Cold Water Seamanship

BOAT CREW SEAMANSHIP MANUAL
“Train, Maintain, Operate”
COMDTINST M16114.5C
September 2003
Chapter 3 – Crew Efficiency Factors
Section G. Cold-Related Factors
Introduction The purpose of this section is to briefly describe the precautions to take while operating in
cold weather. Cold rain, snow, ice storms, and high winds can develop with very little
warning in certain parts of the country. Preparation before encountering these kinds of
conditions and understanding the effects of cold on personnel safety is vital.
In this section This section contains the following information:
Title See Page

Effects of Cold Weather 3-11
Hypothermia 3-11
Frostbite 3-13
Layering Clothing 3-13
Effects of Cold Weather
Excessive loss of body heat, which can occur even in mild weather conditions, may lead to
WARNING hypothermia.
G.1. Operating in Operating in a cold climate presents the challenge of keeping warm while effectively
a Cold Climate carrying out the mission. As the temperature drops or clothing becomes wet, more insulation
is required to keep the body from losing its heat.
WARNING Prolonged exposure to the wind may lead to hypothermia and/or frostbite.
G.2. Wind Wind affects body temperature. Those parts of the body exposed directly to the wind will
lose heat quickly, a condition commonly referred to as “wind chill.” On bare skin, wind will
significantly reduce skin temperature, through evaporation, to below the actual air
temperature.
G.3. Crew Fatigue The combination of rough seas, cold temperatures, and wet conditions can quickly cause the
crew to become less effective. Crew fatigue will occur more quickly when these conditions
are present. Many accidents occur when cold induced fatigue sets in because the mind loses
attentiveness and physical coordination diminishes. Even a crew that is moderately cold and
damp will exhibit a decrease in reaction time which is also a symptom of the onset of
hypothermia.
Hypothermia
G.4. Body Hypothermia is the loss of internal body temperature. Normal internal body temperature is
Temperature 98.6° F (39° C) and is automatically regulated by our bodies to remain very close to this
temperature at all times. A minor deviation either up or down interferes with the bodily
processes. Being too cold will adversely affect the body. Even a minor loss of internal body
temperature may cause incapacitation.
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WARNING Never give hypothermia victims anything by mouth, especially alcohol.
G.5. Symptoms Signs that a person may be suffering from hypothermia include:
• Pale appearance.
• Skin cold to the touch.
• Pupils are dilated and will not adjust properly when exposed to light.
• Poor coordination.
• Slurred speech / appears to be intoxicated.
• Incoherent thinking.
• Unconsciousness.
• Muscle rigidity.
• Weak pulse.
• Very slow and labored breathing.
• Irregular heart beat.
A hypothermic person will tremble and shiver, however, these symptoms may not always be
present. When a person stops shivering, their hypothermia may have advanced beyond the
initial stages.
G.6. Prevention Cold and hypothermia affect crew safety and mission performance, and prevention must be a
top priority. The Coast Guard outfits its boat crews with hypothermia protective clothing
which is designed to prolong their exposure to the elements making them more effective.
The clothing must be worn properly and maintained in accordance with its maintenance
schedule in order for it to maintain its effectiveness.
G.7. Waivers for The Commanding Officer (CO) or Officer-in-Charge (OIC) may waive the requirement for
Wearing PPE wearing a hypothermia protective device on a case-by-case basis if the degree of risk to
hypothermia is minimal, such as in nonhazardous daylight operations in calm water.
However, proper PPE must be carried onboard. More detailed information concerning
hypothermia protective clothing, requirements for when it should be worn and CO/OIC
waiver requirements can be found in the Rescue and Survival Systems Manual,
COMDTINST M10470.10 (series).
Units shall carry hypothermia protective devices onboard under waiver conditions (except for ship’s
boats operating within sight of the ship). Coxswains shall make sure crewmembers don a
NOTE hypothermia protective device when waiver conditions no longer apply (for example, when they
encounter or anticipate heavy weather or hazardous operating conditions).
Auxiliary boat crews must gain approval and direction from their Operational Commander for
NOTE waivers.
G.8. Treatment Treatment for hypothermia is covered in Chapter 5, First Aid.
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Frostbite
G.9. Development Frostbite is the development of ice crystals within body tissues. Frostbite is most likely to
Factors develop in air temperatures less than 20° F (-6.6° C). The following factors contribute to
frostbite development:
• Cold stressors (wind, air temperature, and exposure to water).
• Any restriction of blood-flow.
• Lack of appropriate protection.
• Skin exposure.
G.10. Symptoms A frostbite victim will complain of painful cold and numbness in the affected area. Waxy
white or yellow-white, hard, cold, and insensitive areas will develop. As the area begins to
thaw, it will be extremely painful and swelling (reddish-purple) or blisters may appear.
Areas prone to frostbite include all extremities where the blood has traveled farthest from the
heart, such as the hands, feet, face, and ear lobes. A patient suffering from frostbite should
also be treated for hypothermia.
Any person who has had frostbite previously is at an increased risk for cold exposure injury in that
WARNING same area of the body.
G.11. Prevention Cold weather clothing and equipment is essential to preventing cold-related injuries and
fatigue. Such items include thermal boots, woolen socks, watch caps, gloves, and thermal
undergarments (polypropylene) made of fleece or pile. During cold conditions, coxswains
should discuss the possibilities of frostbite with the crew before getting underway.
Layering Clothing
G.12. First Layer - Staying dry is an essential factor to maintaining body temperature. Clothing worn next to the skin
Wicking must carry or “wick” moisture away from the body. Cotton clothing can pose particular problems.
They absorb and retain moisture, which will rob body heat through evaporation. Wool has good
insulating properties even when wet, but it is less than ideal because it stays wet. Modern synthetic
wicking fibers such as polypropylene do not retain moisture. They will actually draw moisture from
the skin and transport it to an absorbent outer layer. This clothing works well by itself, or it can be
combined with a second layer for extreme cold.
G.13. Second The insulating effect of a fabric is related to how much air it can trap. This is why a loose-
Layer - Insulation knit or fuzzy material is better than one that is tightly knit. It is also why two thin layers of a
given material are better than one thick one. The second layer traps air, which retains body
heat, while absorbing excess moisture from the first layer. Wool or cotton thermals are an
acceptable second layer if worn over a wicking layer, but a number of synthetic fleece or pile
garments do a much better job. An example of this is the fleece coverall.
G.14. Third Layer The outer layer should stop wind and water, so the inner layers can work as designed.
- Moisture Barrier Choices include the anti-exposure coverall, dry suit, or rain gear. The dry suits and rain gear
have no insulating properties and will require extra insulation for cold weather. Also, as
most dry suits do not “breathe,” an absorbent second layer is needed so that perspiration has
a place to go.
CH-1
3-13
G.15. Extremities Most heat loss occurs through the extremities, especially the head. It is particularly
important to cover these areas well. It is still important to layer properly, but thinner, or all-
in-one materials must be used to reduce bulk. For the head, a wool cap may work, but a
heavy wicking hood or cap worn alone or under a wool cap will keep you drier and warmer.
A rain hat/hood/sou’wester should be considered for wet weather. Gloves should be
waterproof, and a wicking liner glove will work better than wool. High top rubber boots are
the only option for wet weather. A wicking liner sock under a wool, cotton, or fleece outer
sock will provide the best warmth. Insoles should be non-absorbent. A perforated foam
insole also works well.
Section H. Sun and Heat-Related Factors
Introduction Crewmembers must be aware of the dangers of too much exposure to the sun and take
preventive measures to guard against a decrease in performance. Intense sunlight and
extreme heat can increase crew fatigue and reduce effectiveness. This section discusses the
various sun and heat-related factors that crewmembers may encounter during their activities.
NOTE Detailed treatment information on all heat related injuries can be found in Chapter 5, First Aid.
In this Section This section contains the following information:
Title See Page

Sunburn 3-14
Dehydration 3-15
Heat Rash (Prickly Heat) 3-16
Heat Cramps 3-16
Heat Exhaustion 3-17
Heat Stroke 3-17
Susceptibility to Heat Problems 3-18
Sunburn
H.1. Description Continuous exposure to the sun can cause sunburn and other complications such as heat
stroke, dehydration, etc. Unprotected exposed skin will suffer from premature aging and an
increased chance of skin cancer.
H.2. Symptoms Sunburn appears as redness, swelling, or blistering of the skin. Other effects of
overexposure to the sun are fever, gastrointestinal symptoms, malaise, and pigment changes
in the skin.
CH-1
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Boat Crew Seamanship Manual
Section A. Personal Flotation Device (PFD)
Introduction The term personal flotation device (PFD) is a general name for the various types of devices
designed to keep a person afloat in water. PFDs include life preservers, vests, cushions,
rings, and other throwable items. They are available in five different types: Type I, II, III,
IV and V. Each type of PFD provides a certain amount of flotation.
Regardless of the type, all PFDs must be Coast Guard-approved, meaning they comply with
Coast Guard specifications and regulations relating to performance, construction, and
materials. A usable PFD is labeled Coast Guard-approved, in good serviceable condition,
and of appropriate size for the intended user. Each boat crewmember must wear a usable
PFD appropriate for the weather conditions and operations in which he/she will be
performing.
NOTE A wearable PFD can save a life, but only if it is worn.
In this Section This section contains the following information:
Title See Page

