Overboard

Overboard Recovery: Avoiding Running Over the Victim

Administrator — Fri, 05 Oct 2018 16:59:56 +0000

Overboard Recovery: Avoiding Running Over the Victim

Chuck Hawley

Administrator Fri, 10/05/2018 - 16:59

After several fatal short-handed crew overboard incidents involving members of the Sailing Foundation in Seattle, three of the members (Fred Hayes, Dick Marshall, Doug Fryer) began to search for a solution to short-handed overboard accidents. Their research into accidents, both successfully and unsuccessfully executed, found that a consistent theme for recreational boaters was that the skipper or the more experienced sailor was likely to be the one who went overboard. Thus, the technique for rescuing the PIW (person in water) needed to be consistent with the capabilities of crewmembers with limited sailing abilities; the second-in-command.

They concluded that one could not depend that the rescuer could maneuver a boat consistently to within swimming distance of a person in the water. Experienced sailors know that this takes a lot of judgment, especially with different boats, different wind conditions, and different sail configurations. Imagine that your life depending on a sailing companion sailing close enough that you could swim to the boat, consistently, in all conditions. The need to accommodate less than precise approaches led to the idea of towing a buoyant collar behind the boat, as if bringing a towrope handle back to a fallen water-skier.

As the rescuing vessel circled the PIW (Person In Water), even in large imprecise circles, the tendency of the Lifesling to “cut the corner” and seek out the swimmer in the center made it possible to reliably deliver the Lifesling and its life-saving flotation. And, presuming the first attempt to circle the victim doesn’t get the job done, it’s a simple matter to make a second pass, or a third pass, without losing the gear. This effective skill simultaneously provides flotation and connects the PIW to the vessel; a “two-fer” that can be lifesaving.

We know of several instances where extremely competent sailors who, in a heroic attempt to recover a PIW, have accidently struck the sailor, possibly exacerbating an already grim circumstance. Sailors frequently fall overboard when conditions are not conducive to precise boat maneuvering, and the tendency for racing sailboats to have the maximum amount of sail bent on makes a bad situation worse. Modern maxi boat crews have realized this and now customarily have a “swimmer of the watch” identified at all times, and s/he utilizes specialized clothing and gear so that he can affect a rescue nearly instantly. These boats don’t use a Lifesling per se, but they do avoid close-by maneuvering by approaching the PIW a boatlength or more away, and using the rescue swimmer to bring a small spectra line to the PIW. As soon as the rescue swimmer has the PIW in his grasp, a halyard it snapped onto the retrieval line, and it is hoisted, bringing both the rescue swimmer and PIW alongside the maxi. This eliminates the need to maneuver a 70 or 100’ sailboat near someone in the water, and the subsequent risk of striking them or running them over.

If you don’t have a swimmer of the watch or a Lifesling, a simple and inexpensive throw rope bag is effective for connecting the swimmer to the vessel. These are able to be thrown 50-70 feet, and are even able to be thrown upwind if necessary. The line floats which makes it easier for the PIW to locate on the surface of the water. While it takes a while to repack a throw rope bag, having a second one, perhaps on the other side of the cockpit, gives you a second try when seconds count.

Whether sailors use the Lifesling technique, the Swimmer of the Watch technique, or simply practice their skill at using a throw rope bag, they need to have a way to consistently make contact with a PIW, without actually making contact with them. It’s a skill that demands practice, communication, and the right gear.

Man Overboard Recovery For Shorthanded Crews

Administrator — Wed, 21 Jun 2017 23:19:43 +0000

Man Overboard Recovery For Shorthanded Crews

Dick York

Administrator Wed, 06/21/2017 - 23:19

Overboard

The methods for dealing with Man Overboard emergencies on a short-handed boat require a few modifications from the standard recoveries taught for fully-crewed race boats. The purpose of this note is to highlight those differences in technique and thinking, and to provide references for further skill development by you.

