StugeronSteve
Well-Known Member
fair point /forums/images/graemlins/wink.gif
Account of recent Hanse 371 sinking
- Thread starter Spyro
- Start date
robind
Well-Known Member
Fair weather, armchair sailors, who make stupid observations without being in full possesion of all the facts really piss me off !!!!!! Until you have these and the experience to make a worth while comment, don`t show your ignorance, both of your chosen sport and life itself.
Rob
Rob
cliffb
Well-Known Member
What do you mean... 'JUST' a steering failure? In seas like that, in cold water, I'd say that a steering failure was more than serious enough to warrant a Mayday. If that were me I'd rather call in the calvalry and then stand them down later IF I managed to knock up a jury rig, rather than be tossed about in a liferaft with a hand held that may or may not be within range. Mark you...an EPIRB would have given me a little more comfort...
Enshallah.... I will never have to see my boat sinking. It must be devastating.
Enshallah.... I will never have to see my boat sinking. It must be devastating.
Phoenix of Hamble
Well-Known Member
Wohhh... thats a bit direct isn't it...? .....having a bad day?
Rivers & creeks
Well-Known Member
[ QUOTE ]
Fair weather, armchair sailors, who make stupid observations without being in full possession of all the facts really piss me off !!!!!! Until you have these and the experience to make a worth while comment, don`t show your ignorance, both of your chosen sport and life itself.
Rob
[/ QUOTE ]
Have to disagree with you Rob. I learned more from the replies to this story than if people had just given their polite condolences. For example, I too would have naturally furled the Genoa (it's easier isn't it?) - now I know why you keep both up. I have always thought the Coastguard got too many Mayday calls, what this discussion reveals is actually how right the guy was to fire off a Mayday (maybe should have been Pan Pan?) early and get the guys ready for a possible wet exit. I'm sure the guys involved wouldn't be the least bit offended by the discussion. PBO and YM's monthly scare stories always include a section on 'what I would do differently'.
Fair weather, armchair sailors, who make stupid observations without being in full possession of all the facts really piss me off !!!!!! Until you have these and the experience to make a worth while comment, don`t show your ignorance, both of your chosen sport and life itself.
Rob
[/ QUOTE ]
Have to disagree with you Rob. I learned more from the replies to this story than if people had just given their polite condolences. For example, I too would have naturally furled the Genoa (it's easier isn't it?) - now I know why you keep both up. I have always thought the Coastguard got too many Mayday calls, what this discussion reveals is actually how right the guy was to fire off a Mayday (maybe should have been Pan Pan?) early and get the guys ready for a possible wet exit. I'm sure the guys involved wouldn't be the least bit offended by the discussion. PBO and YM's monthly scare stories always include a section on 'what I would do differently'.
Lee_Shaw
Well-Known Member
[ QUOTE ]
When you've got gallons of water flooding into your boat we'll see if you have the presence of mind to think logically and with hindsight.
I have no critisism of the people involved, though I would like to know if they did look at the damage and decide the vessel couldn't be saved (I would still do mayday if I wasn't sure)
[/ QUOTE ]
Can't see how that statement warranted this reply.
[ QUOTE ]
Fair weather, armchair sailors, who make stupid observations without being in full possesion of all the facts really piss me off !!!!!! Until you have these and the experience to make a worth while comment, don`t show your ignorance, both of your chosen sport and life itself.
Rob
[/ QUOTE ]
When you've got gallons of water flooding into your boat we'll see if you have the presence of mind to think logically and with hindsight.
I have no critisism of the people involved, though I would like to know if they did look at the damage and decide the vessel couldn't be saved (I would still do mayday if I wasn't sure)
[/ QUOTE ]
Can't see how that statement warranted this reply.
[ QUOTE ]
Fair weather, armchair sailors, who make stupid observations without being in full possesion of all the facts really piss me off !!!!!! Until you have these and the experience to make a worth while comment, don`t show your ignorance, both of your chosen sport and life itself.
Rob
[/ QUOTE ]
Bergman
Well-Known Member
Agree in principle about sail plan, definitely counter intuitive to reduce sail forward with wind from aft.
But if unbalance in sail plan is going to over stress the rudder fixings then there is something seriously wrong somewhere.
I would expect the helmsman to be overstressed long before the structure of the boat started to fail.
