The Helmsman the Our Mission

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United States Naval Academy Sailing Squadron Safety Magazine

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Spring 2015 The Helmsman The Our mission:

The United States Naval Academy Sailing United States Naval Academy Squadron directly contributes to the Naval Sailing Squadron Academy’s overall mission of developing future naval leaders. Naval Academy Commander Les Spanheimer Sailing meets this goal by providing Director of Naval Academy Sailing Midshipmen with hands-on leadership [email protected] (410) 293-5601 development through sailing. Naval Academy Sailing believes in not only promoting Lieutenant Commander Laurie Coffey Deputy Director of Naval Academy Sailing leadership development but also a culture of [email protected] safety. With this in mind, we believe that shar- (410) 293-5600 ing firsthand experiences that occur both on

Mr. Jon Wright and off the water can lead to a higher aware- Vanderstar Chair, Naval Academy Sailing ness of sailing safety. [email protected] (410) 293-5606 Lieutenant Rob “Jobber” Bowman Special Thanks to the following people for Maintenance Officer, Naval Academy Sailing “The Helmsman” Editor and Publisher their article and photo contributions: [email protected] (410) 293-5634 Tim Queeney editor Ocean Navigator

Mr. Frank Feeley Ben Sprague

Richard Stevenson

Commander Les Spanheimer, USN USNA Sailing website: usna.edu/sailing

The Helmsman Page 2 Volume 2, Issue 1

The Helmsman

Spring 2015

Naval Aviation has long enjoyed a free exchange Special points of interest: of lessons learned. That tradition permeates every post-flight debrief and is publicly revealed  Weather in a bi-monthly Navy & Marine Corps Aviation Safety Magazine entitled “Approach.” Published  Sailboat Maintenance by the Naval Safety Center, “Approach” is a col- lection of first-person narrative accounts of Na-

val Aviation mishaps, close calls, and lessons  Situational Awareness learned. Such is the culture throughout the Navy and Marine Corps that aircrew are encouraged and lauded for submitting frank and honest arti-  Preparedness cles that serve as lessons for us all.

It is our hope that this culture of open exchange can be spread to the recreational sailing com-  Emergency Procedures munity throughout the country. We hope the stories contained within this second edition of “The Helmsman” can serve as lessons in what to do and what not to do.

We welcome submissions throughout the year Inside this issue: of other first person narratives (anonymous submissions are welcome). Disaster Averted Pg 4 Let’s get the conversation started and keep safety foremost in our minds as we enjoy the water. Sinking of the Bowditch Pg 10 Commander Les Spanheimer Director of Naval Academy Sailing

A Key Approach to Offshore Pg 20 Passage Making

Clobbered on the Delaware Pg 24

The Helmsman PagePage 33 Disaster Averted

By Frank “Rich” Feeley Rapf (all aged 65 to 67, but fit). This crew had projected tracks splayed An offshore more than 50 Bermuda out from its center. Most rigging failure races plus return passag- headed north to the Gulf es. Rich is a prime mover Coast, but some crossed is handled in Safety at Sea training, the Florida Peninsula so we knew that Lora Ann and moved out into the with team- would be well found and Atlantic, crossing the well prepared for the pas- homebound course late work and sage. In the exhilarating in the coming week. In some friendly reach that was the 2012 fact, this low developed race, she finished third in into tropical storm Deb- help her class to Carina, which by and did follow the less probable track out won the St. David’s Light- into the Atlantic. The return passage after house Trophy. Lora Ann The other prominent the Newport Bermuda has been on the podium feature was a strong cold Race is often a pleasant for six straight Bermuda front moving off the U.S. cruise. It is usually well Races. coast. As it closed in on off the wind and without On Saturday, the day Bermuda in the daily the constant pressure to before our planned de- projections, it squeezed make the last one- parture, the briefing the isobars against the hundredth of a knot or room at the Royal Ber- amoeba shaped western change sails at the first muda Yacht Club was extremity of the Bermu- (or last) possible mo- packed for the presenta- da High. If we left on ment. For me it’s a tion by the Bermuda Me- Sunday, southwest chance to catch up with teorological Service. The winds would increase to old friends in the crew. weather in Bermuda was 25 to 35 knots on Mon- Rich du Moulin needed benign, but the forecast day night as we inter- crew to bring his Express showed two worrisome sected the front — condi- 37, Lora Ann, back to features. In the Gulf of tions Lora Ann had en- New York. I joined him Mexico, a developing low countered many times. It along with two experi- seemed destined to be- would be a bit bumpy on enced sailing friends come a tropical storm, Monday night perhaps, from my college years, and perhaps a hurricane. but preferable to a de- Lee Reichart and Bill A shower of computer The Helmsman Page 4 Volume 2, Issue 1 The Helmsman layed departure that might Atlantic and Bermuda rac- punctured lung, which encounter a developing es, slipped and fell against fortunately were not pre- hurricane later in the the primary jib winch on sent. week. The skipper’s subse- the port side. As we As Lee’s condition quent conversations with a reached farther away from worsened, so did the private weather routing Bermuda, Lee found it weather. Throughout service confirmed the pro- more and more difficult to Monday afternoon and jections, and we left St. move without severe pain, evening, we shortened George late on Sunday af- and by Tuesday as the seas down from the No. 3 jib ternoon. built he was confined to his to the Solent to reefed bunk, the pain buffered by Solent, and from full Oxycodone and Valium. main to one and then Crew casualty (Once home, X-rays con- two reefs. By dusk on Two hundred miles out firmed a broken rib on his Monday night, we were of Bermuda, as the wind left side.) Rich had e- sailing with only the was building, Lee, a veter- mailed his wife Ann, a reg- double reefed main. an of 20 years racing on istered nurse, who advised A small boat that does Lora Ann and many trans- us on the drugs. She also a lot of around-the-buoy gave us the symptoms for a racing, Lora Ann has a mainsail fit- ted with a boltrope and slot — no slides. Her reefs are secured by shackling each reef tack to a strop near the gooseneck rather than hooks that tend to release the sail as it is doused. But above the second reef the luff can blow away as the

