Lulworth 3rd August 2014.
As the Lyme trip had been cancelled and Sunday was a better day decided to set off to Lulworth for a Pub Lunch then Home.
Forcast 3/4 occaisionally 5. On limit for Heatwave. Visibility Good. Considered OK to go. Trip across uneventful and pleasant.
Click on the pictures.
As the Lyme trip had been cancelled and Sunday was a better day decided to set off to Lulworth for a Pub Lunch then Home.
Forcast 3/4 occaisionally 5. On limit for Heatwave. Visibility Good. Considered OK to go. Trip across uneventful and pleasant.
Click on the pictures.
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Short video of lovely yacht.
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The crew are shown and all inexperienced. I was reminded when we got to Lulworth one could not swim. The lunch of Haddock and Chips and a glass of Beer went down and was walked off as we toured the rest that Lulworth has to offer.
On the way back I felt the wind had started to freshen.
Lessons to be learned.
I shall start by saying that any problems with boat or crew lie squarely with the Skipper who is not infallible and will make mistakes and bad decisions for the wrong reasons and I have no problems in owning up to that if it serves to make me a better skipper.
That said I want this to serve as a pointer to any crew and myself that sailing for pleasure must also be taken seriously to ensure the safeguard of everyone on board. Further more this log makes no condemnation of any crew this rest solely with the Skipper.
The Debrief.
1. If the skipper instructs a particular action it should be followed and not deviated from. Example: Place the Hatch and wash board under the Tiller. Not done but placed under the Starboard Bunk. This was then in the way when I wanted to access stern gland for greasing. Reason for compliance. Skipper needs be aware of his boat status. Many new crew are keen to do things but will add their own things without informing the Skipper.
2. Getting a tender from a shore is not easy if loaded to an extent that the last man aboard cant get it afloat with the possibility of holing it on a rock. (Make more than one trip.)
3. LIFE JACKETS are what they are and should be treated as such. Definitely not cushions in a Cafe. (Must be worn at all times and instruction given)
4. Starting the Engine. It is essential that a procedure should be followed to ensure safe and reliable operation of the boats engine. Pay attention to instructions given. You may need them again.
Always start by checking that the Sea Cock for water inlet to engine is open. Failure to do this could result in pump damage and therefore loss of engine use.It is always common pratice to close it after the boat is secure or at anchor. Reason If a feed hose comes off, the boat will not take long to sink unattended. Check that water is being expelled through the exhuast outlet. (Written set of Notes required for essential boat services)
Bad decision making:
Following the intitial issue with no water to engine my initial thought was pump failure. How am I going to get the boat home. Then how will I get out into the bay and sail home. Jury rig a syphon feed from the fresh water tank from topsides.(The sea was so rough it would have not been posible to operate it) Keep the engine just cool enough and prevent the exhaust from burning to get into the bay. That's as far as my thought processes went when it dawned on me to check the sea cock. Turned it on and hoped that vanes of water pump were intack. I could feel the cold water rising in the feed. Eventually water was flowing from the exhaust. Next thought lets get going, its late and wind is getting up. (Did not look at sea states or prep the boat and crew accordingly).
As soon as we were in the bay we were faced with 5 foot waves. Not many white caps but Heatwave is so light I knew we would be in for a hard ride. After two or three heavy poundings a request to turn back was overruled. Why. Got to get the boat home. Bad decision not because Heatwave couldnt take it because she could but could we take it for two and a half hours.
Clear thoughts started to come through. Crew safety. Get them clipped on and ensure safety equipment was worn. So we pressed on all crew were requested to remain still. The time between 17:55 and 18:25 just dragg on. The Harbour entrance didnt get bigger. Were we caught in a tide. The Tender was full of water making it very heavy and slowing us. Had the outboard attached. (It should have been brought in). As the sea state calmed due to harbour walls our speed increased and we got back to mooring about 18:50 cold and wet. Approaching the mooring should always be from down wind and essential to avoid running over the mooring. Give the crew a brief of what you intend to do and what side of the boat you intend to pick up the the mooring. So must shut the boat down asap and get crew to land. Got two heavies and two lighties into tender but went with wind to keep water out.
Conclusions:
Must have set procedures to ensure boat and crew prepped for prevailing sea conditions. Dont get complacent. Proper prep overides any desire to get underway.
