- Service is available on board and in our specially equipped workshop of both leisure and commercial navigational equipment by our qualified service engineers.
- Repairs to equipment forming part of the GMDSS system are also undertaken, including reprogramming & commissioning.
- Medcomms are also in a position to offer Shore Based Maintenance Agreements and are authorized by the manufacturer Furuno to perform repairs and surveys to the system 3000 and 5000 VDR equipment.
Our list of services includes:-
Voyage data recorder, APT and COC for Furuno equipment
- The VDR can be classified to contain the following units,
- the Data Collection Unit (DCU) which is fitted on the bridge that pulls in data from all the integrated sources
- a Data Recording Unit (DRU) and microphones to record bridge audio. The DCU contains the Data Processor Unit, interface modules and backup batteries. It collects data from sensors as required by the IMO and IEC standards. The batteries supply power to the DCU to record bridge audio for two hours in case of a main ship’s power failure. The flash memory in the DRU stores the data coming from the DCU. The data can be retrieved by using playback software for investigation after an incident. The DRU components are embodied in the protective capsule. The capsule ensures survival and recovery of the recorded data after an incident.
GMDSS equipment programming of represented manufacturers
- The Global Maritime Distress and Safety System (GMDSS) ensures rapid alerting of shore-based rescue and communications authorities in the event of an emergency. In addition, the system alerts vessels in the immediate vicinity and provides improved means of locating survivors. It is an international system which uses improved terrestrial and satellite technology and ship-board radio systems
- The GMDSS generally applies to all ships over 300 gross tons and upwards on international voyages. However, GMDSS systems are equally valuable for other vessels, including recreational ones.
- The person operating GMDSS equipment is required under the International Maritime Organisation, Safety of Life at Sea (IMO SOLAS) convention, to hold a certificate to prove competences to operate GMDSS equipment.
AIS annual test and certification
- Automatic identification systems (AIS) are designed to be capable of providing information about the ship to other ships and to coastal authorities automatically. It is an automated tracking system that displays other vessels in the vicinity. Vessel Traffic Services (VTS) ashore use AIS to identify, locate and monitor vessels.
- The IMO Convention for the Safety Of Life At Sea (SOLAS) Regulation V/19.2.4 requires all vessels of 300 GT and above engaged on international voyages and all passenger ships irrespective of size to carry AIS onboard.
- The original purpose of AIS was solely collision avoidance but many other applications have since developed and continue to be developed. AIS is currently used for:
EPIRB annual test and certification
- An EPIRB can be activated either manually or automatically when the EPIRB comes into contact with water which activates the units water switch.
- Manual activation brackets will cover the water sensors, preventing them from activating the EPIRB if, for example, a wave breaks over the boat, and keeping it in a handy location should you need to access it quickly.
- Auto float-free housing automatically deploy the EPIRB when submerged to a depth lower than 2 - 4 metres in the sea. They work by means of a Hydrostatic Release Unit which cuts the EPIRB free from its housing, causing it to activate. The EPIRB can also be removed from the auto housing to be activated manually by removing the manual bracket and placing in water or simply by pressing the power button.
- Some vessels have a dedicated vessel EPIRB and a secondary crew EPIRB which goes into a lifeboat with the crew.
- False Alerting: It is possible that the EPIRB might get activated by mistake by an individual onboard. In order to prevent a chain of SAR operations in motion it is imperative that the EPIRB false transmission be cancelled. In case the EPIRB is falsely activated, the nearest coast station or RCC (Rescue Co Ordination Center) must be informed immediately of this event. The cancellation must also be sent to the appropriate authority
SART annual test and certification
- Search and Rescue Transponder (SART), is an extremely vital equipment on the ship as it helps in locating the position of the vessel in case it goes off-track.
- SARTs are made of waterproof components which protects it against damage by water. SARTs are essentially battery-operated, hence can be operative for a long time. SARTs are of use in ships, lifeboats and liferafts. They are the most supportive machines in case of an unprecedented emergency. SARTs are designed to remain afloat on water for a long time in case the vessel finds itself submerged in water.
- If the rescue vessel approaches the SART, the twelve dots will become short arcs. These arcs increase in size if the vessel gets closer. If the rescue vessel is very close, the SART will be activated permanentely by the side lobes of the radar antenna. The signal of the SART will then be visible as twelve complete circles on the radar screen. This will tell the search-and-rescue team that they have more or less arrived.
Radio survey on behalf of represented classification societies
Shore based maintenance agreements
Supply and installation of navigational equipment
Repairs and technical support for represented products