Type I PFD 6-2
Type II PFD 6-4
Type III PFD 6-4
Type IV PFD 6-6
Type V PFD 6-7
PFD Storage and Care 6-7
PFD Survival Equipment 6-8
Standard Navy Preserver 6-10
Type I PFD
A.1. Description The Type I PFD, or “offshore life jacket,” is a one-piece, reversible PFD intended primarily
for use by survivors, passengers on towed vessels, or prisoners aboard vessels. A Type I
PFD provides an unconscious person the greatest chance of survival in the water. The Type
I PFD is the only wearable device required to be reversible. It comes in two sizes, an adult
size (90 pounds and over) which provides at least 20 pounds of buoyancy and a child size
(less than 90 pounds) which provides at least 11 pounds of buoyancy. The PFD must be
international orange in color.
A.2. Advantages A Type I PFD is effective for all waters, especially open, rough, or remote waters where
rescue may be delayed. It is designed to turn most unconscious wearers in the water from a
face-down position to a vertical or slightly backward position, allowing the wearer to
maintain that position. It provides at least 11-20 pounds of buoyancy. This buoyancy will
allow the wearer to relax and save energy while in the water, thus extending survival time.
6-2
Chapter 6 – Survival Equipment and Pyrotechnics
A.3. Disadvantages There are three major disadvantages to this type of PFD:
• It is bulky and restricts movement.
• Its buoyancy restricts the underwater swimming ability needed to escape from a
capsized boat or to avoid burning oil or other hazards on the surface of the water.
• It provides minimal protection against hypothermia.
NOTE This type of PFD is not recommended for use by boat crews because it restricts mobility.
A.4. Donning Before entering the water, don and adjust a Type I PFD using the following procedures:
For safety, always tuck all loose straps into your pockets, shirt, or belt. Adjust straps on injured
WARNING people before they are lowered into the water.
Step Procedure
1 Grasp the PFD at the lower part of head opening and pull outward to expand
opening.
2 Slip your head through opening.
3 Pass the body strap around the back and fasten at the front of the PFD, then
adjust the strap for a snug fit.
A.5. Entering the Use the following procedures to enter the water:
Water
Follow these steps before entering the water wearing any type of PFD or combination of cold weather
NOTE protective device (e.g., dry suit) and PFD.
Step Procedure
1 Ensure all straps on the PFD are securely fastened, tightened to a snug fit, and
tucked in to prevent them from snagging.
2 Stand on the boat’s gunwale, on the windward side, at a point closest to the
water.
3 Check surrounding area for hazards and verify depth of water.
4 Fold arms across chest and grip the PFD with fingers. This will prevent the
PFD from riding-up and striking the chin or neck.
5 Keep the body erect and legs held together and crossed when entering the
water. It is better to gently slip in, if possible, rather than jumping.
6 If jumping into water is necessary with chemicals, oil, or burning oil on the
surface, place one hand over mouth with palm under chin and split fingers
tightly squeezing nostrils shut. Place other hand on the PFD collar to keep it
in place.
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Type II PFD
A.6. Description The Type II PFD, also known as a “near-shore buoyant vest,” is a wearable device that will
turn some unconscious wearers to a face-up position in the water. It comes in different
colors and in three categories:
• Adult (more than 90 pounds) which provides at least 15.5 pounds of buoyancy.
• Child, medium (50 to 90 pounds) which provides at least 11 pounds of buoyancy.
• Infant (available in two sizes, less than 50 pounds and less than 30 pounds), which
provides at least 7 pounds of buoyancy.
A.7. Advantages This type is usually more comfortable to wear than the Type I. It is usually the preferred
PFD if there is a chance of a quick rescue, such as when other boats or people are nearby.
A.8. Disadvantages The turning characteristic of the Type II is not as strong as with a Type I because of a lesser
amount of flotation material, and therefore, under similar conditions, will not be as effective
in turning a person to a face-up position.
A.9. Donning Before entering the water, don and adjust a Type II PFD using the following procedures:
Step Procedure
1 Grasp the PFD at the lower part of head opening and pull outward to expand
opening.
2 Slip head through opening.
3 Pass the body strap around the back and fasten at the front of the PFD, then
adjust the strap for a snug fit.
4 Secure the chest ties with a bow knot for a snug fit.
A.10. Entering the To enter the water while wearing a Type II PFD, follow the instructions in paragraph A.5
Water above.
Type III PFD
A.11. Description The Type III PFD, also known as a “flotation aid,” is routinely worn aboard boats when
freedom of movement is required and the risk of falling over the side is minimal. It is not
designed to turn an unconscious wearer to a face-up position; the design is such that
conscious wearers can place themselves in a vertical or slightly backward position. It has a
minimum of 15.5 pounds of buoyancy and comes in many sizes and colors. Figure 6-1
shows the Type III PFD vest that boat crews are authorized to wear. Most approved
flotation coats (“float coats”) are also Type III PFDs.
6-4
Figure 6-1
Type III PFD Vest
A.12. Dynamic With the Coast Guard’s inventory of high-speed boats increasing, the need for PFDs that
Strength-Tested provide proper protection for entering the water at high speed has increased. Dynamic
Type III PFDs strength-tested Type III PFDs are available to boat crews that operate at these high speeds
(i.e. greater than 30 knots). Additional securing methods have been added to the Type III
style of vest to ensure a secure fit. More information on these PFDs can be found in the
Rescue and Survival Systems Manual, COMDTINST M10470.10 (series).
A.13. Advantages Type III PFDs offer boat crewmembers greater comfort and freedom of movement. It is
designed so wearers can place themselves in a face-up position in the water. The Type III
PFD allows greater wearing comfort and is particularly useful when water-skiing, sailing,
hunting from a boat, or other water activities.
The Type III PFD will not provide an adequate level of buoyancy when worn with a full complement
WARNING of law enforcement gear. If unable to remain afloat, jettison easily accessible equipment.
A.14. The following are some disadvantages to the Type III PFD:
Disadvantages
• Flotation characteristics are marginal and not suitable for wear in heavy seas.
• Tendency to ride-up on the wearer in the water.
• Wearer may have to tilt head back to avoid a face-down posture in the water.
• While the Type III has the same amount of buoyancy material as the Type II PFD, the
distribution of the flotation material in a Type III reduces or eliminates the turning
ability.
6-5
A.15. Donning Before entering the water, don and adjust a Type III PFD using the following procedures:
Step Procedure
1 Place your arms through the openings in the vest.
2 Close zipper, if provided. Close front slide fasteners.
3 Adjust waist straps for a snug fit.
4 Secure any additional belts, zippers, and straps the PFD provides for high-
speed operation.
Type IV PFD
A.16. Description The Type IV PFD is a Coast Guard-approved device that is thrown to a person-in-the-water
and is grasped by the user until rescued. The most common Type IV devices are buoyant
cushions and ring buoys. Buoyant cushions come in many different colors. Ring buoys (see
Figure 6-2) must be white or orange in color.
Figure 6-2
Ring Buoy
A.17. Advantages An advantage of the Type IV PFD is that since it is not worn like other PFDs, there are no
size restrictions. This type of PFD is designed to be stored on deck for easy deployment
should someone fall overboard. If quickly deployed following a man overboard, the Type
IV PFD also acts as a marker assisting in returning to the area where the person originally
fell overboard. (See Chapter 16 for more information on Person-in-the-Water Recovery).
A.18. A disadvantage of the Type IV PFD is that it is not worn, although some can be secured to
Disadvantages the body once reached in the water.
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Type V PFD
A.19. Description Type V PFDs are also known as “special-use devices.” They are intended for specific
activities and may be carried instead of another PFD only if used according to the approval
condition on the label. For example, a Type V PFD designed for use during commercial
white-water rafting will only be acceptable during commercial rafting. It is not acceptable
for other activities unless specified on the label. Examples of Type V PFDs are
• Coast Guard work vest with unicellular foam pads.
• Thermal protective PFDs (anti-exposure coveralls/immersion suits).
• CG authorized hybrid automatic/manual inflatable PFDs.
A.20. Hypothermia Some Type V devices provide significant hypothermia protection. Refer to Section B of this
Protection chapter for more information on the anti-exposure coverall and immersion suit.
A.21. Inflatable Automatic/manual inflatable PFDs have been added to the list of allowable survival
PFDs equipment for boat crews. As with other Type V PFDs, the inflatable is designed for
specific operating conditions that give it certain advantages and disadvantages.
A.22. Advantages The Type V inflatable PFD offers boat crewmembers greater comfort and maneuverability
compared to the typical Type III vest. Lightweight and not as bulky, the Type V inflatable is
especially beneficial to units in warmer climates. When inflated, the Type V provides more
buoyancy as well as the positive righting feature found in a Type II PFD. Some Type V
inflatables provide storage pockets/pouches which, when properly outfitted, eliminate the
need for wearing the Boat Crew Survival Vest mentioned later in this chapter.
A.23. The initial purchase price and preventive maintenance costs of the Type V inflatable are
Disadvantages greater than that of the typical Type III vest. It also requires more frequent and complicated
preventive maintenance. As with any other automated feature, if the auto-inflate mechanism
were inoperative, the PFD would have to be manually inflated. This could be a problem if
the crewmember was knocked unconscious while falling overboard. Also, current inflatable
PFDs are not dynamic strength-tested for high-speed boat operations.
A.24. Donning There are several different styles of Type V inflatable PFDs approved for Coast Guard use.
Each has a specific method of donning, equipment storage, and activation. Prior to use, each
crewmember must complete the performance qualification standards for that specific style of
inflatable PFD. These can be found in Chapter 4 of the Rescue and Survival Systems
Manual, COMDTINST M10470.10 (series).
PFD Storage and Care
A.25. Description Despite the mildew inhibitor treatment that is required by manufacturers for PFDs, stowing
them in moist locations will increase deterioration of the fabric. Heat, moisture, and sunlight
will increase the deterioration of the parts of PFDs.
A.26. Storage PFDs should be stored in a cool, dry place out of direct sunlight. A “dry” area is considered
any suitable area where water will not condense on a PFD. All PFDs should be kept away
from oil, paint, and greasy substances. The Coast Guard does not consider any PFD “readily
accessible” if it is kept in its original wrapper. Persons under stress may be unable to get
them out promptly. Also, the wrapper can trap moisture leading to mildew and rot.
6-7
NOTE Remember, more important than their storage condition is that they are readily accessible.
A.27. Care If a PFD requires cleaning, it should be washed in fresh, warm water with a mild detergent,
then rinsed in clean, fresh water. Additional maintenance requirements for all styles of
PFDs used in the Coast Guard can be found in the Rescue and Survival Systems Manual,
PFD Survival Equipment
A.28. Description PFD survival equipment is attached to a PFD to provide a means of signaling a position
from the surface of the water using sight and sound signals.
A.29. Standard All PFDs in service shall be outfitted with two accessories:
Outfitting
• Whistle secured to the PFD with a lanyard.
• Distress signal light (battery-operated strobe light or the personnel marker light (PML)
chemical light) secured to the PFD.
The requirement for a whistle and a distress signal light may be waived if the PFD is worn in
conjunction with a properly outfitted boat crew survival vest or survival equipment
pocket/pouch (both discussed later in this chapter) found on Type V inflatables. Only
trained personnel should be outfitted with the survival vest. For passengers not familiar with
the contents of the survival vest, their PFD should be outfitted with the required whistle and
distress signal light.
Auxiliary PFD survival equipment requirements are in the Auxiliary Operations Policy Manual,
NOTE COMDTINST M16798.3 (series).
The PML replaces only the distress signal light that is required to be attached to all PFDs in service.
CAUTION ! It does not replace the distress signal light (SDU-5/E or CG-1 strobe) that boat crewmembers are
required to carry in their boat crew signal kit.
There is a seal at one end of the PML that holds the protective sleeve in place. If this seal is broken,
CAUTION ! replace the PML immediately.
A.30. Personnel A PML is a device that uses either battery or chemical action to provide light for the wearer
Marker Light to be seen during darkness. The yellow-green light of a PML is visible for a distance of
(PML) approximately one mile on a clear night, and lasts as long as eight hours. It is the only
chemical light approved for use as a distress signal light on a PFD. A certified PML
complies with regulation 46 CFR 161.012 (Coast Guard-approved). (see Figure 6-3)
A.30.a. Design Large marine supply houses carry Coast Guard-approved PMLs. PMLs are specifically
designed to be attached to a PFD without damaging or interfering with the PFD’s
performance. The PML’s hard plastic sleeve protects the glass ampules inside the tube from
breakage and deterioration from the effects of light.
6-8
A.30.b. Activation There are three procedures needed to activate the PML:
Step Procedure
1 Squeeze the handle to break the glass vials of activating chemical compounds
suspended inside the tube.
2 Remove the black sleeve.
3 Squeeze the handle again if the PML does not light.
A.30.c. Effects of The intensity of the PML’s light signal in cold weather (below 10° C/50° F) is reduced. In
Temperature colder temperatures, the light will last longer, but will not have the same brilliance as in
warmer conditions. Units that consistently operate in temperatures below 10° C/50° F shall
use distress signal lights in place of PMLs.
NOTE Most batteries or chemicals have a useful shelf-life of about two years. Therefore, check PMLs for
the expiration date (located somewhere on the device) to find out when replacement is in order.
The time period a chemical light provides effective illumination depends upon its age and the
temperature. A recently purchased light stick used in 21-27° C (70-80° F) temperatures (ideal
NOTE conditions) will provide 8 to 12 hours of light. As the device gets older, its effective period is
considerably less.
Figure 6-3
Personnel Marker Light (PML)
CH-1
6-9
A.31. Most styles of PFDs used today have retroreflective material already attached. When this
Retroreflective material is illuminated by a light source, it is reflected back, making it much easier to locate
Material the PFD in the dark. However, some PFDs (Navy standard with collar & ring buoys) do not
come with retroreflective material attached. Coast Guard-approved reflective material must
be applied to the PFD in accordance with the Rescue and Survival Systems Manual,
Standard Navy Preserver
A.32. Description The Standard Navy Preserver, although not Coast Guard-approved, is a common PFD used
by the naval services. This preserver is one of the best devices for keeping a person afloat;
however, its major drawback is that it requires training to become familiar with the many
straps and fastenings used to don this device quickly and properly. Consequently, the
Standard Navy Preserver is not Coast Guard-approved for civilian use. Any auxiliarist who
plans to go aboard a Coast Guard boat or cutter as crew (or passenger) should request
instructions in donning this PFD.
Section B. Hypothermia Protective Clothing
Introduction Accidentally falling into cold water has two potentially lethal consequences: drowning and
hypothermia. Previously, the protection provided by PFDs against drowning was discussed.
The Coast Guard requires active duty Coast Guard and Auxiliary crews to wear hypothermia
protective clothing in heavy weather or hazardous operating conditions. However, the
Operational Commander may waive this requirement. For further information on waivers,
refer to the Rescue and Survival Systems Manual, COMDTINST M10470.10 (series).
Hypothermia protective clothing is designed to permit functioning in cold weather and water
conditions. There are four primary types used by the Coast Guard:
• Anti-exposure coverall.
• Dry suit (or approved replacement).
• Wet suit (cutter swimmers only).
• Immersion suit.
A special type float coat, with a Type V-approval label, meets the same flotation requirements as the
NOTE anti-exposure coverall, but provides only partial covering and less thermal protection.
Title See Page

