The availability of comparatively inexpensive, and proven effective, AIS/DSC COB beacons has made Phyllis and me think long and hard about what changes we should make to our Crew Overboard (COB) procedures.
These devices are the biggest advance in COB recovery in my lifetime, because (like the EPIRB did before them) they have essentially taken the search out of search and rescue: We will now know where the COB is with pinpoint accuracy as long as we remain within two to five miles of them.
And, better still, any other AIS-equipped vessel (most these days) who responds to our COB Mayday call, will have the same information.
This is a huge advance, but to get the increased safety benefits, just buying the beacons is not enough, we must also:
- Set up the beacons and receiving equipment on the boat to make sure that a COB alarm will be heard and that homing in on the signal will be easy for the busy and highly-stressed crew remaining aboard.
- Revise and practice the techniques required to return to the COB.
- Come up with, and practice, realistic methods to get the COB back on the boat—perhaps the biggest remaining problem to solve.
It’s tempting to start with number one, if for no other reason than talking about marine electronics is fun. But thinking about gear before technique is a huge mistake, and one that contributes to a lot of poor decisions, so I’m going to start with number two:
What actions are we going to take if the COB alarm goes off?
Moving On From The Quick Stop
First off, Phyllis and I are abandoning the Quick Stop manoeuvre. I explained our reservations in the last chapter, but here’s a quick recap:
- Often subjects the boat to huge loads, with the attendant risk of a gear failure, which will, in turn, reduce the chance of rescue to near-zero.
- Requires the crew remaining aboard, who may have been below and asleep when the COB occurred, to react instantly and start a violent and potentially dangerous manoeuvre with no time to think.
I looked at the first flaw in detail in the last chapter, now let’s think about the second.
Rather, we are generally more likely to solve the problem with deliberate steps—each only taken after thinking and carefully looking around for potential dangers. And so this became a vital criteria as Phyllis and I thought about what to replace the Quick Stop with.
Hybrid?
Next we considered keeping the Quick Stop for a COB when we are going to windward (or close), a situation where the manoeuvre is relatively easy and safe to perform.
Going All In On The AIS Beacon
One more thing before we get into the details of our new COB recovery procedure:
I need to make crystal clear that everything that follows is based on the assumption that the COB beacon and its reception equipment works, and that the combination has a tracking range of 2-5 miles.
And this in turn means:
- It’s the final nail in the coffin of Bluetooth/smartphone-based systems like the CrewWatcher.
- We are putting 100% faith in our AIS beacons, so we better get religious about testing them (and the related reception equipment) regularly, making sure they are installed on our lifejackets, and wearing those jackets at all times.
Phyllis and I are comfortable with this trade off, but each of us needs to make this decision for ourselves.
OK, with that out of the way, here’s the Morgan’s Cloud Version 1.00 AIS Beacon-based COB Strategy, based on the old reach and return method that was popular before the Quick Stop:
(I write Version 1.00 because we fully expect to improve upon it with your help in the comments and after practicing this summer.)
Immediate Actions
- Maintain course.
- Move slowly and carefully.
- We have between 20 and 50 minutes of moving away before we will lose contact with the COB and even outside that we can return on the plotter track to get back in range.
- Remain tethered at all times.
- Two people in the water is not going to solve anything, and in the stress of the moment the remaining crew falling in is a real possibility.
- If the COB is still in sight—the remaining crew was not below and asleep—throw the Crew Overboard Module (MOM). (More on this gear in a future post.)
- Make sure the plotter track feature is on.
- Do not use COB Waypoint features on the plotter.
- We gave this a lot of thought and came down in favour of not cluttering the plotter screen with two icons that could be confused in the heat of the moment; i.e. the actual COB position from the AIS beacon, and the point-of-loss waypoint.
- And remember that we always have the plotter track function on, so if the AIS beacon did malfunction we could always return along our track.
- And, assuming the beacon does work, as soon as we are within 2-5 miles of the COB their actual position will display on a properly configured plotter screen.
- Another advantage is we have eliminated a task—just one less thing to do.
- All that said, this is definitely a judgement call, and your judgement may differ.
Headsails
- Furl the jib-topsail (yankee jib).
- Boats with small headsails, and/or small engines, might consider keeping the jib-top or jib set, at least until getting close to the COB. On our 25-ton heavily-canvassed boat with a powerful engine, we will be more easily able to manoeuvre without it.
- If set, snuff the spinnaker and lower to the deck.
- Leave the pole in place.
- We use a guy and lift system that holds the pole rigidly in place with no movement even after the sail is struck. We strongly recommend this.
