönderen: aytemiz89 - 05-05-2020, 09:49 AM - Forum: Çeşitli Bilgiler - Cevap Yok

                 MASTER BRIDGE STANDING ORDERS
 

 
Vardiya Zabitlerinin Dikktine:
 
Bu emirlerin okunması, anlaşılması, uygun olarak yerine getirilmesi gerekmektedir.
ISM MANUEL de de belirtildiği gibi görevli vardiya zabitinin öncelikli görevi her zaman için gemiyi emniyetli bir şekilde seyrettirmektir.  Aşağıdaki maddelerin her zaman için göz önüne alınması gereklidir:
 
1- Görevi devralacak zabit her zaman 15 dakika önce köprü üstüne gelmeli ve aşağıdaki yazılı maddeler konusunda bilgi edinmelidir. 
 
*  Master Bridge / Night Orders Book
*  Görünürdeki gemi / sahil v.b. durumları
*  Yaklaşılan objelerin, gemilerin mesafe ve kerterizleri
*  Şamandıra, gemi, sahil işaretlerinin tanımlanması
* Gemi mevkiinin kontrolü, haritada gidilmesi gereken rota ile gidilen rotanın karşılaştırılması
*  Daha önceki ve sonraki akıntılar, akıntının başlama ve etki zamanı, deniz / rüzgar durumu ve  yönleri, görüş ve bütün bu etkenlerin rota ve sürat üstündeki etkisi
*  Navigasyon ve köprü üstü cihazlarının son durumu
*  Trim / list / water density gibi etkenlerin geminin draftı üzerindeki olabilecek etkisi (Sığ sularda seyrederken).
 
2-  Vardiyayı teslim edecek olan zabit teslim alacak kişinin duruma tam olarak hakim olduğuna kanaat getirmeden vardiyayı teslim etmeyecektir.  Eğer vardiyayı alacak zabitin görevini yerine getiremeyeceği gibi bir durumu olduğuna kanaat getirirse (içkili, hasta, vb.) vardiyayı teslim etmeyecek ve kaptana haber verecektir.
 
3-  Eğer değişim sırasında manevra, vb. yapılıyorsa veya bir risk varsa, manevra veya risk bitene dek vardiya teslim edilmeyecektir.  Tam emniyet sağlandıktan sonra vardiya teslim edilecektir.
 
4-  Bütün seyir cihazları (radar / GPS / SAT.NAV / LORAN gibi) birbirleri ile karşılaştırılarak mevki yapılacak, herhangi bir anormallik varsa durum not edilerek bildirilecektir.
 
5-  Haritadaki objelerden fix pozisyon yapmaya çalışan vardiya zabiti mevki yaptığı objeyi takip etmeli; şamandıra ve benzeri navigasyon yardımcılarının sürüklenebileceğini aklına getirmelidir.
 
6-  Görevli vardiya zabiti aşağıda belirtilen şu düzenli kontrolleri yapar:
 
*  Serdümen ve otopilotun doğru rotaya gittiğini
*  Mıyar pusula, cayro pusulalar ve ripiterlerin birbirine uygun olduklarını
*  Gyro hatasının mümkün olan her konumda bulunması ve kaydının tutulması
*  Navigasyon ışıkları ve diğer navigasyon ekipmanlarının çalışır durumda olduklarını
*  Kronometre hatasının takibi, kaydedilmesi
* Gemi geçerken veya geçilirken daima kurallara uyulması, diğer gemilere mümkün olduğunca manevra sahası bırakılması, bir gemiye manevra yapılacaksa vakit kaybetmeden öncelikle yapılması, beklenmemesi, yaklaşan gemiye niyetinin önceden gösterilmesi, küçük dümen açılarından kaçınılması.
 
7-  Her zaman çok iyi gözlem yapın.
 
8-  “The International Regulations for Preventing Collisions at Sea”  ‘nin belirttiği kaidelere sıkı sıkıya uyun.
 
9-  Görevli zabit makinayı her zaman manevra için kullanabileceğini, gerektiğinde bundan hiç çekinmemesi gerektiğini aklından çıkarmamalıdır.  Eğer böyle bir niyet varsa ve makina dairesine önceden haber verebilirse çok iyi olur.  Aynı zamanda geminin manevra kabiliyetini veya durma zamanını aklından çıkarmamalıdır.
 
10-  Kıyı seyri esnasında pozisyonunuzu devamlı olarak kontrol edin ve olası akıntılarda rotadan ayrılmamaya dikkat edin.  Kerteriz ve belli noktalara olan uzaklıklar  haritalara kaydedilmelidir.  Bütün rotalar, kimin tarafından belirlenmiş olursa olsun, kontrol edilmelidir.
 
11-  Standart pusulanın sapmaları her kontrolde gözlemlenmeli ve her rota değişikliğinden sonra tekrar düzeltilmelidir.  Cayro, standart pusulaya bakılarak sürekli kontrol edilmelidir.  Serdümenle seyir esnasında serdümenin doğru rotada gittiğinden emin olun.
 
12- Demirdeyken köprüüstü nöbetlerine önem vererek, özellikle gel-git zamanlarında pozisyon ve kerterize dikkat edin.
 