Requirements 6-11
Anti-Exposure Coverall 6-12
Dry Suit 6-14
Wet Suit 6-16
Immersion Suit 6-17
CH-1
6-10
Requirements
B.1. Description The Unit Commander may waive the requirement for hypothermia protective clothing for
boat crewmembers on a case-by-case basis when the degree of risk to exposure and
hypothermia is minimal (e.g., non-hazardous daylight operations in calm water). When a
waiver is granted, hypothermia protective clothing must be carried on the boat. Coxswains
shall require boat crewmembers to don proper hypothermia protective clothing during heavy
weather or hazardous operations (e.g., recovery of a person from the water or helicopter
operations). Unit Commanders are responsible for the enforcement of this policy for
Auxiliary facilities under their operational control. If an Auxiliary facility is granted a
waiver, it is not required to carry protective clothing aboard.
Timely rescue is a high priority when victims are in the water. When the boat has prior knowledge of
a victim in the water, the surface swimmer, if available, will don a dry or wet suit and swimmer’s
NOTE safety harness before entering the water. Coxswains of boats operating in water temperatures that
dictate the use of a dry or wet suit shall ensure that the surface swimmer is correctly outfitted.
B.2. Temperature Coxswains, crewmembers, boarding officers and boarding team members operating in or
Requirements being carried by shore- or cutter-based boats shall wear the hypothermia protection and
survival equipment indicated in Figure 6-4. The figure reflects the minimum required
equipment. Additional protection may be worn at the crewmember’s discretion. Use
Figure 6-4 as follows:
• Draw a horizontal line across the graph that is equal to the water temperature for the
mission.
• Draw a vertical line up the graph that is equal to the air temperature for the mission.
• Don the equipment identified in the shaded area where the lines intersect.
Figure 6-4
Air and Water Temperature - Required Survival Equipment
6-11
More layers of clothing reduce maneuverability that can be dangerous for boat crewmembers. Also,
WARNING remember to wear insulated socks and boots (with reinforced toe), hoods, face masks, goggles and
gloves as required to protect against the elements. (see Chapter 3, Crew Efficiency Factors)
B.3. Layered The best way to avoid cold-related injuries is to wear proper clothing. When choosing
Clothing clothing combinations, the best advice is to layer clothing. As the work effort changes or
when an article of clothing becomes damp, the number of layers can be adjusted for comfort.
B.4. Maintaining Wet clothing robs the body of heat by breaking down the thermal protection of insulated
Body Heat clothing. It is extremely important to replace wet clothing as soon as possible to prevent
cold-related injuries, particularly if the person is idle after a period of heavy perspiring.
Many cold weather medical problems involve wet hands, feet and head. These areas should
receive special care.
B.5. Wearing a Boat crewmembers shall wear a PFD at all times when wearing the dry suit. Crewmembers
PFD should not wear a PFD over an anti-exposure coverall.
A wet suit is not authorized for use by boat crewmembers - it may be worn by a cutter surface
NOTE swimmer.
B.6. Distress Signal Boat crewmembers shall wear the boat crew survival vest over the PFD. If wearing the
Devices Type V inflatable PFD, the distress signaling equipment found in the survival vest will be
stored in the inflatable’s storage pocket/pouch. Surface swimmers wearing a dry or wet suit
may carry a distress signal light and a signal whistle in lieu of the contents of the boat crew
survival vest. Wearing a PML is recommended for boat crewmembers and the surface
swimmer.
Anti-Exposure Coverall
B.7. Description Anti-exposure coveralls are Type V PFDs. The anti-exposure coverall is the standard
garment for moderate weather operations with closed cockpit boats. (see Figure 6-5) It
provides good durability and out-of-water protection from the elements, but limited
protection from hypothermia in the water.
B.8. Anti-exposure coveralls are constructed with a fabric cover and a closed cell foam lining.
Characteristics These suits provide a full range of movement and come in a variety of sizes. They provide
adequate mobility and protection from limited exposure to outside elements such as wind
and spray. The flotation characteristics of the coverall are similar to those of the Type III
PFD. The approved coveralls feature an orally inflated pillow for a better flotation angle for
extended periods of exposure.
6-12
Wearing a type I or III PFD over an anti-exposure coverall may be dangerous in certain situations.
The additional buoyancy may restrict the wearer’s ability to swim out from under a capsized boat. In
WARNING extreme situations, where buoyancy is a limitation instead of an advantage, it may be necessary to
remove the PFD.
When wearing this type of suit, it is important to tighten all closures and adjustments before entering
CAUTION ! the water. A loose-fitting suit may allow too much water in and greatly reduce the thermal
effectiveness of the suit, leading to hypothermia.
B.9. Use Anti-exposure coveralls provide hypothermia protection when the wearer is only
periodically exposed to conditions which cause hypothermia. When more than periodic
exposure is anticipated, even on boats with closed cockpits, a dry suit should be worn.
B.10. Donning Anti-exposure coveralls are designed to be worn over the uniform in the same manner as
standard coveralls. For added protection, polypropylene thermal underwear should be worn
as a moisture wicking layer next to the skin. Also, insulated socks and boots (with
reinforced toe), hoods, face masks, goggles and gloves should be used to protect against the
elements.
B.11. Entering the Before entering the water with anti-exposure coveralls, perform the following procedures:
Water
Step Procedure
1 Ensure the zipper is completely closed.
2 Tighten straps at the neck, waist, thigh, and ankle to reduce transfer of cold
water inside the suit. This increases the degree of hypothermia protection.
3 Orally inflate the pillow behind the collar. This will provide support for the
head.
6-13
1. LINED HOOD
2. ORAL INFLATION TUBE
3. INFLATABLE HOOD
4. POCKETS
5. WRIST CLOSURES
6. ADJUSTABLE BELT
7. RETROREFLECTIVE TAPE
8. LEG STRAPS
Figure 6-5
Anti-Exposure Coverall
Dry Suit
Dry suits provide no inherent buoyancy. A PFD must be worn over a dry suit at all times while
WARNING underway.
B.12. Description The dry suit provides protection in areas where exposure to wind, spray, cold water, and
hypothermia is likely. (see Figure 6-6) The dry suit, with proper undergarments, provides
the best protection for crewmembers in adverse weather and cold-water immersion.
When the mission performed by the member is more likely to cause excess damage to a dry
suit (AtoN maintenance, fisheries boardings), other Coast Guard authorized hypothermia
protective clothing may be worn. Details on all authorized PFDs can be found in the Rescue
and Survival Systems Manual, COMDTINST M10470.10 (series).
6-14
B.13. Dry suits are constructed of a trilaminate, breathable fabric. They have watertight seals at
Characteristics the neck, wrist, and ankles to keep the wearer dry and are designed so that one common size
will fit most adults.
Dry suits alone provide inadequate insulation or hypothermic protection. Wear thermal underwear
layered underneath the dry suit. Fully close the zipper prior to entering the water. Consult the Rescue
WARNING and Survival Systems Manual, COMDTINST M10470.10 (series) for a complete list of
undergarments.
B.14. Use When worn with a PFD and proper undergarments, a dry suit offers mobility and superior
protection against the effects of wind, spray and cold-water immersion.
B.15. Donning Don a dry suit as described in the Rescue and Survival Systems Manual, COMDTINST
M10470.10 (series). Multifilament polypropylene thermal underwear must be worn under
the suit for proper protection against cold. By layering underwear, crewmembers achieve
maximum protection from hypothermia. Consequently, this suit is more bulky and loose
fitting than a diver’s wet suit. PFDs must also be worn because a dry suit has no inherent
buoyancy. A dry suit is not a PFD.
B.16. Entering the Before entering the water, perform the following procedures:
Water
Step Procedure
1 Slip on a wet suit hood.
2 Close all zippers and tighten all wrist and ankle straps.
3 Put on gloves.
Figure 6-6
Dry Suit
6-15
Wet Suit
B.17. Description The wet suit may be worn by cutter surface swimmers when entering the water. (see Figure
6-7) The wet suit is not authorized for use by boat crewmembers. It provides protection
from exposure to cold water, but will not keep the user dry. A dry suit or anti-exposure
coverall provides more out-of-water protection.
Figure 6-7
Wet Suit (Typical Neoprene)
B.18. The standard wet suit is fabricated of 3⁄16" neoprene foam, an elastic material with high-
Characteristics flotation characteristics. The surface swimmer’s wet suit ensemble consists of a custom
fitted two-piece farmer-john style wet suit, a custom fitted one-piece shorty wet suit, hood,
gloves and boots. Refer to the Rescue and Survival Systems Manual, COMDTINST
M10470.10 (series) for procurement and inspection.
6-16
B.19. Use Units should issue a wet suit to personnel designated as surface swimmers. It should be
individually fitted. For added comfort and warmth, the suit may be worn over
polypropylene cold weather underwear. Units shall issue custom-fitted wet suits as non-
returnable items.
Wet suits are not authorized for crewmembers operating boats. Surface swimmers may wear either a
NOTE dry suit or a wet suit when in the water, depending on water temperature.
B.20. Donning When properly worn and with all fasteners closed, a wet suit should fit almost skin-tight.
Immersion Suit
B.21. Description The immersion suit (also know as a survival suit) is worn when abandoning ship. They
provide flotation as well as excellent hypothermia protection. (see Figure 6-8)
B.22. The immersion suit is a one-piece international orange garment constructed of nylon-lined
Characteristics neoprene or polyvinyl chloride foam. It is also equipped with an inflatable pillow to help
keep the wearer’s head out of the water. The suit has a built-in hood, boots, and gloves.
The immersion suit is designed as one size fits all.
B.23. Use The immersion suit is used when extended exposure to the elements is expected. It is the
recommended PFD when abandoning ship. Even if boarding the life raft directly from the
ship is possible, the immersion suit should still be worn. It is not to be used as a working
outfit due to the wearer’s limited dexterity when wearing the suit.
B.24. Donning The immersion suit is similar to a regular pair of coveralls with a central zipper closing the
one opening. Before putting on the immersion suit, care should be taken to ensure all sharp
objects (knives, pens, collar devices) are stowed to prevent puncturing the suit. Footwear
should also be removed before donning to reduce the possibility of tearing. Donning an
immersion suit may be awkward and is best done in pairs with another crewmember.
6-17
Figure 6-8
Immersion Suit
6-18
Section C. Headgear
Introduction Boat crew personnel wear headgear for protection in cold weather conditions and during
other hazardous conditions such as heavy weather and high-speed operations.
C.1. Thermal The Navy standard wool watch cap is worn for thermal protection. However, under extreme
Protection weather conditions it offers little protection to the face and neck. When operating in a cold
environment, the polypropylene or fleece balaclava should be worn in conjunction with the
wool watch cap or protective helmet.
For units that operate in dry suits, a neoprene hood shall be part of the crewmember’s outfit.
This orange hood will be stored in the front leg pocket of the dry suit and donned anytime a
crewmember enters water that is 50° F or lower.
C.2. Protective The wearing of helmets on boats under hazardous conditions, such as heavy weather and
Helmet helicopter operations, is mandatory for Coast Guard crews and strongly recommended for
auxiliarists. A lightweight kayaker-type helmet is the best.
NOTE The use of helmets by boat crews is recommended during high-speed operations.
Section D. Boat Crew Survival Vest
CAUTION ! Do not wear the boat crew survival vest over any inflatable PFD!
Introduction The equipment in the boat crew survival vest provides crewmembers a means to signal their
position on the surface of the water, day or night. The vest is worn over all PFDs with the
exception of Type V inflatables. The vest does not interfere with wearing a PFD or
hypothermia protective clothing. If using a Type V inflatable, the equipment normally
stored in the boat crew survival vest will be tethered to the PFD’s storage pocket/pouch.
The components of the boat crew survival vest shall not be removed to other
devices/individual PFDs. Auxiliary survival equipment requirements are outlined in the
Auxiliary Operations Policy Manual, COMDTINST M16798.3 (series).
Title See Page

