Once is too often – Part II
Having found the casualty in the water Rich du Moulin looks at options for getting them aboard without further injury
In Part I the big takeaway was the impor- tance for an offshore crew of developing their own MOB plan based on: l ‘Train the way you fight; Fight the way you train’. Practise on your own boat, with your own crew and in all conditions. l Every boat is unique with its own handling characteristics that must be taken into account to develop the best MOB recovery technique for that boat. l Owner/skipper – being responsible is the essential definition of leadership. An ancient quote pulls this all together:
‘In an emergency we don’t rise to the level of our expectations, we fall to the level of our training’ (Archilochus, 650BC). Putting all the philosophy and key
findings to work, and assuming we are all familiar with the Quick Stop and basic steps such as deploying the Mom 8, hitting the MOB button and assigning a pointer, let’s focus on the specific techniques that work most reliably to bring the MOB back on deck alive and without further injury.
The engine is your best friend If the yacht can operate under power in the conditions, all sails should be doused, after which the yacht can approach the MOB from any direction, manoeuvre, stop and hold position. If the main (or jib) is needed to assist the return to the vicinity of the MOB (beating back in heavy seas), the douse(s) are delayed. If the MOB has no PFD, definitely delay the douse(s) until you have motor-sailed past the MOB to deliver flotation ASAP. A throwable device like a Jon-Buoy is ideal. Only then stop nearby, douse sails and proceed with the recovery. Before commencing your return to the
MOB make sure the boat and crew are squared away and ready; you want your first approach to be safe and successful. Documented MOB incidents describe as
many as four approaches under sail, or even mainsail and engine, where the MOB is OK on the first failed attempt but ends up a fatality due to further exposure or being run over by the yacht. All crew must know how to start the engine.
Know your boat Operating characteristics of modern, high- performance yachts increase the challenge. Their sailing speed results in greater sepa- ration from the MOB, especially down- wind. When trying to motor back to the MOB these designs are often underpow- ered with poor low-speed handling under power or sail. Light-displacement and narrow, high-aspect keels increase the risk of the bow falling off and striking the MOB.
58 SEAHORSE
Smaller propellers and saildrives – often far forward from the rudder – reduce steer- ing control. Dual rudders do not line up with centreline propellers, eliminating the prop wash needed to steer at slow speeds.
Alongside or lifesling? Returning to the MOB, your rescue crew (more later) will be dressed, on deck and ready. When you are about 10 lengths from the MOB, begin to trail the lifesling. If deployed too early it forces you to slow down too soon. From your practice you know how fast you can motor before the lifesling submarines – usually about 3.5kt. If as you approach it becomes apparent the MOB is incapacitated quickly pull in the lifesling and revert to Alongside Recovery using the rescue crew.
Lifesling set-up When you set up your lifesling at the beginning of the season it will be near either the starboard or port quarter. Either is OK but I prefer starboard. When trying to ‘hook’ the MOB, if your lifesling is to starboard you must turn clockwise around the MOB (if mounted to port, anti-clock- wise.) Otherwise the lifesling rope will drag under the stern, risking a jam in the rudder or propeller. If to starboard, douse your mainsail to port to keep the starboard deck clear. If you picked starboard, then
use the starboard spinnaker halyard (cleaner lead). It should have 25ft of extra tail for recovery purposes. The lifesling rope should have a perma-
nent loop-knot about 25ft from the sling for ease of attaching a spinnaker halyard while the MOB is still a safe distance from the hull. The knot can be as far up the rope as two-thirds of the length of the mainsail luff. Any more and the halyard might two-block prematurely at the masthead.
The J-turn – not a circle After deploying the lifesling aim to pass one boat length from the MOB, leaving the MOB to starboard (see above). When the MOB is passing the cockpit turn sharply to starboard 90°, and about two lengths later turn sharply starboard again so the MOB can make contact with the lifesling rope. Boat speed will radically drop with the two sharp turns. Then use reverse to stop dead in the water two or three boat lengths away, turning beam to the MOB. Helm and a ‘throttle-man’ now work the engine and rudder to maintain position with the MOB dead abeam until the MOB is aboard. This avoids pulling the MOB past the dangerous bow or stern. Night-time tip: the lifesling light is on
the end pointing away from the yacht and MOB, making the lifesling useless at night. Secure lights at the sling-end of the lifesling,
JONATHAN EASTLAND/ALAMY
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