Day 1 Safety Briefing

Welcome aboard. Before we do anything else — before we look at charts, before we plan our first anchorage, before we crack a beer — we do this briefing. Every trip, every crew, every time.

This isn't a formality. The sea is a genuinely unforgiving environment. Most sailing trips are completely uneventful. But when something goes wrong on a boat, it can go wrong fast, and the difference between a scary story and a tragedy is usually preparation. Today we're going to make sure everyone on this boat knows where things are, what to do, and who's in charge.

We'll cover: the layout of this boat and where all the safety equipment lives; how to use a life jacket and harness; what to do if someone falls overboard; how to use the VHF radio; fire procedures; the life raft; EPIRB and flares; and the rules for living and working on deck and below. We'll do a practical walk-around after the briefing so you can put your hands on everything.

Please ask questions. There are no stupid questions in a safety briefing. If something's unclear, ask now — not when we're mid-channel in a squall.

This is a Bavaria C42 (or similar) — a 42-foot cruising yacht with a centre cockpit layout, two double cabins aft, one double cabin forward, a nav station to port, and a galley to starboard. Here is where everything critical lives:

On Deck

Below Deck

We carry inflatable life jackets rated 150N. They are designed to keep an unconscious person face-up in the water. They only work if worn correctly and if the gas cylinder is not expired or punctured.

How to Don the Life Jacket

1. Put it over your head like a bib — the bladder faces forward
2. Pass the waist strap around your back and clip the buckle — pull it snug, not just hand-tight
3. If it has a crotch strap, clip and tighten it — without this, the jacket can ride up over your head in the water
4. Check: you should be able to fit two fingers under the waist strap but no more

How to Inflate

• Auto-inflation: Most jackets have a water-activated bobbin (Hammar or similar) that inflates the jacket automatically within seconds of immersion. Check that the green indicator is intact and the bobbin is fitted.
• Manual pull: Grab the red handle (usually on the lower left of the jacket) and pull down and outward in one sharp, firm tug. This fires the CO₂ cylinder.
• Oral top-up tube: The grey or black tube at the top allows you to top up inflation by blowing into it. Use this after firing the cylinder if you need more buoyancy.

Whistle and Light

Each jacket has a whistle clipped to the front — use it to signal your position to rescuers. There is also a water-activated light on the shoulder which activates automatically in the water. Test your whistle now — blow it, know where it is.

When Wearing Is Mandatory

• Night sailing (always, no exceptions)
• Forecast winds above 20 knots, or when waves are above 1.5m
• Any time the skipper says so — no debate, no delay
• Children under 16: whenever on deck underway
• Non-swimmers: whenever on deck underway
• When you feel uncomfortable — this is not an admission of weakness, it is good seamanship

A safety harness, worn with a tether, clips you to the boat so that if you fall or get knocked down, you stay with the boat. In heavy weather at night, a harness and tether can be more important than a life jacket — because if you're clipped on, you won't end up in the water in the first place.

Fitting the Harness

1. Put it on like a waistcoat or life jacket — shoulder straps over both shoulders
2. Clip the chest buckle and tighten so it sits firmly across your chest
3. Clip the waist/crotch straps if fitted — the harness should not be able to slip upward over your arms
4. The tether clips to the large D-ring on the front of the harness at sternum height

Jackstays

Jackstays are webbing straps or wire cables running fore-and-aft along each side deck. They run from the cockpit to the bow. When moving on deck, you clip your tether to the jackstay and slide it along as you move — this means you are never unclipped for more than a second.

The clip points in the cockpit are the U-bolts at the base of the coamings. Always clip on before leaving the cockpit.