13-IV. kaptan genel olarak kopru ustunden,bayraklardan,gaz lambalarından,acıl durumda
yapılacak ısler lıstesınden,can kurtarma araclarından sorumludur ve bunların surekli olarak hazır olmasını saglar.
 
14-III.kaptan gunduz seyrınden,navıgasyon cıhazlarından,harıta odasından sorumludur ve
ısık lıstesının ,seyır rotasının,harıtaların son bılgılere gore duzeltılmesını saglamalıdır.
Harita odası limana varıldıktan sonra toplanmalıdır.  Haritalar kalkış öncesi düzenlenmeli ve temiz olmalıdır.
 
15-  Aşağıda belirtilen seyir cihazları her  saat başı vardiyadan sorumlu zabit tarafından test edilmelidir ve limandan veya demirden ayrılmadan önce de test edilerek gemi jurnaline kaydedilmelidir:
 
            - Dümen donanımı, telgraf, radarlar, seyir ışıkları, ana ve acil düdükler/sirenler
            - Cayro ve standart pusulalar.Saatler makıne daıresındekıne gore ayarlanmalıdır.
               Her turlu sorun gereklı departman amırıne bıldırılmelıdır.
 
16-  Eğer sınırlı görüş varsa veya bekleniyorsa şunlar yapılacaktır:
 
*  Kaptana haber verilecek;
*  Gerekli ve ilave kontroller yapılacak;
*  Radar pilotlama yapılacak.
 
17-  Görevli zabit aşağıdaki durumlarda derhal kaptana haber verecektir:
 
*  Görüş 5 milin altına düşmüş ise
*  Diğer gemilerin hareketlerini anlayamadığı durumda
*  Geminin rotada tutulması zorlaştığı durumlarda (ağır denizler, akıntı, trafik, vb.)
*  Beklenen zamanda sahil şamandıra, vb. görülememesi durumunda
*  Umulmadık bir işaret şamandırası, vb. görüldüğünde
*  Dümen, makina veya herhangi bir navigasyon ekipmanının arızasında
*  Ağır deniz ve havanın zarar vereceğinden endişe duyduğunda
*  Şüpheye düştüğü her durumda.
 
 
18-  Geminin devamlı düzenli ve temiz olması konusunda kaptana yardımcı olun.
 
 

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  Sevgili arkadaşlar
Gönderen: captconqueror - 04-05-2020, 08:26 PM - Forum: Eğlence Merkezi - Cevap Yok

Bu bölümde denizcilikle ilgili resim fıkra karikatür ve anılarınızı paylaşabilirsiniz.

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  Care of the dying
Gönderen: aytemiz89 - 04-05-2020, 07:00 PM - Forum: Çeşitli Bilgiler - Cevap Yok

There is never a stage when nothing can be done to help a patient. One may be quite unable to prevent him from dying, but there remains the task of ensuring that he is preserved from suffering and pain, that he has people around him to care for him, and that his dignity as a human being is preserved and respected. If the patient is obviously dying, make sure that he remains tranquil in mind and body during the period of dying. Comfort, companionship, compassion, and the complete relief both of mental and physical suffering, should be the aims.
 
Signs of death
 
Never consider anyone to be dead until you and others agree that the following signs are present.

The heart has stopped. No pulse will be felt and no heart sounds will be heard. Put your ear on the left side of the chest near the nipple and listen carefully. If you are not sure what to listen for, listen to the left side of the chest of a live person first. To test that the circulation has stopped, tie a piece of string tightly round a finger. In life the finger becomes bluish, but in death it remains white. Slight pressure on the finger-nail or lip in life will cause the area to become pale, and when the pressure is released the colour is regained. In death, this will not occur.

Breathing has stopped. Listen with your ear right over the nose and mouth. You should feel no air coming out and should see no chest and abdominal movement. A mirror held in front of the nose and mouth will be clouded by the moisture in the outgoing breath in life, but no clouding will occur in death.

The person, looks dead. The eyes become dull and the skin pale. The pupils are large. Shining a bright light into the eye does not make the pupil smaller.

These are the immediate signs of death. Later signs are as follows:

Rigor mortis. This is a stiffness of the body that usually comes on about 3-4 hours after death. The timing will depend to some extent on the ambient temperature. The stiffness lasts for 2-3 days. It is most easily felt in places like the jaw, the elbow, and the knee.

Post-mortem lividity or staining. Blood in a dead body will tend to gravitate. So, if the body was left lying on its back after death, there will be reddish or purplish patches resembling bruises over the back and over the back of the limbs that were downwards. This is called "post-mortem lividity or staining". It is possible to deduce from this, staining what position the body was in after death.

The cornea goes milky. The cornea is the clear window at the front of the eye! It goes milky about 15 hours after death.

Decomposition. Changes due to decomposition can be seen 2-3 days after death and will usually appear first in the abdomen where a greenish colour may be observed. This is a certain sign of death.

While none of the signs described above is infallible in itself, there is usually little difficulty in coming to a decision when they are taken together.

 

Mistaken death: a warning
 
A person who has taken large doses of certain drugs, usually sedatives or tranquilizers, or who is suffering from hypothermia, may look dead, but may be alive. Mistakes have been made in this respect. Check carefully for shallow breathing, for a pulse, for heart sounds, and so on, as described above. If you ale aware of the possibilities for error, you are less likely to make a mistake. All the circumstances surrounding the death may help you decide whether drug overdose and hypothermia are possibilities.
 
