Electronic Navigation - READ THE DISCLAIMER

The complete distruction of the 100' sailing vessel "Pricewaterhouse Coopers" in Australia during the early stages of the Flinders Islet race on October 10 2009, serves as a reminder of how critical accurate navigation is. This accident, which also cost two lives, was the result of a culmination of a few factors. However, an internal inquiry has revealed that the largest factor was an over reliance on electronic navigation and not confirming data with traditional methods or other electronic tools.
This over reliance is becoming rampant, with most users having no understanding of the limitations of these tools. I was asked to teach a course on GPS a few years ago. My class plan included a section on traditional methods of plotting on a paper chart. Most students were confused as to why we would even want a paper chart in this hi tech world. "A GPS hooked to a chart plotter will do the trick, just show me the buttons I need to press!!!!"
On the night that Pricewaterhouse Coopers ran aground the satelite signal for the GPS was only accurate to within 100m and the chart of the area was accurate to 50m. Thats 500' of error while trying to make a passage close to land. Comparing the chartplotter information to depthsounder or radar image may have prevented the accident.
While cruising in the North Channel a couple of years ago a fellow cruiser asked if he could follow me through the next passage from Killarney to Little Current. I said sure, but why? He responded "I can't figure out if my chartplotter is giving depths in feet or meters". This cruiser was sailing a new Gozzard 44 worth half a million dollars and baulked at my suggestion to purchase a strip chart for the area for $10 at the chandlery. Ticked off with my comments, he found some one else to follow.
Cruising boats are being sold with 17" chartplotters mounted at eye level in front of the wheel - now we are sailing video games. OOOPS, what happened to the power . . . . .  where did I put those paper charts anyway?
Electronic instruments are a great addition to our navigation tool box, but, next time you turn on your GPS or chartplotter, take the time to read the disclaimer before pressing "enter". They could be the most important words you read on that day.

STAY ON THE BOAT !!!

Part of the Intermediate Cruising standard is to complete a couple of different crew overboard procedures. The main focus of the COB is manouvering the vessel back to with victim and stopping it beside them. We practice, practice and practice. However there is no provision in the standard to actually recover the victim and get them back on the boat. Sure we discuss the various ways, but what about real senarios.
So last wednesday morning, the bleary eyed crew was waking up to the coffee prepared for them, when I announced that I would be jumping overboard in exactly 45 minutes and they needed to recover me. Oh ya, and I will be unconcious and unable to help myself.
You could see that the crew were taking it very seriously as they scambled to come up with a recovery method. At 0815 I put on my lifejacket and jumped in the water. Apparently, they still hadn't figured out how they were going to get me back on board. They continued to play with the halyard, trying to make some sort of sling, as my body slowly drifted away from the boat. We were at anchor, but there was still a small current. I had to call out "I am drifting away". Their response was "but we are not ready yet". "READY, are you guys crazy? I am dying and drifting into oblivion. Do something".
Number one thing you need to do once returning to the victim - ATTACH THEM TO THE BOAT. Then try to get them aboard.
So the boat hook comes out and they tug me over to the hull. However, twenty minutes later I am still in the water. A make shift sling didn't work and the spare halyard was binding on other rigging making the lift impossible. So the recovery was not a success, but making the overall point was a total success.
You must have a strategy for recovery in place with the proper equipment and try out the system to make sure it works.
However, the bigger point here is - DO EVERYTHING POSSIBLE TO STAY ON THE BOAT.
Check out the previous blog that has a link to you tube showing how easy a crew overboard can happen.

Man over board video clip

A crewmember can go overboard at any moment. Take all precautions to prevent it from happening. This is actual video from Clipper Race. He has spent his watch clipped to the boat, but for 3 seconds he is vulnerable, as he unclips his tether to go below at the end of his watch.

YouTube - Man over board

Galley or Corridor?

Chartering a variety of sailboats is a great way to find out what design features work for you. As a matter of fact, before purchasing, I would recommend chartering a boat that has similar features to make sure you will be happy with the deck and cabin layout, as well as how she will sail.
I have not been a big fan of the long galleys that run the length of the saloon on port or starboard. The biggest problem I saw is the distances you have to travel from one end to the other while working in it. This can be accentuated when trying to cook while underway.
After spending the last two weeks on a Beneteau 473, other problems with this galley layout came to light. The cook is working in the passage way leading to the forward cabins and head. This created countless traffic jams as crew tried to move fore and aft. We even started to climb over the settee to avoid the constricted space.
I love preparing food on a boat, but don't bug me while I am. My galley needs to be a dedicated space where every thing I need is one step away.

Apparently not always apparent.

Time and again I see students becoming confused about the "point of sail" that they are on. The confusion may have arisen by the way it was explained to them, or not enough information was given. First misconception is; the angle of the sails tells us what point of sail that we are on.  Students are presented with a visual of a boat with the sails hardened up and relate that to being close hauled. Sails eased way out relates to a broad reach. Somehow they missed the explaination (or it wasn't properly given to them) that the point of sail is the direction of the boat in relation to the wind, regardless of how the sails are set. The sails are trimmed to suit a particular point of sail.

The next issue is the student may not be aware of the dynamic changes happening with the wind as the boat speed increases or decreases. All the "points of sail" are based on APPARENT wind not true wind. Apparent wind is the wind we feel on the boat as it moves through the water.

If true wind speed and direction, as well as the course of the boat through the water remain constant, changes in boat speed will change the point of sail we are on and the sails will need to be trimmed.

On the other hand, if boat speed and direction remain constant a change in true wind speed will also change the point of sail we are on.

This is a large topic that is beyond the perameters of this post.

The point I am making is the student must be taught and gain an understanding of the dynamics of apparent wind early in the "learn to sail" process.

Mainsail up!!!

As we approached the entrance to Oyster Pond in St Martin, a friend from another boat was taking photos of us. Once at the dock, he commented about us keeping our mainsail up while motoring until we were in the marina.
He had arrived shortly before us and had come in without any sails up. They did, however, have a plan in place to unfurl the genoa if an emergency had arisen.
The question here is, when should the mainsail be hoisted and taken down? The mainsail is the more difficult sail to deal with whether hoisting or dowsing. In almost all instances a person must go forward to the mast to guide it and/or help with the strain on the halyard. This one reason alone should dictate to us that this operation should be done in the protection of a harbour or anchorage. All to often we see boats racing out into open water under full throttle, then trying to raise the mainsail fully exposed to wind and waves.
There are a couple of other reasons for performing this operation in protected waters though. Having the mainsail up will go a long way to help stabilize the boat and provide additional power while motoring in larger seas, making the ride more comfortable and safer. Finally, there is also the possibility of engine failure. Having your mainsail up will provide you with instant power to maintain control of the vessel and the situation, averting an emergency.