The Golden Rule of Clipping On

When Harness Use Is Required

• All crew when going forward of the mast in winds above 15 knots
• Night sailing — always
• Any time the skipper requires it
• When you feel at all unsteady or uncertain

Immediate Actions — Everyone Must Know These

1. Shout "MAN OVERBOARD!" — loudly, repeatedly, so the whole crew hears
2. Point at the person in the water — one person is assigned this job and does NOTHING ELSE. Keep your arm pointing, your eyes locked on. Never look away.
3. Press the MOB button on the chartplotter — this marks the GPS position instantly
4. Throw the life ring — pull the dan buoy from the stern rail and throw it as close to the person as possible
5. Shout to the skipper if they are not already on deck

Never Do These Things

• Never jump in after them — unless as an absolute last resort with a tether, and only with skipper's explicit instruction. Two people in the water is twice the problem.
• Never lose visual contact — the person pointing does not look away for any reason, does not help with anything else, does not stop pointing
• Never throw the entire life ring line at once — it can tangle and injure

The Quick Stop Recovery Method

The skipper will execute this manoeuvre. Understanding it helps you assist correctly:

1. Immediately put the helm over to windward — the boat gybes around
2. After the gybe, bear away and run downwind briefly
3. Head up into the wind, approaching the MOB from downwind, stopping the boat 2–3 metres to leeward
4. Drift down onto them — engine running but in neutral as you approach closely
5. Throw a line, get them to the boarding ladder on the stern, or use a halyard to lift them if exhausted

Recovery

A person who has been in the water, even briefly, is likely to be cold, shocked, and exhausted. After recovery: bring them below, remove wet clothing, insulate with blankets, treat for hypothermia (see First Aid page), do not give alcohol, monitor for shock.

The VHF radio is the primary communication and distress tool aboard. It is permanently mounted at the nav station and is always on. There is also a handheld VHF in the grab bag.

Basic Operation

• The radio is always tuned to Channel 16 — the international distress and calling channel, monitored by the coast guard and all vessels
• To transmit: press and hold the PTT (Push To Talk) button on the side, speak clearly into the microphone from about 5cm away, release to receive
• Speak in complete sentences. Don't interrupt — wait for the other station to say "Over" before you transmit
• Volume and squelch are set by the skipper — don't adjust them

The Mayday Call — Word for Word

If there is an immediate threat to life and you need to transmit a Mayday, say exactly this:

Transmit on Channel 16 at full power (25W). If no response after 1 minute, repeat. Continue transmitting at intervals.

Pan Pan Call (Urgent, Not Life-Threatening)

Use Pan Pan for situations that need assistance but are not immediately life-threatening — medical emergency, vessel disabled but not in danger of sinking.

Fire on a fibreglass boat is extremely dangerous and moves fast. The most common causes are: gas cooker, electrical fault, and engine bay. Prevention is everything.

If You Discover Fire

1. Shout "FIRE! FIRE! FIRE!" — everyone on deck immediately
2. Do not open any hatch toward a below-deck fire — this feeds oxygen and turns a smoulder into a blaze
3. Shut off the gas valve (starboard cockpit locker)
4. Shut off the engine if running (red stop button at helm)
5. Grab the nearest fire extinguisher — aim at the base of the flames, not the top
6. Head the boat upwind of the fire if possible — use the engine or sails to keep the fire downwind

Types of Fire — What NOT to Use Water On

• Never use water on an electrical fire — it conducts electricity and can cause electrocution
• Never use water on a fuel or gas fire — it spreads the burning fuel
• Water is only appropriate for solid-material fires (wood, fabric) and only when you are certain there is no electrical source

Fire Extinguishers on Board

We carry two dry-powder extinguishers. They discharge fully in about 8–10 seconds — aim well before you pull. There is also a fixed extinguisher in the engine bay (automatic activation). Know where each one is. The fire extinguisher inspection date is on a tag — tell the skipper if it is past its service date.

If the Fire Cannot Be Controlled

The life raft is a last resort. You should only deploy it if the boat is definitely sinking or on fire and uncontrollable. In all other situations, stay with the boat — it is much larger and easier to spot from the air or sea than a raft.