Cause of death
 
It is important to try to establish the reasons for death. Causes of death can be ascribed to two main groups:

- natural causes such as illnesses;
- injuries, which may be accidental or non-accidental.

If the person has been ill on board, records of the nature and progress of the illness and of the treatment given will have been made. These records should be carefully preserved in case any further inquiries are necessary. Similarly, in the case of injuries, the circumstances of the incident that led to the injury or injuries should be investigated and recorded. The record of the investigations, together with the medical records, should be carefully preserved. It must always be remembered that medico-legal inquiries may subsequently be necessary even when there are, at the time, no apparent criminal or suspicious circumstances surrounding a death. If the circumstances of death are unusual, sudden, or unknown, or if there is any suspicion of criminal intent, there should if possible be a post-mortem examination by a pathologist.

 
Identification of a dead body*
*These observations relate mainly to the identification a dead body recovered from the sea or the body of a passenger. Usually, there will be no difficulty in identifying the body of a crew-member known to many people on board.
 
If the ship is near port it may be possible to put the body in a bath with plenty of ice all round- -remember to put some ice in the bath first. It might even be possible, if the ship is not near port, to keep the body in a refrigerator or cold-store set aside for the purpose and to arrange for its examination by a pathologist. If, however, the body cannot be kept and burial at sea necessary, it is essential to examine the body thoroughly and to note down every observation that can possibly assist in subsequent identification. This is a task that must be undertaken by at least two people.
 
Clothing
 
Strip the body of all clothing. Clothing should be removed without tearing or cutting. List each item briefly, and note any initials or names on the garments. Any papers, wallet, money, etc. should be included in the list. Any articles that are wet should be dried and should then be put into a plastic bag, sealed, labeled, and kept in a safe place for handing over to the police or to other authorities at the next port. Clothing must be dried and afterwards suitably wrapped and labeled for handing over. When handing over clothing and other articles, check each item against the list and get a receipt from the person to whom they are delivered.
 
Examination of the body
 
Examine the body carefully and record the following data:

- race;
- skin colour;
- approximate age;
- height.

To measure height, straighten out the body with the legs fully extended. Make two marks on the deck, one in line with the heels, the other in line with the top of the head. Measure and record the distance between the lines.

Next note the development of the body (whether fat, thin, wasted, muscular, etc.).

Inspect the head and face: record the length and colour of the hair; note the eyebrows, and describe any facial hair. The complexion should be described (for example: sunburnt, pale, florid, saIlow). Record the colour of the eyes and the shape of the nose. Open the mouth and examine the teeth, noting whether they are sound, decayed, or missing. Dentures should be removed, cleaned, and placed with the other articles kept for future examination.

Inspect the rest of the body: record all birthmarks, moles, scars, or deformities from injuries. Note the exact position of all scars and describe their length and width. A diagram may help. Note whether circumcised or not. Vaccination scars should be noted. Tattoos should be described, and any words or letters noted. Record the size, position, general appearance, and colour of such tattoos. Wounds and bruises should be noted; try to decide whether they could explain the death. Note the exact position, depth, and dimensions of all wounds. Describe the character of the wounds: clean cuts as from a knife, or ragged tears, or bullet-wounds. Note any skin blackening or singeing of clothing around the entrance bullet-wound. Look for the exit wound showing where the bullet left the body (this is always bigger than the entry wound). Feel under the skin for a bullet that may be lodged there and, if there is one, note the position. Look carefully for signs of bruising round wounds or if there has been any escape of blood from wounds, as shown by blood clots, blood-staining of the surrounding skin, blood on the clothing, or blood in the area where the body was found. This will help to distinguish injuries caused during life (which bleed) from those caused after death (which do not bleed). Note also any broken bones. External signs of disease such as boils, ulcers, varicose veins, or skin rashes, should be recorded.

 
Use of a camera
 
If the circumstances of death are other than straightforward, photograph the body where it was found and from several angles. When the body is moved, take more pictures of the scene to show any blood on the deck or other evidence. Take general pictures of the unclothed body and special views of any wounds, scars, and injuries. Try to record all observations you think may be of help in identification or of interest with regard to the cause of death. Note why you took each picture and what you intend it to show. Remember to have all your observational notes countersigned, and to make all appropriate entries in the official log book.
 
The time of death
 
A note of the time of examination and a record of any of the following phenomena may help in later estimation of the time of death.

Feel the surface of the body. Is the body warmer under the clothing than in exposed areas? Temperature is best felt using the back of the fingers and hand. If possible, take the temperature of the body with an ordinary (not a clinical) thermometer 5 cm inside the rectum.

Look for putrefaction. The earliest change is green or greyish discoloration over the lower part of the abdomen. This discoloration spreads to the rest of the abdomen, to the trunk, up the neck to the head, and into the limbs. Note the extent of discoloration. Late signs of putrefaction show as swelling due to gas in the tissues. The appearance is bloated, and the abdomen is swollen. The skin becomes moist and peels. Bags of reddish or greenish fluid may form on the surface. The odour is very offensive. The pressure of gas may force froth or fluid out of the nose, mouth, and anus. The tongue may protrude. When putrefaction has advanced to this extent, some of the data required for identification cannot be obtained. The features will be much altered by swelling and discoloration, the eyeballs will be bulging or collapsed, and the hair, teeth, and nails will be loose or easily detached.