The Helmsman Page 5 Volume 2, Issue 1 The Helmsman sail drops out of the slot. With one man off near the deck. I yelled “tack” and Bill down, and one having to steer in the big immediately put the tiller down. Lora seas (the autopilot was struggling at that Ann promptly tacked to starboard, put- point), two crew would be hard pressed ting the load on the new windward side, to control the mainsail when doused, so taking the pressure off the port shrouds. we deferred putting up the trysail. This tack brought us into the heart of a Lora Ann sails remarkably well, how- passing squall, sending the wind speed ever, with a double-reefed main alone, well up into the 40s. For the moment, we and we had been through 50 knots with were safe, but we were heading back for this rig on many occasions so we did not Bermuda. Could we keep the rig in the change to the trysail. Lora Ann powered boat, repair it and return to our course on into the night on a close reach at full for New York? speed. As forecast, the winds built to The port lower shroud turnbuckle more than 30 knots. The seas were threaded stud broke when the forged clearly growing to impressive heights, and the self-steering gear could not cope, so we steered by hand. We were almost glad we could not see the full height of the waves. One boarding sea threw the helmsman across the cockpit, but the two men on deck were safely strapped in and Lora Ann held her course. Rich has a strict policy of all crew tethered from the time one begins to ascend the ladder to the cockpit until back down below standing on the cabin sole. There is a big padeye near the companionway for this purpose.

The damage By dawn on Tuesday the seas appeared to be running 20 feet, with the wind lower eye cracked. Fortunately the chain- holding the anemometer well up in the plate and barrel of the turnbuckle were 30s. Bill and I were on watch. As the undamaged. At the spreaders, the mast gray light grew, there was a sharp crack, was bent 12 inches out of column but did like a rifle shot. I looked up from my not appear fractured or dimpled. Being cockpit reverie to see the lower wind- so out of column, the compression of the ward shroud flapping free, and the un- rig and seas could bring the mast down supported mast violently flexing from at any moment. The mast would have port to starboard about two feet at the broken quickly if we hadn’t tacked, but it first spreader. The shroud had broken was still in danger of collapsing.

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The repair We tacked back on to the mast. This meant car- The first task was to report, watching nervously rying less sail area than connect the remainder of as the load from the reefed optimal, and motorsail- the shroud to the chain- mainsail came on to the ing when necessary. We plate. Rich leaped on repaired shroud. It held carried extra jugs of fuel, deck, and using a short but we decided to motor but not enough to reach piece of green Spectra until the seas subsided. New York. line saved for damage With the mainsail down control, fished the chain- we were able to take a Two pit stops plate and stropped the spinnaker halyard under Choucas, sailed by a dou- turnbuckle back together. the lower spreader and ble-handed crew that was In order to tension the around the back of the friends with Rich, was shroud, he secured a sec- mast to the port rail and the nearest boat on our ond (red) line to the turn- winch it tight. The mast radio net. They arranged buckle, led it down was now supported by the to meet us and transfer through the chainplate, two lines to the turnbuckle 10 gallons of diesel on through a large block and the halyard. Tuesday evening. By the (also kept for emergen- When the storm subsid- time we rendezvoused, a cies) back to the primary ed the following morning, little before sunset, the winch. With this winch, Bill, sporting a helmet and wind was down but the we were able to tension PFD as a flak jacket, was seas still high. We mo- the shroud and take up hoisted to the lower tored cautiously under slack in the strop. Lora spreaders to inspect for Choucas’ stern as they Ann now had all of her cracks (none) and attach a floated a line down to us. rigging, but we were un- strong Spectra line to the Once we snagged it, they sure how much load it babystay toggle fitting released the other end could take. which we also led to the attached to a five-gallon With a temporary re- rail and aft to another jerry jug of diesel, which pair in place, we reported winch. The babystay was floated easily. We pulled our predicament to other perfectly located to sup- in the line and hoisted boats during our planned port the lower shroud and the jug aboard. We threw morning SSB radio con- bring the mast back into back the line and repeat- tact. All offered help. Af- column. We then unrigged ed the maneuver to ob- ter considering the option the supporting halyard tain five gallons more. of returning to Bermuda, and hoisted the reefed Choucas exhibited excel- potentially encountering main and Solent jib. Nerv- lent seamanship and did tropical storm Debby en ous but comfortable with not hesitate to come back route, Rich decided to our jury rig, we revised to help us. carry on for New York. our plans to put as little It was clear that we Lee concurred from his pressure as possible on could not maintain our bunk. original schedule of two-

The Helmsman Page 7 Volume 2, Issue 1 The Helmsman man watches. Lee was confined to his get through the harbor. Just before bunk, and the skipper was navigating, dusk, friends on the Tartan 47 Glory doing damage control and maintaining overhauled us and transferred an addi- constant communications links. Fortu- tional 10 gallons of diesel fuel. In snag- nately, Lora Ann has excellent hydrau- ging the floating jerry jug, the telescop- lic self-steering gear that does as well ing aluminum boat hook parted but we as a skilled helmsman in all but the were able to successfully complete the highest seas. Bill and I shifted to one- transfer. man watches, letting the autopilot Glory had Internet access and was steer. The man on deck maintained the able to track Lora Ann on Yellowbrick look out and adjusted sails. As we for the three days after the shroud inci- gained more confidence in our jury rig, dent. When we broke the shroud they we added more sail, striving to main- were 80 miles astern. Our Bermuda tain six knots plus with sail and power, Race navigator John Storck, Jr., in Hun- but never pushing the boat to its nor- tington, N.Y., knew of our problem via e mal performance. When we entered -mail from Lora Ann, and visiting the the Gulf Stream on Wednesday night, Yellowbrick site, identified Glory as the we shortened down to the storm jib in boat behind us on our track. He e- case we mailed both Lora Ann and Glory, put- should encounter a squall. By Thurs- day, we were through the stream and making nearly seven knots on a pleasant beam reach with just the Solent jib and double reefed main. Still, if the wind died, we would not have enough fuel to reach New York and