Dont know where people get these ideas about bailing and bunging up holes. Saving life is the only priority, and keeping people dry and warm is a significant part of that.
The speed at which she sank means that the hole must have been pretty big and all the bailing in the world was only going to buy a few minutes. For me, considering the conditions and location, the boat was lost the moment the failure took place.
The subsequent rescue with no loss of life or injury is a credit to those involved, with the possible exception of the builders who have some questions to answer I think.
But if unbalance in sail plan is going to over stress the rudder fixings then there is something seriously wrong somewhere.
I would expect the helmsman to be overstressed long before the structure of the boat started to fail.
Dont know where people get these ideas about bailing and bunging up holes. Saving life is the only priority, and keeping people dry and warm is a significant part of that.
The speed at which she sank means that the hole must have been pretty big and all the bailing in the world was only going to buy a few minutes. For me, considering the conditions and location, the boat was lost the moment the failure took place.
The subsequent rescue with no loss of life or injury is a credit to those involved, with the possible exception of the builders who have some questions to answer I think.
bartonsafloat
New Member
[ QUOTE ]
Fair weather, armchair sailors, who make stupid observations without being in full possesion of all the facts really piss me off !!!!!! Until you have these and the experience to make a worth while comment, don`t show your ignorance, both of your chosen sport and life itself.
Rob
[/ QUOTE ]
You don't actually say to who these barbed comments are pointed, although you appear to have replied to fireball.
As i have generated a good deal of the replies on this thread, I will assume it is to me that you are referring and reply as such.
Fact 1. The steering failed.
Fact 2. The vessel was in clear water, not a lee shore.
Fact 3. While sending the Mayday, the radio operator stated that they were in no immediate danger.
Fact 4. At this time no water was evident to them in the vessel (they hadn't looked).
I was merely trying to point out that they could have carried out some sort of investigation before sending a Mayday. It would only have taken a few minutes. If they had done so they would have seen the water pouring into the vessel straight away. If nothing else this would have alerted them sooner and given them more time to prepare to abandon ship had they needed it.
As to your other comments. If they are aimed at me I treat them with the contempt they deserve. You neither know me, or my sailing experience. However for your information I too have a Yachmaster qualification. I have been offshore sailing for 20 years and have about 20,000 miles experience.
Anyway you have entered the discussion with some rude and offensive comments. How about contributing in a constructive way to this discussion. As a Yachtmaster Offshore Commercial what would you have done in the circumstances?
Please pass on the benefit of your experience and wisdom.
Fair weather, armchair sailors, who make stupid observations without being in full possesion of all the facts really piss me off !!!!!! Until you have these and the experience to make a worth while comment, don`t show your ignorance, both of your chosen sport and life itself.
Rob
[/ QUOTE ]
You don't actually say to who these barbed comments are pointed, although you appear to have replied to fireball.
As i have generated a good deal of the replies on this thread, I will assume it is to me that you are referring and reply as such.
Fact 1. The steering failed.
Fact 2. The vessel was in clear water, not a lee shore.
Fact 3. While sending the Mayday, the radio operator stated that they were in no immediate danger.
Fact 4. At this time no water was evident to them in the vessel (they hadn't looked).
I was merely trying to point out that they could have carried out some sort of investigation before sending a Mayday. It would only have taken a few minutes. If they had done so they would have seen the water pouring into the vessel straight away. If nothing else this would have alerted them sooner and given them more time to prepare to abandon ship had they needed it.
As to your other comments. If they are aimed at me I treat them with the contempt they deserve. You neither know me, or my sailing experience. However for your information I too have a Yachmaster qualification. I have been offshore sailing for 20 years and have about 20,000 miles experience.
Anyway you have entered the discussion with some rude and offensive comments. How about contributing in a constructive way to this discussion. As a Yachtmaster Offshore Commercial what would you have done in the circumstances?
Please pass on the benefit of your experience and wisdom.
wooslehunter
Well-Known Member
At the end of it all there was no loss of life from a potentailly fatal situation so all credit to the people concirned on this point. First priority has to be the crew. BUT if attempts at damage control don't add to the risk then it must be done. Everyone has great ideas with hindsight but no-one really knows how they will react themselves.
Quite right about the radio procedure though.
