Incident No. 12 - the Lessons

by MAIB on 21 Sep 2009 1. Although the conditions might appear to be benign when taking to the water, it is wise to bear in mind that they can change very quickly. Many boat owners have been caught out in this respect. Before putting to sea, where adverse conditions threaten the safety of many small boats, the checking of the local inshore weather forecasts, via the radio, internet, local newspapers, or coast radio stations, is a simple and cost free precaution to take.

2. When putting on a lifejacket, take a few seconds to ensure it is worn correctly. If it is not, the jacket will tend to ride up when inflated, and will be more of a hindrance than assistance. This will decrease, rather than increase, an individual’s chances of survival.

3. Even in the summer, when the temperature of the sea around the UK is about 16°C, its debilitating effects should not be under-estimated. This is still 20°C below body temperature, and well below the temperature of most swimming pools. When in boats such as sailing dinghies, where the danger of capsize is ever present, and when in remote areas where assistance is not readily at hand, the effects of cold water immersion must not be ignored when deciding what clothes to wear.

4. Flares need to be accessible and in date if they are to be of use when needed.

5. Experience cannot be taught, however many of the dangers associated with sailing and power-boating, along with the tips of the trade, can be learned through various levels of RYA training courses. The completion of such courses provides a sound foundation from which to start, and to increase proficiency in these activities.

6. The maximum loading of a boat should be shown on the builder’s plate affixed to its hull, and in the owner’s manual provided by its manufacturer. The risk of capsize and swamping is increased when this is exceeded.

7. When buying a boat, it is important that the purchaser is fully aware of its limitations. For new under 24m recreational craft, purchased within the EU, this information should be available on: the affixed builder’s plate; the owner’s manual provided by the manufacturer specific to the boat model; and the manufacturer’s declaration of conformity with the Recreational Craft Directive. It is worth taking the time to check this information, and where
such information is incomplete, or contains anomalies that cannot be reconciled by the vendor, further investigation is probably warranted before completing the purchase.

Letters since received:

Sender: Oliver Shaw

Message: Was this by any chance the 'Molyanna', which capsized off Puffin Island (Anglesey)?

Without looking up the full MAIB Accident Report the incident sounds very similar.

If so, there are several other points:

1. Due to inexperience there was a fundamental error of seamanship, in the form of incorrect boat handling; conditions required reefing, but the skipper and crew were too inexperienced to be able to do so, and instead they dropped the headsail and left up the full main, which (with that particular boat) left the boat seriously imbalanced.

2. Although the boat looked like a small yacht, she was in fact no more than a 'dinghy with a lid'; she carried far less ballast than one would expect of a yacht, and capsize remained a possibility.

3. Worst of all (one of two equal worst features), the design (the BEZ 2) was fundamentally unstable when swamped; indeed in subsequent RYA tests (on behalf of the MAIB) it was found that following a test capsize in calm water the only way they were able to keep her upright and prevent a subsequent capsize while bailing her out was to use a pair of RIBs, one lashed to each side.

4. Equally bad (the second of the two worst features), although she had built-in buoyancy tanks these were so badly constructed that they were not watertight! So they flooded.

5. There were serious questions (I don't remember the details) as to the validity of the RCD classification of the boat and the circumstances in which the classification was awarded.

6. When righted after capsize the top of the transom was either underwater or so close to the water that bailing out the boat was impracticable.

Overall the MAIB/RYA report absolutely slated the design and construction of the boat concerned.

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Sender: Ivan Hills

Message: Any experienced dinghy skipper & crew can right, say, a National !2, Firefly, 505, or similar and carry on racing. Such boats have automatic bailers or water leaves by inertia once underway again. Team work between skipper and crew will do the job. I had such experiences in my youth. However, I would not take young children on a coastal trip in any small open boat. Give them a ride round the harbor. In my senior years I have twice capsized my 16' Saroca, in Rockport outer harbor (Maine) and in the Mussel Ridge Channel. Both times in gusty NW winds. To right the Saroca on one's own the sail must be removed first. Saroca has no standing rigging so it is straightforward to pluck the mast from its step and let it float secured by the mainsheet. Then right the hull and climb in over the stern -- and bail. I usual row home to warm up after removing the sail and restepping the mast. Capsizing is not pleasant but stay calm, analyse the situation and work at it. Oh, I was we
aring a class 3 vest and my sun-glasses did not even get wet. Second time the Saroca went 180 but a heave on the dagger board brought her to 90 for mast plucking. Clearly the tragedy described was due to inexperience. Yacht clubs sometimes hold capsize drills for small centerboard sailors. To experience it is to handle it correctly when the time comes. It will come.
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