Lora Ann as seen from the deck of Choucas following the transfer of diesel

The Helmsman Page 8 Volume 2, Issue 1 The Helmsman ting us in e-mail and satphone touch Seal rum on board was unharmed. with each other. Like many newer There were also serious injuries to boats, Glory had no SSB. Thereafter crewmembers on the return passage they were kind enough to act as our of three other Bermuda competitors. “security blanket” and follow us until Convictus Maximus sent a crew- rendezvous three days later. member with a spinal cord injury The reaching wind angle held through back to Bermuda on a merchant Thursday night, enabling us to main- ship, while the U.S. Coast Guard ex- tain nearly seven knots with minimal tracted injured crewmembers from pressure on the rig and no motoring. Barleycorn and Conviction for medi- We raised the New York Harbor ap- cal treatment. proach early on a steamy Friday afternoon, and were safely secured in New Rochelle before dinner, only a little Frank “Rich” Feeley is associate more than five days out from Bermuda. professor at Boston University and Other yachts owns a 34-foot Jenneau sloop Antig- We later learned that Lora Ann was not one. the only yacht to suffer damage in that squally front. The C&C 41 Avenir lost her rudder at nearly the same time. Un- Special Thanks to Tim Queeney, ed- able to steer or control the boat with a drogue or a spinnaker pole steering oar, itor of Ocean Navigator Maga- the boat wallowed in the tumultuous zine f0r permission to reprint this seas. The crew eventually elected to article. abandon ship and was picked up by a passing cruise liner. Avenir was later recovered. The well-sailed J-120 Mireille owned by Hewitt Gaynor is a regular competi- tor of Lora Ann in double-handed races. She was about 40 miles to the east during the storm, sailing under full mainsail (she is a much stiffer boat). In one squall she was knocked down beyond 90 degrees by a sea. Water from the boarding sea flooded out the navigation station. Mireille also hit some floating object and her retracted sprit was shoved aft through a bulkhead. Fortu- nately no one was hurt and our Black The Helmsman Page 9 Sinking of the Bowditch The Helmsman

of her senior year at Connecticut Col- By Ben Sprague lege. I found myself back in Prides Crossing, MA with only a vague idea of

wanting to “get to the Caribbean to work on charter boats”.

A week or two after Labor Day I was sailing with my neighbor Sam Batchel- der and family friend Bobby Hooper. We passed a dark blue ketch going the oppo- site direction and Bobby called over September, 1978 “hello” and later told me that was a boat belonged to his friend Fred Strenz. He After graduating knew that Fred had taken his boat, the Bowditch, south to winter in the Baha- college I really didn’t know mas the last several years and that had what I wanted to do with my life heard Fred was planning to take her much less with my Anthropology south again that Fall. “Why don’t you degree, so I happily deferred mak- ask Fred if he needs any crew?,” Bobby ing a decision until after a fun casually suggested. I did just that. summer working with Peter Clau- October, 1978 son waiting tables at the Harriet Beecher Stowe House in Bruns- We departed Manchester, MA, on Fri- wick, ME. We lived with our friend day, October 13, 1978, a clear sunny day Ann Taylor in her grandfather’s with blue skies and fair winds. On board house next door to the Bowdoin were Fred Strenz (age 57) from Man- College Alumni House and had a chester, owner and skipper, Dick Stanley great time. Summer flew by and (age 55) from Nahant, Malcolm Kadra before I knew it Peter had headed (age 38) also from Manchester, and me back to Greenwich where he had (age 22, referred to by all as “the kid”). been lining up interviews with pro- The plan was to sail to Bermuda, visit spective employers and Ann had and re-provision and continue on to moved to Cundy’s Harbor with her Man O War Cay, Abacos, Bahamas as parents in preparation for the start our final destination. It took us about a

The Helmsman Page 10 Volume 2, Issue 1 The Helmsman week to get to Bermuda encountering schooner). We illuminated our mizzen some of the nastiest weather I’d come masthead strobe light and the two ves- across since the Jeffries Ledge Race on sels stayed well clear of one another. The Saphaedra in 1972 and a passage off waves were so high that the mizzen Utilla in Honduras’ Bay Island on Jose- strobe lit up the wave crests as they phine in 1973. Winds were estimated at broke above the mizzen masthead. 60 knots, a full Gale where we towed a A day or so before arriving in St. warp (400 ft. of anchor rode) to help George’s, Bermuda, we had flat calm keep us in control. The waves were conditions, a true Bermuda High with no steep, 30-35 ft., but well patterned and wind. I recall all four of us taking a dip in spaced so handling the Bowditch was- the water with the sails up (a maneuver n’t untenable. Still under bare poles I’ll never repeat). During the gale I’d become queasy which was probably from the permeating odor below. A faulty fuel injector was spraying a mist of raw fuel on the man- ifold, creating a constant smell of diesel fumes aboard the boat. For some reason Fred Strenz thought what I needed was a shot of whiskey. Shortly af- Bowditch ter, I broke out in hives—a reaction I have since come to know as being caused running before the wind and waves we by severe dehydration, lack of sleep, ex- were making in excess of 8 knots. At cess physical exertion and a good shot of one point during the storm we saw carbohydrates. Part of what appealed to lights to starboard, which later turned me in taking a dip in the ocean was to out to be the S.E.A. research/school cleanse myself of the remnants of the vessel Westward (125 ft. Staysail