This article assumes you have seen some MOB recovery methods. If you have not, then reading the ISAF Offshore Special Regulations, Appendix D will introduce you to MOB basics. Also watch some of the Lifesling videos on the internet. These resources are linked to elsewhere on the CCA Safety-at-Sea Web pages.

Some Core Concepts:

Stay Close to the Victim to Know Where They Are. Unlike a fully-crewed MOB recovery, you cannot assign a “spotter” to keep an eye on the MOB at all times. It is very likely you will have to turn away at some point. Thus, the need to stay close is paramount, so you can quickly re-identify the MOB’s location when you turn your head back. Details below.

Use a Lifesling to Recover the MOB, if possible. The Lifesling device makes it easier to get in contact to the MOB when short-handed, and makes recovery possible with only one other person aboard. Details below.

Practice. You will need to go out in your boat and practice to come up with the nuances that will make this work for you.

A Detailed Walk-through Follows:

The “Quick Stop” along with the LifeSling, with slight modifications, is the recommended first recovery method to learn, as it keeps you closest to the victim and minimizes sail handling until the victim is connected to the boat using the LifeSling. ISAF OSR Appendix D shows this maneuver along with a recommendation for short-handed sailing. The diagram provided by US Sailing to Appendix D, for short-handed crew is shown below:Page Break

Some Notes:

At position 1, remember to throw flotation to the MOB first, preferably a MOM-8A or -9 unit, , but anything, something (see question 4 below). Note, the LifeSling videos do not show deploying flotation, but it is on the Quick-Stop recommended approach. This does two things:

Gives the MOB something to float with.
Gives the helmsman something much easier to spot than just a head in the water. (Victim, swim to the flotation, as a meeting spot.)

At position 1, tack the jib without releasing the jib sheet. This slows the boat down easily, and keeps you close to the MOB. Take a quick look here to make sure you know where the MOB is.
At position 2, begin to stream the LifeSling (throw it over the side) and start your circle of the MOB.
At position 3, continue the circle. Unlike the fully-crewed rescue, rolling or dousing the jib is not called for here. This is because you may have to make several circles, and the jib can help those. Do not run around the cockpit adjusting the jib sheets; you should be able to steer through the circle without touching them.
At position 4, you have circled the MOB, and the trailing LifeSling should soon be near the victim.
Position 5, the MOB is holding the LifeSling line; YES!

Stop the Boat! Now, roll the jib and douse the main, while the person in the water moves along the line to the LifeSling flotation collar. They will pull it over their head. But the boat must be stopped so you don’t lose the MOB or pull them under. MOB, if you are being pulled too fast, turn around inside the LifeSling so your back is to the boat.

Position 6, the boat is stopped and the MOB is attached. Simply pull the person alongside hand over hand.

Getting the MOB Back Aboard, with the victim in the LifeSling harness is straightforward. If your boat has big enough halyard winches, take a halyard directly to the rings on the LifeSling, or to a loop you have tied about four or six feet above the rings (depending on your topside height). If you need extra leverage, use the LifeSling three- or five-part tackle off a halyard. Follow LifeSlings instructions that device. See the LifeSling Video at http://www.youtube.com/watch?v=VnhjOhWD4j0 for how to use the tackle.

This video is useful as it shows how to recover a person under a variety of circumstances. (But note that LifeSling videos omit the step of deploying flotation immediately, which is recommended by ISAF in Appendix D, and which I personally suggest. A MOM pylon, or a Dan Buoy is much easier to see than a head in the water.) Make sure the person is facing the hull before you hoist, you do not want to pull them aboard backward.

Some Frequent Questions:

Please note that every MOB incident is a bit different. There are wind, wave, visibility, boat characteristics and point of sail variations from the model give above. The model is a starting point. You can learn it easily and successfully; many people do so in just a few tries. After that, then try some variations. But remember the core suggestions: stay close to be able to see the MOB, and use a LifeSling, if possible.

