MOB & Hove To

[Jean]

An interesting comment in the recent Yachtmaster thread re heaving to suggested not many people know how to do this simple task (or even bother to). Is it really that bad out there? I’d hope that we all know how our yachts behave when hove to and that we regularly practice the simple technique in MOB exercises that “we all regularly do” (where it can be used to quickly stop up wind of the casualty prior to favoured manoeuvres for recovery).

 

[LadyInBed]

My last boat used to backtrack most satisfactorily when hove to, as I've recovered my hat a couple of times and a fender. Now, with a ketch and my hat tied on, I have only hove to for lunch a couple of times.
I have a suspicion that this boat tracks much more to the lee beam but as I haven't dropped a marker and tiddled with the set of the sails and rudder to get her going in the right direction, it's still only a feeling.
Must put it on the list of things to do.

 

[Cornishman]

Nigel, when the weather improves try steering using your mizzen as an "air rudder". A useful exercise for two masters to try in case of rudder failure, although you might need to either deep reef the main or 'dump' it altogether. This used to be given as one of the advantages of yawl rig, but I have tried it in ketches and it does work with limitations. You might find it difficult with a schooner, though!
Heaving-to upwind of a casualty is OK if he/she (see how politically correct I am?) is conscious enough to be able to swim out of the way, but with an unconscious casualty you are in danger of drifting down on to him/her and heads crack like an eggshell when struck by about 3 tons of hull hitting them, or so I am told.

 

[Jean]

With regular practice both on 50 + tons of steel and 5 tons of timber and also from dinghies and fast sailing catamarans, I’ve never been in the situation where I felt an unconscious casualty would be in such a risk. Even if he/she is, I suggest that the advantages far outweigh such risks. It is also a technique favoured by many of the professionals that I am involved with a) because there is far less chance of loosing sight of the casualty, b) because normally stop in range of heaving line etc, c) normally in range to talk to a conscious casualty and d), can generally get back to the casualty quicker from hove to plus engine assistance particularly important if unconcious.