 
Disposal of the body

Retention for burial ashore or post-mortem examination
 
Wherever possible, a body should be retained for post-mortem examination or for burial ashore. For the sake of the deceased person's relatives and to preserve the body in the best possible condition, thoroughly wash and dry the body all over. Comb out and part the hair, and give attention to the fingernails. Straighten the arms and legs, and interlock the fingers over the thighs. Tie the ankles together to keep the feet perpendicular. With forceps, place a good plug of cotton wool well up in the rectum. Pass a catheter tube into the bladder and empty it completely; if this is impracticable, make a firm tie around the root of the penis. A plug of cotton wool may be passed into each nostril. The body should then be put in a body bag; and kept in a refrigerator or cold store set aside for the purpose. Packing in ice in a bath is an alternative near port.
 
Burial at sea
 
If there is no suspicion of foul play, if for a reason it is not possible to retain the body, or if so requested by next-of-kin, the body may buried at sea. In this case, it is not necessary do more than to lay the body on a flat surface, straighten the legs and arms, and interlock the fingers over the thighs. The hair should be brushed off the forehead, the face washed, and the jaw secured by passing a bandage under the chin and over the top of the head, where it may be tied or clipped.

For burial at sea, the body has traditionally been sewn into a length of canvas of standard width and about 4.5 metres in length, weighted by fire bars sewn to the canvas on either side of the legs below the knees. It is probable that these items may not be available on a modern ship. In seeking substitutes, bear in mind that the shroud needs to be made of a very strong material and the weights sufficiently heavy to ensure rapid sinking and permanent submersion of the body. There should be three or four slits or openings in the material to allow the gases of decomposition to escape and prevent flotation due to trapped air. Burial should not take place in soundings any part of the world.

After preparation, the body should be placed upon an improvised platform resting on the ship's side-rail and a suitable trestle or other support, covered by a ship's flag, secured to the inboard edge of the platform. Wooden blocks screwed under the platform and resting against the ship's side-rail will prevent the platform slidding outboard when the inboard end is raised to allow the body to slide from under the flag into the sea. It is very important to ensure that the whole operation proceeds smoothly and respectfully without unseemly mishaps. If the ship is small and there is a heavy sea, precautions must be taken to ensure that the body will not prematurely lost and will not fail to drop cleanly into the sea at the right moment. This may warrant fastening guide-rails on the platform. The seamen allocated to perform the disposal must be carefully briefed. On receipt of a discreet signal, they must raise the inboard end of the platform to allow the body to slide from under the flag into the sea.

When the family is notified that the remains were committed to the deep, the Ship's Master should indicate the longitude and latitude where this took place. Also, the master should find out if the next-of-kin wants the flag sent to the family with the personal effects of the deceased.

 
Religious Rites
 
Here follows two short forms of service approved by the Church of England and the Roman Catholic Churches respectively for the Burial of the Dead at Sea.
 
 
A short form of Protestant service
 
MASTER: Let us pray.

We brought nothing into this world, and it is certain we can carry nothing out. The Lord gave, and the Lord hath taken away; blessed be the Name of the Lord.

PSALM 23
The Lord is my shepherd; therefore can I lack nothing, He shall feed me in a green pasture, and lead me forth besides the waters of comfort.

He shall convert my soul; and bring me forth in the paths of righteousness, for His Name's sake.

Yes, though I walk through the valley of the shadow of death, I will fear no evil; for thou art with me; thy rod and thy staff comfort me.

Thou shalt prepare a table before me against them that trouble me; thou hast anointed my head with oil, and my cup shall be full. But thy loving kindness and mercy shall follow me all the days of my life; and I will dwell in the house of the Lord for ever.

MASTER: For as much as it hath pleased Almighty God to take unto himself the soul of our dear brother/sister here departed, we therefore commit his/her body (ashes) to the deep in sure and certain hopes of the Resurrection to eternal life, through our Lord Jesus Christ.

(The body is then lowered into the sea, or the ashes are scattered)

I heard a voice from heaven saying unto me: from henceforth blessed are the dead which die in the Lord; even so saith the Spirit; for they rest from their labours .

Let us pray.

Most merciful father we beseech thee of thine infinite goodness to give us grace to live in thy fear and love and to die in thy favour, that when the judgement shall come we may be found acceptable in thy sight through the love of thy Son, our Saviour, Jesus Christ. Amen.

PRESENT: Our Father which art in heaven, Hallowed by Thy name, Thy Kingdom come, Thy will be done on earth as it is in heaven, give us this day our daily bread. And forgive us our trespasses, as we forgive them that trespass against us. And lead us not into temptation; but deliver us from evil. Amen.

MASTER: The grace of our Lord, Jesus Christ, and the love of God, and the fellowship of the Holy Ghost, be with us all evermore. Amen.

 
 
 
 
 
OR
 
A short form of Roman Catholic Service from the Catholic Seafarers Prayer Book 1977
 
MASTER: Let us pray.