The article states that the mayday was sent out after the bang & the steering was lost but before the water ingress was discovered. Given these facts and that the initial mayday said there was no immediate danger, it should have been a Pan-Pan. However, immediately the water ingress was discovered the situation should have been upgraded to a mayday.
In this particular case the upgrade was necessary but there are many unwarranted maydays sent. There's nothing wrong by the way indowngrading a call.
The most disturbing thing is the liferaft though.
Second to that is the lack of rudder access. My boat's the same. A good piece of damage control equipment is a piece of sail cloth made up with a "luff rope" & cringles & ropes at all corners. This can be passed around the stern & the luff rope winched tight around the bottom of the hull. The rear most corners can then be drawn up to effectively form a sealed bag over the hole.
The reason why you need to get the front edge tight is to form a seal against the moving water while under way.
Alternatively a "crash mat" which is a padded mat made up similarly can be used. You still need to get the front edge tight though but it's more resilient to bashes & sharp edges.
In an incident you could use a sail or maybe a berth cushion. If you can get at the inside then anything stuffed & wedged against a hole will help.
Quite right about the radio procedure though.
The article states that the mayday was sent out after the bang & the steering was lost but before the water ingress was discovered. Given these facts and that the initial mayday said there was no immediate danger, it should have been a Pan-Pan. However, immediately the water ingress was discovered the situation should have been upgraded to a mayday.
In this particular case the upgrade was necessary but there are many unwarranted maydays sent. There's nothing wrong by the way indowngrading a call.
The most disturbing thing is the liferaft though.
Second to that is the lack of rudder access. My boat's the same. A good piece of damage control equipment is a piece of sail cloth made up with a "luff rope" & cringles & ropes at all corners. This can be passed around the stern & the luff rope winched tight around the bottom of the hull. The rear most corners can then be drawn up to effectively form a sealed bag over the hole.
The reason why you need to get the front edge tight is to form a seal against the moving water while under way.
Alternatively a "crash mat" which is a padded mat made up similarly can be used. You still need to get the front edge tight though but it's more resilient to bashes & sharp edges.
In an incident you could use a sail or maybe a berth cushion. If you can get at the inside then anything stuffed & wedged against a hole will help.
Swagman
Well-Known Member
OK - Hands up on which of the above have ever had the experience of a sinking?
I think we'll all listen to those who have and IMHO suggest we all igonore those other armchair commentators - even those with 'qualifications'.
I hope one day the skipper does read this thread and give us all the benefit of the true facts - but to see so many so called 'experienced sailors' come up with such sanctimonious judgements when they were definately not there, and have possibly never had to manage the same situation - is really very sad.
Regards
JOHN
I think we'll all listen to those who have and IMHO suggest we all igonore those other armchair commentators - even those with 'qualifications'.
I hope one day the skipper does read this thread and give us all the benefit of the true facts - but to see so many so called 'experienced sailors' come up with such sanctimonious judgements when they were definately not there, and have possibly never had to manage the same situation - is really very sad.
Regards
JOHN
StugeronSteve
Well-Known Member
I've been on a "sinking" boat that was towed in before it went down. Fortunately not at sea though. It was one of the heavy "green goddess" rescue boats used on Rutland Water. Stern gland failed due to a grounding (by somebody else). Surprising how quickly the hull filled, taking out the engine first and then electrics. Having a high deck we were blissfully unaware of the rising water until our proximity to the water level made me lift the floor boards for a shuftie.
I had called in to report a fuel shortage, which earned the club bosun a bollockating from the manager. The subsequent call of "forget the fuel, we won't be needing it, coz we appear to be sinking" was a joke in the club for quite a while afterwards.
Back to the Hanse matter... I have stated my position, which is that the skipper did all that was necessary and any attempts to save the boat may have prejudiced the safety of his crew. Many of the hindsight "pontifications" are thought provoking though and may well help someone else, when help is not so close at hand.
Didn't the drawing a tarpaulin, or similar, under a holed hull used to be called "fothering", or am I mistaken?
I had called in to report a fuel shortage, which earned the club bosun a bollockating from the manager. The subsequent call of "forget the fuel, we won't be needing it, coz we appear to be sinking" was a joke in the club for quite a while afterwards.
Back to the Hanse matter... I have stated my position, which is that the skipper did all that was necessary and any attempts to save the boat may have prejudiced the safety of his crew. Many of the hindsight "pontifications" are thought provoking though and may well help someone else, when help is not so close at hand.
