Obviously, most of us are not First Responders – experienced professionals with thousands of hours of training for a wide range of emergencies. Nope! Most of us are happy if we NEVER have an emergency on the water and thus tend not to train or prepare.

The importance of “raising the alarm” in an emergency is, simply, to call a professional to assist you. This doesn’t mean that you don’t know what to do; instead, it’s just maritime prudence as well as part of being a safe and competent boater. “Good intentions” won’t save you in an emergency – you need to be prepared and call for help.

That said, much depends on your preparedness:

1. Create and share a Float Plan
   Share your itinerary, estimated return time, and contact details with someone on land before heading out. Your emergency ‘communication’ begins before you ever leave the dock.
2. Understand Common Emergencies
   Understand the risks and learn about common boating emergencies such as capsizing, man overboard, collisions, fire, sinking, and medical emergencies. Ensure that you’re prepared for the emergencies.
3. Take Boating Safety Courses
   Take boating safety courses (like those offered by NauticEd) to gain knowledge about handling emergencies, navigation rules, and proper boat operation. And stay educated by keeping up-to-date on regulations and new tech.
4. Read the Directions
   It’s just common sense to know how to operate ALL of your equipment – so read the directions. This is not only for your knowledge but so that you can explain it to your crew (for example, if you, the Skipper, go overboard or are unconscious). Notably, it’s a good practice to keep a “Boat Book” that includes copies of the manuals and directions on board at all times. 
5. Inspect Safety Equipment
   We list many communication options below, but a prudent boater always checks that all of the safety equipment is ABOARD (won’t help if in your car or garage) and in good working order (radio checks, batteries are charged, fire extinguishers, etc.) before going out.
6. STAY CALM
   Of course, you’re stressed when “all hell breaks loose,” but you really need to develop a calm mindset for handling emergencies. Here’s why: (a) panic clouds your judgment, making it more difficult to logically assess a situation, and can lead to poor decisions, (b) staying calm helps communicate clearly to your crew (and sets an example for crew and guests), and (c) panic can negatively affect your physical motor control, leading to hasty and unsafe actions.

VHF stands for “Very High Frequency” (technically, a designation of radio frequencies from 30 to 300 megahertz). Before considering buying anything else for your boat (unless required equipment), do yourself a favor and buy a VHF (handheld or fixed-mount). A VHF is arguably the least expensive and most important piece of emergency equipment on your boat. Also keep in mind:

VHF signals and range are limited to line of sight, which on the water is (basically) to the ‘visible horizon’ due to the curvature of the earth.

• In practical terms, most VHFs have a range of 5 to 10 miles. Additionally, the signal may be received by land-based stations (such as the USCG) up to 20 miles.
• You can increase the range in 2 ways: (1) mounting the antenna higher on the boat increases the “line of sight” range, and (2) most marine VHF radios have high and low power settings. High power will increase the range, whereas low power is typically used for closer boat-to-boat communications.

There are 2 options, handheld and fixed-mount VHFs.

• Handhelds are portable and convenient, allowing for moving around the boat or between boats. The trade-off for the convenience is a lower range as well as ensuring that your batteries are charged.
• Fixed-mount VHFs are mounted on/in the boat with typically larger antennas installed separately on the boat. Fixed-mount VHFs are more powerful than handhelds, and if the antenna is installed as high as possible, then the fixed-mount VHFs have a greater signal range.
• Or both! Even if you have a fixed-mount VHF, a spare handheld is a great backup and useful above deck (or if you abandon the boat).

First, several notes on using a VHF and Channel 16:

• A license usually is not required for a recreational boater using a VHF on the boat (if on land, then a license may be required) in the United States. If traveling to other countries, check their regulations on VHF requirements.
• Best practice is to keep your radio on and continuously monitor channel 16 if you’re not actively having a conversation with someone else. While recreational boaters are not required to keep their VHF turned on, it’s an unwritten rule and best practice amongst experienced boaters.
• Radio Check: Another best practice is to do a radio check before going out, to ensure that your VHF is working properly. You can do a quick radio check on channel 16.
• Please do not use channel 16 for private chats with friends, do not joke around or let kids play on the VHF, and DO NOT ever declare a MAYDAY if it is NOT AN EMERGENCY. At best you’ll get a strong rebuke from the Coast Guard, and otherwise, you can be severely penalized with hefty fines for improper channel 16 use. For example, “Every hoax … is subject to prosecution as a Class D felony under Title 14, Section 85 of the U.S. Code, liable for a $5000 fine plus all costs the Coast Guard incurs as a result of the individual’s action.” (source: USCG)
• Keep in mind that while you may know how to make a MAYDAY call, your crew may not. So write down pertinent information (or even a procedure list) such as the boat name and registration number, details to include (below), and what to say – and make certain that your crew understands the procedure (after all, YOU may be the person they’re saving).