The Helmsman Page 11 Volume 2, Issue 1 The Helmsman itchy hives and the overbearing diesel trip, Bermuda to Marsh Harbor, Man O stench of the boat. War Cay, Abacos, Bahamas. The report they gave us seemed to indicate we had We spent about a week in Bermuda drying a good weather window for the project- the boat out, re-provisioning, eating de- ed six or seven-day passage, there was cent food and sampling the nightlife avail- one caveat however. The weatherman able in St. George’s. Malcolm and I spent a mentioned a slight tropical disturbance lot of time together as Dick was more that he didn’t think would affect our closely connected to Fred than either Mal route(!!). We put fuel aboard and de- or me. parted St. George’s, Bermuda on Crew change – Dick Stanley left the boat to Wednesday, October 25 under fair skies fly home for a family or business obliga- and moderate winds. Winds were W/ tion and Fred Nataloni (age 48 and also NW only because I recall being off the from Manchester) arranged by Malcolm, breeze most of the two-to-three days flew down to take his place. In 1978 I had before wind and weather began to known Fred (or more accurately, known make up. By Saturday evening we had who he was) for more than ten years, al- steady overcast skies and winds back most idolizing him as a young junior sailor up in the 30-35 knot range, and I recall in our yacht club’s sailing program. Fred thinking, “I hope we’re not going to was the club steward, so he was in charge have a repeat of the trip down, are we?” of all that went on at the club, launch driv- By noon on Sunday it was apparent we ers, dock and club boats’ maintenance and were getting progressively deteriorating commissioning. I don’t think he really weather; the wind speeds and wave knew who I was, but he certainly recalled heights were increasing as the barome- my name and he knew my parents. He’d ter dropped below 28 inches of mercu- been out of that role at least eight years ry. By this time we had already short- and was now the Director of Marine and ened sail as much as possible so by the Recreational Vehicles for the State of Mas- end of the day the mainsail was fully sachusetts and had survived/served a furled on the main boom and the stay- number of gubernatorial administrations, sail secured to the club boom which no easy task in the Massachusetts political was also lashed to the foredeck. As dark arena. arrived the waves were exceeding the We provisioned at the Piggly Wigley near height of those we’d experienced on the St. George’s. Both Freds took a taxi to the trip to Bermuda but with a distinct dif- Bermuda Airport at St. George’s to get a ference. These waves were not evenly weather forecast for the second leg of our spaced and patterned as those from the The Helmsman Page 12 Volume 2, Issue 1 The Helmsman gale the week before. These waves were Since I thought I would be on deck for unpredictable in their direction, so that just 10 or 15 minutes (I was off watch) I it was much harder to keep the boat put neither my safety harness nor life running before them. Due to this the jacket back on (we had been wearing boat was in constant danger of getting them on watch) as I went topsides. I re- knocked down. Due to the unsettled call standing in the cockpit preparing to state of the seas, Fred Strenz had decid- pump and tying a line around my waste ed that towing warps wouldn’t be of and securing the other end to the miz- much benefit, so we ran under bare zen mast, three feet from where I’d be poles with the engine on in low rpms. pumping. I pumped standing just in- The day before we had doubled up our board of the port cockpit locker/seat, it watches to two- man shifts, (life jackets was maybe ten minutes until the Edson and safety harnesses clipped in to jack pump sucked air. At that point Fred lines for all on deck) and Fred Strenz Stenz said, “Kid, you go back down be- and I were off watch in bunks sometime low and see if you can get us some after 2200 when the boat took a knock- food.”, but I didn’t want to so Malcolm down on her port side. Fred was said, “I’ll go below and get you a hunk of launched across the cabin striking the cheese, Fred.” After the knockdown the bronze supports for the port pipe berth binnacle light had gone out, so now in his chest while I was dumped on the Fred Nataloni was kneeling forward of cabin floorboards. We learned later that the helm facing aft holding a flashlight he had cracked several ribs as a result. to illuminate the compass to help Fred Fred was able to get up and go on deck Strenz maintain course and keep the while I briefly remained below having Bowditch running before the seas. He crawled back in my bunk. The main sa- was also calling each hill-sized wave as lon was now in disarray. Many items it broke telling Fred Strenz which way to had spilled from where they had been turn the helm. Sighting the monstrous stored and now littered the cabin sole waves was made easier by the mizzen which was under ankle deep water! A masthead strobe lighting the crests of short time later the companionway the waves before they came crashing hatch slid open and Fred called down to down toward our transom lifting it up at me to come on deck and pump. “Not the last second to propel the 42 ft. ketch good,” I thought to myself. surfing in an awkward motion that chal- lenged the helmsman to keep her from broaching. My task complete and not

The Helmsman Page 13 Volume 2, Issue 1 The Helmsman wanting to return below I remained on proaching the depth of his chest. It was deck watching this desperate team effort a mutual determination that the cock- to keep our craft stable and upright in pit hatch, to the engine compartment the escalating maelstrom. The two Freds had been compromised during this last were still co-steering the boat as we were knockdown. When the Bowditch did overtaken by a thunder and lightning begin to right herself it was with a slug- storm the likes of which I had never ex- gish demeanor. By the time we were perienced (nor have I since) where the upright again we were noticeably lower two were occurring simultaneously. The in the water. lightning illuminated our immediate sur- About this time I noticed that the 8 ft. roundings as if it was daylight and the dinghy which we had stored forward of thunder crashed around us as the seas the main companionway hatch had thrashed at our hull. Were it not for the been dislodged aft during the knock- gravity of our situation you would almost down and that it was now resting use the word “exhilarating” to describe squarely on the hatch itself. Malcolm, the scene. About an hour later at approx- who had been below this whole time imately 2400 we took another knock- was trying to get back topsides but down. couldn’t because the sliding hatch was This time it wasn’t the 35-40 foot seas now jammed by the dinghy having alone that put us on our beam, it was a been knocked off its chocks. He was combination of waves and wind, wind screaming for me/us to let him out and colliding with our hull and bare poles, I asked Fred whether I could let him up that laid us over on our starboard side. on deck. Unbeknownst to me at the The wind was so strong it really did time was the fact that Malcolm was in sound like a freight train descending up- chest deep water in the salon and that on us. This time too, we didn’t just pop we were in fact, sinking fast. When I back up again but were held over fully told Malcolm to wait while we dis- capsized so that to remain vertical I was lodged the dinghy freeing the hatch he standing on the mizzenmast with my decided to come on deck through the arms wrapped around the primary cock- forward hatch. By this time the decks pit winch. Malcolm later told us that the were just starting to be awash when I salon hatchway to the engine compart- deliberately untied my tether from ment burst open and water was rushing around my waste to go forward to help into the main salon with great force. unlash the dinghy. This we did vehe- Within a few seconds the water was ap- mently with rigging knives to the inclu-

The Helmsman Page 14 Volume 2, Issue 1 The Helmsman sion of severing the painter as well as led to a rapid realization that the boat the lashings. was sinking and that I was going down with it. For a split second I thought, “so As we stood with three of us holding the this is what drowning is like.” I kept dinghy (I was a few feet aft next to the swimming up the shroud I was holding mizzen mast shrouds) a huge wave and eventually kicked free and broke the swept over the deck rising steadily. I surface within fifteen feet of my crew- held firmly to the shroud as the waves mates who were hanging on to the up- rushed up my body and over my head. turned dinghy.