Deployment

1. The life raft is in a hard canister on deck, port side forward of the mast, held by a hydrostatic release and a lashing
2. Throw it over the leeward side of the boat (the lower, downwind side)
3. Pull the painter (the thin line connecting canister to boat) firmly and repeatedly — this triggers inflation
4. The raft will inflate in 15–30 seconds
5. Do not cut the painter until all crew are aboard the raft — it holds you alongside
6. Board the raft — help injured or weaker crew first
7. Cut the painter and paddle away from the vessel

Grab Bag Contents

Take the grab bag with you into the life raft. It contains:

• Handheld VHF radio (fully charged)
• Handheld GPS or phone in waterproof case
• Flare kit (parachute and handheld flares)
• Emergency water rations (minimum 1.5L per person)
• High-energy emergency rations / energy bars
• Knife, whistle, mirror signal
• First aid kit
• Warm layers and space blankets
• Ship's papers and crew passports (in waterproof pouch)

EPIRB stands for Emergency Position Indicating Radio Beacon. When activated, it transmits a signal on 406 MHz to satellites, which relay your GPS position to the nearest rescue coordination centre — usually within minutes. It is the nuclear option of distress signalling.

The EPIRB on Board

• Yellow unit mounted at the nav station in a bracket with a hydrostatic release
• If the boat sinks, the hydrostatic release triggers automatically at 1–4m depth and it floats free and activates
• You can also activate it manually — twist the cover and press the button for 5 seconds
• The EPIRB is registered to this vessel with the national authorities — they know who we are immediately

When to Activate

After activation, shelter the EPIRB from waves with the antenna upright, and leave it activated. Rescue services will use the signal to find you. They will also come to the last known GPS position, so if you drift, the EPIRB moving with you is important.

Flares are visual distress signals. They work best when a vessel or aircraft is within visual range and you need to attract attention or confirm your position. The flare kit is in the red waterproof case in the cockpit locker.

Types of Flares

How to Use Flares Safely

1. Read the instructions on the side of each flare before an emergency — they vary by type
2. Hold handheld flares at arm's length, downwind and away from the vessel
3. Aim parachute rockets vertically (or 15° downwind in strong winds) — never horizontal, never toward people
4. Flares burn extremely hot — do not touch the burning end, do not drop them on deck
5. After use, cool spent flares in seawater before stowing — they remain hot for several minutes

• One hand for the boat, one hand for yourself. Always maintain three points of contact when the boat is moving, especially when conditions are choppy.
• Never sit on the guardrails. They are not designed as seats. A wave or gybe can put you over the side in an instant.
• Tell the skipper before going forward. When you go forward of the mast, the skipper needs to know — so they don't tack, gybe or bear away while you're up there.
• Wear shoes when underway. Bare feet slip on wet decks. Closed-toe shoes or sailing boots when we're sailing.
• Life jackets as per the rules above — night sailing, winds above 20 knots, skipper's instruction.
• Harness on, clipped to jackstay when going forward in any significant conditions.
• No sudden moves near the helm. Don't grab the wheel unless the skipper invites it or there is an emergency.
• Stay alert on watch. Look around every few minutes — check for ships, fishing buoys, log, debris, weather changes.
• Keep the cockpit clear. Stow bags, lines, and kit so they don't become trip hazards. A coiled sheet left loose can catch a foot.

• No smoking below deck. Ever. Boats are full of gas fumes, fibreglass, and fabrics. If you smoke, go to the bow, downwind, sitting on the foredeck. Dispose of butts responsibly — not over the side.
• Sea toilet procedure: The marine toilet is a pump toilet. The rule is simple: pump only what you put in there. Use modest amounts of toilet paper (or better, the bin provided). Never put anything else down the head. Before you pump, make sure the inlet and outlet sea cocks are open — the skipper will show you. After flushing, close the sea cock.
• Close all hatches before sailing. Before we cast off, all deck hatches must be closed and latched. A wave over the bow will fill the forward cabin in seconds through an open hatch.
• Stow everything. At sea, anything not stowed will end up on the floor — or worse. Cups, bottles, phones, tools, bags, everything. If it can move, stow it or wedge it.
• Water conservation. We carry typically 200–400 litres of fresh water. Shower briefly (30 seconds), use the sink tap sparingly. The skipper will advise when we can refill. Never assume water is unlimited.
• Gas usage. Light the stove properly — turn on gas, then ignition, then turn gas off as soon as you're done cooking. Shut the gas valve at the bottle between meals. If you smell gas, do not use any ignition source — ventilate and find the skipper immediately.
• Move carefully below in a seaway. Use handholds. The galley has a strap for the cook when underway. Brace yourself before the boat moves you.