If you hear a distress call and it is not answered then you must answer (on channel 16) the distress call! 

You may have only seconds to send a distress VHF Channel 16 call, so keep this needed information handy.

1. Switch to Channel 16. All Distress signals via VHF are initiated on Channel 16. This is a worldwide protocol.
2. Distress signal “MAYDAY”, spoken three times.
3. The words “THIS IS”, spoken once.
4. Name of vessel in distress (spoken three times) and call sign or boat registration number, spoken once.
5. Repeat “MAYDAY” and the name of the vessel, spoken once with the call sign.
6. Give the position of the vessel by latitude or longitude or by bearing (true or magnetic, and state which one) and distance to a well-known landmark such as a navigational aid or small island, or in any terms which will assist a responding station in locating the vessel in distress. Include any information on vessel movements such as course, speed, and destination.
7. Nature of distress (sinking, fire, etc.).
8. Kind of assistance desired.
9. Number of persons onboard.
10. Any other information that might facilitate rescue, such as length or tonnage of the vessel, number of persons needing medical attention, color hull, cabin, masks, etc.
11. The word “OVER”

Stay by the radio as long as possible (considering the severity of your emergency). You’ll probably need to repeat information and answer further questions, particularly concerning your location. Repeat until an answer is received.

For example (Boat name: Blue Bill):

MAYDAY-MAYDAY-MAYDAY
THIS IS BLUE BILL-BLUE BILL-BLUE BILL
Call sign WA1234 MMSI number 233006734
MAYDAY BLUE DUCK
Call sign WA1234 MMSI number 233006734

OUR POSITION IS CAPE HENRY LIGHT BEARS 185 DEGREES MAGNETIC-DISTANCE 2 MILES
OUR CONDITION, WE HAVE STRUCK A SUBMERGED OBJECT

WE REQUIRE PUMPS, MEDICAL ASSISTANCE, AND TOW
THERE ARE THREE ADULTS AND TWO CHILDREN ONBOARD
ONE PERSON HAS A COMPOUND FRACTURE OF ARM
ESTIMATE CAN REMAIN AFLOAT FOR TWO HOURS
BLUE BILL IS A THIRTY-TWO FOOT CABIN CRUISER-WHITE HULL-BLUE DECK HOUSE

OVER

Repeat at intervals until an answer is received.

Urgency: “PAN, PAN, PAN” (PAHN PAHN PAHN). This is the International Urgency Signal and is used when a vessel or person is in some jeopardy of a degree less than would be indicated by Mayday.

Safety: “SECURITY, SECURITY, SECURITY” (SAY-CURE-IT-TAY). This is the International Safety Signal and is a message about some aspect of navigational safety or a weather warning. You will most often hear this from the Coast Guard. Listen and take appropriate actions if necessary. For example, perhaps a navigational aid has drifted off station or a tornado watch has been issued.

The United States Coast Guard’s website and recommendations on VHF distress signals are here: The United States Coast Guard

Digital Selective Calling (DSC) is an essential safety feature built into modern VHF radios, allowing you to push a button that broadcasts a digital distress signal (technically on VHF Channel 70). This system is monitored in real-time by local Coast Guard stations, providing a fast and efficient way to alert rescuers in an emergency.

The advantage of DSC is that with the push of a button, you send an emergency digital distress signal. BUT, keep in mind that the signal is limited to the same approximate ranges as the VHF voice communication. When activated, DSC transmits crucial information such as:

• Your vessel’s GPS position
• The vessel’s name and type
• The nature of the distress (if selected from the menu)

This ensures that rescue teams and nearby vessels receive accurate details to respond effectively.

1. Initial Setup
   Before relying on DSC, you must register your device and connect it to your GPS unit (unless the VHF has an internal GPS). Refer to the unit’s manual for setup instructions. Without this connection, DSC cannot transmit your location automatically.
2. Sending a Distress Signal
   • Open the “Distress” DSC cover on your radio.
   • Option 1: Hold the red distress button for 5 seconds to send a standard distress signal, including your GPS location.
   • Option 2: Press the red distress button and select the appropriate distress type from the menu for a more specific alert.
3. Follow Up with a Voice Alert
   After sending the DSC distress signal, follow up with a voice alert on Channel 16. This allows you to provide additional information and ensure that nearby vessels can assist if needed.

An Emergency Position Indicating Radio Beacon (EPIRB) is a device designed to send a distress signal and your exact location to rescue coordination centers via satellite. This ensures a rapid and efficient response in critical situations, especially when other communication tools fail.

Since an EPIRB uses satellite communication (thus not limited in range like a VHF), it’s considered an essential tool when you’re venturing offshore and beyond the “line of sight” range of VHF or other safety signaling devices.