Using the Engine. Yes, it is fine to use the engine to help you with the circles with the proviso that YOU MUST ASSURE NO LINES ARE TRAILING OFF THE BOAT WHICH MAY FOUL THE PROP and stall the engine. Some boats may need the assist of the engine to circle a few times, and some crew may feel more comfortable with it on too. But (it seems) almost annually a crew looses a skipper overboard, turns on the engine, fouls the prop, and can no longer get back to the MOB. You and your crew must learn the basic circles under sail and know you can recover a person under sail. The engine is only an assist in this maneuver.

MOB button on your GPS. If you have an MOB button at the helm, then you may push it immediately after throwing flotation and tacking the boat with the jib aback. But if you have to get from behind the helm to the navigation station to push the MOB button, and come back on deck, then you should ask yourself if you want to be away (and out of sight range of the MOB) for that long. On our sailboat the time to go below and back is too long, so the rule is to not use it unless we have lost sight of the MOB and will need to search, and then we set the button at the site of the MOM-8A.

Sailing downwind. The model works great for beating and reaching down to a deep beam reach. If you are sailing lower than that, and have some kind of foresail out on a pole, you may have to change some tactics. See the LifeSling video for some ideas that may work on your boat. But why not dump the MOM-8 and tack the boat and backwind a jib to stop the boat from getting farther away from the victim, even on a pole. It means more effort to straighten things out on deck, but You Have Stayed Close to the MOB.

What floatation can you deploy quickly? Quick-Stop and other methods urge you to deploy flotation quickly, critically in order to make it easier to see where the MOB is. In a short-handed situation this is important as you are likely to have to take your eyes off the MOB. An “ideal” case is to have a MOM-8A or -9 unit within arm’s reach of the helm . One very quick pull and both flotation and a pylon are dropped near the victim. Cockpit cushions and horseshoe rings are also mentioned, but you need to assure they are easy and quick to deploy. The older method of using Dan Buoys (a flag on a weighted stick with a horseshoe buoy attached) raises questions, as it typically takes a longer time to deploy. Many suggest the best use of time on a short-handed boat might be to execute the tack (without letting go of the jib sheet) first, rather than spending time getting a Dan Buoy deployed. Net-net you may want to seriously consider acquiring a MOM-8a or -9 unit and placing it right at the helm, despite the initial cost and the annual servicing. As usual, you need to tune these methods to your situation based on practice and the configuration of your vessel. Personally, in larger seas, I opt to get our MOM-8a deployed immediately as a visual aid, with the tack three seconds later. You and your boat configuration may dictate a different approach.

MOB injured, and cannot get into the LifeSling. Sometimes the MOB can hold on with one hand, you pull them to the boat, a first victory. For hoisting them out of the water, you may be able to get the LifeSling over them, or fashion a loop from a line to get around the MOB. There are many other schemes that others have worked on. You may have a gale-rider which can be a big net for the victim. There are parbuckles that have been tried. The MOM-9 has a small, one person raft that the MOB could get into to hoist. Again, this is where your seamanship skills will come into play.

Sail handling during the circling. Again, the recommended model calls for you to tack without releasing the old jib sheet, and to continue your circling. This tends to work well, and you may be surprised how well if you have never hove-to. Some skippers have also suggested trimming the main flat (especially before the jibe). Try it; the jibe may be easier and quieter. But that does not work on my boat, as it is difficult to bear off with the main trimmed flat. Again, you must PRACTICE the quick stop maneuver to develop skills and to tune the model to your own boat’s characteristics.

Some great reading of results of trying various techniques is the “FINAL REPORT: 2005 CREW OVERBOARD RESCUE SYMPOSIUM”. by John Rousmaniere elsewhere on our CCA Safety-at-Sea Web pages, or at: http://www.boatus.com/foundation/findings/COBfinalreport/COB%20FINAL%20REPORT.pdf This includes multi-hulls and powerboats too, so a must read to go beyond the standard model discussed above.

Above all, you need to PRACTICE the skills described here. Try the standard model of Quick Stop out in your boat. Try it with and without the LifeSling. Try it in different weather and sea states to understand how your own boat responds. Turn the engine on for a test. Read and try other methods that may work in different circumstances. But only through PRACTICE, you will develop quickly the seamanship skills to recover someone overboard.

