Sailing emergency maneuver

What is putting the boat in safety?

Putting the boat in safety in the practice of sailing concerns all the measures to be taken to protect the boat and its crew from a dangerous situation.

These are therefore often heavy weather conditions to which a skipper and crew must respond in the most appropriate manner possible.

Here are a few examples of safety procedures.

Sail reduction

When the wind increases, it becomes necessary to reduce sail. Sail area is reduced:

As a precaution (to avoid a risky situation):

-when approaching a squall with violent gusts expected

-before nightfall if one wishes to avoid crew members moving around at the mast base in the dark

-in anticipation of any situation where the wind may strengthen (rounding a headland, passing through a channel where the wind accelerates, etc.)

In reaction:

-when the helm becomes “heavy” and makes the boat difficult to steer

-when the boat tends to heel excessively and begins to “push water”

Taking in a reef

Taking in a reef consists of reducing the surface area of the mainsail by lowering it by one or more reef bands in order to keep the boat maneuverable as the wind increases.

To do so:

-ease the mainsheet and the mainsail vang

-ease the mainsail halyard until placing the first reef cringle on the hook located on the boom at the mast base

-tension the mainsail halyard (vertical tension)

-trim the reef line corresponding to the reef to be taken (horizontal tension)

-retension the other reef lines and stow the lines at the mast base to avoid fouling the propeller should a rope fall overboard

-trim the mainsheet and vang

-resume the desired course

Reducing a furling genoa

To reduce a genoa mounted on a furling system:

-bring the boat onto a broad reach to reduce apparent wind pressure on the sail

-ease the sheet completely so that the sail luffs fully to the clew

-hand-haul the furling line, preferably with two turns on the winch clockwise (this avoids jerks on the hands in strong winds)

Nota bene: avoid using a winch handle to roll up a headsail, as this may damage the furling system.

Heavy weather sailing modes

The term “heavy weather sailing modes” refers to the various options available when wind and sea conditions no longer allow proper control of the boat. In such heavy weather situations, the objective is to protect the boat and its crew while waiting for conditions to improve.

In dangerous conditions, each boat reacts differently. The examples below do not constitute an exhaustive list of ways to protect a boat in heavy weather.

The skipper therefore remains fully responsible for decisions made according to the characteristics of the boat, the condition of the crew, the wind and the sea. There is no single formula, but rather an analytical approach to be implemented, often through trial and error, in order to place the boat in safety in response to the constraints of each situation.

Heaving-to and other safety procedures

Heaving-to consists of “immobilizing” the boat while underway. This maneuver makes it possible to leave the helm (provided it is locked in the correct position) to focus on other tasks: resting, treating an injured person, eating, etc.

A distinction is made between fore-reaching and lying ahull.

Fore-reaching

To heave-to while fore-reaching, proceed as follows:

-luff up to bring the boat close-hauled

-tack without touching the genoa sheet

-ease the mainsail completely

-lock the helm in the maximum luffing position (to leeward with a tiller, to windward with a wheel).

The effects of the helm and the genoa oppose each other, while the mainsail is neutral. The boat stabilizes at a very low speed between a beam reach and close-hauled, depending on the trim of the headsail.

Nota bene

It is possible to fore-reach with only a headsail or with a reduced mainsail. In this case, the correct balance between sheet tension and helm angle must be found to protect the boat from wave impact.

In a rough sea, it is always preferable to orient the boat closer to the wind rather than beam-on to the waves.

Lying ahull

Lying ahull works on the same principle as fore-reaching, except that the boat is stripped of sail, with sails lowered. Lying ahull is therefore more often used in very strong winds. Some sailors advise against this maneuver, while others, such as Adlard Coles, claim to have practiced it frequently in heavy weather. It is therefore up to each skipper to conduct their own trials and draw conclusions according to the behavior of their boat.

Sea anchor

A sea anchor is a fabric device shaped like a parachute (hence its English name “para-anchor”) that slows the boat’s drift. Used by some fishermen, it can also prove useful on cruising sailboats in heavy or very heavy weather.

Installed at the stern of the boat, the sea anchor slows the boat down.

In very rough seas (wave heights exceeding 3 meters) with breaking waves, many sailors prefer to deploy it from the bow to keep the bow facing the waves, improving comfort and preventing possible damage to the stern of the boat.