Contents of the Boat Crew Survival Vest 6-20
Emergency Signaling Mirror 6-21
Signal Whistle 6-22
Smoke and Illumination Signal, MK-124 MOD 0 6-23
Illumination Signal Kit, MK-79 MOD 0 6-25
Distress Signal Light 6-27
Survival Knife 6-29
Personal Locator Beacon (PLB) 6-29
CH-1
6-19
Contents of the Boat Crew Survival Vest
A boat coxswain is responsible for ensuring that each boat crewmember wears the appropriate PFD
for the weather conditions/operations they will be performing. In addition to the PFD, each
CAUTION ! crewmember must also be outfitted with either a boat crew survival vest, or if wearing a Type V
inflatable PFD, the same contents found in the survival vest stored in the PFD’s pocket/pouch.
D.1. Description Boat crew survival vests contain the equipment listed in Table 6-1, with their use,
characteristics, and operation described later in this section.
Figure 6-9 shows the boat crew survival vest and the proper storage location for each item.
NOTE The PML is not an authorized substitute for the distress signal light.
Figure 6-9
Boat Crew Survival Vest
Table 6-1
Contents of the Boat Crew Survival Vest
Item # Equipment Quantity
1 Emergency Signaling Mirror 1
2 Signal Whistle 1
3 Marine Smoke and Illumination Signal 1
4 Illumination Signal Kit 1
5 Distress Signal Light 1
6 Survival Knife 1
7 Personal Locator Beacon (PLB) 1
CH-1
6-20
To prevent losing signal kit equipment overboard while being handled, each item shall be tethered to
NOTE the vest with a lanyard.
Emergency Signaling Mirror
D.2. Description The emergency signaling mirror is a pocket-sized mirror with a sighting hole in the center
and a lanyard attached. (see Figure 6-10) However, any common mirror is useful as an
emergency signaling device.
Figure 6-10
Emergency Signaling Mirror, MK-3
D.3. Use The mirror is used to attract the attention of passing aircraft, boats, or ground rescue teams
by reflecting light at them.
D.4. Light reflected in this manner can be seen at a great distance from the point of origin.
Characteristics Practice is the key to effective use of a signal mirror.
6-21
D.5. Operation Instructions for using the mirror are printed on its backside. If these instructions have been
worn away or are unreadable, the mirror shall be replaced. The following procedures
describe how to properly use this accessory:
Step Procedure
1 Face a point about halfway between the sun and an object you wish to signal.
2 Reflect sunlight from the mirror onto a nearby surface such as the raft, your
hand, etc.
3 Slowly bring the mirror up to eye-level and look through the sighting hole.
You will see a bright light spot, this is the aim indicator.
4 Hold the mirror near your eye and slowly turn and manipulate it so the bright
light spot is on target.
Signal Whistle
D.6. Description The whistle is a small, hand-held device that produces a loud sound when it is blown. (see
Figure 6-11) The standard whistle is constructed of plastic and resembles a police officer’s
whistle.
Figure 6-11
Signal Whistle
D.7. Use The sound produced by a whistle will attract the attention of rescuers and guide them to the
whistle’s origination. During periods of restricted visibility, fog, and darkness, rescuers may
hear the sound it produces before they sight the distress signal light.
D.8. Depending on weather conditions, a whistle’s audible sound may be heard up to 1,000
Characteristics meters/1,100 yards. Any wind has the effect of carrying the sound downwind.
6-22
D.9. Operation To operate the signal whistle, perform the following procedures:
Step Procedure
1 Place the reed part of a whistle between the lips and blow.
2 If the whistle does not produce a distinct whistle-like tone, quickly turn the
whistle over and blow the water out the bail air relief hole and try again.
Smoke and Illumination Signal, MK-124 MOD 0
D.10. Description The MK-124 MOD 0 is a pyrotechnic smoke and illumination signal used day or night as a
distress signal at sea or on land. (see Figure 6-12) One end produces orange smoke as the
day signal and the other end produces a red flare as the night signal. Because of its weight,
about 8 ounces, and size, it may be carried in a PFD, vest, anti-exposure coverall, or life raft.
Auxiliary crewmembers may use commercially available Coast Guard approved survival equipment
NOTE while operating an Auxiliary facility. See the Auxiliary Operations Policy Manual, COMDTINST
M16798.3 (series) for specific requirements.
Figure 6-12
Smoke and Illumination Signal, MK-124 MOD 0
WARNING Under no circumstances shall personnel ignite both ends simultaneously.
D.11. Use These signals are used to attract vessels, aircraft, and ground rescue teams day or night. The
signal may also be used to indicate wind direction for helicopter hoists. It is labeled with the
following operating instructions:
• Do not dispose of the signal until both ends have been used.
• Only when signals misfire should it be disposed of over the side. Misfires are a safety
hazard if kept onboard a vessel.
• When both ends of the signal have been discharged, properly dispose of it. In an actual
distress situation, spent signals may be tossed over the side.
D.12. As mentioned above, both ends of the device produce a signal and each end burns for about
Characteristics 20 seconds. The night end produces a red flare (similar to a road flare) and the day end
produces orange smoke.
6-23
D.13. Operation The device has two raised bands around its circumference on its night end (flare). These
bands positively identify the night end by sense of touch. Also, a label on the case identifies
the day (smoke) and night (flare) ends and provides instructions for use.
After choosing which end to use, perform the following procedures:
Step Procedure
After ignition, the outer case may overheat and burn the hand. Dropping the
WARNING signal on land will not decrease its effectiveness.
Do not look directly at the light of a night flare close up. The intensity of the
WARNING lights could burn the eyes.
WARNING Do not direct either end of a signal toward another person.
1 Remove the black rubber protective cap from the end to be ignited.
2 Slide the plastic lever in the direction of the arrow until fully extended.
3 Hold the signal downwind and overhead at a 45° angle from the horizon over the
side of the raft or away from dry debris to prevent burns from hot drippings.
Prior to pulling lever downward, position all fingers below top of signal.
WARNING
4 Using the thumb, pull down on the extended tab to ignite signal. (see Figure
6-13)
5 If the smoke signal end flames up, briefly immerse it in water or hold it against a
solid object.
6 After using one end, douse in water to cool it, or if on land, place it on the
ground to cool. Save the signal to use the other end when needed.
6-24
Figure 6-13
Operating the MK-124 MOD 0 Signal Flare
Illumination Signal Kit, MK-79 MOD 0
D.14. Description The MK-79 MOD 0 is a pyrotechnic illumination signal kit that contains seven screw-in
cartridge flares and one pencil-type projector. The projector in this kit is used to aim and
fire a signal cartridge. (see Figure 6-14)
6-25
Figure 6-14
Illumination Signal Kit, MK-79 MOD 0
D.15. Use The MK-79 MOD 0 is used to attract vessels, aircraft, and ground rescue teams.
D.16. These signals produce a red star display at an altitude of 250-650 feet for a minimum time of
Characteristics 4.5 seconds. Their luminous intensity is about 12,000 candle power.
D.17. Operation The following are procedures for operating the MK-79 MOD 0:
6-26
Step Procedure
Failing to cock the firing pin back may result in the cartridge firing
WARNING prematurely when attaching to the projector.
1 Remove the bandolier and projector from the plastic envelope.

2 Cock the firing pin of the projector by moving the trigger screw to the bottom of
the vertical slot and slipping it to the right so that it catches at the top of the
angular (safety) slot.
The plastic tabs over signals in the bandolier protect percussion primers on
WARNING the cartridges from being struck accidentally. They should be kept intact
until just before loading into the projector.
3 Bend protective plastic tab away from signal in bandolier to allow attachment to
projector.
Keep the projectile-end of the flare pointed in a safe direction while loading
WARNING the flare in the projector. Ensure Step 2 is completed prior to “loading”.
Accidental firing may occur if projector is not cocked.
4 Mate a signal flare with the projector and rotate clockwise until signal is seated.
5 Hold projector overhead with arm fully extended. The projector should be
pointed at a slight angle away from the body.
6 While firmly gripping the projector, fire the signal by slipping the trigger screw
to the left out of the safety slot and into the firing slot.
7 If the signal fails to fire, try again twice by depressing the trigger screw to the
bottom of the firing slot with the thumb and releasing it quickly. If it still fails
to fire, wait 30 seconds before unscrewing, to eliminate possibility of hang fire.
This action should be one continuous movement so that the thumb does not
NOTE interfere with the upward motion of the trigger screw when it is brought into
the firing slot. The trigger screw must "snap" upward.
WARNING Do not aim at personnel, aircraft, or other objects.
8 Unscrew the spent signal case or signal that has failed to fire. Discard by
throwing overboard.
9 To fire another signal, repeat the procedures above.
Distress Signal Light
D.18. Description The distress signal light is a lightweight, compact, battery-operated strobe light that emits a
high intensity visual distress signal. (see Figure 6-15) The strobe light model that is
currently in use is the battery-operated SDU-5/E or CG-1 strobe light. Some lights are also
Coast Guard-approved as PMLs.
6-27
Figure 6-15
Distress Signal Light, CG-1
D.19. Use The distress signal light is used to attract the attention of aircraft, ships, or ground parties.
One side is equipped with hook tape so that it can be attached to the pile tape found on the
boat crew safety helmet, inflatable PFD, or survival vest. This eliminates the need to hold
the distress signal light, freeing up hands to operate other signaling equipment.
D.20. The SDU-5/E and the CG-1 distress signal lights emit approximately 50 flashes per minute.
Characteristics At the peak of each flash, the luminous intensity is 100,000 candlepower. Under continuous
operation, they will flash for 9 hours, or 18 hours when operated intermittently. On a clear
night, the distress signal light has a minimum visual range of five miles. However, the range
of visibility will be determined by the height of eye of the observer. For an observer low on
a boat, the range will most likely be much less than the advertised five miles.
6-28
D.21. Operation The following are the procedures to operate the distress signal light:
Step Procedure
1 Turn on. SDU-5/E: Push the button switch in until a click is heard, then
release. CG-1: Slide the switch into the on position. Light should begin
flashing within seconds.
2 Turn off. SDU-5/E: Push the button switch in until click is heard, then
release. CG-1: Slide the switch back into the off position. The light should
stop flashing.
3 If this light is tested and it fails to perform within operational limits, replace
the battery. If it still does not operate properly, remove it from service.
Survival Knife
D.22. Description The survival knife (see Figure 6-16) is a basic tool used to free the crewmember from
entangling lines. It is also used to cut material blocking a path in escaping a capsized or
sinking boat. It should be a fixed blade design made of corrosion-resistant material. The
blade should be checked periodically for sharpness.
Figure 6-16
Survival Knife
Personal Locator Beacon (PLB)