Growing up near the water I learned at The salt stung my eyes and there was a an early age that waves go up and they strange haze and surreal feel to my pre- come down, so I was expecting the water sent surroundings. In the pitch dark- to recede. It did not! The next sensation ness I heard Malcolm calling my name I felt was pressure on my sinuses like and I thrashed over to my companions what one experiences when diving into despite the violence of the sea state I the deep end of a swimming pool. This was now a part of and grabbed the gun-

The crew and their dinghy

The Helmsman Page 15 Volume 2, Issue 1 The Helmsman wales of the dinghy. Our location was in actually saw each other, the dinghy the Sargasso Sea (approximately 28 de- (which we alternated upright and grees 30’ N, 78 degrees 0’ W), with the wa- overturned) and the ever present ter temperature well above 70 degrees, so breaking seas. we had that in our favor. To say that our situation was dire is nothing short of un- By 11:00 am Monday the sun was derstatement. We had sent no SOS, none shining brightly, winds down to 25-30 of us had thought to retrieve the ditch bag knots and the seas 15-20 feet (more which was stowed in the starboard aft evenly spaced) and breaking but not cockpit locker (just feet from where I’d violently. To get into the dinghy, we spent the last hour), and our life raft had righted her, the two Freds held the been washed overboard during one of the bow into the seas and I pulled down knockdowns. Consequently we had no hard on the transom while Malcolm emergency rations, no water and no climbed up my back and shoulders EPIRB! What we did have was a fiberglass and into the open boat. He then cut dinghy with extra flotation, reinforced the hood off his foul weather jacket gunwales and oars and oarlocks lashed se- and used it as a bucket and bailed the curely inside. At eight feet in length it was water out over me while I continued a foot shorter than a Dyer dhow and was to pull down on the transom stabiliz- our only chance of survival. ing it in the stern. I climbed in next and helped haul the two Freds aboard While the time from our second knock- while Malcolm unlashed the oars and down to the actual sinking of the Bowditch inserted the oarlocks. For much of the was and still is tough to calculate, the time time aboard the dinghy the oars were we spent clinging to that dinghy has been critical to keeping our bow into the indelibly etched in my mind. We lost the seas to avoid being swamped or Bowditch around midnight on Sunday, worse, capsized. Oct. 29/Monday, Oct. 30 and were finally able to right, bail out and climb into the To say it was a tight fit I again invoke dinghy around 11:00 am Monday morn- understatement. You would no more ing. Most of the eleven hours spent in the put four 6 ft. men in an 8 ft. dinghy to water were like being in a giant washing cross a millpond than place them in machine with the waves continually crash- an open sea environment. The next 31 ing down over us as if trying to rip us from hours were a mix of settling in to a the dinghy. Our heads were under water routine, one man in the bow, two men as much as they were above it, the occa- amidships sitting aft of the center sional flash of lightning the only time we thwart seat and one seated on the aft

The Helmsman Page 16 Volume 2, Issue 1 The Helmsman seat. It was the stern man’s job to han- We naturally had a lot of, almost inces- dle the oars keeping our bow into the sant conversation about many different eastward setting seas (away from the subjects. Fred Strenz told us that he be- busy shipping lanes). We established a lieved we were done in by a waterspout watch system where we changed posi- as he saw a waterlogged seat cushion tions every hour always vigilant about get sucked up out of the cockpit. He also shipping water and averting capsize. We maintained seeing the compass card on assessed our situation (not good). It the binnacle go through two 360 degree would be at least three days until we circles as he struggled to get the were reported overdue, our supplies Bowditch off her beam ends. (meager – two knives, a flashlight, two On Tuesday, October 31, late in the day life jackets, a hundred dollar bill and a I was on the starboard oar and spotted a piece of gum), and kept an eye on the glint of white that looked like more than water for ships and an eye aloft for air- a whitecap playing tricks with my eyes. craft. After what seemed a long time strug- That night we saw two ships but both gling with what my eyes saw but my were in excess of five miles away and mind dismissed, I pointed to it and said, had no chance of sighting our flashlight. “I think that’s a ship.” Strenz was even-

TheThe HelmsmanHelmsman Page 17 Volume 2, Issue 1 The Helmsman tually able to determine that in fact it ballast. We were treated very well on was a ship and it was on an intersecting board and arrived in Havana Harbor course with us. Thursday afternoon, November 2. From there we received assistance from the US Suffice it to say that we rowed like Hell Consul working under the auspices of at what we thought would be the closest the Swiss Embassy who issued us pass- point of contact with the ship’s heading. ports and facilitated our purchase of As we were within a mile of one another tickets to Toronto on Air Canada trans- Fred Nataloni in the bow began waving ferring to Boston. his orange foul weather jacket and Fred Strenz in the stern kept calling out to Lessons learned: Malcolm and me who had to pull harder Since that voyage 37 years ago, I have to keep our heading. By the time we were logged thousands of sea miles on both abeam of the ship I chanced a look over sail and power vessels. Suffice it to say my shoulder and will recall what I saw that I approach every offshore oppor- until the day I die. We were within a ¼ tunity with a more practiced eye toward mile of the ship (we were still in 15-20 ft. every aspect of the vessel and captain I swells so still had limited line of sight) can fathom. and I could tell she was a tanker with the long catwalk running from the bow to After leaving Bermuda with the “mostly” her massive white house and bridge favorable forecast, I recall little tracking deck. In that instantaneous view I saw a of this “disturbance” during the days man on the catwalk running aft toward leading up to the hurricane. 1978 tech- the bridge deck. I took this as a good sign nology was archaic by today’s standards, but kept rowing as hard as I could. The but we could have been better prepared ship kept steaming by us (I later learned both equipment-wise and exercising they were doing 18 knots) and was easily more vigilance. With today’s advances in ¾ of a mile past us when we noticed a electronics and available weather routing change in her speed and course. As I saw services, we have a lot more tools at our the ship turn around and head for us, I disposal, but we must still be actively en- knew we had been saved! All four of us gaged in monitoring weather along one’s shouted and screamed in unison and expected course. tears of joy flooded out of my eyes. That we lost our life raft during one of The ship was the 24 de Febrero, a naptha two knockdowns illustrates another les- tanker, en route from Rotterdam, Hol- son. My recollection was that the life raft land returning home to Havana, Cuba in was simply lying on the cockpit sole, but

