Offshore and coastal cruisers have different design criteria. I would not want an ofshore cruiser to go day sailing nor a coastal cruiser to circumnavigate. Define your type of sailing and get the right boat for the job. To sail from Texas to Florida your C-30 is plenty of boat. The key is the weather, pick an appropiate season, get and update reliable forecasts, map alternative destinations along the way and a have a flexible schedule. There seems to be a perception that storm weather intervenes in every passage but long time cruisers report encountering foul weather less than 5% of the time. It is believed that a conservative following of weather forecast can further reduce the risk.
What makes a 30' boat heavy sea worthy?
- Thread starter Hermit Scott
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Hermit -
The simple answer is that the structure of 'offshore' boats is typically designed FOUR TIMES as strong as it needs to be. Most designers of 'offshore' boats will probably agree with this 'factor of safety'; there are 'conventions' of design as how one ascertains these required strength ... but not to be-labored here. These "factors of safety" have been derived from hundreds of years of insurance/underwriters data .... those that were built to only three times as strong ..... had a high risk of sinking, etc., so that is easy to track.
A boat designed for 'coastal' sailing will be at "3 times"; inshore @ 2 times factor of safety
That said, I just just met a person at the anchorage in Lake Worth, Florida who in a Catalina 30, sailed from Los Angeles south to the Panama Canal then got blown off course to Jamaica trying to sail against the equatorial current and to the southern Caribbean ... got close to Jamaica and was then blown off course again, this time to Yucatan, but as luck would have it, got blown off course at Yucatan and got blown to Florida .... in a 'stock' CATALINA-30!!!! He simply 'beat the odds'.
Seaworthy is what makes a boat survive ocean crossings. Seakindly is a boat trait that allows its occupants to survive an ocean crossing. Do websearch for 'seakindly' or 'seakindliness'.
The simple answer is that the structure of 'offshore' boats is typically designed FOUR TIMES as strong as it needs to be. Most designers of 'offshore' boats will probably agree with this 'factor of safety'; there are 'conventions' of design as how one ascertains these required strength ... but not to be-labored here. These "factors of safety" have been derived from hundreds of years of insurance/underwriters data .... those that were built to only three times as strong ..... had a high risk of sinking, etc., so that is easy to track.
A boat designed for 'coastal' sailing will be at "3 times"; inshore @ 2 times factor of safety
That said, I just just met a person at the anchorage in Lake Worth, Florida who in a Catalina 30, sailed from Los Angeles south to the Panama Canal then got blown off course to Jamaica trying to sail against the equatorial current and to the southern Caribbean ... got close to Jamaica and was then blown off course again, this time to Yucatan, but as luck would have it, got blown off course at Yucatan and got blown to Florida .... in a 'stock' CATALINA-30!!!! He simply 'beat the odds'.
Seaworthy is what makes a boat survive ocean crossings. Seakindly is a boat trait that allows its occupants to survive an ocean crossing. Do websearch for 'seakindly' or 'seakindliness'.
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Wow, you asked and you got a lot of info!
In a 1987 Hunter 31, I crossed the Gulf from Panama City to St Petersburg twice.
In 2006, no wind motored all the way down 40 hours and back 40 hours.
In 2007, trip down 3-4' seas with 12-18 kts of wind, 40 hours, not fun,
trip back was not bad when started, but that evening 6-8' seas with 18-22 kts of wind with gusts to 28, really not fun, wheel auto pilot would not handle the load, my son and I took 1 1/2 hour shifts at the helm all night long. The boat handled the seas very well, however it worked us pretty hard.
The boat was well prepared, except we did not have a 3rd reef point in the main (had one put in when we returned). And we also were well prepared, full foul weather gear, inflatable harnesses with several attachment points in the cockpit.
After that trip my son suggested that I need a bigger boat if we were going to make that trip again. In May 2008 I traded up to a Catalina 387, planning on a trip to the Keys in 2010.
Yes, your boat will make the trip, just read all you can, and be prepared for "anything" and "everything" (which is what everybody has been telling you). Purchase the Florida to Texas "Crusing Guide".