- Leave the staysail set, if in use.
Conditional Course Change
The goal here is to not get too far downwind of the COB. However, we don’t want to rush into a course change until we are sure everything is under control and clear.
If the wind is:
- On the beam, or forward of the beam: hold course.
- Aft of the beam (broad reaching or running): come to a beam reach (true wind; the apparent wind will be a little forward of the beam).
- If in doubt, err on the side of closer to the wind.
- Trim main to suit.
Start Engine and Get Ready To Tack
- Keep in neutral.
- Check for lines in the water.
- Remove main preventer if in use.
Tack
- Do not jibe, too much risk.
- Use engine as required to bring the boat through the tack.
- Tack staysail if set.
Return to COB
- Use the autopilot.
- Set a course back to the COB.
- Set the autopilot to aggressive steering (low speed) mode.
- On our autopilot this is accomplished with a quick double press of a single button and assures that the pilot will keep the boat as close as possible to course, even at slow speeds.
- Make all errors to windward.
- Adjust engine RPM to stay on course and make best practical speed to the COB.
- Check engine gauges and water flow.
Course Check
After each of the following tasks, check that the course back to the COB is still correct.
DSC Distress Call
- Press red distress button on VHF.
- Note that for this to work the VHF radio should either have an internal GPS or be connected to one. All VHF radios should be set up in this way.
- Dial in Distress Type: COB.
Verbal Distress Call
We are still thinking about whether or not a verbal distress call is even required, but given the complications of DSC we are going with this pending more research.
- Make a single call:
- “Mayday, Mayday, Mayday.”
- “This is the sailing vessel Morgan’s Cloud.”
- “Crew overboard in position, L&L.”
- Don’t waste time reading the COB position, our own off the GPS is close enough.
- “Crew overboard is transmitting a position on AIS.”
- “Request immediate assistance.”
- “Am now single-handed, no time for further communication.”
- Repeat all of the above once.
- “Commencing recovery attempt…OUT.”
- Do not get drawn into a conversation with other stations, even official ones. In particular, do not respond to silly check lists like “is everyone wearing a lifejacket” and the like.
- “Commencing recovery attempt…OUT.”
Reef or Drop Mainsail as Required
- The goal is to be under-canvassed but still have enough sail up to steady the boat.
- True wind:
- Less than 10 knots: consider dropping the mainsail if sea state is flat.
- Don’t forget to use the tackle to control the boom.
- 10-15 knots: One reef.
- 15-25 knots: Two reefs.
- More than 25 knots: Three reefs.
- Less than 10 knots: consider dropping the mainsail if sea state is flat.
Prepare Recovery Equipment
- Deploy LifeSling.
- Hold Crew Overboard Module (MOM) (if not previously used) in reserve until close to COB.
- Prepare heaving line.
- Prepare lifting tackle.
- Prepare other recovery equipment (details in a coming chapter).
Furl Staysail
- If set, furl staysail when within 1/4 mile of COB.
- May be unrolled, or partially unrolled, again during the recovery to heave the boat to.
Control Mainsail
- Immediately after furling staysail:
- Centre the mainsheet traveler.
- grind in mainsheet hard to centre and control the boom.
Recovery
We believe that now we have AIS COB beacons, the actual process of getting the person back on the boat is the largest remaining problem to solve, so I’m going to devote an entire chapter to it, but probably not until late summer, after we have had a chance to experiment.
Trade Off
As this point I need to point out that in selecting the above recovery strategy we have made a second big trade off:
This means that in cold water, while the COB will probably still survive if recovered and properly cared for, their ability to help themselves during the recovery will be severely compromised and may even be zero.
Each of us must weigh this potentially fatal drawback against the possibility of quicker recovery offered by the Quick Stop.
Phyllis and I feel that the dangers inherent in the Quick Stop, that I discussed in the last chapter, justify this choice, particularly in light of the size of our boat in relation to our strength, but we are by no means certain that this is the right choice. Each of you must make your own call.
A Reality Moment
It is our belief that even with a well thought out and practiced AIS-based recovery procedure, once offshore and particularly if the wind is over 20 knots, the chances of retrieving the COB alive are substantially less than 50% even for a strong crew—the two recent Clipper Ventures fatalities support this.
And for a newly single-handed crew, they are way less than that.
Thanks
Several of you will note that some of your thoughts expressed in the comments to the last chapter became part of our procedure. Thank you.
Comments
If you have questions or suggestions for improvement to the above, please leave a comment. Also, if you have decided to stick with the Quick Stop, or use some other completely different recovery technique, we would be interested in your reasoning.