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in when on deck. It’s not just your life others’ accounts recall it being secured you’re protecting, but those of your crew- to the mizzenmast with a lanyard. In ei- mates as well. ther case, we never got to it. So properly securing the life raft to the boat and The night we were rescued we learned ready for use is crucial. Drills reviewing that the ship had altered its course, out of life raft deployment should be part of the shipping lanes to avoid the very same abandon ship exercises. storm that sank the Bowditch (we were told winds in our area had been reported The fact that we had a ditch bag but in excess of 100 mph). This fact generates never got to it, for whatever reason, the inference that “luck” and only luck panic, distraction, or sheer terror at our played a very big part in our rescue. The predicament has always bothered me. elements of “the rescue equation”, most Compulsory abandon ship drills would certainly, had to align themselves to an do a lot to help prepare a crew for the almost perfect scenario in order for the unthinkable “abandon ship” moment. rescue to happen. The reason we were And further, in such drills assigning seen was that a crewman aboard the certain tasks to each crewmember tanker completing his first voyage was on might well enhance the effectiveness of the catwalk near the bow, watching sea- such drills. To this day Malcolm and I birds off to port. When the birds disap- disagree as to where the ditch bag was peared in the trough of a wave we ap- (he recalls it being in the large bag with peared on the crest directly in his line of the life raft and I in the starboard cock- sight (waving jackets and screaming). No pit seat locker), which further supports one else saw us. He alerted the bridge the need for drills. who put binoculars on us and effected our When I went on deck that Sunday night rescue. to man the pump without my life jacket and safety harness I should have been sent below to get them. That said, I am The author is a yacht broker with fortunate that I had to go forward to Nordhavn Yachts Northeast in Ports- help unlash the dinghy forcing me to mouth, RI. He lives in Bristol, RI with his untie my improvised tether. Having at wife, daughter and son. He divides his on least one end of a tether on a quick- -the-water time between rowing his 19 release fitting provides an extra layer of foot ocean shell and delivering safety in case the need arises. It proba- Nordhavns. This June he will join a for- bly goes without saying but I’ll say it an- mer high school classmate on his Sabre yway, we all need to take care and hook 38 for a passage to Bermuda. The Helmsman Page 19 A Key Approach to Offshore Passage Making

It was only much later and with some re- By Dick Stevenson flection that I began to understand some of the learning, even growing, that began on that first passage. Twelve years of full- time live-aboard life and numerous fur- How you approach offshore sailing is ther passages have solidified these key to the success of each passage. thoughts. In the following, I will attempt Some of the most valuable, even cru- to spell out my observations on some of cial, attitudes and skills may be little the relatively unique elements contrib- learned or valued in everyday life on uting to success in making an offshore shore, and may even fly in the face of passage on a small sailboat. those that are greatly admired and But first, a few words on how we develop sought after. The following is what I’ve life skills on our way to offshore sailing. learned over years of sailing offshore. Generally, we learn the skills that best After 15 years of coastal cruising, I de- get us through the life we are presented cided to take my 38’ sailboat on my with, picking up techniques as we go first offshore passage: round trip NY to along from our parents, our genetics, our Bermuda to see if blue water sailing environment and our culture. What skills was for me. We prepared endlessly, ex- one develops are in large measure deter- pecting a six-day trip. The trip did not mined by the challenges that come one’s go as planned. On day one we bumped way. One does not learn to paddle a ca- our overloaded boat into a sand shoal noe living in the desert, nor cooperation in NY harbor, followed by enduring a and compromise if most challenges have couple days of near flat calm; then-- you on your own. careful what you wish for--we were There are numerous methods to deal chased by a tropical storm that forced with challenges. Many, including myself, us significantly off course. We hove to take on challenges with a bit of aggres- until the storm left us behind ending sion, total focus and a head set to com- this now nine-day passage with a bois- plete the challenge as quickly and suc- terous close reach. Like many I have cessfully as possible. This method works talked with since, I was little prepared quite well in many instances where the for how much I would be freaked out end is clearly in sight: in a competitive by this anxious journey and all it would athletic endeavor you are coached to stir up in me. Fortunately, the return “leave it all” on the field; you climb a passage was far more what I expected mountain all the way to the top; term pa- and hoped for. pers are sweated out, but (usually) handed in on time. Following these accom-

The Helmsman PagePage 2019 Volume 2, Issue 1 The Helmsman plishments is often collapse dents occur. You always end, the end is never in and then recuperation, want to have reserve re- sight. with rewards if you succeed sources, emotional and and disappointment if you physical, just as you I remember a good exam- do not. would not deplete your ple of this having left the food or water. Fatigue is Bahamas, and after four Offshore sailing with its likely the single most po- glorious but tiring days, long passages presented tent factor in errors and we were approaching me with a surprising (and accidents. On a passage, Cape May, New Jersey. insistent) opportunity to there is always uncer- Pea soup fog had set in, add to my repertoire of tainty. With the unpre- the wind was blowing skills in responding to a dictability of weather along the shore and a tug challenge. My usual set of (and numerous other and tow had decided that “athletic” responses did not variables) it is not exag- ¼ mile was adequate include: patience, rolling gerating that having a clearance as it started a with the punches, flexibil- reservoir of resources broad curve that brought ity, tolerating uncertainty can mean life instead of it our way. The Coast and not knowing when, or death. Until the very Guard, Cape May, refused even if, the goal would to answer ques- be accomplished. tions about ob- These were skills structions along which had had little the breakwater or value in the challeng- in the harbor that es I had heretofore we needed to watch faced. They were rare- out for, but the lo- ly, if ever, taught to cal Sea Tow came me, and, in general, back to us report- had I had occasion to ing that we would think much about see a dredge and these skills, I likely barge in the turn of would have down- the breakwater played, even ridi- base. culed, their value. With the use of ra- But offshore passage dar and GPS track- making does not ben- ing our position, efit from leaving it all we headed right in on the field. You nev- believing our ducks er want to become de- were in order. With pleted, physically or our fatigue and de- mentally, as this is sire to get anchored when errors and acci- Alchemy inside, and all that