You might want to consider a more enjoyable trip by going ICW from Texes all the way to Apalachacola, FL from there it is a 30 hour trip across the Gulf to Clearwater FL(only one night in open water). Also on our trips we were never out of VHF radio range with land base Coast Guard or Sea Tow). Stay in marinas every night have power, etc. and enjoy the scenery!
Good Luck (Luck is defined as when preparation meets oportunity)
Bill
In a 1987 Hunter 31, I crossed the Gulf from Panama City to St Petersburg twice.
In 2006, no wind motored all the way down 40 hours and back 40 hours.
In 2007, trip down 3-4' seas with 12-18 kts of wind, 40 hours, not fun,
trip back was not bad when started, but that evening 6-8' seas with 18-22 kts of wind with gusts to 28, really not fun, wheel auto pilot would not handle the load, my son and I took 1 1/2 hour shifts at the helm all night long. The boat handled the seas very well, however it worked us pretty hard.
The boat was well prepared, except we did not have a 3rd reef point in the main (had one put in when we returned). And we also were well prepared, full foul weather gear, inflatable harnesses with several attachment points in the cockpit.
After that trip my son suggested that I need a bigger boat if we were going to make that trip again. In May 2008 I traded up to a Catalina 387, planning on a trip to the Keys in 2010.
Yes, your boat will make the trip, just read all you can, and be prepared for "anything" and "everything" (which is what everybody has been telling you). Purchase the Florida to Texas "Crusing Guide".
You might want to consider a more enjoyable trip by going ICW from Texes all the way to Apalachacola, FL from there it is a 30 hour trip across the Gulf to Clearwater FL(only one night in open water). Also on our trips we were never out of VHF radio range with land base Coast Guard or Sea Tow). Stay in marinas every night have power, etc. and enjoy the scenery!
Good Luck (Luck is defined as when preparation meets oportunity)
Bill
Well said Roger. It seems you have all the necessary skills and knowledge Hermit, remember to plan each leg of the trip for comfort and safe harbors along the way, planning well makes for a nice passage. I remember passing this vessel in Gloucester once, but I'll save my story for another time. Good luck.
Attachments
All You Get-did you really put 200 lbs. of lead in the vberth? If you did, why?
CG8248-It sure does sound like the best way is to avoid the weather all together. I don't think that will too difficult to avoid anything serious with what I am doing. I do still want to be as ready as possible. I don't want to be the hiker that's rescued wearing tennis shoes and a t-shirt as someone mentioned before.
CG8248-It sure does sound like the best way is to avoid the weather all together. I don't think that will too difficult to avoid anything serious with what I am doing. I do still want to be as ready as possible. I don't want to be the hiker that's rescued wearing tennis shoes and a t-shirt as someone mentioned before.
Years ago, I worked in a design office and one of the other fellows was designing a boat to be given that name. The client was in the office frequently. He eventually bought a used boat and gave it that name instead and she went on to be famous.
After the book came out, I asked my former boss what he thought happened since they had performed the stability test on the famous boat. His answer was along the lines of, "They never saw the storm. That piece of shit rolled over long before the real storm got there.
Talk to TonyB
Hermit, if you get a chance discuss this with TonyB. He had a C30, before Katrina got it, and he bought the Allied. I know for a fact that he has been offshore in some pretty snotty weather in the Catalina. And he would more than likely still have it, if Katrina hadn't come along. I have another couple I am friends with, who own a C30 too. And have buddy boated offshore some with them. There is nothing unsafe about that boat, if you watch the weather and are reasonably competent. Just make sure that things are ship shape and in good working order. Do your maintenance and just sail the boat. Although I have never owned one, I have seen enough of them to know that I wouldn't have any qualms about crossing the gulf, or making for the Bahamas in a well maintained C30.
Hermit, if you get a chance discuss this with TonyB. He had a C30, before Katrina got it, and he bought the Allied. I know for a fact that he has been offshore in some pretty snotty weather in the Catalina. And he would more than likely still have it, if Katrina hadn't come along. I have another couple I am friends with, who own a C30 too. And have buddy boated offshore some with them. There is nothing unsafe about that boat, if you watch the weather and are reasonably competent. Just make sure that things are ship shape and in good working order. Do your maintenance and just sail the boat. Although I have never owned one, I have seen enough of them to know that I wouldn't have any qualms about crossing the gulf, or making for the Bahamas in a well maintained C30.