D.23. Description The PLB is the newest addition to the boat crew survival vest. It is a smaller version of the
common ship mounted EPIRB that is used on military, commercial, and recreational vessels.
This personal transmitter is capable of broadcasting a distress signal that can be received and
tracked world-wide guiding emergency response resources to the transmitting position for rescue.
D.24. Use The PLB is for emergency use only. This device is the primary distress signal and should be
activated immediately to signal for help. Once activated, do not turn it off. Once search
vessels or aircraft have reached the transmitting position area, use other signaling equipment
(radio, signal mirror, flares, etc.) to vector them to the position.
D.25. The PLB is a personal transmitter capable of broadcasting on both 406 MHz and 121.5
Characteristics MHz. The international satellite based search and rescue system (COSPAS SARSAT)
monitors 406 MHz and is able to provide a position accurate to within three nautical miles
within 90 minutes. Once the rescue platform is in the vicinity, the 121.5 MHz transmitter
provides a signal allowing the resource to home in on the vessel or individual in distress
particularly if the individual is equipped with flares and a strobe light.
CH-1
6-29
D.26. Operation Since PLBs may vary in style and operation, as new models are produced, each crewmember
shall read and understand the PLB owner’s manual. Prior to getting underway with the PLB
for the first time, each crewmember shall demonstrate the test sequence and explain the
activation procedure to a qualified member. An appropriate entry shall be made in the boat
crew training record documenting this training.
Figure 6-17
Personal Locator Beacon(PLB)
Section E. Pyrotechnics
Introduction If the boat becomes disabled during a mission, its crew must have some means of signaling
aircraft or vessels for assistance. Signaling devices include pyrotechnics. The smoke and
illumination signal, Marine MK-124 MOD 0 and the MK 79 MOD 0 signal kits were
discussed earlier in this chapter. Additional pyrotechnics can be found in a boat’s
pyrotechnics kit and are explained in this section. Visual distress signals, in general, are
discussed in Chapter 11, Communications.
E.1. Requirements Stowage, allowance, and handling of pyrotechnics is performed in accordance with the
Ordnance Manual, COMDTINST M8000.2 (series) and the Navy publication NAVSEA
SW050-AB-MMA-010. Coast Guard Unit Commanders will outfit their boats with the
required pyrotechnics. All Auxiliary boats must carry visual distress signals that meet
facility requirements. The pyrotechnic devices carried in the survival vest or inflatable
PFD’s storage pocket/pouch should be small enough to be carried comfortably and be well
protected from the elements. The following are Coast Guard-approved visual distress signal
devices typically used by the Auxiliary:
NOTE Pyrotechnic devices should not be used until a rescue craft is actually in sight.
CH-1
6-30
CFR No. Marked Device Description Quantity

on Device
160.021 Hand-held, red flare distress signals, day and 3
night.
160.022 Floating, orange smoke distress signals, day 3
only
160.024 Pistol-projected, parachute red flare distress 3
signals, day and night
160.037 Hand-held, orange smoke distress signals, day 3
only
160.057 Floating, orange smoke distress signals, day 3
only
160.066 Distress signal for boats, red aerial 3
pyrotechnic flare, day and night
E.2. Parachute The parachute illumination signal, MK-127A1 is a night time illumination-signaling device.
Illumination When fired, it climbs to an altitude of 650 to 700 feet before igniting. Upon ignition, it
Signal, MK-127A1 produces a parachute-suspended white star flare that burns for about 36 seconds with
125,000 candlepower. The signal descends at a rate of 10 to 15 feet per second. (see Figure
6-18)
6-31
Figure 6-18
Parachute Illumination Signal, MK-127A1
6-32
E.2.a. Firing The following are procedures for firing the parachute illumination signal:
Instructions
Step Procedure
1 Do not remove a signal from its sealed container until just before use.
2 Remove a signal from the container in accordance with instructions printed
on the container.
3 In all handling, avoid striking the signal primer.
4 Do not use signals that are dented, cracked, or otherwise damaged.
5 Hold the signal in left hand with the RED band of the signal FACING UP.
Align left thumb and forefinger along the red band.
6 Withdraw the firing cap from the lower end of the signal.
7 Point the ejection end of the signal (the end opposite the red knurled band)
away from the body and away from other people, equipment, and materials.
Slowly push the cap onto the primer (red band) end until the cap meets the
edge of the knurled band. DO NOT PERMIT THE CAP TO GO BEYOND
THE RED BAND.
Exercise due care to prevent the expended rocket body from falling on people,
CAUTION ! watercraft, and structures.
8 Hold the signal FIRMLY at arm’s length with the left hand, with the ejection
end facing straight up. The signal should be held in a vertical position (90°
elevation) when firing.
9 Strike the firing cap bottom sharply with the palm of the right hand, keeping
the left arm rigid and pointing straight up.
10 If a signal misfires while on land, place it in a secure position to prevent
people from being hurt should the signal fire. The signal must not be
approached for at least 30 minutes. If a misfire occurs while underway, toss
it overboard.
If a signal is fired at an angle less than 90° elevation (directly overhead), the altitude reached is
WARNING reduced and the altitude of candle burnout is lessened. If the firing angle is 60° or less, the candle
will, in almost all cases, still be burning when it strikes the surface.
When conducting SAR operations with a helicopter, extreme caution and coordination must be used
WARNING by surface units using pyrotechnics. Do not fire pyrotechnics without permission and instructions
from the Aircraft Commander.
E.2.b. Firing Angles Firing a signal at angles other than a vertical position may be necessary under the following
circumstances:
• To compensate for high wind velocities.
• To gain maximum illumination of the area.
6-33
Chapter 16
Person-in-the-Water Recovery
Introduction “MAN OVERBOARD!” is one of the worst alarms to hear while underway. Decisive action
is of primary importance when a person falls overboard. Even the best swimmers can
become disoriented when unexpectedly falling into the water. Prolonged exposure to rough
seas or cold weather can quickly weaken a swimmer. This chapter addresses man overboard
(MOB) and person-in-the-water (PIW) recovery procedures, as well as water survival skills.
Lives depend on every crewmember performing these procedures competently and
effectively.
In this chapter This chapter contains the following sections:
Section Title See Page

A Recovery Methods 16-2
B Water Survival Skills 16-24
The wearing of jewelry, including rings, wristwatches, necklaces or other items not consisting of
organizational clothing, PPE, or uniform articles by boat crew members engaged in hoisting, towing,
WARNING or other deck evolutions where the potential for snagging exists is prohibited. OICs and coxswains
will address this during all pre-underway briefs and coxswains shall ensure jewelry is removed prior
to beginning all deck evolutions.
16-1
Section A. Recovery Methods
Introduction All crewmembers must be prepared when someone falls overboard. Rehearsing how to react
is vital to a successful and safe recovery of the individual. When someone falls overboard,
crewmembers should always assume the worst has happened. The person could be suffering
from shock, may be unconscious, and possibly injured. Rapid recovery of the person is a
must.
The information here is a general guideline. Actual situations will vary and all details
pertaining to each are beyond the scope of this publication. A professional understands and
rehearses each possibility remembering that the key to a successful rescue is preparation,
practice, and alertness.
Title See Page