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Volume 2, Issue 1 The Helmsman was going on around us, gests that we patiently the boat safe. It also flies we neglected to consider move at 2/3rd speed. It is in the face of the kind of the quite strong cross cur- rare that one needs to mindset that is often ad- rent and how disconcert- rush to do anything, so we mired in everyday life, ing it would be. Not aware don’t; injury is far more characterized by a “going we were unprepared to en- likely when hurried. The for it” attitude. ter, we never considered same mindset goes with Listen closely to your own anchoring off for the night the boat. We try not to and others’ language. Too (conditions would have sail the boat at greater often sailing is embedded been uncomfortable, but than 75-80% of its capaci- in an adversarial context. safe enough) or heaving to ty. It is in the upper 20% I would suggest that an for a while to get rest and where there is little room offshore passage is best allow the fog to lift. We got for error and where dam- not seen as a competition. in, safely finessing the age and accidents are If one sees the goal as dredge, albeit daunting at more likely to occur, both conquering the ocean or times! to person and to the boat. prevailing over the sea, I will continue to use all As for pushing the boat then disappointment is the skills at my disposal, hard, I remember a very guaranteed and loss (at but there will never be a boisterous 2-day close some point) is inevitable. time where luck is not in- reach from Florida to The task at hand is to vited aboard. This is not Beaufort NC. From the reach your destination only a good example of fa- beginning we were push- safely, and a far more effi- tigue/depletion induced ing the boat as hard as we cient and accurate ap- errors, but also (and most could to get in before proach is to think of your- importantly) how fatigue nightfall. The next day we self and the boat as in a operates such that you are lived on the foredeck dance with the wind and unaware of its insidious ef- hand stitching the jib. It sea. More importantly, fects. So, try not to run was also an impressively Mother Nature is the clear your vessel in a way where rough trip where we were leader in this dance. Try- depletion/fatigue is likely thrown around a good ing to lead, dominate or to occur and triple check deal and felt fortunate not overcome is fruitless and yourself when it does oc- to have experienced inju- likely dangerous; better to cur. ry. In our 40 foot boat, al- practice the skills of ac- most any time we exceed commodation and re- On our 40-foot boat, Al- 7 knots we try to slow spect, aligning your re- chemy, offshore sailing is down as the comfort level sources to what Mother done as a couple, so inju- starts to slide and the Nature brings your way. It ries are a large concern. chances of injury in- is our capacity to work There is a guidance rule we crease. This is an ap- with the wind and the try to follow which sug- proach that keeps us and seas that ultimately deter-

The Helmsman Page 22 Volume 2, Issue 1 The Helmsman mines the satisfaction one (and grows) a great deal The above considerations achieves. on the journey. As Ber- make an offshore passage nard Moitessier might a distinctly different op- The above observation that say, the destination pales portunity to develop skills you are a follower in this in comparison. dance underscores a partic- that are an essential plat- ularly potent emotional el- form for offshore passage ement in offshore passage: making. Stamina is cer- how much is out of your tainly more a key compo- control. Rather than over- nent than in most endeav- Dick Stevenson is a retired coming obstacles (running ors. Rather than going all Clinical Psychologist/ a faster mile, conquering a out, one searches for a Psychoanalyst who, with his mountain), your challenge physical and emotional wife Ginger, has been living aboard their cutter, Alchemy, is to work with the particu- output that is sustainable a Valiant 42, for more than lar set of circumstances as for long periods without 12 years. They’ve cruised they occur, to deal--and depletion. Balance, moder- from Bermuda to Maine with deal well--with the unpre- ation and restraint are cru- their 3 children, and in 2002 dictable: increase in wind = cial skills to have ready at they retired, sold the house, change jib lead and reef; hand in sailing’s many and moved aboard full time. Dick and Ginger have wan- current against= tack out challenges. Respect and dered the NW Caribbean, Ba- of it; headwinds = hunker accommodation are the or- hamas, and parts of the east- down for the long haul; der of the day. The ocean ern Caribbean. Without crew, equipment breaks=replace passage is a wonderful they crossed the North Atlan- it, repair it or jury rig. You training ground for the tic in 2006 with stops in Ber- wish to respond and align above skills and as they muda and the Azores and spent 4 years in the Mediter- yourself with the realities, develop, it will be seen ranean. More recently, they dealing with the regularly how valuable they are in have spent winters in London occurring “small” stuff: the other parts of your life. while doing the British Isles small stuff that in aggre- one season and during the Interestingly, one of the gate makes for a seaworthy following, touched on all Bal- areas many of us are first vessel and wise decisions. tic countries on their round introduced to tasks/roles/ trip to St. Petersburg, Russia. There is rarely “one” prob- responsibilities where Norway, above the Arctic lem. One problem is usual- there is no end in sight Circle and the Northern Isles. of Scotland are recent cruis- ly workable. Problems with (and limited control) is in ing grounds. Dick is a mem- a capital P are usually the parenthood. Like it or not, ber of the Cruising Club of result of a cascade of small with parenting and off- America, The Ocean Cruising problems that accumulate. shore passages, once start- Club and a Commodore of the With this attitude you will ed you are in it for the du- Seven Seas Cruising Associa- give yourself and your crew ration, or, as some may ex- tion, and is an Amateur Ra- dio operator, call sign the greatest likelihood of a perience it, for the long KC2HKW. successful passage. haul. The silver lining, if you will, is that one learns The Helmsman Page 23 Clobbered on the Delaware

By CDR Les Spanheimer emphasized.

The following week, NA-25 joined three The U.S. Naval Academy’s Offshore other Navy 44 crews on a northbound Sailing Training Squadron (OSTS) passage to Marblehead, MA where they summer cruise program is an oppor- would enjoy a weekend of liberty and tunity for Midshipmen to participate community service before returning to in an offshore passage to a remote port Annapolis. The departure into the during which they can further develop northern Chesapeake Bay and through their seamanship, navigation and the C&D canal was uneventful. Upon en- leadership skills. OSTS Block 2A tering the Delaware Bay, the Skipper formed for local area training on June and four Midshipmen went off watch. 30, 2014. Local area training went The Executive Officer well as the crew was introduced to big (XO) and a crew of three boat sailing onboard the Navy 44 sail Midshipmen remained training craft. The Midshipmen who on watch. During the participate in this program have very early portion of the Del- little previous offshore experience so aware Bay southbound the learning curve is steep as the two transit the sky in the qualified instructors (Skipper and XO) west had darkened, and teach the crew various essential off- the No 4 jib was raised. shore sailing skills (navigation plot- Clearly a storm front ting, tacking & jibing a large keelboat, was approaching. The XO called up his reefing the main, headsail changes, RadarCast application on his iPhone and man-over-board “quick stop” maneu- confirmed that a fast moving storm was vers, use of a “preventer” and a host of in fact bearing down on the Squadron other skills). On day 4 the crew em- from the west. RadarCast is one of sev- barks on their first over-night sail on eral smart-phone applications which the Chesapeake Bay where Rules of provide a real-time feed of current the Road and coordination with (and weather radar data. Additionally, it of- avoidance of) commercial traffic is fers an animated predictive function