Didn't the drawing a tarpaulin, or similar, under a holed hull used to be called "fothering", or am I mistaken?
Phoenix of Hamble
Well-Known Member
FOTHERING, a peculiar method of endeavouring to stop a leak in the bottom of a ship while she is afloat, either under sail or at anchor. It is usually performed in the following manner: a basket is filled with ashes, cinders, and chopped rope-yarns, bonette lardée, Fr. and loosely covered with a piece of canvas; to this is fastened a long pole, by which it is plunged repeatedly in the water, as close as possible to the place where the leak is conjectured to lie. The oakum, or chopped rope-yarns, being thus gradually shaken through the twigs, or over the top of the basket, are frequently sucked into the hole along with the water, so that the leak becomes immediately choaked, and the future entrance of the water is thereby prevented.
brianhumber
Well-Known Member
Re: Hanse 371 - Sail plan, Water Inrush, Stock Failure
I will not comment on the actual actions taken as I know for myself all too easy to criticise others actions in an emergency from afar
On the two yachts that I sailed the most in ( UFO34 and Barracuda 45) it was and is far easier to sail with bit of geny with wind after the beam than the main. I was taught this and also remember the comment that if the wind continues to increase one can get the trysail up easier as well. Perhaps this kind of heavier weather sailing could be taught/reviewed as part of the Yachtmaster offshore exam system.
I well recall the panic on a loaded tanker when the arse end fell off the evap overboard. Although only 300mm bore even with mattresses and timber box constructed around it the inflow was enough to keep the firepump on emergy bilge suction going all the way to the Canary Island where a diver put a plug. Any one clearing out the engine water inlet valve due to weed will understand this so a rudder stock would put a lot of water in quickly.
One way of countering this would have been to run the engine with the suction pipe taken off the seacock and sucking from the full bilges. However I would not expect somebody who was not an eningeer to think of this at sea 'cold'
It will be interesting to see if the stock is recovered and if this was stress failure, corrosive pitting weakening etc. My old UFO 34 stock had a lot of corrosion pits in way of the two bearings where the salt water was mainly stagnent
Brian
I will not comment on the actual actions taken as I know for myself all too easy to criticise others actions in an emergency from afar
On the two yachts that I sailed the most in ( UFO34 and Barracuda 45) it was and is far easier to sail with bit of geny with wind after the beam than the main. I was taught this and also remember the comment that if the wind continues to increase one can get the trysail up easier as well. Perhaps this kind of heavier weather sailing could be taught/reviewed as part of the Yachtmaster offshore exam system.
I well recall the panic on a loaded tanker when the arse end fell off the evap overboard. Although only 300mm bore even with mattresses and timber box constructed around it the inflow was enough to keep the firepump on emergy bilge suction going all the way to the Canary Island where a diver put a plug. Any one clearing out the engine water inlet valve due to weed will understand this so a rudder stock would put a lot of water in quickly.
One way of countering this would have been to run the engine with the suction pipe taken off the seacock and sucking from the full bilges. However I would not expect somebody who was not an eningeer to think of this at sea 'cold'
It will be interesting to see if the stock is recovered and if this was stress failure, corrosive pitting weakening etc. My old UFO 34 stock had a lot of corrosion pits in way of the two bearings where the salt water was mainly stagnent
Brian
izewbik
Member
Does anyone have practical experience of the success of the temporary sealing arrangements suggested. They would have to be sufficient to ensure that the leaks around them were within the capacity of water removal arrangements available. Some of the criticism of the crew seems to be of the nature of why the passengers of a car which caught fire failed to make a better attempt to save the car.
There will be times when an arrangment of some nature attempting to save the boat is essential to save the crew. The best arrangements are those whereby the accident does not happen in the first place.
The rudder shaft is described as being 85mm of solid aluminium bar. Is that accurate ?
I ask because the spade rudder shaft is tubular aluminium on my grp boat which fortunately ( reading of the Hanse experience ) or as a result of good design by Stephen Jones, is in a grp tube which passes through hull and deck and the hull at that point is above the water line. The tiller is fixed to the top of the tube above the deck. I feel that rudder failure as described might be manageable depending on the state of the crew and the sea running.
In the case of the accident being described they did the right thing in my opinion. They also appear to have acted promptly on the evidence available to them and achieved a good outcome. Well done !