But the basics remain, regardless of the system your seamanship devises:

Stay Close,
Get the MOB connected to the boat,
Hoist aboard.

CCA Contact: Richard York

Review of Electronic Personal Safety Devices

Administrator — Fri, 16 Jun 2017 21:33:00 +0000

Review of Electronic Personal Safety Devices

Paul Bushueff

Administrator Fri, 06/16/2017 - 21:33

Overboard

Electronics

Introduction:

Man Overboard Rules of Safety

Rule No. 1. DO Not Fall Overboard. When sailing at night, in bad weather, when reefed, alone, or in cold waters, the best safety is to be clipped in and stay with the boat.
Rule No. 2. DON'T forget Rule No. 1.

Background:

In preparation for a trip to the far reaches of Baffin Island on a 46' sailboat, I wished to explore personal safety devices that were coming available in the unlikely (and undesirable) event I found myself overboard. I was aware of personal locator beacons (PLB's), AIS-based devices, and the Spot type reporting devices. What were the alternatives, practicalities, and costs.

The key criteria for me are:

1. How do you know someone has gone overboard?

2. How quickly can assistance be rendered? And by whom?

Also, for this trip and in most situations, my belief is that the best boat to find and recover a MOB is the boat you were on.

Review of electronic devices that could help in recovery

The review is not intended to be exhaustive, but to help point people in the right direction to do their own research, especially as new products are coming on the market every year.

Personal locator beacons (PLB's)

These small waterproof devices are designed to be attached to one’s life vest. they operate like miniature EPIRB's, in that they deliver instant alerts via satellite to the Global Marine Distress and Safety System. And, like there big brother, they transmit, when activated, an emergency beacon on 406.25 MHz with a 121.5 MHz homing signal. They will transit continuously for minimum of 24 hrs, due to their battery size. A strobe light is a part of the device. Options include a display and a test capability with a subscription fee.

Comments: These devices neither alert the boat the person was on nor helps in them finding you, unless notified by the organization directing the search efforts once initiated. Also a critical part of the device accuracy is the homing signal which requires a special 121.5MHz homing device, which few boats carry. Cost range for PLB's range from $270 and up .

Comments from a SAS seminar: “The major point to be made about PLBs and EPIRBs is that they don't tell the boat from which the PIW (person in the water) fell, or any other boats in the area, where that person actually is. Instead, they send a location to a satellite that forwards it to a Rescue Control Center (RCC). The RCC communicates with a local Search & Rescue Authority like the USCG who will direct rescue forces to the location, normally after they verify with a person listed on the NOAA Registration Form that this could be an actual emergency. Unless the NOAA registration form has information added by the owner telling what boat he/she is on USCG still can't tell the boat that lost the man where their PIW is located. Assuming that all of this works flawlessly the recipients of a Lat/Long position from a PLB must be able to calculate a range and bearing from their present position to the PIW.”

The experience from the capsizing of the Rambler 100 in the Fastnet race was that the Irish Coast Guard spent hours determining the validity of the alert, the source and boat, before rescue was initiated. As a side note, only two of the 21 PLB's issued, were being worn.

Personal AIS Beacons (PAB's)

These small devices, like the PLB's, attach to you inflatable harness and when activated, transmit an AIS Man overboard message to AIS receivers within an estimated 4 mile range, which is continually updated as long as the vhf line of sight is maintained. The battery life is 7 years with a transmit duration of 24 hours. These units have has a test light and a system/ battery test and GPS test message display capability. These units cost in the $250-$300 range

Comments: Manual activation is not as simple as it looks and automatic activation requires professional attachment to only certain life vests. There was not sufficient room inside my 3-year-old, self-inflating safety vest cover to attach the unit to the inflation tube, Documentation for the KANNAD unit was a bit cryptic.

A test performed with a Furuno FA 150 integrated with a MAXSEA system and NavNet 3 did display the proper icon and MMSI number (all PAB's MMSI numbers begin with 97) on the MAXSEA display, but not on the two operating radars; nor were any alarms sounded. AIS target alarms for CPA and collision alarms were turned off, which is often the case. Conclusions should not be drawn from this test until further research and testing is performed.