It is our solemn duty to commit to the sea this mortal body (these ashes). As we do so, we call trustfully upon God from whom all creation has life. May He in due time, by His power, bring to resurrection with all the saints, the body of this our brother /sister, may God unite his/her soul with those of all the saints and faithful departed, may he/she be given a merciful judgment, so that redeemed from death, freed from punishment, reconciled to the Father, carried in the arms of the Good Shephered, he/she may deserve to enter fully into everlasting happiness in the company of the eternal King together with all the saints.

(There follows a short period of silent prayer)

DE PROFUNDIS

From the depths I call to you Lord, Lord listen to my cry for help!
Listen compassionately to my pleading!

If you never overlooked our sins Lord,
Lord, could anyone survive?
But you do forgive us;
And for that we revere you;

I wait for the Lord, my soul waits for him,
I rely on his promise, my soul relies on the Lord
more than a watchman on the coming of dawn.

Let Israel rely on the Lord,
as much as the watchman on the dawn!
For it is with the Lord that mercy is to be found,
and a generous redemption;

It is he who redeems Israel from all their sins.

(The body is then lowered into the sea, or the ashes scattered)

It has pleased Almighty God to call our brother/sister from this life to himself. Accordingly we commit his/her body (ashes) to the sea. Since Christ, the first fruits of the dead, had risen again and will refashion our frail body in the pattern of His glorious risen body, we commend our brother/sister to the Lord. May he embrace him/her in his peace and bring his/her body to life again on the last day.

May his/her soul and the souls of all the faithful departed rest in peace. Amen

PRESENT: The Our Father

Our Father, who art in heaven Hallowed by thy name.
Thy Kingdom come, Thy will be done on earth as it is in heaven.
Give us this day our daily bread, And forgive us our trespasses, As we forgive them who trespass against us,
And lead us not into temptation
But deliver us from evil. Amen.

MASTER: Grant, O God, that while we lament the departure of this Your servant, we may always remember that we are most certainly to follow him/her. Help us to prepare for that last hour by a good life that we may not be surprised by a sudden and unprovided death, but be ever watching that when you call we may enter into eternal glory. Through Christ our Lord. Amen.


In ships which are manned by foreign crews there may be some objection to the use of Christian rites. In such cases, the senior members of their community on board should be consulted and their wishes complied with.

 
Note: Burials at sea are very uncommon nowadays because of the need for a coroner's report, and the majority of corpses are flown home for burial.
 
Scattering ashes at sea
 
If ashes are consigned to the ship to be scattered at sea the wishes of the consignors should be complied with as reverently as possible. The Commital service has already been performed by the appropriate religious body and does not need to be repeated. However, if it is generally felt that there should be some acknowledgement of the solemnity of the occasion and in the absence of other instructions there is no objection to the use of the burial services.

It is sometimes overlooked that on ships with high superstructure there is a considerable turbulence caused by the wind and a proportion of the ashes might well, under certain conditions, carried back on board. This must be guarded against. If the casket or urn is also to be disposed of it should be placed in a weighted and perforated bag before being consigned to the sea.

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  Night Orders
Gönderen: aytemiz89 - 04-05-2020, 07:31 AM - Forum: Çeşitli Bilgiler - Cevap Yok

Night Orders
 

  1. When the visibility becomes poor, sound the whistle at regulated intervals and let me know it.
  2. Give all traffic a wide berth (at least 2 miles cpa).
  3. Call me any time if you are in doubt or at spot masked on chart 176.
  4. Call me any time if you want me on the bridge.
  5. Never alter her course without my order, except to avoid collision or danger.
  6. When you are in sight of welder shoal lt., let me know it.
  7. As soon as wind and sea subside enough alter course to west.
  8. If wind and sea increase and vessel is spraying heavy water over forecastle head, call me.
  9. If wind direction or intensity changes significantly, call me.
  10. If wind or sea make up and vessel starts shipping water over forecastle, call me.
  11. Keep vessel on hand steering for night.The same orders as per last night.
  12. Keep vessel on track 188 track laid out on chart.
  13. Compare gyro with magnetic compass at times.
  14. Ascertain the risk of collision by watching the compass bearing of an approaching ship.
  15. Keep vessel on secured course line.
  16. Keep a good lookout for small crafts or fishing boats giving same no less than 2 miles cpa.
  17. Take amplitude azimuth and find deviation if the weather permits.
  18. Keep a sharp lookout and if weather closes in, call me at once.
  19. Vessel is on 110 rpm now.Arrival time is 0730.Adjust speed accordingly.
  20. Please, read standing rules for officer on watch and sign.
  21. See lights are burning brightly.Watch your steering.
  22. If the wind speed increase more, call me by phone to advise.
  23. Call me when harbour beach is abeam.Don’t left the bridge.
 