As usual, please save your thoughts on AIS beacon usage and reception gear set up, as well as the actual recovery, for the relevant future chapters.
Hi John,
as you said “write about […] developing the best ways to take advantage of these beacons”, before continuing to read I pondered “how would I try to tackle the situation?” when short handed, basically two people (now one aboard).
My thoughts went like this:
1 – if MOB is still in sight (basically when he/she went overboard with me on deck or at least near the companionway), throw the MOM. Would make no sense if you can’t see the victim anymore as he/she wouldn’t be able to see or reach the MOM anyway.
2 – check the POB AIS signal. If it works, good. If you don’t, press the MOB on the plotter so you have at least an approximate waypoint to start a search pattern later
3 – start the engine, NO GEAR
4 – get the speed out. This is the most volatile issue as it largely depends on your current sail wardrobe. Most of the time this would mean going more to windward, and/or to luff the sheets. Note that I started the engine before so I can decide how to proceed if the engine wouldn’t come up (which would make the situation a lot worse)
5 – clear up sails and lines, you get into this detail a lot, and make sure no lines are in the water. Depending on the boat and on the wind, have some residual sail up, preferably the main, close hauled
6 – engage the engine, tack, and track back to the AIS position, or the MOB waypoint if AIS didn’t signal. I didn’t think of using the AP but this is the right idea, giving you time to prepare gear to hoist the POB back on board
7 – VHF the mayday. Good point about telling everyone that you won’t communicate, and don’t do it after your distress call. If necessary the call might be repeated later while searching, or tracking back (only if you happen to have a mic at the helm).
8 – if no AIS, think through the necessary search pattern you will have to go through.
I believe this online book could be the most important your website has ever seen.
Hi John,
Well done. I agree with Ernest that this may prove to be AAC’s most important contribution to offshore sailing.
A few initial thoughts as I digest the whole package:
My MOM would be first to go. I would want a visual even if I was putting all (or most of) my faith on electronics. It is right next to my autopilot disengage control and the MOM release is just a quick yank on a handle.
Whether you do a quick stop (when going to windward-or close to it) may depend on boat size. I would not hesitate on Alchemy at 40 feet and with a quite robust rig on anything close hauled to close reach. It essentially going to a hove-to position: over-canvassed for hove-to for sure but not badly or damagingly so.
From close reach to broad reach, I think I would try to get the jib topsail furled quickly and then do a quick stop with the likely deployed staysail left out. This is because coming closer to the wind with reaching canvas up: while I believe the rig/sails would be fine, would be such an increase in noise, apparent wind and bouncing around as to be disruptively detrimental to single- handed POB retrieval.
The above maneuvers would end up with boat in a hove-to position near the POB, quite near if the boat were close hauled and the remaining crew were on deck when the POB occurred. Time now to take a deep breath and decide how to proceed.
The advantage to staying quite close to the POB, especially if the remaining crew is on deck and reacts quickly, appears to me to outweigh other considerations. One might even keep the POB in sight and the MOM definitely so. I find a visual immensely helpful for orienting, even if I am relying on electronics, as I expect to be hand-steering looking at the compass while putting my face in the chart plotter. Anyone who has tried to make a phone call, punching numbers and looking at the display while driving a car, knows how quickly one can drift off course without a clue.
Although I agree completely with your reasoning and admonition to move slowly, I believe moving slowly with consideration is most pertinent to emergencies where actions are not clear- cut and practiced, where decisions need to be made and plans thought through. The above two maneuvers, especially a Quick Stop from close-hauled sailing, can be almost instinctual: especially if practiced sufficiently as I believe to be wise. So, this is one area where, with the sufficient practice I mentioned, I believe that one can and should move quickly as I suspect that moving quickly increases the odds of POB recovery with little down side.
My best, Dick Stevenson, s/v Alchemy
Hi Ernest and Dick,
Lots of good points. I too thought about starting the engine first, but in the end decided that the first thing I wanted to do was get rid of the headsails to slow the boat down and give freedom for maneuvering. Sure, 99/100 starting the engine is a matter of seconds, but if anything does go wrong at all, it would be so easy to get distracted by trying to solve the problem, while getting further and further from the POB.
One might think that if the engine did not start immediately we would just leave it and come back to it once on the way back to the POB, but my experience in emergencies is that it’s very hard to deviate from the drill when something goes wrong. And this inability to think clearly and flexibly will be many times worse when totaly panicked by the very real possibility of losing the person you love.
For the same season, I decided to be ruthless about cutting out contingency planning along the lines of “if this, do that”, for example like whether or not to mess with the POB WP on the plotter or do the quick stop or not.