There will be times when an arrangment of some nature attempting to save the boat is essential to save the crew. The best arrangements are those whereby the accident does not happen in the first place.
The rudder shaft is described as being 85mm of solid aluminium bar. Is that accurate ?
I ask because the spade rudder shaft is tubular aluminium on my grp boat which fortunately ( reading of the Hanse experience ) or as a result of good design by Stephen Jones, is in a grp tube which passes through hull and deck and the hull at that point is above the water line. The tiller is fixed to the top of the tube above the deck. I feel that rudder failure as described might be manageable depending on the state of the crew and the sea running.
In the case of the accident being described they did the right thing in my opinion. They also appear to have acted promptly on the evidence available to them and achieved a good outcome. Well done !
StugeronSteve
Well-Known Member
Just love that word "endeavouring". Doesn't suggest a high confidence rating for the procedure does it?
aitchw
Well-Known Member
Think I'll give that idea a miss! /forums/images/graemlins/smirk.gif
Phoenix of Hamble
Well-Known Member
I can just imagine the look of shock on the crews face as they bail like fury, to turn round and see the captain shredding rope, cutting up a block of lard, and emptying the galley stove into a bucket......
Swagman
Well-Known Member
Skippers Account from Hanse Yacht site
Boat:- Hanse 371, Megawat , launched Dec 2001, ocean miles 14,000 approx.
Crew. Philip Watson, Roger Cagney, Brian McDowell.
Date/Time: - Wed 25th May, mid-day approx., sailing to Scottish Series.
Weather: - 20 – 30 Kn. SSE. Sea State:- 1.5 m – 2 m swell.
Position: - South Rock Light vessel 20 miles ahead bearing 014 degrees.
Sail: - Full main, genoa fully furled, (too broad a reach to fill it, not quite broad enough to pole it out)
Liferaft: - A hired Zodiac 6 – person. 5 years old, last serviced, Jan 2005.
When surfing down one of the bigger waves at about 11 kn., there was a loud bang, like a pistol-shot. Helmsman Brian McDowell felt the wheel go “limp” and watched helplessly as Megawat rounded up sharply. I had been sitting in the companionway & Roger was lying down below. I asked Brian had the steering failed and he showed me, by spinning the wheel, that it was. At this time I suspected the (Lewmar/Whitlock) rod & ball-joint steering linkage had failed. I went below, and having checked with Roger that it was appropriate to put out a Mayday on VHF CH. 16, did just that. The Coastguard answered immediately, received our lat/lon, and the info. that we were in no immediate danger.
Roger and I spent the next few minutes pulling down the main, which is difficult with a fully battened main unless you are head-to-wind. We were lying broadside. At this time we could see that the N.Y.C. Jeanneau 54’ Quite Correct, owned by John Roberts, and with our friends Brian Mathews and John Veale (Hammer!) aboard, was coming back towards us. An hour earlier she had passed us out so close by that we had a short and jovial conversation with them.
When I next went below it was to discover an unwelcome development. Water was well over the floorboards, and shoes etc, were floating about. Time to radio the Coastguard again, and reveal the worsening situation. They confirmed having scrambled two lifeboats and a helicopter. At about this time I spotted our rudder, with about half its stock attached, floating away from us.
It was too rough when Quite Correct got back to us to attempt a transfer from yacht-to-yacht, without risking rig and hull damage to the rescuing yacht, and so I put the liferaft into the water alongside the cockpit and sharply tugged the painter line to inflate it. We hoped to get into it, let it away from Megawat on a long painter, and get aboard the 54 footer from the raft. Disappointment may not be quite the right word for what I was feeling when the hissing stopped after just 5 seconds, leaving about the right amount of CO2 for a life-jacket in the raft! We cut the hopelessly under-inflated raft away as it was likely to impede rescue.
Water was now almost level with the companionway and we were eager (if at all possible) to have a dry transfer to the larger yacht, so we hailed them to launch their own dinghy, which was fully inflated on the foredeck. It’s a RIB, about 11 feet long, so it took four crew to lift it over the rails, but they did it perfectly. They streamed it downwind to us on a long painter, and we were mightily relieved to get into it without the need for a spell in the cold water. We each brought a kitbag of gear, but inevitably, not the gear one would have chosen if you had an extra hour to consider it! The crew of Quite Correct, having got us all safely aboard, radioed the Coastguard, to “stand down” the lifeboat and helicopter, adding that Megawat would sink very shortly and thus be no danger to shipping.