    Miscellaneous
 
  1. Please, pump out bilge water in hold no:1 (p/s) until no water.
  2. Clean after used to avoid inconvenience to the next user's.
  3. Smoking on board this ship -except in the cabins and living rooms- is strictly prohibited.
  4. All discharging valves for non-purified sewage waters are closed and sealed with the ship's seals.
  5. Following certifıcates of M/V OCEAN TRADER handed over for harbour formalities.
  6. Met with sister ship M/V ELB TRADER bound outward and exchanged bon voyage.
  7. Due to crossing the meridian, Friday Sep, 17 was omitted.
  8. Retarted/advanced w/h clocks 1 hour.
  9. Observed derilict almost submerged in Lat:  40 08 N - Long : 012 38 W.
  10. Checked gyro repeater by transit and found no error.
  11. Swang ship round to make corrections for the standart compass and obtained the deviation table.
  12. Flag at half mast in mourning for the death of Ataturk.
  13. Mustered all hands on poop deck and honoured new year's day.
  14. Being Sunday, hands enjoyed holiday on board.

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  KAPTAN DİREKTİFİ
Gönderen: aytemiz89 - 03-05-2020, 08:22 AM - Forum: Çeşitli Bilgiler - Cevap Yok

Güverte zabitleri için liman nöbet görevleri ile yükleme ve tahliyede dikkat edilecek ana hususlar hakkinda
 
                                    KAPTAN DİREKTİFİ
 
1.Limanda bulunulduğu süreler emniyet yönünden, görevli olan personel haricindeki hiçbir personelin gemiye girmesine müsaade etmeyiniz.Tereddüt ediyorsanız Kaptana sorunuz. Görevi olmayıp da bir sebep veya ziyaret maksadı için gemiye girmek isteyenler için Kaptandan izin alınız.

 
2.Kaçak olarak gemiye girip saklanarak gemiyle kaçmak isteyen kaçak personele karşı çok dikkatli olunmalı, gemi limandan hareketten önce her taraf çok iyi aranmalıdır. Zira bu tür personel birçok ülkede problem olmakta, büyük cezalar mevzuu bahis olmaktadır.
            
3.Liman, terminal, silo, iskele olarak bayrak devleti regülasyonuna uyunuz.
 
4.Gemi aborda iken halatların durumuna dikkat edin, sağlamlığından emin olun.Aynı kurtağzından aynı babaya tel ve lif halatları birlikte kullanmayın.Tide durumlarında halatları kıfayetli olarak kullanın.Tide zamanlarını takip edin, geminin iskeleden açmasına ve baş-kıç istikametindeki hareketine müsade etmeyiniz.Halatların boş alınıp veya boş verilmesini müteakip farelikleri mutlaka yerlerine takın.
 
5.Accommodation ladder’ı yukleme ve tahliyede sık sık kontrol edınız, neta olmasını sağlayın, ağını uygun şekilde donatın.Işıklı, el incesi bağlanmış can simidi daima hazır olmalıdır.Gece süresince uygun şekilde aydınlatılmış olmasına dikkat gösteriniz.
 
6.Yağ kaçağı ihtimaline karşı çok hassas olunuz.Ambar kapakları açılıp, kapanırken hidrolik motorlar çalışırken boru patlayabileceğini unutmayınız. Bu nedenle müdahale için lüzumlu malzemeyi hazır bulundurun.
 
7.Havanın kararması ile birlikte ambar ve güverte aydınlatmalarının yakıldıklarını kontrol ediniz.
 
8.Yanıcı özelliğe sahip yüklerin yükleme ve tahliyesinde, güvertede sigara içilmesine mani olun, kaynak için müsade etmeyin, “sigara içilmez” “no smoking” levhalarını uygun yerlere asınız.
 
9.Yangına karşı müdahale aparatlarını, yağ izlerini temizlik maddelerini kullanılmağa hazır bulundurun.
 
10.Bunker alımında güverte frengilerini kapalı bulundurun, bunker alma talimat ve şemasına göre hareket ediniz.
 
11.0800-2000 lt’da draftları alarak Gv. Jurnaline işleyiniz. Buna draft survey yaparak giren/çıkan tonajı hesaplayın ve sahil ile karşılaştırın.
 
12.Yükleme ve tahliyede stevedorıng firma tarafından herhangi bir hasar yapıldığında;
 
A.   Tarih ve zamanı,
B.   Gemiye ne şekilde zarar verildiğini,
C.    Nerde olduğu ( hangi frame’de, ne tarafta olduğu)
      Tespit edilerek jurnale kayıt düşülecek, kaptana bildirilecektir.
          
13.Tüm faaliyetlerde emniyete önem veriniz.
          
14.Bulunulan limana göre “tide” durumlarını “high ve low water” seviyelerini ve saatlerini “tide table” dan çıkartarak cargo işlemlerinde göz önünde bulundurunuz.Karinanın “touch” yapmasına meydan vermeyiniz.
         
15.Ballast alımı ve tahliyesinin mutlaka kontrol altında yapılması gereklidir.Yük bitimine doğru geç kalınmadan ballast alımına başlanır.İskelede daima %95 olarak ballast alınacaktır.Press yapılmayacak taşırılmayacaktır. Aksine bir direktifim olmadıkça ballast tankları limanda press yapılmayacaktır.
 