That said, it’s a trade off, and there is no question that by simplifying to this degree I’m going all in on the AIS beacon working.
One other point on the quick stop. I think, that, as Dick says, it’s very boat size dependant. For example, on our boat once the Jib Topsail is aback and plastered to the windward shroud, there is no way to safely, and in a controlled fashion, furl it.
The problem being that the load is way too high on the furling line to budge it, even with a two speed winch. To furl requires easing the sheet, but if we do that from the heaved-to position the staysail stay gets in the act and the friction goes up again.
On a smaller boat you could just fly the sheet, but do that on our boat and you suddenly have two wildly flailing 7/8″ Dacron sheets, that can break an arm from one brush, that must be control.
So for us, the number one priority is to get rid of that headsail in a controlled and familiar way . That being the same way we always do it: ease the sheet until it just luffs but does not flail, grind in the furling line, repeat. This was a key criteria as we thought about this: don’t ask the remaining crew to do anything that they don’t do every day while sailing.
On a smaller boat, furling will be much easer, although I think even on 40′ boats I would really think about and practice furling from heaved to, particularly if the jib was any more than say 100%.
As to whether of not to deploy the MOM. I totally get the reason for doing that if the POB is still in sight, in fact I say that in the piece, but if not, I can’t see wasting it until we are back in sight. This is particularly true since our MOM has some capabilities that may become vital during recovery (more in a future chapter.)
I also think that in any sort of a seaway and breeze when newly single handed and distraught, it will be impossible to keep the POB in sight in 9 out of 10 cases, even when one was going to windward when the POB happened, so based on that I see no reason to risk anything at all by fast action. Again, that’s a personal judgement call, and not in anyway a recommendation for all.
And another Volvo Race crew was lost last week. Even on a boat with lots of crew and, presumably, all the gear, it still happens. Stay on board.
The tragic loss of Volvo Ocean Race sailor John Fisher from SHC Scallywag in the Southern Ocean highlights the tremendous challenge of finding a POB in extreme conditions. With a crew of 8 well trained, professional sailors on board, they were unable to find John and were forced to make the heart wrenching decision to abandon the search. The wind and sea state threatened the safety of the boat and the rest of the crew and the only alternative for the skipper was to protect the boat and the remaining crew.
This event does reveal some of the limitations of the latest POB equipment. Establishing visual contact of the person in the water in storm conditions, especially if they are unconcious or incapacitated, may not be easy. Let’s hope that most of us will never be faced with this scenario.
Perhaps with the increasing proliferation of the use of drones and there video capabilities, this technology could be put to use in designing a drone that launches automatically and hovers over the POB personal locator position, facilitating retreival. Sounds like a good use of technology to me.
Robin.
Hi Robin,
A drone is an interesting idea, but given that for the drone to stay locked on the POB would need to have a transmitting beacon that the boat can home in on anyway, I can’t see enough justification for the added complication, and the distraction of launching the drone in an already very busy situation.
Hi John
Drones have a battery life that is comparable to the turn around time for anything but a quick stop on a boat that is going to windward. I agree. It does not seem workable and too much of a distraction in an emergency.
Excellent article.
Best wishes,
Charles L Starke MD
s/v Dawnpiper
I think a drone that launches automatically would be quite useful for increasing homing range dramatically and probably several other advantages I haven’t thought of. However, a POB system must be designed around a heavy weather scenario with very strong wind. There’s no problem to make a system that will reliably launch a drone automatically or with the push of a button in any weather, but only very powerful drones can keep up with say a 50 knot wind. If it can, it won’t be able to do this for very many minutes. Also it will be very expensive.
In the future this will probably change, but I think its safe to assume that it’s not realistic now. When it gets possible, we can also use it for making a video that can stream directly on Facebook, so family and friends can participate and suitable companies can offer their products to the POB…..
😀
While thinking about big budget solutions, what about a masthead, or aloft somewhere, infrared/visual camera? They are useful for other things, so POB would just be an added benefit. I’d imagine the better angle and infrared would make finding them in a swell or the dark or both much easier.
Hi Michael,
I guess there might be a benefit, but for short handed crews I would recommend focusing on a single recovery technology and to me the best by far is AIS POB beacons. Too much stuff to mess with often becomes a distraction in an emergency, even if it might have some benefit in theory.
Also I think any type of camera up the mast would have way too much motion in a seaway to be useful.
Of course even more important than any of that is not going over in the first place. We explain our thinking on both in our Online Book: https://www.morganscloud.com/category/safety/book-crew-overboard/