Hermit, you have received a ton of good advice especially from Maine Sail. I think taking a Catalina 30 to the Bahamas is very doable if you are prudent, prepare your boat properly, watch your weather windows and don't take chances. The offshore part could be as little as a 100 miles so you can expect to get a reliable forecast.
That being said, in no way is a Catalina 30 a bluewater offshore boat. Some of the advice on here will get you killed if you get caught offshore in a gale. Having experienced 3 days of 35-58knot winds, 20-30 confused waves 350 miles off of the east coast of Florida in a 55 foot aluminum purpose built offshore longidstance cruising boat, there is no way that we could have survived in a production boat. The boat in question had a pilothouse, offshore liferaft, 2 epirbs, radar, 2 under deck hydraulic autopilots, SSB, weatherfax, satphone, and electronic charting. The construction of the boat included welded watertight bulkheads, crash bulkheads, ring frames, and twin I beam longitudinal stringers. The boat weighed 32,000 lb including a 10.5foot lifting keel with a 12,000 lead bulb.
Things I learned from the experience-
1.freefalling off a 20 foot wave is really tough on a boat but even tougher on the crew. Falling off waves for 3 days is being in side a 55 gallon drum rolling down a very rough an steep hill. Simple things like eating, sleeping, and releiving yourself are extremely taxing.
2. Having a properly constructed pilothouse is wonderful. Not getting hammered much less swept off the boat by very large waves is nice. A dodger would have been ripped off in the first hour of the storm.
3. Everything must be bolted down. We had 3 crew and all of us were airborne inside the boat at some time. Thankfully the head door I crashed through had breakway hinges.
4. A reliable engine is a must. I can't imagine trying to sail, with the wind over 50 kots in those waves. Having 200 gallons of fuel in 3 tanks with a transfer system is nice also.It would have been almost suicidal to go on deck in those conditions.
5. Proper yacht design is there for a reason. When the occasional rogue wave would knock us over we skidded down the rather large waves without tripping. Nice not to roll over when the next wave sometimes would hit us in the trough.
6. Trust your weather router. Offshore you can get accurate weather routing for free from Herb (SouthboundII) on a SSB. Our skipper went against his advice and it almost cost us. Some friends left the Virgins 2 days later in a 46foot Ericson and caught a 1/2 day of the storm. They lost their dodger, bimini, had 2 hurt crew including broken bones. The nav station ripped from the bulkhead, every bulkhead was broken and the cabin sole was floating free. The boat limped in a week later than us and was written off at the dock by the insurance adjuster.
7. Heaving-to or dragging a drogue is not going to save you in these conditions. As others have stated it is not the wind it is the waves. We ran with the storm which most likely was a mistake because it caused us to stay in the storm for 3 days. We motored at 7-8 knots (boat cruise speed of 9-1/2 to 10) to keep somewhat in syc with wave speed. Storm was moving at 10-15 knots. Ain't no way you are going to heave to when every 10-12th wave is from an angle 20-40 degrees off the others. The waves we saw were off the aft quarter but there were rogues that would break over the boat forward of the beam!
In summation, going to the Bahamas can be nothing more than a series of coastal cruises with one 90 mile passage if you play it right. Truly going offshore is a different thing altogether especially in the Atlantic. When you are 4 days out and 3 low pressure systems unexpectedly join together as they come off the east coast you are screwed unless you are prepared in a proper offfshore boat. Even then it is dicey. BTW, the CG only comes out 250 miles, not much help when your 350 miles offshore.
Good luck on your trip and enjoy the weather in the Bahamas. PS- The Bahamas are not American controlled as you mentioned earlier.
That being said, in no way is a Catalina 30 a bluewater offshore boat. Some of the advice on here will get you killed if you get caught offshore in a gale. Having experienced 3 days of 35-58knot winds, 20-30 confused waves 350 miles off of the east coast of Florida in a 55 foot aluminum purpose built offshore longidstance cruising boat, there is no way that we could have survived in a production boat. The boat in question had a pilothouse, offshore liferaft, 2 epirbs, radar, 2 under deck hydraulic autopilots, SSB, weatherfax, satphone, and electronic charting. The construction of the boat included welded watertight bulkheads, crash bulkheads, ring frames, and twin I beam longitudinal stringers. The boat weighed 32,000 lb including a 10.5foot lifting keel with a 12,000 lead bulb.