The FA 150 and MAXSEA documentation did not address MOB alarms from an AIS device, not surprising, given the newness of these devices

However, from SAS seminar: “Personal AIS Beacons are the only devices in the US marketplace that actually give the present Lat/Long position of the wearer to everyone within range that has an AIS receiver.”

For this reason, it is my chose for the planned trip. I need to make sure it interfaces properly with the ship's equipment.

Messenger Devices with Emergency locator capabilities

These devices: for example Spot or inReach, support a messaging and tracking capability with additional paid subscriptions and will interface with your cell phone for customized messaging. In addition there is an emergency notification (SOS function) to GEOS rescue services, similar to a PLB'. Important to note is that Spot uses the Globalstar satellite network; whereas the InReach uses the Iridium network. The costs vary by model and service plan.

Comments: These units are good for sending messages home. “We are fine” and this is our location. They also provide the emergency location information through the GEOS rescue services based on a forwarded message. Battery life, floatation and satellite network coverage are important considerations. . I am aware of one person that was rescued off his dismasted sailboat because he had a Spot system.

The tracking function can play a role in providing rescue information. However, These should not be a replacement for a 406 MHz EPIRB.

Other Devices Identified

The MOBILARM V100 is based on VHF DSC technology and transmits to VHF radios equipped with DSC capability. An alarm, MMSI number, and Location is transmitted, the alarm requiring acknowledgement. Battery service life is 5 years, transmit time is 12/24 hours, cost is (See CCA safety information on DSC technology). Currently the FCC has only licensed these devices to transmit in a “closed loop” environment, in other words: to a restricted set of up to 8 preprogrammed MMSI devices 0.5 watt transmission, with no channel 16 alert. Cost is $800+ . Although a promising technology, the FCC restrictions make it impractical in the event the boat you are on is incapable of receiving your alert (i.e. sinking).

The Autotether (“The Screamer”) sets off an audible sound when a person goes beyond a set distance.

The Raymarine Lifetag: requires a base unit. An Alarm sounds if if the wearer goes more than 30 ft away from base station. Multiple base stations are optional and needed on larger boats. There is a link to Raymarine equipment with a location display. However it only displays the initial position when the alarm is activated.

A new unit is the Garmin Quatix wrist watch with gps, It will purportedly display the MOB position alert to Garmin equipment.

Comments: these units have a restricted range/ utility and therefore are for a particular work/ sailing environment.

Conclusions

The technologies are new and actual experiences are limited. Proper unit registration with NOAA and installation on one's life vest is essential. The PLB solutions are good for a life raft and will notify shore based rescue services. The AIS-based solutions require newer navigation equipment updated software and proper setup to correctly display the MOB target and issue an alarm. Lessons learned from rescues involving some of the above mentioned devices are: make sure the point of contact knows where you are and can communicate relevant accurate information to rescue coordinators; and these devices are not a substitute for good common sense.

All devices offer some kind of solution that may or may not fit your needs. As with any electronic devices, make sure they are compatible with the other equipment on your vessel.

So with all that said, lets review the rules:

Rule Number 1

Stay with the program
Be clipped in
Don't fall overboard !

Rule Number 2

Don't forget Rule Number 1 !

CCA Contact: Paul Bushueff

Overboard

Overboard Recovery: Avoiding Running Over the Victim

Man Overboard Recovery For Shorthanded Crews

Review of Electronic Personal Safety Devices

Introduction:

Man Overboard Rules of Safety

Rule No. 1. DO Not Fall Overboard. When sailing at night, in bad weather, when reefed, alone, or in cold waters, the best safety is to be clipped in and stay with the boat.

Background:

Review of electronic devices that could help in recovery

Personal locator beacons (PLB's)

Personal AIS Beacons (PAB's)

Messenger Devices with Emergency locator capabilities

Other Devices Identified

Conclusions