Aboard the luxurious 54’, we circled for about 10 minutes, taking pictures, until she finally dropped her stern and sank in 66 m of water……not I sight I would ever wish to see again. We were lucky! Brian Mathews had been masterly in his handling of such a large yacht at close quarters. To have a “disaster” you need three things to go wrong, we had two…the sinking itself, and the lack of an inflated liferaft…..if the VHF hadn’t worked…..if it was dark…..if there were no other boats about…if, if, if ?
The very next day two members of the Hanse Yachts technical team flew from Germany to meet me, together with two members of the Irish Marine Casualty Investigation Board, (M.C.I.B.) who had in recent times investigated the Debonair and Cabin Fever accidents. Together we hope to find out why our rudder-stock snapped.
At this time it is still a mystery how an 85 mm diameter solid alloy bar, as used in 600+ Hanse yachts up to 41 feet long, and in hundreds of thousands of other yachts world-wide, should fail where it failed. When a rudderstock breaks, it is almost always at the bottom bearing, and often as a result of a previous grounding, which definitely did not happen in Megawat’s case.
Because it broke roughly half way between the bottom bearing and the top bearing, just below the point where the quadrant is clamped around a “key”, the part of the stock still attached to the blade exerted massive leverage on the bottom end of the rudder tube. The stock probably broke the tube off the inside of the hull, leaving a hole big enough to take in a couple of hundred gallons per minute, which allowed her to sink just 40 minutes after the catastrophic stock failure.
Currently, efforts are being made to recover the rudder, which is probably on a Co. Down shore, to examine in great detail the type of break, and possibly if this isn’t found the MCIB might feel it worth the resource to look at the other side of the break on the sunken yacht, which might be easier to find? More info. later, as facts are found.
Philip Watson
Boat:- Hanse 371, Megawat , launched Dec 2001, ocean miles 14,000 approx.
Crew. Philip Watson, Roger Cagney, Brian McDowell.
Date/Time: - Wed 25th May, mid-day approx., sailing to Scottish Series.
Weather: - 20 – 30 Kn. SSE. Sea State:- 1.5 m – 2 m swell.
Position: - South Rock Light vessel 20 miles ahead bearing 014 degrees.
Sail: - Full main, genoa fully furled, (too broad a reach to fill it, not quite broad enough to pole it out)
Liferaft: - A hired Zodiac 6 – person. 5 years old, last serviced, Jan 2005.
When surfing down one of the bigger waves at about 11 kn., there was a loud bang, like a pistol-shot. Helmsman Brian McDowell felt the wheel go “limp” and watched helplessly as Megawat rounded up sharply. I had been sitting in the companionway & Roger was lying down below. I asked Brian had the steering failed and he showed me, by spinning the wheel, that it was. At this time I suspected the (Lewmar/Whitlock) rod & ball-joint steering linkage had failed. I went below, and having checked with Roger that it was appropriate to put out a Mayday on VHF CH. 16, did just that. The Coastguard answered immediately, received our lat/lon, and the info. that we were in no immediate danger.
Roger and I spent the next few minutes pulling down the main, which is difficult with a fully battened main unless you are head-to-wind. We were lying broadside. At this time we could see that the N.Y.C. Jeanneau 54’ Quite Correct, owned by John Roberts, and with our friends Brian Mathews and John Veale (Hammer!) aboard, was coming back towards us. An hour earlier she had passed us out so close by that we had a short and jovial conversation with them.
When I next went below it was to discover an unwelcome development. Water was well over the floorboards, and shoes etc, were floating about. Time to radio the Coastguard again, and reveal the worsening situation. They confirmed having scrambled two lifeboats and a helicopter. At about this time I spotted our rudder, with about half its stock attached, floating away from us.
It was too rough when Quite Correct got back to us to attempt a transfer from yacht-to-yacht, without risking rig and hull damage to the rescuing yacht, and so I put the liferaft into the water alongside the cockpit and sharply tugged the painter line to inflate it. We hoped to get into it, let it away from Megawat on a long painter, and get aboard the 54 footer from the raft. Disappointment may not be quite the right word for what I was feeling when the hissing stopped after just 5 seconds, leaving about the right amount of CO2 for a life-jacket in the raft! We cut the hopelessly under-inflated raft away as it was likely to impede rescue.