Seasickness is real, it is common even in experienced sailors, and it can be debilitating. It is caused by a mismatch between what your inner ear senses and what your eyes see. The good news: it is almost always temporary, and there are reliable ways to manage it.

Prevention — Before You Feel Sick

• Take medication before you need it. Antihistamine-based tablets (Dramamine, Stugeron/cinnarizine) take 1–2 hours to work. Take them the night before your first sail, or at least 2 hours before departure. Once you are seasick, oral tablets won't help.
• Avoid heavy, greasy, or spicy food in the 12 hours before sailing
• Avoid alcohol the night before
• Get a good night's sleep

Treatment If You Feel Sick

• Stay on deck. Go immediately below to lie down and you will feel worse, usually much worse. The deck is where the air and the horizon are.
• Look at the horizon. Fix your gaze on the distant line between sea and sky. This gives your inner ear the visual reference it is missing.
• Sit or lie in the cockpit — near the centre of the boat, which moves less than the bow or stern.
• Small sips of water — stay hydrated. Light snacks (dry crackers, ginger biscuits) can help some people.
• Tell the skipper — they will not judge you. They need to know so they can adjust watches and workload.
• Scopolamine patches (behind the ear) work well for many people — apply 4–6 hours before sailing for best effect.

Sailing at night is one of the most beautiful experiences on the water. It is also when the risk of an accident is highest, because visibility is reduced and fatigue sets in. The rules for night watches are stricter and non-negotiable.

• Life jackets are mandatory for all crew on deck at night. No exceptions, no debate.
• Harness and tether are required for anyone leaving the cockpit after dark.
• Use red lights below deck. White light destroys night vision — it takes 20–30 minutes to recover after exposure to bright white light. The nav station has a red lamp. Use it. If you need to come up from below, pause 2 minutes to let your eyes adjust before taking over a watch.
• No white lights on deck — not your phone torch, not a head torch on white, not any bright light facing forward. The person on watch must be able to see ships' lights clearly.
• Quiet watch handovers. Brief the incoming watch: course, any ships or hazards seen, wind and sea state, anything the skipper said. Then go below quietly so sleeping crew can sleep.
• Wake the skipper for any doubt. Not sure about a light you've seen? Wake the skipper. Weather changing? Wake the skipper. Uncomfortable for any reason? Wake the skipper. Better a slightly grumpy skipper than an incident.
• Stay alert. Night watches can feel hypnotic. Stand up periodically, look all around (not just ahead), check the instruments. Ships can appear within VHF range in 10–15 minutes at cruising speed.

This is the last section, and in some ways the most important. Under maritime law, the skipper — the person holding the licence — bears full legal and moral responsibility for the safety of this vessel and every person aboard. This is not a role assumed lightly.

What this means in practice:

• Navigation decisions are the skipper's. Route, departure time, destination, whether to enter a harbour or anchor out — these are the skipper's calls. Input is welcome. Arguments underway are not.
• Weather calls are the skipper's. If the skipper says we don't sail today, we don't sail today. The sea will not be negotiated with by a schedule or a beach you wanted to reach.
• Safety instructions are immediate. If the skipper shouts "harness on" or "get below" — you do it. Discuss it later if you feel it was unnecessary. Not in the moment.
• This is not a democracy at sea. On shore: equal voices, equal votes, everyone's opinion matters equally. On a boat underway: one skipper, everyone else crew. This structure exists because it works and because it saves lives.

That's the end of the formal briefing. Any questions? Let's do the walk-around, put our hands on the equipment, and then we can talk about where we're going.