Engine, Sails, Crew(Safety gear, clothing and requirements to stay put if conditions required it.).
Finally In the conditions that prevailed it would have been very difficult to pick up someone overboard. It would have been difficult to see them in the rough sea. I found it hard to to see Pot Buoys that seem to lie on a course between Lulworth and Portland Harbour.
Sail the boat on a course that would minimise sea state effects.
On the way back I felt the wind had started to freshen.
Lessons to be learned.
I shall start by saying that any problems with boat or crew lie squarely with the Skipper who is not infallible and will make mistakes and bad decisions for the wrong reasons and I have no problems in owning up to that if it serves to make me a better skipper.
That said I want this to serve as a pointer to any crew and myself that sailing for pleasure must also be taken seriously to ensure the safeguard of everyone on board. Further more this log makes no condemnation of any crew this rest solely with the Skipper.
The Debrief.
1. If the skipper instructs a particular action it should be followed and not deviated from. Example: Place the Hatch and wash board under the Tiller. Not done but placed under the Starboard Bunk. This was then in the way when I wanted to access stern gland for greasing. Reason for compliance. Skipper needs be aware of his boat status. Many new crew are keen to do things but will add their own things without informing the Skipper.
2. Getting a tender from a shore is not easy if loaded to an extent that the last man aboard cant get it afloat with the possibility of holing it on a rock. (Make more than one trip.)
3. LIFE JACKETS are what they are and should be treated as such. Definitely not cushions in a Cafe. (Must be worn at all times and instruction given)
4. Starting the Engine. It is essential that a procedure should be followed to ensure safe and reliable operation of the boats engine. Pay attention to instructions given. You may need them again.
Always start by checking that the Sea Cock for water inlet to engine is open. Failure to do this could result in pump damage and therefore loss of engine use.It is always common pratice to close it after the boat is secure or at anchor. Reason If a feed hose comes off, the boat will not take long to sink unattended. Check that water is being expelled through the exhuast outlet. (Written set of Notes required for essential boat services)
Bad decision making:
Following the intitial issue with no water to engine my initial thought was pump failure. How am I going to get the boat home. Then how will I get out into the bay and sail home. Jury rig a syphon feed from the fresh water tank from topsides.(The sea was so rough it would have not been posible to operate it) Keep the engine just cool enough and prevent the exhaust from burning to get into the bay. That's as far as my thought processes went when it dawned on me to check the sea cock. Turned it on and hoped that vanes of water pump were intack. I could feel the cold water rising in the feed. Eventually water was flowing from the exhaust. Next thought lets get going, its late and wind is getting up. (Did not look at sea states or prep the boat and crew accordingly).
As soon as we were in the bay we were faced with 5 foot waves. Not many white caps but Heatwave is so light I knew we would be in for a hard ride. After two or three heavy poundings a request to turn back was overruled. Why. Got to get the boat home. Bad decision not because Heatwave couldnt take it because she could but could we take it for two and a half hours.
Clear thoughts started to come through. Crew safety. Get them clipped on and ensure safety equipment was worn. So we pressed on all crew were requested to remain still. The time between 17:55 and 18:25 just dragg on. The Harbour entrance didnt get bigger. Were we caught in a tide. The Tender was full of water making it very heavy and slowing us. Had the outboard attached. (It should have been brought in). As the sea state calmed due to harbour walls our speed increased and we got back to mooring about 18:50 cold and wet. Approaching the mooring should always be from down wind and essential to avoid running over the mooring. Give the crew a brief of what you intend to do and what side of the boat you intend to pick up the the mooring. So must shut the boat down asap and get crew to land. Got two heavies and two lighties into tender but went with wind to keep water out.
Conclusions:
Must have set procedures to ensure boat and crew prepped for prevailing sea conditions. Dont get complacent. Proper prep overides any desire to get underway.
Engine, Sails, Crew(Safety gear, clothing and requirements to stay put if conditions required it.).
Finally In the conditions that prevailed it would have been very difficult to pick up someone overboard. It would have been difficult to see them in the rough sea. I found it hard to to see Pot Buoys that seem to lie on a course between Lulworth and Portland Harbour.
Sail the boat on a course that would minimise sea state effects.