General Man Overboard Procedure 16-2
The Approach 16-7
Approaching in Low Visibility 16-12
Approaching Under Surf Conditions 16-19
Recovery 16-19
General Man Overboard Procedure
A.1. Description The action taken in the first few seconds after a crewmember falls overboard decides the
success of the recovery. An alert crewmember can do much to save the life of someone who
might otherwise drown. First actions should be swift and certain.
A.2. Prevention The first thing every crewmember needs to learn about recovering a person-in-the-water is
how to prevent it in the first place. It is every crewmember’s responsibility to protect
themselves and their fellow crewmembers from falling overboard. Some things to pay
particular attention to are:
• Ensure lifelines are up and in good condition.
• Keep decks clear of trip/slip hazards.
• Repair/replace cracked or damaged stanchions.
• Ensure two persons are used when conducting an evolution that might result in falling
overboard (anchoring, towing, etc.).
• Ensure safety belts are worn during inclement weather.
Another important piece to the safety of the crew is ensuring that everyone onboard is
wearing appropriate PPE. If someone should fall overboard, proper PPE will keep him or
her afloat if unconscious, prolong exposure time in the water, and provide signaling devices
that will assist rescuers in locating the person.
More information concerning PPE can be found in Chapter 6 of this Manual and the Rescue and
NOTE Survival Systems Manual, COMDTINST M10470.10 (series).
16-2
Chapter 16 – Person-in-the-Water Recovery
A.3. First Sighting If a person enters the water, the first crewmember to realize that someone has fallen
overboard should follow these procedures:
Step Procedure
1 Spread the alarm in a loud voice by repeatedly calling out, “MAN
OVERBOARD!” It is also very important to shout out the location the
person fell overboard (port/starboard side, the bow, the stern) For example, if
the person fell over the port side, the alarm should be, “MAN OVERBOARD,
PORT SIDE!”
2 Maintain sight of, and continuously point (open handed) to the individual in
the water while carefully moving to a position in sight of the coxswain or
operator. Give clear, loud verbal directions as well as the condition of the
PIW (conscious/unconscious, injured, etc.) to the coxswain.
3 If crewmember loses sight of the PIW at anytime, throw a ring buoy with
strobe light (or anything that floats) over the side as quickly as possible.
A.4. Coxswain or Once the alarm has been sounded, the coxswain has several tasks to complete in order to
Operator Actions successfully recover the PIW. Though a quick recovery is preferred, at times it is better to
slow down, assess the situation, and ensure everything is done properly the first time. Not
every MOB/PIW recovery is the same. It is always better to make a correct approach slowly
and recover the person on the first attempt rather than an incorrect fast approach resulting in
the need for a second try.
There is no single correct order in which the steps below should be executed. Everything
depends on the situation at hand. Starting a turn to maneuver back to the PIW is a common
first step, but if boat traffic in the area is heavy, turning the vessel might endanger others.
Each task is important in its own way and needs to be conducted to ensure a successful
recovery.
NOTE Remember…assess the situation before rushing to action!
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16-3
Increasing speed during the recovery turn is not always the best maneuver! A sudden burst of speed or
WARNING a rougher ride from going faster through the water can make for an unstable platform. Instead of just
one person in the water, there could end up being more.
CAUTION ! Always operate at a safe speed!
A.5. Maneuvering If someone falls overboard, the boat may have to be maneuvered for a pickup. In most
Boat to Recover cases, it starts by turning in the same direction the person fell overboard. Turning towards
PIW the same side the person fell overboard will “kick” the stern away preventing the propellers
from injuring the PIW. If the person falls off the bow, the turn should be in either direction
to kick the stern clear. If the person falls off the stern, in some cases, the eddy current
located off the transom can hold the PIW tight against the stern. Applying additional power
while turning sharply to either port or starboard will push the PIW clear.
In some cases, turning the boat is not possible due to vessel traffic or a narrow channel. In
these cases, slowing down and stopping are other options. Once the boat has stopped, the
PIW may swim back towards the boat for recovery or after slowing to bare steerageway,
spin the boat around and recover the PIW.
An increase in speed is not necessary during the turn. Recovering the PIW as soon as
possible is important, but sometimes an increase in speed by the coxswain will catch the
remaining crewmembers off guard and possibly eject them from the boat. If operating at
high speed when the MOB takes place, it might be best to slow down before starting a
maneuver. The coxswain should carry out the turn at a safe speed to ensure a more stable
platform for the recovery crew.
A.6. Mark Position Another important step is to record the boat’s position by pressing the appropriate button on
the GPS receiver to mark the exact position (datum) of the distress electronically. This will
give a position to return to if unable to locate the PIW and the search must be started.
All possible means must be used to identify the position (dead reckoning, visual landmarks,
radar, etc.), if the vessel is not equipped with a LORAN-C or GPS receiver.
A.7. Alerting Boats Sounding five or more short blasts on the sound signal, horn, or whistle alerts boats in the
in the General area that a danger exists (i.e., a MOB is occurring). Boats in the vicinity may not be aware
Vicinity of what the signal means but at least they will realize something unusual is happening.
A.8. Deploying a If at anytime the crew loses sight of the PIW, the coxswain should ensure a ring buoy with
Flotation Device strobe light (or anything that floats) is thrown over the side (see Figure 16-1). This flotation
device will serve two purposes. First, the PIW may see the flotation device and be able to
get to it increasing their chances of being located and providing additional flotation.
Second, the ring buoy or any floating object thrown over the side (if a ring buoy is not
available) serves as a reference point (datum) marking the general location of the incident
and for maneuvering the boat during the search for the PIW.”
CAUTION ! Do not throw the floatable object(s) directly at the PIW. It could cause injury if it hits the individual.
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16-4
Figure 16-1
Ring Buoy with Strobe
A.9. Assigning Upon hearing the initial “Man Overboard” alarm, the coxswain will assign duties to each
Crew Duties crewmember as follows:
• A pointer will be positioned on or near the bow of the boat (if weather conditions permit). This
will normally be the crewmember making the initial report. The pointer will maintain constant
sight of the PIW and continually use their hand to indicate the location of the PIW. The pointer
will also call out the physical condition of the PIW to affect an appropriate rescue attempt.
• A recovery/pick-up crewmember will be assigned to prepare a heaving line to be used in
retrieving the PIW. If the PIW is reported to be unconscious, the recovery/pick-up
crewmember will assist in dressing out and tending the surface swimmer. If at anytime the
PIW can no longer be seen, the recovery/pick-up crewmember will be instructed to deploy a
ring buoy with strobe light (or anything that floats) over the side.
• A surface swimmer will be made ready if needed, as well as another crewmember on the
tending line to the surface swimmer’s safety harness, whenever the swimmer is in the water.
Review section A.33 of this chapter for important information regarding surface swimmers.
NOTE
A.9.a. The Pointer The pointer will visually search for the person overboard, and when located, will point to the
person overboard at all times. The coxswain will guide on the pointer’s hand signals in
maneuvering the boat for the recovery approach.
The coxswain should ensure that the pointer is relieved of any other duties that could be
distracting.
A.10. Crew When the coxswain is ready to commence the recovery approach, he/she must brief the crew
Briefing on how the recovery will be made and whether it will be accomplished on the port or
starboard side. The approach will be influenced by:
• Wind.
• Sea/surf conditions.
• Maneuverability of the boat.
• Maneuvering space restriction.
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16-5
A.11. Informing When circumstances and time permit, the coxswain must notify the Operational Commander
the Operational of the man overboard situation. This should be done as soon as possible after the
Commander occurrence.
A.12. PAN-PAN If the person overboard has not been located and immediately recovered and assistance of
Broadcasts other boats is needed, the emergency call signal Pan (pronounced pahn) should be
transmitted in sets of two for three sets (PAN-PAN…PAN-PAN…PAN-PAN…) on channel
16 or 2182 kHz. This should be followed with the boat’s identification, position, and a brief
description of the situation. “Mayday” shall not be used. A boat uses a mayday call only
when threatened by grave and imminent danger. After returning to datum and completing a
quick scan of the area, if the PIW is not found, a datum marker (if one was not dropped
initially) should be dropped and a search pattern commenced. The search should be
continued until otherwise directed by the Operational Commander. More information
concerning search patterns can be found in Chapter 15, Search and Rescue of this Manual.
A.13. Requesting Requests for additional assistance may be made to the Operational Commander by radio.
Additional Also, any craft near the scene may be requested by the coxswain to assist as needed.
Assistance
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16-6
A.14. Summary The general PIW recovery procedures described below apply when an individual falls
overboard from any boat. These procedures are in a sequence as it occurs in time:
Step Procedure
1 Someone falls overboard.
2 The first crewmember to observe the incident calls out “MAN
OVERBOARD” and follows this exclamation with the side from which the
event occurred or the person was sighted; then maintains sight of and
continuously points to the individual in the water.
3 Coxswain will perform the following tasks. The order depends on the
situation at hand. Remember - slow down, assess the situation, and take
action.
• The coxswain turns the boat in the direction indicated in the alarm.
Coxswain maintains a safe speed to ensure crew safety while setting up
for recovery.
• Position is recorded by depressing the LORAN-C or GPS receiver
memory/man overboard button (if this equipment is on the boat).
• Alert boats in the general vicinity by sounding 5 or more short blasts on
whistle or horn.
• Ensure a flotation device has been deployed if PIW is no longer visible.
4 The coxswain assigns crewmember duties:
• The pointer (or first person to see the member go overboard) moves
forward near a pilothouse window (weather permitting), locates the
person overboard and points to the location of the person at all times.
• The recovery crewmember makes preparation for the pickup.
5 The coxswain makes the recovery approach, briefs the crew on the recovery
procedure including which side of the boat the pick-up will occur. Based on
existing conditions, the coxswain will select either a leeward or a windward
approach.
6 As soon as circumstances permit, coxswain informs Operational Commander
of the situation.
7 If additional assistance required, request help from Operational Commander
and boats in the vicinity. Issue “PAN-PAN” broadcast.
The Approach
A.15. Description The coxswain must select an approach that is suitable for the existing conditions. There are
two basic approaches:
• A leeward approach (against the wind and current).
• A windward approach (with the wind and current).
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16-7
If the PIW does drift aft of the boat, do not back down to effect the recovery. The propeller could
WARNING injure the person.
A.16. Leeward The leeward approach is performed with the bow facing into the greatest force of oncoming
Approach resistance at the time of pickup using the following procedures: (see Figure 16-2) This
may be the wind, current, seas, or any combination of the three. There are times when the
wind and current are from different directions.
Step Procedure
1 Select the heading that will best ease the approach, and balance the effect of
any swell that might be present.
2 Make the approach rapidly, but as the boat nears the person, reduce wake and
slow the boat enough to stop headway with a short backing down burst. The
PIW should be next to the recovery area on the boat and the boat should be
DIW.
3 Place the engines in neutral and, when the person overboard is alongside,
have a crewmember make the recovery.
4 For better control during the approach, try to make all pick-ups with your
boat heading into the prevailing weather and sea conditions.
5 Take care not to overrun the person overboard or to have so much headway
on that the boat drifts beyond the person overboard.
6 If the PIW does drift aft of the boat, do not back down to effect the recovery.
The propeller could injure the person. The best course of action should the
boat over shoot the PIW is to swing around and make another approach. It is
best to make one correct approach slowly than several attempts quickly.
Figure 16-2
Leeward Approach
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16-8
A.17. Windward The windward approach (see Figure 16-3) is performed with the wind coming from behind
Approach the boat, when the person overboard is in a confined space, and a leeward approach is
impossible. However, a situation where the boat cannot turn into the wind due to
superstructure or bow sail area should be avoided. The following procedures should be used
for a windward approach:
Step Procedure
1 The operator must maneuver into a position upwind and up current from the
person overboard.
2 Place the engine in neutral.
3 Drift down to the person
4 Ensure that the boat drifts so it places the person overboard along the
“recovery” side, but do not allow the boat to drift over the person.
Figure 16-3
Windward Approach
A.18. Windward to Depending upon skill and experience, a combination of the windward and leeward
Leeward of approaches may be necessary. One instance may be in the case of recovering multiple
Multiple PIWs PIWs. (see Figure 16-4)
16-9
Figure 16-4
Windward to Leeward Approach of Multiple PIWs
A.19. Stopping There may be instances when stopping the boat and allowing the person overboard to swim
Immediately back to the boat, or at least to reach the tethered floating object, is the most appropriate
action. This is effective especially if the boat can be stopped quickly after the person falls
overboard. The coxswain should always ensure propellers are not engaged anytime
someone is in the water near the stern of the vessel.
A.20. Stop, Pivot Another option, particularly in a restricted waterway, is to stop, pivot/back and fill, then
Return return to the PIW. The turning and backing characteristics of the boat and the prevailing
wind and sea conditions will dictate how the approach is made. The coxswain will
maneuver the boat to the weather side of the PIW so that the boat is set by the wind or seas
toward the person rather than away.
16-10
A.21. Destroyer Except in a narrow channel, the coxswain should make the turn to the side that the person
Turn fell overboard. This will kick the stern of the boat away from the person preventing injury.
This maneuver can be modified for use by twin-propeller boats. Twin-propeller boats are
pivoted by putting one engine ahead and the other in reverse. With a single-propeller boat,
the rudder should be placed hard over and additional power applied, if conditions permit.
(see Figure 16-5)
Step Procedure
1 Make the turn to the side that the person fell overboard.
2 Continue making a complete turn, coming around and approaching the person
that fell overboard with the boat’s bow directly into the wind/current.
3 Once pointed toward the person, proceed rapidly until close.
4 Then make a slow and deliberate approach to the person, coming to a stop
when alongside.
Figure 16-5
Destroyer Turn Man Overboard, Port Side
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16-11
Never have the propeller turning when the person overboard is next to the boat. If it is necessary
CAUTION ! to add power and maneuver with the PIW in close proximity to the boat, turn the bow toward the
person, swinging the stern and propeller(s) away and at a safe distance.
A.22. Approaching Severe conditions may dictate that the approach be made from leeward with the bow dead
in Severe Weather into the seas and/or wind in order to maintain control of the boat. In severe conditions,
Conditions particularly aboard single propeller boats, this will test the experience and skill of the
coxswain. (see Chapter 20, Heavy Weather Addendum for more information.)
Approaching in Low Visibility
A.23. Description During low visibility and night operations, when a crewmember sees another person go over
the side, the same general procedures apply. The crewmember seeing the person go
overboard shouts, “MAN OVERBOARD!” Coxswain should direct the deployment of a
flotation device with strobe (or any other light) attached, if available. They also continue to
observe and point to the person overboard as long as possible. The coxswain presses the
memory/man overboard button on the LORAN-C or GPS receiver, if so equipped, sounds
signals, and goes to the datum using one of the following turns:
• Anderson turn.
• Race track turn.
• Williamson turn.
A.24. Anderson An advantage of the Anderson turn is that it is the fastest recovery method. A disadvantage
Turn is that it is not meant for use by a single propeller boat. The Anderson turn is performed
using the following procedures:
Step Procedure
1 Put the rudder over full in the direction corresponding to the side from which
the person fell. Increase power (if conditions permit) on the outboard engine
only.
2 When about ⅔ of the way around, back the inboard engine ⅔ or full.
3 Stop engines when the person overboard is within about 15° of the bow.
4 Ease the rudder and back the engines as required to attain the proper final
position. (see Figure 16-6)
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16-12
Figure 16-6
Anderson Turn
A.25. Race Track The final straight leg approach of the race track turn helps for a more calculable approach.
Turn The race track turn is performed using the following procedures:
Step Procedure
1 Put the rudder over full in the direction corresponding to the side from which
the person fell and increase speed (if conditions permit).
2 Use full rudder to turn to the reciprocal of the original course.
3 Steady up on this course for a short distance, then use full rudder to turn to
the person overboard. (see Figure 16-7)
16-13
Figure 16-7
Race Track Turn
A.26. Williamson If an individual falls overboard during periods of darkness or restricted visibility, and the
Turn exact time of the incident is unknown, a maneuver known as the Williamson turn should be
used to search for the person overboard. The advantage of the Williamson turn, when
properly executed, is that it will position the boat on a reciprocal course on its exact original
track. This allows the search to commence on the track where the victim fell over, not from
a parallel track. Of course, as soon as the alarm is spread the general person overboard
procedures will be initiated.
16-14
A.26.a. Procedure The Williamson turn is performed using the following procedures:
Step Procedure
1 Mark the original course when the alarm was initially spread. Put over a ring
buoy strobe or other float to work datum.
2 Alter the course 60° to port or starboard from the original course. It does not
matter which direction is chosen. Naturally, if turning to starboard, 60° will
have to be added to the original course to know when the correct number of
degrees has been transited. If turning to port, the 60° will be subtracted from
the initial course.
3 The turn is actually executed while the first two procedures are in progress.
In this step, the reciprocal course must be calculated from the original course.
That is to say, a new course which runs in the exact opposite direction (180°)
from the original course must be figured.
4 Once the correct reciprocal has been calculated and the compass reaches the
60° mark after turning off the initial course, shift the rudder in the opposite
direction from the 60° turn and come to the reciprocal course.
A.26.b. Starboard Figure 16-8 shows how the Williamson turn would look if the 60° turn was to starboard.
Turn Point “A” represents the initial course and is illustrated as 000°. At Point B, the compass
reads 060°. At this point, the reciprocal course (180°) has been figured. When the compass
reaches the 060° mark, the rudder is shifted to the opposite direction (port) of the 60° turn
and the boat comes around to the reciprocal. When the 180° course is marked, the boat will
continue on this new course and if the person overboard has not been sighted by this time,
the boat crew will conduct a search for the victim along this heading. If the individual is not
located, the boat should proceed along the track to a point where the member was last known
to be aboard. At this point a second datum marker (ring buoy, fender, etc.) is deployed.
16-15
Figure 16-8
Williamson Turn
A.26.c. Maintaining Speed should not change during a Williamson turn. Any speed adjustments should be made
Speed prior to beginning the turn. Speed changes may bring the boat around to the reciprocal
course in a different position than the line of the initial course. The danger is that the person
overboard may be too far away to locate. The idea behind the Williamson turn is to bring
the boat around so that it is on the exact line of the original course, but in the opposite
direction.
16-16
A.26.d. Calculating Once the person overboard alarm is spread, the coxswain turns the boat 60° from the original
the 60° Turn course to either port or starboard.
If… Then…
The turn is to starboard, The 60° must be ADDED to the original course:
• Original course marked when alarm was sounded
080°
Starboard turn + 060°
Shift rudder when compass reads 140°
The turn is to port, The 60° must be SUBTRACTED from the original course:
• Original course marked when alarm was sounded
080°
Port turn - 060°
Shift rudder when compass reads 020°
A.26.e. Calculating Calculating the reciprocal of a given course is done by either adding 180° to the given
the Reciprocal of a course or subtracting 180° from the given course. To add or to subtract depends on whether
Given Course the given course was less than 180° or more than 180°.
A.26.f. Calculating If the original course is less than 180°, 180° is added to the original course to get the
the Reciprocal of a reciprocal.
Course Less Than
180° Example:
Original course 070°
Add 180° + 180°
Reciprocal course 250°
A.26.g. Calculating If the original course is more than 180°, 180° is subtracted from the original course to get the
the Reciprocal of a reciprocal.
Course More Than
180° Example
Original course 200°
Subtract 180° - 180°
Reciprocal course 020°
A.27. While If, during a towing evolution, an MOB emergency occurs, boat crewmembers should be
Towing aware of the severity and danger of the situation. Several problems can occur when dealing
with a simultaneous towing and man overboard situation.
16-17
Never make sharp turns when towing! Turns should be made in slow and small increments. Always
WARNING try to keep the towed vessel almost directly astern.
A.27.a. Vessel When boat towing astern:

Maneuverability
• A decrease in speed could cause the towed boat to overrun the towing boat. If the
towing boat slows and does not tend the towline, the towline could sink and foul the
rudder/s and propeller/s.
• If the towing boat turns sharply to either side, tripping can occur. Tripping is when a
boat is pulled sideways by an opposing force. If the towline is out of alignment (not in
line) and pulls sideways, the towing boat will heel over, often beyond its ability to right
itself.
NOTE Tripping occurs more frequently when the tow is larger than the towing boat.
A.27.b. Weather Current, wind, sea, or swell from astern can cause yawing and add to the problem of the tow
Conditions overrunning the towing boat. Current broadside to the tow creates difficulty in holding the
tow due to side slip, causing the tow to yaw.
NOTE Bar or inlet conditions will compound all these problems.
A.27.c. Pre- Considering the number of potential problems that can occur, the operator should carefully
Planning assess all possible situations and conditions to pre-plan steps to take in case of an MOB
emergency.
CAUTION ! Slow calculated moves are better than a “knee jerk” response.
A.27.d. Additional If a person falls overboard during a towing evolution, the initial steps discussed earlier in
Procedures this section (sound alarm, throw ring buoy) should be followed. The following are
additional considerations to take which apply to MOB situations specific to towing
evolutions.
• If another boat is nearby, get that boat to make the pickup.
• Since tows are made at slow speeds, it may be possible that the towed boat can make the
pickup. If the towed boat still has steerage, have them attempt to steer on the PIW and
pick them up when alongside. The towing boat should aid in any way possible by
slowing down or steering towards the side the PIW is located.
• If towing astern, advise the towed boat of the MOB situation, and have the people on
the tow assist in looking for the PIW.
• Be sure to advise the people on the tow that there is a real danger of tripping or
broaching if the towed boat shears away violently from alignment.
• Ensure the towline does not sink and become fouled around the rudder/s or propeller/s.
• It might be necessary to drop the tow in order to perform a MOB operation. Consider
the environmental factors and water traffic when/if dropping the tow to minimize the
possibility of a hazardous situation. Have the tow anchor if possible until the towing
vessel can return and continue the tow.
• Never forget that the MOB might be injured if hit by the tow.
• A person who has fallen off the bow or side can be seriously injured or killed by the
propellers. Any turns made should move the stern away from the PIW.
16-18
A.27.e. Man If a person falls overboard from the boat being towed, the initial steps discussed earlier in
Overboard from the this section (sound alarm, throw ring buoy) should be followed. If there is no other boat in
Towed Vessel the area to assist, dropping the tow to recover the PIW is the best choice.
If the MOB takes place in restricted waters, the disabled vessel should be anchored as soon
as the tow is released.
NOTE Always ensure everyone onboard the vessel being towed is wearing a PFD.
A.27.f. Towing When towing a boat alongside, the initial steps discussed earlier in this section (sound alarm,
Alongside throw ring buoy) should be followed. Towing alongside allows more freedom to turn.
Consider the following points:
• Engines, while useful, will not respond as usual. Remember, the engines were designed
to propel one boat, not two.
• When making a turn, turn slowly towards the side with the tow and pivot on the tow. Be
careful not to swamp the tow.
• The best approach is to make the pickup on the free side since the operator can better
observe the person-in-the-water and the pickup.
• Again, consider dropping the tow.
The procedures will remain the same, whether the person falls from the tow or towing
vessel.
A.27.g. Summary The effect of each action on all of the boats and persons involved should always be
considered. People before property. People’s safety is the number one priority. People
onboard the tow are just as important as the PIW. If the towed boat is not manned, the
coxswain should consider dropping the tow! All people and vessels involved should always
be informed of every situation.
The best way to handle an MOB emergency is to prevent one from happening. Being aware
of the crew; knowing where they are and what they are doing is essential.
Approaching Under Surf Conditions
CAUTION ! The Auxiliary is not authorized to operate in surf conditions.
A.28. Description Recovering a person overboard in heavy weather requires special precautions beyond the
routine described in the section on general person overboard procedure. The general
procedure is put into effect as soon as the alarm is sounded. See Chapter 20, Heavy
Weather Addendum, Section D, for more information.
Recovery
A.29. Description Recovery techniques for a PIW are the same for any type of distress. Situations could vary
from recovering someone from the crew as an MOB, passengers from a ditched aircraft,
fisherman from a sinking boat, someone washed off of a jetty, or any other form of
emergency where people are in the water.
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16-19
A.30. Recovery The condition of the PIW will dictate the type of recovery procedures used. Once the
Methods condition of the PIW can be determined, that is, conscious, unconscious, or injured, the
coxswain will select one of the procedures below and assign crewmember duties
accordingly. Generally, the pickup is completed at the lowest point of freeboard and away
from the propellers.
"Training boat crews for Person in the Water Recovery requires the use of a life-like
NOTE dummy (OSCAR). The recommended OSCAR is a stuffed and weighted (approximately
180 lbs dry) Anti-Exposure Coverall secured at the neck and feet."
A.31. Person Perform the following recovery method when the person is conscious and able to move
Overboard is freely in the water:
Uninjured and
Conscious Step Procedure
1 Upon command of the coxswain, a crewmember casts out a heaving line or a
float line to the PIW.
2 The person will hold onto the line and be hauled in for recovery by the
crewmember tending the line.
3 If the person needs assistance to board the boat:
• Two crewmembers could be used to pull the person up out of the water
and onto the boat by each placing a hand under the person’s armpit (use
the other hand to hold onto the boat);
or
• A recovery strap/piece of line (see Figure 16-9) or a boarding ladder may
be used if available.
Figure 16-9
Recovering a PIW with a Recovery Strap or Line
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16-20
A.32. Additional The construction of some boats allows the rescue team to reach the victim at the surface of
Procedures the water.
• The boat crewmembers should physically pick the person straight up out of the water to
a sitting position on the gunwale (gunnel). (see Figure 16-10)
• Be careful not to drag the person’s back across the rail.
Figure 16-10
Recovering the PIW at the Surface of the Water
If only one person is available to lift an uninjured person from the water, perform the
following procedures:
Step Procedure
1 Position the victim facing the boat with both arms reaching upwards.
2 Boat crewmember should reach down with arms crossed and grasp victim’s
wrists.
3 Boat crewmember should lift the victim straight out of the water while
simultaneously uncrossing the arms. This should extract the victim from the
water in a corkscrew motion.
If the freeboard of the boat is too high to recover the victim safely, perform the following
procedures:
Step Procedure
1 Use a rescue strap/line under the armpits in a horse collar fashion. (see
Figure 16-9)
2 The line should cross the chest, pass under each arm, and up behind the head.
3 Use padding for comfort, if available.
A person is light in the water due to buoyancy; however, once free from the water, the
person becomes “dead weight.” This should be kept in mind and special care should be
taken when recovering injured persons.
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A.33. PIW is In the event that the PIW is unconscious or injured, a direct pick up from the boat may be
Unconscious or attempted if on scene conditions permit a safe recovery. If conditions are such that a direct
Injured pick up would be unsafe, utilizing a surface swimmer to recover the PIW should be
considered. The procedures for deploying a surface swimmer are as follows:
Always use extreme caution when using a boat hook to maneuver an unconscious or injured PIW
CAUTION! alongside for pick up.
Step Procedure
1 The coxswain will designate one of the crewmembers as a surface swimmer.
2 The surface swimmer will don PPE appropriate to the weather conditions as
stated in the Rescue and Survival Systems Manual, COMDTINST M10470.10
(series), Chapter 6. Other pieces of equipment the swimmer could use are,
swim fins, a mask and snorkel, and a swimming harness with tending line.
(see Figure 16-11)
3 For quick deployment, the line should be coiled and attached to the back of
the swimmer’s harness.
4 When the surface swimmer has reached the unconscious or injured victim and
has obtained a secure hold on the person, the crewmember tending the
harness line will haul both back to the boat.
A flotation equipped stokes litter is employed to recover a person only if that person is
seriously injured and seas are calm. (see Figure 16-12)
A.33.a. Surface Surface swimmers are any swimmers not trained as rescue swimmers. Their training is
Swimmer accomplished through Personnel Qualification Standard (PQS). They are deployed from
floating units, piers, or the shore. A surface swimmer must wear the appropriate PPE
including a swimming harness with a tending line. Another crewmember will tend the
harness whenever the swimmer is in the water.
Additional information regarding surface swimmers qualification requirements can be found in the
NOTE U.S. Coast Guard Boat Operations and Training (BOAT) Manual – Volume I, COMDTINST
M16114.32 (series).
NOTE The Auxiliary does not have surface swimmers.
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16-22
Figure 16-11
Surface Swimmer’s Harness
Figure 16-12
Stokes Litter and Miller Board
A.34. Requesting a The primary mission of the helicopter rescue swimmer is to provide rotary wing stations
Rescue Swimmer with the capability of deploying a properly trained and conditioned person to assist persons
in distress in the marine environment. The rescue swimmer must have the flexibility,
strength, endurance, and equipment to function for 30 minutes in heavy seas, and the skills
to provide basic pre-hospital life support for the rescued individual(s). The rescue
swimmer’s EMT skills may also be used during other SAR cases in which the swimming
ability is not required.
If medical assistance is needed, the parent Station shall be advised. The Station may arrange
for medical assistance on-scene or at an agreed upon rendezvous point.
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A.35. Multiple For multiple PIWs, the question becomes which person-in-the-water is recovered first. The
PIW Recovery answer to this requires the coxswain’s best judgment. An accurate assessment once on the
scene will dictate the coxswain’s response. Consideration should be given to the following:
• Are one or more persons in the water injured?
• Which persons in the water have on PFDs and which do not?
• How close are the persons in the water to the beach or jetty?
• How old are they and what is their physical condition?
A.36. Multiple The Multiple Person-in-the-Water Recovery (MPR) System is an inflatable rescue device
PIW Recovery designed to assist in the retrieval of multiple survivors from the water to the deck of a rescue
(MPR) System vessel. (see Figure 16-13) The MPR was specifically designed for use on the 41' UTB. When
installed and operated correctly, the MPR will inflate in less than 10 seconds and be ready for
use. The unique design of this system allows rescuers to descend the ramp to assist in the
recovery of multiple PIWs or allows multiple PIWs to easily climb from the water.
Specific instructions will be provided at the Station to 41' UTB crewmembers on use and
operation of the MPR system.
Figure 16-13
Multiple PIW Recovery System
Section B. Water Survival Skills
Introduction In the event a crewmember enters or ends up in the water due to an emergency, survival
procedures should be pre-planned. By doing so, the chances for a successful rescue are
increased.
This section addresses the survival techniques that will greatly increase the survival for a
PIW. Crewmembers should never forget that wearing all required PPE is the best insurance
for survival.
B.1. Cold Water The length of time a person can stay alive in cold water depends on the temperature of the
Survivability water, the physical condition of the survivor, and the action taken by the survivor. Figure
16-14 and Table 16-1 illustrate the relationship between an uninjured victim’s activity,
water temperature, and estimated survival time. Swimming typically reduces a person’s
chance of survival due to more rapid loss of body heat.
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Figure 16-14
Water Chill and Hypothermia
Table 16-1
Survival Times vs. Water Temperatures
How Hypothermia Affects Most Adults