While EPIRBs are not mandatory in many countries, they are highly recommended for all vessels, regardless of size or type. In remote or offshore locations where other communication devices may not work, an EPIRB serves as a critical lifeline, ensuring rescuers can locate you quickly.

Investing in an EPIRB is one of the most effective ways to enhance your and your crew’s safety, providing peace of mind in any situation.

Automatic Activation: EPIRBs are designed to activate automatically when immersed in water, making them reliable even in sudden emergencies.

Self-Releasing Mount: If your vessel begins to sink, an EPIRB will automatically detach from its mount and activate, ensuring it remains functional even if the boat is lost.

Global Reach: Once activated, the EPIRB sends a distress signal to a network of satellites, which then relay your position to monitoring stations, enabling a coordinated rescue effort.

Personal Locator Beacons (PLBs) are compact versions of the Emergency Position Indicating Radio Beacons (EPIRBs). As the name suggests, PLBs are typically carried on the person (typically attached to your life jacket). While similar in function to a vessel’s EPIRB, PLBs offer flexibility in their design and are suited to different scenarios depending on the type of adventure and environment.

In general*, EPIRBs are for automatic deployment, have larger batteries, and other features that make them ideal for longer voyages. PRBs are compact with smaller batteries (less operational time) and require some manual interaction – perfect for solo boaters or sailors desiring additional safety. *Note this is a generalization since specific PLBs and EPIRBs may have different features.

Buoyancy:

• EPIRBs are designed float in an upright position to transmit (while floating)
• PLBs are not required to float. Some versions do float, but more so that they can be retrieved if dropped in the water. A PLB transmits best if held out of the water or attached high on the life jacket.

Transmission (assuming charged batteries at -4°F (-20°C)):

• EPIRBs transmit for a minimum of 48 hours.
• PLBs transmit for a minimum of 24 hours.

Activation:

• EPIRBs can be either manually activated or activate automatically when in the water (and out of the bracket).
• PLBs are typically manually activated.

Location:

• EPIRBs are mounted in a bracket or can be carried on board (for example, in a ditch bag).
• PLBs are typically worn on the life jacket but can be carried as well.

Registration: EPIRBs are registered to the vessel while PLBs are registered to the person.

Lights:

• EPIRBs are required to have strobe lights, both visible and infrared for low light conditions.
• PLBs are not required to have strobe lights, although many do.

PLBs are crucial for all boaters because they offer an immediate means to alert rescue services and nearby vessels in an emergency, such as falling overboard. They are compact, easy to carry, and can be manually activated to transmit a distress signal. Having a PLB onboard increases the chances of a timely rescue, which can be lifesaving, particularly in adverse conditions

EPIRB-Type PLBs (406 MHz):
Best for Ocean Adventures: These PLBs transmit distress signals on the 406 MHz frequency, the same frequency used by EPIRBs. They send signals to the Cospas-Sarsat satellite network, which has global coverage. This type of PLB is ideal for solo adventurers or those traveling far offshore, as it can alert global search and rescue authorities regardless of the boat’s location. The reach of EPIRB-type PLBs is essentially global, making them the preferred choice for open-ocean voyages where immediate help may not be close by.

GPS Capabilities: Many of the EPIRB-Type PLBs are equipped with GPS, providing precise location data to rescuers, which significantly enhances the chances of a successful rescue.

VHF-Type PLBs (AIS and VHF Transmission)
Best for Crewed Vessels and Nearshore: VHF-type PLBs, often referred to as Man Overboard (MOB) devices, transmit a distress signal on VHF maritime radio frequencies, such as channel 16, and sometimes include AIS (Automatic Identification System) capabilities. These PLBs are most effective when there are others on the vessel who can turn the boat around and attempt a rescue. The signal can also be picked up by nearby boats equipped with VHF radios or AIS, making it suitable for situations where a quick local response is possible.

Range: The effective range of VHF-type PLBs is limited to line-of-sight, typically up to about 5 to 10 nautical miles, depending on antenna height and sea conditions. This makes them more suited for coastal waters, harbors, or areas with high vessel traffic, where help is likely to be nearby. For perspective, if your vessel is traveling at 15 knots, then your person overboard PLB can only be seen by your vessel’s VHF receiver for about 20 minutes after which the PLB could be out of range.

EPIRB-Type PLBs (406 MHz): These are best suited for long-distance offshore sailing or solo boating because they can reach rescue services globally through satellites. They provide a robust safety net for those who may not have immediate assistance available from nearby vessels.

VHF-Type PLBs: These are ideal for situations where there is a higher likelihood of nearby vessels that can respond to a distress signal. They are particularly useful in congested waters or for day trips where the crew can perform a quick recovery.