Things I learned from the experience-
1.freefalling off a 20 foot wave is really tough on a boat but even tougher on the crew. Falling off waves for 3 days is being in side a 55 gallon drum rolling down a very rough an steep hill. Simple things like eating, sleeping, and releiving yourself are extremely taxing.
2. Having a properly constructed pilothouse is wonderful. Not getting hammered much less swept off the boat by very large waves is nice. A dodger would have been ripped off in the first hour of the storm.
3. Everything must be bolted down. We had 3 crew and all of us were airborne inside the boat at some time. Thankfully the head door I crashed through had breakway hinges.
4. A reliable engine is a must. I can't imagine trying to sail, with the wind over 50 kots in those waves. Having 200 gallons of fuel in 3 tanks with a transfer system is nice also.It would have been almost suicidal to go on deck in those conditions.
5. Proper yacht design is there for a reason. When the occasional rogue wave would knock us over we skidded down the rather large waves without tripping. Nice not to roll over when the next wave sometimes would hit us in the trough.
6. Trust your weather router. Offshore you can get accurate weather routing for free from Herb (SouthboundII) on a SSB. Our skipper went against his advice and it almost cost us. Some friends left the Virgins 2 days later in a 46foot Ericson and caught a 1/2 day of the storm. They lost their dodger, bimini, had 2 hurt crew including broken bones. The nav station ripped from the bulkhead, every bulkhead was broken and the cabin sole was floating free. The boat limped in a week later than us and was written off at the dock by the insurance adjuster.
7. Heaving-to or dragging a drogue is not going to save you in these conditions. As others have stated it is not the wind it is the waves. We ran with the storm which most likely was a mistake because it caused us to stay in the storm for 3 days. We motored at 7-8 knots (boat cruise speed of 9-1/2 to 10) to keep somewhat in syc with wave speed. Storm was moving at 10-15 knots. Ain't no way you are going to heave to when every 10-12th wave is from an angle 20-40 degrees off the others. The waves we saw were off the aft quarter but there were rogues that would break over the boat forward of the beam!
In summation, going to the Bahamas can be nothing more than a series of coastal cruises with one 90 mile passage if you play it right. Truly going offshore is a different thing altogether especially in the Atlantic. When you are 4 days out and 3 low pressure systems unexpectedly join together as they come off the east coast you are screwed unless you are prepared in a proper offfshore boat. Even then it is dicey. BTW, the CG only comes out 250 miles, not much help when your 350 miles offshore.
Good luck on your trip and enjoy the weather in the Bahamas. PS- The Bahamas are not American controlled as you mentioned earlier.
Good analogy! I liken it to being a ping pong ball in a front load washing machine..
This is a MUST! You really need to sit in your vessel and mentally picture it upside down. Then make sure that when upside down none of this stuff can rip free..
Even in a properly designed boat you can still trip! I've been in the trough, and been hit, it feels like surfing pipeline and falling at the bottom of the wave and then having the wave land on you. It's best just not to put yourself in these situations.
Dodger & bimini are a given in those conditions and clearly were given to the gods out of pure stupidity.
Unfortunately many boats, including some very well respected boats considered bluewater capable, have rather large interior furnishings that are no more than screwed into the boat. For those types of conditions wall cabinets, nav stations, galleys etc. should be tabbed/glassed into place not screwed or heavily reinforced beyond factory.
You've experienced conditions like I have and understand how hard this is on a boat, most have not or don't. Those who have not experienced this can not honestly comprehend the extreme forces beating the living tar out of you and the boat.
All that being said you can avoid weather like that, in the Carib, if you want to..
"Even in a properly designed boat you can still trip! I've been in the trough, and been hit, it feels like surfing pipeline and falling at the bottom of the wave and then having the wave land on you. It's best just not to put yourself in these situations."
It is bad enough in daylight, imagine what it is like on starless night when all you can hear is the roar of the wind and the breaking waves. The hydraulic autopilot and electronic rudder sensor got a workout. The first night in 45-50 knots was not for the faint of heart or for those susceptible to seasickness. Fortunately the boat I was on never tripped. Owner/designer kept mumbling something about freeboard ratios etc. All I know is that it worked. The boat did have a lot of freeboard. The main cabin had at least 7 feat of headroom.