Water Temperature ° F (°C) Exhaustion or Unconsciousness Expected Time of Survival
Less than 32.5 (0.3) Under 15 min. Under 15 to 45 min.
32.5 to 40 (0.3 to 4.4) 15 to 30 min. 30 to 90 min.
40 to 50 (4.4 to 10) 30 to 60 min. 1 to 3 hrs.
50 to 60 (10 to 15.6) 1 to 2 hrs. 1 to 6 hrs.
60 to 70 (15.6 to 21) 2 to 7 hrs. 2 to 40 hrs.
70 to 80 (21 to 26.7) 2 to 12 hrs. 3 hrs. to indefinite
Over 80 (26.7) Indefinite Indefinite
B.2. Critical Time is critical when forced to enter cold water. The loss of body heat is one of the greatest
Factors dangers to survival. Critical factors that increase the threat of hypothermia and other cold-
water injuries include:
• Prolonged exposure to cold-water temperatures.
• Sea spray.
• Air temperature.
• Wind chill.
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B.3. Survival Several preventive measures that can be used to increase the chances for successful cold
Techniques water survival include:
• Put on as much warm clothing as possible, making sure to cover head, neck, hands and
feet.
• If the hypothermia protective clothing does not have inherent flotation, put on a PFD.
• Avoid entering the water if possible. If it is necessary to jump into the water, hold
elbows close to sides, cover nose and mouth with one hand while holding the wrist or
elbow firmly with the other hand.
• Before entering the water, button up clothing, turn on signal lights (only at night), locate
your survival whistle and make any other preparations for rescue.
B.4. Water Water survival skills that should be utilized to increase the chances for surviving cold water
Survival Skills immersion include:
• Immediately upon entering the water, become oriented to the surrounding area. Try to
locate sinking boat, floating objects, and other survivors.
• Try to board a lifeboat, raft, overturned boat (if floating), or other floating platform as
soon as possible to shorten the immersion time. Body heat is lost many times faster in
the water than in the air. Since the effectiveness of the insulation worn is seriously
reduced by being water soaked, it is important to be shielded from wind to avoid a
wind-chill effect. If able to climb aboard a survival craft, use a canvas cover or
tarpaulin as a shield from the cold. Huddling close to the other occupants in the craft
will also conserve body heat.
• While afloat in the water, do not attempt to swim unless it is necessary to reach a fellow
survivor or a floating object which can be grasped or climbed onto.
• Unnecessary swimming will pump out any warm water between the body and the layers
of clothing and will increase the rate of body-heat loss. Also, unnecessary movements
of arms and legs send warm blood from the inner core to the outer layer of the body
resulting in a rapid heat loss.
• The body position assumed in the water is very important in conserving heat. Float as
still as possible with legs together, elbows close to your side and arms folded across the
front of the PFD. This is called the HELP (Heat Escape Lessening Position) and
minimizes exposure of the body surface to the cold water. Try to keep head and neck
out of the water (see Figure 16-15). However, if wearing a Type III PFD, or if the
HELP position turns the body face down, bring legs together tight and arms tight to
sides and head back.
• Another heat conserving position is to huddle closely to others in the water making as
much body contact as possible. A PFD must be worn to be able to maintain these
positions in the water (see Figure 16-16).
• Avoid drown-proofing in cold water. Drown-proofing is a technique where the person
relaxes in the water and allows their head to submerge between breaths. It is an energy
saver in warm water when a PFD is not worn. The head and neck are high heat loss
areas and must be kept above the water. That is why it is even more important to wear a
PFD in cold water. If a PFD is not worn, tread the water only as much as necessary to
keep head out of the water.
• Keep a positive attitude about survival and rescue. This will extend survival time until
rescue comes. A will to live does make a difference.
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Figure 16-15
Single PIW
Figure 16-16
Multiple PIWs
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BOAT CREW SEAMANSHIP MANUAL

“Train, Maintain, Operate”

Section G. Cold-Related Factors

In this section This section contains the following information:

Title See Page

Effects of Cold Weather

WARNING Never give hypothermia victims anything by mouth, especially alcohol.

G.8. Treatment Treatment for hypothermia is covered in Chapter 5, First Aid.

Section H. Sun and Heat-Related Factors

In this Section This section contains the following information:

Title See Page

Section A. Personal Flotation Device (PFD)

NOTE A wearable PFD can save a life, but only if it is worn.

In this Section This section contains the following information:

Title See Page

Type III PFD

PFD Storage and Care

PFD Survival Equipment

Standard Navy Preserver

Section B. Hypothermia Protective Clothing

In this section This section contains the following information:

Title See Page

Section D. Boat Crew Survival Vest

In this section This section contains the following information:

Title See Page

Contents of the Boat Crew Survival Vest

Emergency Signaling Mirror

Smoke and Illumination Signal, MK-124 MOD 0

WARNING Under no circumstances shall personnel ignite both ends simultaneously.

After choosing which end to use, perform the following procedures:

WARNING Do not direct either end of a signal toward another person.

Illumination Signal Kit, MK-79 MOD 0

1 Remove the bandolier and projector from the plastic envelope.

WARNING Do not aim at personnel, aircraft, or other objects.

Distress Signal Light

Personal Locator Beacon (PLB)

CFR No. Marked Device Description Quantity

In this chapter This chapter contains the following sections:

Section Title See Page

Section A. Recovery Methods

In this section This section contains the following information:

Title See Page

General Man Overboard Procedure

NOTE Remember…assess the situation before rushing to action!

CAUTION ! Always operate at a safe speed!

Approaching in Low Visibility

A.27.a. Vessel When boat towing astern:

NOTE Bar or inlet conditions will compound all these problems.

Approaching Under Surf Conditions

CAUTION ! The Auxiliary is not authorized to operate in surf conditions.

NOTE The Auxiliary does not have surface swimmers.

Section B. Water Survival Skills

How Hypothermia Affects Most Adults

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