Nota bene

Most sea anchors available on the French market are intended for relatively light use (such as recreational fishing) and are not suitable for very heavy weather. A sea anchor must be extremely robust and equipped with a deployment system (line or towing strap) proportional to the size and weight of the boat and capable of withstanding very high mechanical loads.

Running off

Running off consists of sailing downwind in order to reduce the loads on the boat. In very strong winds, some experienced skippers also deploy “warps” (long lines streamed astern) or a sea anchor to slow the boat.

This technique can be interesting when there is sufficient sea room downwind and when waves are not too aggressive in the cockpit. Indeed, several boats have sunk after the companionway door, although closed, was smashed by a breaking wave.

A solid or reinforced companionway door is therefore a safety asset for any navigation in heavy weather.

Another drawback of running off is that it may require a helmsman if the autopilot is too weak to maintain course, which can lead to significant physical fatigue and additional risks for the helmsman if exposed to strong breaking waves from astern.

To summarize, running off is more recommended in strong winds as long as the sea remains manageable, using only a headsail, with the mainsail lowered and securely lashed to the boom, which itself is immobilized.

Emergency anchoring

Regardless of a boat’s level of preparation, an engine failure can always occur, for example due to a line or fishing net caught in the propeller. If this situation arises in a bay or harbor where sailing maneuvers are limited, it is of course preferable to drop anchor rather than drift ashore. Before departure, it is the skipper’s responsibility to ensure that anchoring can be carried out quickly in an emergency.

Anchors in tandem

Deploying anchors in tandem consists of setting a smaller anchor ahead of the main anchor, the two being connected by a few meters of chain. While this setup can improve holding, it can be delicate or even dangerous to recover if the system starts to drag. Using tandem anchors therefore amounts to betting on the holding power of the system, which was better suited to older stocked anchors. Tandem anchoring can nevertheless be useful to secure a long-term anchorage… provided everything is done properly!

Bahamian moor

Bahamian mooring consists of setting two anchors at an angle to each other to limit the swinging radius (rotation around an anchor). To do this, a first anchor is set, then the chain is paid out to allow setting a second anchor.

Nota bene

One of the two chains must always be slacker than the other to avoid dragging. The two anchors will not work simultaneously. This setup therefore does not improve holding in strong winds but can help reduce the swinging radius if the wind shifts. The second anchor should be set with slack chain on the side toward which the wind is expected to turn.

Personal Flotation Devices

Personal Flotation Devices (PFDs) refer to buoyancy aids, lifejackets and buoyancy vests.

Lifejackets can be inflatable or have inherent buoyancy (foam type).

Inflatable lifejackets, more commonly known as “automatic lifejackets,” are far more ergonomic and popular with leisure sailors. These PFDs inflate automatically in the event of a fall into the water thanks to a compressed air cartridge.

In case of failure, inflation can be triggered manually by pulling a tab usually located at the lower right of the jacket, or using an inflation tube generally placed at the upper left of the jacket. Once inflated, the shape of the chambers, known as “lungs,” must allow an unconscious person to keep their head above water in order to breathe.

These jackets are of course equipped with a whistle, a waist belt and a so-called “crotch strap” that prevents the jacket from riding up when in the water.

Finally, these jackets are fitted with a lifting handle designed to facilitate the recovery of a person who has fallen overboard.

Unlike lifejackets, buoyancy vests have only horizontal fastening straps. Foam buoyancy vests are stored in lockers and are uncomfortable to wear.

Official buoyancy standards scale for mandatory Personal Flotation Devices for the safety of pleasure craft (new Division 240, updated 2017)

Performance level is expressed in newtons. The standard must be NF-EN 12402

or an equivalent standard. Equipment must be suited to the user’s body type

and meet the following characteristics:

At least 50 newtons (buoyancy aid) for navigation up to 2 miles

from a shelter;

At least 100 newtons (lifejacket) for navigation up to

6 miles from a shelter;

At least 150 newtons (lifejacket) for all-zone navigation;

At least 100 newtons (lifejacket) for children weighing up to 30 kg

regardless of the distance from a shelter.

These items must be approved or marked.

Nota bene

An individual light source (such as a flash light or cyalume) with a minimum autonomy of 6 hours must now be attached to each personal flotation device.