It is bad enough in daylight, imagine what it is like on starless night when all you can hear is the roar of the wind and the breaking waves. The hydraulic autopilot and electronic rudder sensor got a workout. The first night in 45-50 knots was not for the faint of heart or for those susceptible to seasickness. Fortunately the boat I was on never tripped. Owner/designer kept mumbling something about freeboard ratios etc. All I know is that it worked. The boat did have a lot of freeboard. The main cabin had at least 7 feat of headroom.
This hits on one of the all too little discussed aspects of heavy weather. I suspect that the great disparity in reported experiences and effectiveness of different tactics has a lot to do with the extent to which there are significant cross seas and multiple large wave generators.
All the blue water sailing talk sounds like something I would enjoy with my old adrenelin junky army buddies, but my wife would not enjoy anything like that. I will do everything I can to avoid any such situation. Is staying near land only helpful because you can find protected waters there or will the sea be calmer near land than if you were further out?
So I guess the procedure for coastal cruising is to plan your trip where you can go port to port with out too much time/distance in between, that the chances of the weather changing drastically is minimalized? If I am in the Bahamas is the lee side of the island considered protected waters?
So I guess the procedure for coastal cruising is to plan your trip where you can go port to port with out too much time/distance in between, that the chances of the weather changing drastically is minimalized? If I am in the Bahamas is the lee side of the island considered protected waters?
Cruising vs seeking excitement
Hi Hermit
I think you will find that the cruising lifestyle is not about going to sea in a storm. We try to limit our exposure to storms to the maximum extent possible. Those who have done the math and kept records of their cruises indicate that you only get storm conditions 2 or 3 times a circumnavigation max. Many have NEVER even seen storm conditions.
Most of this is due to weather forecasting and making that a part of the passage weeks before you weight anchor. Storms can, and should be, avoided.
With that said, I'm an old army fart and have been in a few tight spots and a few thunderstorms. Exciting? certainly. Can I live with out it? Well, I don't jump out of planes any more either.
Hi Hermit
I think you will find that the cruising lifestyle is not about going to sea in a storm. We try to limit our exposure to storms to the maximum extent possible. Those who have done the math and kept records of their cruises indicate that you only get storm conditions 2 or 3 times a circumnavigation max. Many have NEVER even seen storm conditions.
Most of this is due to weather forecasting and making that a part of the passage weeks before you weight anchor. Storms can, and should be, avoided.
With that said, I'm an old army fart and have been in a few tight spots and a few thunderstorms. Exciting? certainly. Can I live with out it? Well, I don't jump out of planes any more either.
Interesting posts from all.
I have little to add in the way of experience (mine being limited), but something that I didn't see empahsized much and that I am not sure is on your list is a good autopilot or self-steering system. I haven't had much use for mine daysailing, but it is a blessing to push a button and rest during an 8-12 hour day in the cockpit. Not much use in a storm, but the day it lets up it would come in very handy.
A sufficient crew / experienced crew or an experienced companion vessel is also something to consider. I wouldn't want to depend on just my Wife for a first overnight bluewater passage. If, as one person stated, you can make it a series of coastal cruises with one 90 mile leg, it is certainly doable in a 30 footer (even with a limited crew) but you have to be prepared to motor the whole way to the make distance required on that leg and it will be a long day. We made 80 miles in my 30 footer between 7am and 8:30 pm with essentially no wind cruising at 5.5 knots.
During that delivery I learned that passage making often includes picking good, safe weather often means the trip is taking the shortest route from point A to B as the worlds slowest power boat. So part of it is for you to decide...to the islands as soon as possible? or a leisurely trip traveling where the wind takes you? Another thing to keep in mind with a small crew is the fact that spending a lot of time in the weather, be it good or bad, is more tiring than you often expect. Given your time in the service you no doubt are aware of that and are certainly in better shape than I to boot.
At certain times of the year there are probably a number of boats going in your planned direction. Traveling with other boats could make the trip more fun.