Water was now almost level with the companionway and we were eager (if at all possible) to have a dry transfer to the larger yacht, so we hailed them to launch their own dinghy, which was fully inflated on the foredeck. It’s a RIB, about 11 feet long, so it took four crew to lift it over the rails, but they did it perfectly. They streamed it downwind to us on a long painter, and we were mightily relieved to get into it without the need for a spell in the cold water. We each brought a kitbag of gear, but inevitably, not the gear one would have chosen if you had an extra hour to consider it! The crew of Quite Correct, having got us all safely aboard, radioed the Coastguard, to “stand down” the lifeboat and helicopter, adding that Megawat would sink very shortly and thus be no danger to shipping.
Aboard the luxurious 54’, we circled for about 10 minutes, taking pictures, until she finally dropped her stern and sank in 66 m of water……not I sight I would ever wish to see again. We were lucky! Brian Mathews had been masterly in his handling of such a large yacht at close quarters. To have a “disaster” you need three things to go wrong, we had two…the sinking itself, and the lack of an inflated liferaft…..if the VHF hadn’t worked…..if it was dark…..if there were no other boats about…if, if, if ?
The very next day two members of the Hanse Yachts technical team flew from Germany to meet me, together with two members of the Irish Marine Casualty Investigation Board, (M.C.I.B.) who had in recent times investigated the Debonair and Cabin Fever accidents. Together we hope to find out why our rudder-stock snapped.
At this time it is still a mystery how an 85 mm diameter solid alloy bar, as used in 600+ Hanse yachts up to 41 feet long, and in hundreds of thousands of other yachts world-wide, should fail where it failed. When a rudderstock breaks, it is almost always at the bottom bearing, and often as a result of a previous grounding, which definitely did not happen in Megawat’s case.
Because it broke roughly half way between the bottom bearing and the top bearing, just below the point where the quadrant is clamped around a “key”, the part of the stock still attached to the blade exerted massive leverage on the bottom end of the rudder tube. The stock probably broke the tube off the inside of the hull, leaving a hole big enough to take in a couple of hundred gallons per minute, which allowed her to sink just 40 minutes after the catastrophic stock failure.
Currently, efforts are being made to recover the rudder, which is probably on a Co. Down shore, to examine in great detail the type of break, and possibly if this isn’t found the MCIB might feel it worth the resource to look at the other side of the break on the sunken yacht, which might be easier to find? More info. later, as facts are found.
Philip Watson
Mirelle
N/A
Have not lost a boat; have lost two and a half rudders, though
(two came off; the third one was very badly bent and might have come off, but didn't!)
I have absolutely no criticism to make of the people aboard this boat.
Things happen very fast, and it is not at all easy to fix things at sea.
I think they did very well.
A very useful account.
1. Must get the liferaft serviced.
2. Talking of which, tried an old fire extinguisher? Can be instructive!
3. Lucky another boat was nearby.
4. Its incredibly difficult to fother something into a hole that you cannot see. Espescially if you don't know the hole is there until the floorboards are awash!
(two came off; the third one was very badly bent and might have come off, but didn't!)
I have absolutely no criticism to make of the people aboard this boat.
Things happen very fast, and it is not at all easy to fix things at sea.
I think they did very well.
A very useful account.
1. Must get the liferaft serviced.
2. Talking of which, tried an old fire extinguisher? Can be instructive!
3. Lucky another boat was nearby.
4. Its incredibly difficult to fother something into a hole that you cannot see. Espescially if you don't know the hole is there until the floorboards are awash!
Wayward_Son
Well-Known Member
[ QUOTE ]
Fair weather, armchair sailors, who make stupid observations without being in full possesion of all the facts really piss me off !!!!!! Until you have these and the experience to make a worth while comment, don`t show your ignorance, both of your chosen sport and life itself.
Rob
[/ QUOTE ]
OMG!
Fair weather, armchair sailors, who make stupid observations without being in full possesion of all the facts really piss me off !!!!!! Until you have these and the experience to make a worth while comment, don`t show your ignorance, both of your chosen sport and life itself.
Rob
[/ QUOTE ]
OMG!