While mobile phones are widely accessible and can be used to raise the alarm, they have limitations:

• Limited range and reliance on nearby towers
• Susceptible to dropped or garbled signals
• Not waterproof and reliant on battery life
• Can only communicate with one person at a time
• Cannot broadcast your position as effectively as DSC

Thus as a general rule mobile phones should be a backup*, not your primary tool for emergencies. It’s wise to store your local Coast Guard and first repsonders’ number in your contacts, but otherwise mastering your VHF and DSC is crucial for reliable communication and effective rescue efforts.

*Note: an exception is that on some lakes and rivers, calling 911 on a mobile may be a preferable method to contact first responders. Contact your local first responders and ask for their advice on who is best to call in these situations.

If using a mobile phone and calling 911, then tell the operator that it is a “Maritime Emergency”. Often the operator will connect you with the appropriate first responder service.

Flares are critical safety tools that must be handled and stored properly to ensure effectiveness. A bit of important basic information first:

Read the instructions on all flares and always store a set of protective flare gloves in the flare container to protect your hands when setting off flares. Keep all flares in a watertight container. Flares have a shelf life; remember to check their date stamps. Don’t look directly at the flare when it is going off. Hold at arm’s length. When possible, only knowledgeable and experienced persons should use the flares.

NEVER activate marine flares in a non-emergency situation on or near regulated water. It is illegal, enough said!

Preparation and Storage:

• Read the instructions on all flares in advance.
• Store flares in a watertight container to protect them from damage.
• Keep a pair of protective gloves in the container to shield your hands during activation.
• Check expiration dates regularly and replace expired flares.

Using Flares Safely:

• Do not look directly at a flare when igniting it; hold it at arm’s length.
• Allow only knowledgeable and experienced individuals to handle flares whenever possible.

Legal Guidelines and Disposal:

• Only activate flares in genuine emergencies—using them in non-emergency situations near regulated waters is illegal.
• Never dispose of flares in household trash.
• Contact your local fire department or Coast Guard for proper disposal instructions.

Flares come in many different types for different alerting requirements:

Red Handheld Flares
A short-range distress signal is used to pinpoint position during the day or night. It burns with a light intensity of 15,000 candela for a duration of 60 seconds. Hold over the side of the boat and downwind to stop red-hot sparks falling onto your vessel. Visibility is about 3 miles.

Orange Smoke Flares
This handheld signal produces a dense orange smoke for daylight distress signaling. Ideal to indicate wind direction to rescue helicopters in land or sea rescues. Burning time is typically 60 seconds.

White Collision Flares
White handheld flares are for day and night use as a short-range collision warning signal and also for illuminating small areas.

Float Smoke Flares
This is a small and compact distress signal for daylight use only.  There is a smoke signal that floats on the water for position marking during rescue operations. Indicates wind direction. Safe for use on oil or fuel-covered water.

Red Rocket Flares
Longer range than a handheld, it ejects a red flare on a parachute at 1,000 feet (300 meters), burning for 40 seconds at 30,000 candelas. This gives the flare around 30 miles of visibility, allowing vessels over the horizon and out of the line of sight to potentially see your distress signal. Point the flare downwind. Fire a second flare a minute or so after your first. This gives the observer a chance to confirm the sighting and gain a bearing on your location.

The United States Coast Guard, in their navigation rules (rule 37) shows this diagram for other distress signals.

The origin of SOS is interesting. While people commonly think of it as Save Our Souls or Save Our Ship, in actual fact, SOS stands for nothing. It was created as such because the Morse code signal is distinct and difficult to confuse with other signals.

In Morse code, 3 shorts is “S” and 3 longs is “O.”

SOS, then, is 3 short, 3 long, 3 short. You are not expected to know Morse code, so the easiest way to not get mixed up between shorts and longs for S and O is that the message is logically the shortest message for emergency purposes (that is, 3 longs—3 shorts—3 longs would be a longer message than the correct message of 3 shorts—3 longs—3 shorts).

A flashlight or sound device can be used to make this signal.

Prudence is one of my favorite words when it comes to adventure. It is a word that allows you to logically stop yourself and consider: your own abilities, the thing you are about to do, the consequences if things go wrong, what could go wrong, your equipment at hand, your resources, your crew, the conditions, and more – all that wrapped up into one simple very neutral word. It is easy and non-threatening to always ask “Is this a prudent thing to do?”

Regarding Panic – it is simple and logical to say don’t panic, but harder to do. But panic is innate in the human makeup when faced with an out-of-control situation. Trained professionals don’t panic because the situation is not out of control for them – they know what to do from their training. The more you read, learn, and train yourself, the less you will panic in a situation because you will know what to do. At NauticEd, we provide a high degree of training that is easy and inexpensive to access. Thus, one of our favorite sayings is “The More You Learn, The Greater is Life’s Adventure”.

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Author info:

Grant Headifen – Global Director of Education at NauticEd

My mission for NauticEd is to provide the highest quality boating education available – and deliver competence wherever boaters live and go.