The Helmsman Page 24 Volume 2, Issue 1 The Helmsman which can be used to esti- man Watch Captain a ization that threating mate storm-front move- proactive leadership weather was approaching. ment and development. style. They are taught to At 2020 (8:20PM) Radar- The XO was watching anticipate and endure dy- cast predicted that the both the darkening skies namic weather events by storm front was 30 and RadarCast as the reefing the main, and minutes away, the Watch squadron sailed south changing headsails; Captain suggested that down the Bay. storm sails are carried for the crew reef the main, it extreme conditions. The was 10 minutes prior to A key objective of the XO conversed with the sunset. OSTS policy OSTS cruise experience is crew, hoping to pull from states that all on-deck to develop in the Midship- the Watch Captain a real- crew members should be tethered in from Sunset to Sunrise and at any other point when otherwise deemed prudent. One of the crew asked if tethers were required – “not if you’re quick” was the XO’s reply. Ten minutes later the leading edge of the storm front hit the squadron like a ton of bricks. The overpowered vessel was suddenly heeled over as the novice

crew attempted to set the first reef on the mainsail. Positive control of the vessel was increasing difficult with the No. 4 headsail still up.

Realizing that his on-deck

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watch team was over- side the crew had now lost passed to the helm and whelmed the XO called sight of the passing north- AIS confirmed the tow down below for assis- bound tug towing astern was continuing to open to tance from the off-watch and the three other Navy the North, the other three team –“wake the Skipper 44s in the squadron. Due Navy 44’s positions were – we need some help on to the 50 knot squall the also confirmed. Once the deck!” The Skipper boat rounded up and was boat had settled down and awoke, glanced at the headed directly for shoal was back on course down navigation chart plotter water, at what distance the bay NA-25 contacted and scrambled on deck. was unknown. With the the other Navy44’s. As the Skipper took the jib now down, the boat

helm and started the en- righted herself and posi- Every Naval Aviator gine the XO went for- tive control was regained; is taught a valuable man- ward to assist with drop- traffic and shoal water tra in flight school: Aviate, ping the No. 4 headsail. were the next immediate Navigate, Communicate. Heavy rain and a dark- concerns. The Skipper di- As a pilot in command it ened sky had reduced rected the XO to the navi- represents the priorities visibility to only 2-3 boat gation table to obtain a during emergency situa- -lengths. Operating in a good heading to clear wa- tions. That order is re- narrow channel with a ter. A good heading back flected in the actions shoal area to starboard into the channel was

NA 25 Tenacious headed for shoal water

The Helmsman Page 26 Volume 2, Issue 1 The Helmsman many take on the water as ways trumps training could have been mitigat- well: we first depowered objectives. Setting up ed with one simple the boat and got her under situations for the crew to change. Had the XO not control (Aviate), we could make decisions in an im- waited for the Watch then steer a course back portant part of the OSTS Captain to direct the into the channel program, knowing when storm preparations, had (navigate), and only then to step in and make the he directed it himself was there time to confirm decisions for the Mid- when it was first apparent the status of our squadron shipmen is an even more that the storm front was mates. important safety func- approaching the situation tion of the Skipper and likely would have unfold- The danger had subsid- XO. ed like this: ed…many lessons were learned: Lesson Three: Most It was clear from real evolutions on a boat, world observations, Lesson One: Over- take longer than you backed up by the Weath- reliance on digital prod- think. This is especially er Radar application, that ucts. Modern technology true with a novice crew. the storm would be a fac- is fantastic but it’s no sub- Not clipping in because tor for the squadron an stitute for real-world ob- it was technically not re- hour in advance of its ar- servations and sound quired at the start of the rival. That was the time judgment. In this case the reefing evolution was to act. The No. 4 was XO had been tracking the not the prudent thing to raised early but a reef approaching storm front do. We could have paid should have also been for an hour before it hit. a heavy price for that. taken well in advance of The predictive animation the arrival of the storm on his iPhone, however, Lesson Four: Small front. gave him a false sense of problems can quickly security, believing that his cascade into larger is- That early decision to reef crew had more time to sues. This was a great the mainsail could have prepare. Keep your eyes example of how one bad been done in “slow time.” on the horizon, the rest is decision can have in- A Midshipman could supplemental. creasingly dangerous have been appointed to consequences. Much of brief and lead the evolu- Lesson Two: Safety al- the drama that unfolded tion. This should have

The Helmsman Page 27 Volume 2, Issue 1 The Helmsman been done with the crew positive control (heeled tethered not only as a over with reduced rudder safety consideration but authority), the crew has “In flying I have learned as a training objective in lost sight of other traffic that carelessness and over- itself as the crew needed and the navigation solu- confidence are usually far the practice of foredeck tion was temporarily more dangerous than deliberately accepted risks.” operations with tethers. lost. Within ten minutes the sails had been reefed — Wilbur Wright in a letter to Loss of positive control his father, September 1900 and doused, a safe head- would likely not have ing to good water was re- been a factor with a established, position of reefed main and down- nearby traffic was con- sized headsail. The Navy firmed by AIS and the 44 is a robust craft, over- boat was again headed built to handle heavy south down Delaware weather when configured Bay. No damage was CDR Les Spanheimer has spent properly. suffered onboard NA-25 most of his Naval Aviation career flying Command and Control mis- Navigation (out of the but two other boats in sions onboard the E-2C Hawkeye channel, towards shoal the squadron suffered and British AWACS aircraft. His water) would not have torn mainsails which re- staff assignments include the Naval Strike and Air Warfare Center in been an issue with a quired replacement the Fallon, Nevada and the Joint Staff, properly configured sail following morning. No in Washington DC. On his final sea tour he was responsible for the self- combination. Reduced injuries were suffered defense of a Nimitz-class aircraft visibility would not im- but this situation clearly carrier on its maiden deployment pact the crew sailing in could have been far to the Arabian Gulf, he also served as the Search and Rescue coordina- the channel and monitor- worse with the danger of tor for that entire multi-ship strike ing other vessels via the man overboard, collision group. AIS display on the chart and grounding all very CDR Spanheimer sailed Lasers in plotter. real possibilities during college and has sailed offshore on both the east and west coasts. He this episode of cascading At the worst point in the includes a 2011 passage from incidents. Ushuaia SA to the Antarctic Penin- storm visibility was less sula via Cape Horn as one of his than 100 feet, winds were most memorable trips. He is the current Director of Naval Academy gusting over 45kts, the Sailing. boat was no longer under

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