I have little to add in the way of experience (mine being limited), but something that I didn't see empahsized much and that I am not sure is on your list is a good autopilot or self-steering system. I haven't had much use for mine daysailing, but it is a blessing to push a button and rest during an 8-12 hour day in the cockpit. Not much use in a storm, but the day it lets up it would come in very handy.
A sufficient crew / experienced crew or an experienced companion vessel is also something to consider. I wouldn't want to depend on just my Wife for a first overnight bluewater passage. If, as one person stated, you can make it a series of coastal cruises with one 90 mile leg, it is certainly doable in a 30 footer (even with a limited crew) but you have to be prepared to motor the whole way to the make distance required on that leg and it will be a long day. We made 80 miles in my 30 footer between 7am and 8:30 pm with essentially no wind cruising at 5.5 knots.
During that delivery I learned that passage making often includes picking good, safe weather often means the trip is taking the shortest route from point A to B as the worlds slowest power boat. So part of it is for you to decide...to the islands as soon as possible? or a leisurely trip traveling where the wind takes you? Another thing to keep in mind with a small crew is the fact that spending a lot of time in the weather, be it good or bad, is more tiring than you often expect. Given your time in the service you no doubt are aware of that and are certainly in better shape than I to boot.
At certain times of the year there are probably a number of boats going in your planned direction. Traveling with other boats could make the trip more fun.
Mention has been made that heaving to is not effective when there is a danger of cross waves. But wouldn't this apply to running with the storm also - whether with a drogue or without?
John:
I've been holding off on this but I guess now is a good time to bring this up. IMHO, anybody who says running under engine with auto-pilot on as a heavy-weather tactic is not somebody I would suggest people follow. Nor do I know of anybody else who proclaims this as a good tactic. Most boat's filters will clog in a matter of minutes and the engine will die then.
Running is dangerous enough with somebody at the helm but some claim, with good reason, it being the safest. Their reason is a good helmsman can dodge breaking waves if they keep the boat speed up. The downside is it only takes one slip-up and crashing into the trough to destroy the boat and it takes many good helmsmen. The upside is that if performed correctly, the boat never takes a breaking wave, from any direction.
I don't consider being under JSD running. You may have stern to the wind and drifting 1-3 knots, but I don't consider that running. Would you consider being under sea anchor and drifting 1-2 knots beating?
To answer the question, yes. Anything is a danger when cross seas are present and all have equal danger except running with good helmsman who might be able to dodge it. Auto-pilot can't dodge anything so that's the worst tactic as it has the most danger. It worked, as in they made it, for HeyJude, but I would bet my life on it that the boat would have taken less pounding and would have been safer under the JSD then the engine and auto-pilot and nobody would be airborne in the cabin.
Some "experts" claim there is no such thing as cross waves (not counting swells) but sailors think they are because of the constant bearing changes the boat does per few seconds. I'm not so sure I believe that but I can see how it can make sense.
BTW: hurricanes are known to be the worst with confused seas and there are many claims to surviving a hurricane under JSD and swore they wouldn't have without it. All say that as soon as it's deployed, you feel so much safer do to the boat action.
I've been holding off on this but I guess now is a good time to bring this up. IMHO, anybody who says running under engine with auto-pilot on as a heavy-weather tactic is not somebody I would suggest people follow. Nor do I know of anybody else who proclaims this as a good tactic. Most boat's filters will clog in a matter of minutes and the engine will die then.
Running is dangerous enough with somebody at the helm but some claim, with good reason, it being the safest. Their reason is a good helmsman can dodge breaking waves if they keep the boat speed up. The downside is it only takes one slip-up and crashing into the trough to destroy the boat and it takes many good helmsmen. The upside is that if performed correctly, the boat never takes a breaking wave, from any direction.
I don't consider being under JSD running. You may have stern to the wind and drifting 1-3 knots, but I don't consider that running. Would you consider being under sea anchor and drifting 1-2 knots beating?
To answer the question, yes. Anything is a danger when cross seas are present and all have equal danger except running with good helmsman who might be able to dodge it. Auto-pilot can't dodge anything so that's the worst tactic as it has the most danger. It worked, as in they made it, for HeyJude, but I would bet my life on it that the boat would have taken less pounding and would have been safer under the JSD then the engine and auto-pilot and nobody would be airborne in the cabin.