16.Yüke girildiğinde ballast tahliyesinin koordinesi çok önemlidir.Aksi gibi istenmeyecek biçimde gemide fazla ballast kalır, bu da kararlaştırılmış olan miktardan eksik yük alınmasına sebep olur ki çok sıkıntılı bir durumdur.Hiç arzu edilmez.Bunun için çok ciddi olarak ballast tahliyesini uygulamak gerekir.Muayyen aralıklarla iskandil aldırarak tahliye miktarını çek edin.Aşağıdaki hususları dikkatli olarak uygulamalısınız.
A.     Ballast tahiyesine daima baştan başlayıp kıça doğru gelin ki, gemi kıçlı iken süzdürme yapabilesiniz.
B.      Topside’ları bilahare double bottomları baştan kıça doğru sırasıyla tahliye ediniz.
C.      Ballast tahliyesinde muayyen fasılalarla iskandil alarak daima tahliye miktarını kontrol ediniz.
D.     Ballast tahliyesinde bilhassa başlarken ve başladıktan hemen sonra çıkan suyun temiz olup olmadığını görün, herhangi bir kirlilik varsa durdurun ve gemi kaptanına rapor edin.
         
17.Yükleme ve tahliyede cargo planın uygulanmasına dikkat edin.
 
18.Yük bitiminden önce draft survey için bilgileri temin ederek hazırlık yapınız.Makineye ait değerleri, ballast tank iskandillerini, deniz suyu density’sini temin ediniz.
 
19.Yükleme planı için ambarlara yük dağılımı yapılırken “bending moment” “shering force” hesaplanarak yüklemenin uygun olup olmadığı 2.Kpt. tarafından kontrol edilmesini müteakip hesaplar onay için kaptana çıkartılacaktır.
 
20.Keza grain cargo alınacağı zaman 2.Kpt. formlara göre “ grain calculation” hesabını yaparak yüklemeden önce onay için Kaptana çıkartılacaktır.
 
21.Görevlilerin kılık, kıyafet ve davranışlarına dikkat ediniz.Girişi daima temiz  ve neta bulundurunuz. Burası geminin aynasıdır.Geminin görünümünü dışarıya aksettirir.Unutmayınız.
Görevlilerin mihfer, emniyet ayakkabısı, gözlük,maske gibi yük özelliğine uygun koruyucuları kullanmasına, giymesine dikkat ediniz.
 
22.Hiçbir konuda kanun ve kaidelerin uygulanmasında ihmalkar olmayınız.Gereklerine uyunuz, uyulması hakkında takipçisi olunuz.
 
Yukarıda belirtilmiş hususların okunup anlaşılmasını, vardiya zabitlerince imzalanmasını ve direktife uygun olarak hareket edilmesini rica  ederim.

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  Üye Terfileri Aktif konuma gelmiştir.
Gönderen: aytemiz89 - 01-05-2020, 08:23 AM - Forum: Duyurular - Cevap Yok

Merhabalar,

Sitemizde dün gece itibari ile üye terfi sistemi aktif hale gelmiştir. 

Bu sisteme göre sizlerin sitedeki aktiflik durumuna göre terfiler sistem tarafından otomatik olarak yapılacaktır. 
Şuan için terfi grupları şu şekildedir. 

Yeni Üye
Er
Onbaşı
Çavuş
Teğmen
Yüzbaşı
Binbaşı
Yarbay
Kıdemli Yarbay 

Her üyelik grubunda farklı özelliklere erişim açılacaktır. Her bir terfinin belli şartları olduğu için bunlar daha sonra konuya eklenecektir. 
Terfi aldıkça değişecekler den bazıları : 
Özel mesaj sistemi aktif olacak
Kullanıcı imza ekleyebilecek
Kullanıcı profil adını değişebilecek
Kullanıcı konulardaki mesajlarına istediği zaman düzenleme yapabilecek
Kullanıcı Konu içeriklerini yorum yazmadan görebilecek
Kullanıcı site teması seçebilecek ve bu seçime bağlı olarak reklamlar azalabilecek. 


Saygılarımla Türk Denizcileri Yönetimi.

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  Cospas-Sarsat System
Gönderen: aytemiz89 - 30-04-2020, 09:25 AM - Forum: Çeşitli Bilgiler - Cevap Yok