Some "experts" claim there is no such thing as cross waves (not counting swells) but sailors think they are because of the constant bearing changes the boat does per few seconds. I'm not so sure I believe that but I can see how it can make sense.
BTW: hurricanes are known to be the worst with confused seas and there are many claims to surviving a hurricane under JSD and swore they wouldn't have without it. All say that as soon as it's deployed, you feel so much safer do to the boat action.
How do you get caught in a hurricane? It is not exactly like you don't know that it is coming about a week ahead of time.
As a disclaimer, I don't proclaim to be an expert. I don't advise doing what we did unless in the right boat that has redundant systems. I also don't put a lot of stock in some of the other advice given here. One thing I am curious about is how do you steer a boat going 1-2 knots in the the direction of waves that are going 7-8 knots. It would seem that you would lose flow on the rudder and make it hard to control the boat. I would also like to know how you withstand the onslaught of 50 knot winds and breaking seas in the cockpit especially at night?
My only advice is prepare your production boat properly, be aware of your limitations, plan you weather windows with an out plan, and don't venture off shore for more than 3 days at a time when you have reliable weather forecasting. Also do not underestimate the GulF Stream factor as it changes the ballgame. I would rather be in 40 knots in the open ocean than going the wrong way in 20 knots in the Stream.
Check this out Imperfect Captain Blames Sinking of Sailboat on Weather, Not Crew of 'Perfect Day'
To the Editor: I am writing this in response to the story you ran titled "Imperfect Crew Saved from Perfect Day." I am the skipper you referred to in the article as the "fair weather sailboat captain" who ran out of fuel. I would think it wise to get the facts before publishing stories that are simply not true.
The truth is we never ran out of fuel, the boat's mast was damaged in the first of two severe storms and fearing that we would not be able to repair it and resume sailing we had to plan on motoring the 350 miles back to Norfolk. Since we were a sailboat and had planned on sailing most of the 725 miles from Bermuda to Annapolis we only had enough fuel remaining to travel approximately 230 miles. The Coast Guard requested that the tanker "Gulf Grace," in route to New York, assist us by providing additional fuel which they did. The other provisions they provided were water, ice cream and cigarettes which we did not request but the Gulf Grace's skipper insisted we take. My boat was fully provisioned with enough water, food and supplies to make the return trip to Annapolis prior to departing Bermuda and ever rendezvousing with the Gulf Grace.
The storm that did us in hit us on the eastern side of the Gulf Stream with winds out of the NW at 40-45 knots. If you have sailed across the Stream in any weather you know what winds like that do to the swift northerly flowing current. For us it meant steep and confused 20-25 foot seas, some even bigger. We had managed to repair the mast but in the second storm the repair did not last. The alternator died on my newly installed Volvo diesel engine so we were without battery power and the ability to start the engine. My small, light displacement, performance sailboat was struggling in the big seas and high winds and was starting to take on water through numerous leaks that were developing as we crashed down the backs of the huge waves. With nightfall setting in, the storm intensifying, taking on water, unable to sail and not able to restart the engine if it died, we decided that the prudent thing to do would be to abandon the vessel.
My crew was not "imperfect" as you stated. We were all experienced sailors, racers, and boat owners and one is a licensed captain. The average age of the crew was 46. We all had attended the Safety at Sea seminars. We met in the months before the race to discuss boat preparations and planning. I had a retired Coast Guard officer with years of search and rescue experience aboard. I have won my share of races here in Maryland and crewed on a winning boat racing offshore in Florida. Had you discussed the events leading up to the rescue with me before conjuring up your story you may have given us a fairer shake.
Bob Seay
Stuff happens. Some get caught by leaving the north east too early thinking the season is over and they get caught with a late storm once they are in the middle of the atlantic heading to the Caribbean.
You don't. A JSD (Jordan Series Drogue) is much like a sea anchor but better. It's a deploy, tie off the helm and go below and get your rest. There was a thread about it last week. To get a really good idea of it, go to http://www.jordanseriesdrogue.com/ They have a ton of information about waves, how they kill boats and so on. Even if you don't want to buy one, it's a great educational read.
The idea of the JSD is that as the wave approaches, the line stretches. As the boat rides up the wave, the line starts pulling backward and pulls the boat over the wave before it breaks. You don't get pooped.
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