Introduction
The COSPAS-SARSAT (COSPAS: Space System for Search of Distress Vessels, SARSAT: Search and Rescue Satellite-Aided Tracking) system is a satellite-aided search and rescue (SAR) system designed to locate distress beacons transmitting on the frequencies 121.5 MHz or 406 MHz. Certain beacons also transmit on 243 MHz, but this signal is relayed only by SARSAT satellites and not all LUTs are equipped with 243 MHz receivers, it operates in the same manner as 121.5 MHz system. It is intended to serve all organizations in the world with responsibility for SAR operations whether a distress occurs at sea, in the air or on land.COSPAS-SARSAT is a joint international satellite-aided search and rescue system, established by organizations in Canada, France, the United States and Russia.The COSPAS-SARSAT system has demonstrated that the detection and location of distress signals can be facilitated by global monitoring based on low-altitude satellites in near-polar orbits. It has been used successfully in a large number of SAR operations world-wide.Unless, as an alternative, a ship is provided with a L-band satellite EPIRB operating in sea areas A1, A2 and A3 only, the carriage of a float-free satellite EPIRB operating on the 406 MHz in the COSPAS-SARSAT system is required on all SOLAS ships.
Basic Concept of the System
The basic COSPAS-SARSAT system concept is given in Figure below. There are at present three types of beacons, namely ELTs (airborne), satellite EPIRBs (maritime) and Personal Locator Beacons (PLBs)- land. These beacons transmit signals that are detected by COSPAS-SARSAT polar-orbiting satellite spacecraft equipped with suitable receivers. The signals are then relayed to a ground receiving-station, termed a Local User Terminal (LUT), which processes the signals to determine the beacon location. An alert is then relayed, together with location data and other information, through a Mission Control Centre (MCC), either to a national RCC, another MCC or to the appropriate SAR authority to initiate SAR activities.
Doppler shift (using the relative motion between the satellite and the beacon) is used to locate the beacons. The carrier frequency transmitted by the beacon is reasonably stable during the period of mutual beacon-satellite visibility. The frequencies currently in use are the 121.5 MHz international aeronautical emergency frequency and the 406.0 - 406.1 MHz band. The 406 MHz beacons are more sophisticated than the 121.5 MHz beacons because of the inclusion of identification codes in the messages, but complexity is kept to a minimum. To optimize Doppler location, a low-altitude near-polar orbit is used. The low-altitude results in a low uplink power requirement, a pronounced Doppler shift, and short intervals between successive passes. The near-polar orbit results in complete world coverage over a period of time. The nominal satellite system configuration comprises four satellites, two supplied by COSPAS and two by SARSAT.
The Doppler location concept provides two positions for each beacon: the true position and its mirror image relative to the satellite ground track. This ambiguity is resolved by calculations that take into account the earth's rotation. If the beacon stability is good enough, as with 406 MHz beacons which are designed for this purpose, the true solution is determined over a single pass. In the case of 121.5 MHz beacons, the ambiguity is resolved by the results of the second pass if the first attempt is unsuccessful. Location accuracy is also significantly better with 406 MHz beacons. The improved performance of 406 MHz satellite EPIRBs is the reason these devices were selected for the GMDSS and included in the 1988 amendments to the 1974 SOLAS Convention.
 
 
Coverage Modes

The COSPAS-SARSAT system implements two coverage modes for the detection and location of beacons, namely the real time mode and the global coverage mode. Both the 121.5 and 406 MHz systems operate in the real-time mode, while only the 406 MHz system operates in the global coverage mode.

a. Real-time 121.5 MHz repeater data system

If an LUT and beacons are in view of the satellite, a repeater onboard the satellite relays the 121.5 MHz EPIRB signals directly to the ground where it is received and processed. For this reason, world-wide real-time mode coverage is unlikely to be achieved.

b. Real-time 406 MHz processed data system

Once the satellite receives the 406 MHz EPIRB signals, the Doppler shift is measured and the beacon digital data is recovered from the beacon signal. This information is time-tagged, formatted as digital data, and transferred to the downlink repeater for real time transmission to any LUT in the satellites view. The data is simultaneously stored on the satellite for later transmission in the global coverage mode.

c. Global 406 MHz coverage mode

The 406 MHz system provides global coverage by storing data onboard for later dumping and reception by LUTs. Each satellite EPIRB can therefore be located by all operating LUTs.

Satellite EPIRBs

a. 121.5 MHz EPIRB

EPIRBs operating on 121.5 MHz are already in widespread use. They are used onboard light aircraft and ships and must meet national specifications based on International Civil Aviation Organization (ICAO) standards. The EPIRB signals also provide for homing by SAR units and overflight monitoring by aircraft.

b. 406 MHz EPIRB

The development of 406 MHz satellite EPIRBs has been undertaken to overcome certain shortcomings of the 121.5 MHz system.
The new EPIRBs were specifically designed for satellite detection and Doppler location and include the following features:

-improved location accuracy and ambiguity resolution;

-increased system capacity, ie. a greater number of beacons transmitting simultaneously in the field of view of a satellite can be processed;

-global coverage;

-unique identification of each beacon; and

-inclusion of distress information.

The 406 MHz satellite EPIRBs transmit a 5 W radio frequency (RF) burst of approximately 0.5 second duration every 50 seconds. Improved frequency stability ensures improved location accuracy, while the high peak power increases the probability of detection. The low duty cycle provides good multiple-access capability, with a system capacity of 90 activated beacons simultaneously in view of the satellite, and low mean power consumption.

An important feature of the 406 MHz EPIRBs is the inclusion of a digitally encoded message, which may provide such information as the country of origin of the unit in distress, identification of the vessel or aircraft, nature of distress and, in addition, for EPIRBs coded in accordance with the location protocol, the ship's position as determined by its navigation equipment.

Most satellite EPIRBs are, as recommended, dual-frequency 121.5/406 MHz beacons, though the inclusion of the frequency 121.5 MHz is not mandatory. This enables suitably equipped SAR units to home in on the 121.5 MHz transmission and permits overflight monitoring by aircraft. This type of homing facility, if provided, is indicated to the rescue authorities by the message. As Search And Rescue Transponders (SART) have limited range of operation (approx. 5n.miles), consideration is being given to requiring all maritime satellite EPIRBs to operate on the frequencies 121.5 MHz and 406 MHz.

Depending on the type of beacon (maritime, airborne or land), beacons can be activated either manually or automatically.

[Resim: sarsat.PNG]

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