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The captain of the 55-foot Holman sailing yacht was crouched down and leaning over me with great anxiety. “Are you OK?” he asked. “Dad, are you OK?”

I was, indeed, OK, which was as much a surprise to me as anyone else, given that I had hurtled across the galley like an unstrapped astronaut at liftoff. The boat had pitched, I hadn’t been paying attention, and I had gone flying so fast that I would have just kept going if not for a cabinet that stopped my midair trajectory. 

My ego was bruised—“Pain, Dad, is a great teacher,” he said—but I was fine, which is more than I could say for the cabinet door. And that, in itself, was really saying something, because the boat dated to 1985 while I dated to 1939.

Yes, my friends had told me that I was “loco” to sign on as crew at age 78 for a 2,850-nautical-mile passage from San Diego to the Panama Canal. It wasn’t the first time that my son, Christian Pschorr, who is service and program director for Hylas Yachts, had asked me to join him on a passage, but for the past few years, I had refused. Days and nights of getting pounded by bad ­weather, I feared, might leave me unable to hold up my end of the responsibilities. I didn’t want to let down the rest of the team.

It’s not that I was unfamiliar with boating, or with tough physical challenges. At age 22, when I graduated from the University of Pennsylvania as an ROTC Marine option, I was a commissioned US Marine Corps officer. The philosophy back then was to break the recruits physically and mentally, then build us back up and teach us that we were capable of doing far more than we imagined. And, in my 30s and 40s, I’d spent plenty of time as crew on my uncle’s 45-foot steel-hull ketch, cruising from New York’s Long Island Sound up to Martha’s Vineyard and Nantucket in Massachusetts. I also owned an 18-foot Mako. I loved to fish off that boat.

So, I had the right background, albeit no recent experience on the water. I agreed to join Christian this time because the Holman was his boat, one he had just bought and wanted to move to its new home port. No deadline would force us to push our schedule in bad weather as we cruised in a straight shot from San Diego to the Panama Canal. 

This time, I thought, I ain’t getting any younger. I’ve never done a bluewater passage. I’d like to try it.

My close friend Mike Johnson, an international award-­winning sailor and adventurer, became my mentor and coach. He urged me to step up my usual workouts at the gym, so I enlisted a personal trainer, who increased my treadmill and elliptical speeds until I was doing intermittent jogging and running. The trainer also helped me build strength with free weights and on machines where I used my legs to push. There were pushups and situps, just like at Quantico a half-century ago.

I heeded more good advice from Mike, who he told me: “You’ll always be the father. Christian, he’s your son, but he’s the captain. So keep your mouth shut. Be quiet and do your job.”

From the moment I stepped on board, that’s what I tried to do—an admittedly difficult task for someone with my bullish disposition. Our fellow crew were a married couple, Nathan Zahrt and Vivian Vuong, who had sailed with Christian before. Nathan was close to qualifying for his US Coast Guard captain’s license, and Vivian was a professional photographer as well as a great cook. My job was to follow orders and research everything we’d need to know about taking a boat through the Panama Canal—a job Christian was smart to give me, because I could do it well, building up yet more confidence before we set off. 

As we left the dock on May 9, I felt good, but nervous about my first overnight watch from 0300 to 0600. After everyone else was asleep below, I had to rely on myself to settle down. Finally, I thought, quit babying yourself. You have a job to do. I did it—and everything went just fine. There was simply no room for fear.

A few days out of San Diego, our engine failed. It had run well during the boat’s sea trials, but it wouldn’t cooperate now. That malfunction meant we not only had to make an unscheduled repair stop, but we also had to hand-steer for long periods of time because we couldn’t charge the boat’s batteries if there was insufficient sunlight for the solar panels. No battery power, among other things, left us without the autopilot.

With the autopilot on, I was able to adjust and hold the boat’s course, but without the autopilot, I found it a lot harder to maintain our course, heading, and speed with all the water high above and all around us. I kept saying to myself, I will not use bad language. My friend Mike had told me: No swearing on the boat. So, I said to myself, Expletives deleted.

Instead, I focused on doing whatever Christian ordered me to do, and I gained a new appreciation for why so many of his Hylas clients and students had complimented him as a teacher over the years. I got to see my son as other people see him, and I was more impressed than ever.

For instance, there was a time when I was steering through the vast harbor of Panama City—doing six hours straight at the wheel—and a huge rock loomed ahead. Christian said, sharply, “Dad, you’re luffing.”

Now, I know better than to argue with the captain. But I replied that I was altering course slightly to avoid hitting the rock.

“Lose our headway, and we will hit the rock,” he said. “Hold your course, and do exactly what I say.”

He was right. “Aye, sir,” I said, suggesting that he explain everything to me in simple terms, as if I were his Boston terrier. 

I always knew he was just footsteps away in case I needed him. I had done a lot of studying to learn about lights at night on boats, but once we were at sea, a lot of the lights seemed to be the same color. The first couple of times I saw them from the wheel, I was nervous because I couldn’t identify the vessels around us. I could see their courses, sort of, but I took comfort in Christian’s rule for the whole crew, which was to get him on deck immediately if there were any doubts. 

For the most part, I just had to get over myself and try. Only once did I feel real panic. It was blowing like all the Furies of Hell, and I couldn’t see with all the water coming into my face. Christian went forward, and I lost sight of him. I thought he’d gone over the side.

This was my beloved son. I was in a momentary state of terror, calling, whistling and yelling his name. 

Finally, he reappeared. “I wish you wouldn’t do that,” I told him.

“Dad,” he replied, “I’m not up there sightseeing.”

Enough said. 

I found new levels of my own confidence—albeit with a dash of mutiny. One of Christian’s rules was that when we were on deck at night, we were not to leave the cockpit. We were tethered to a metal eye by the wheel. Well, one night, I could hear something flapping up forward. I got tired of the damn flapping. I knew the rule about staying in the cockpit, but I unhooked, attached myself to the jackline that ran bow to stern, and went forward to secure the piece of sail. I then took a big, deep breath and went back to the cockpit, where I snapped back into the metal eye.

Nobody was the wiser. I did tell Christian after we were home again, and he was not pleased. But I got away with it, and I felt useful. 

There was also a lot of fun. Christian is a vegan, and Vivian is a great cook, but on my night in the galley, I got to make sushi from freshly caught fish. We had a red-footed booby perch happily on the pulpit one day, soon joined by others that sat on our bow railing and spinnaker pole, jostling for their favorite positions. One afternoon, I looked up just in time to see a huge manta ray leap out of the water. The majesty was breathtaking.

There was one night under beautiful, starry skies when I was doing a great job at the wheel. The boat was planing with sparkling phosphorescence in the bow waves and wake. I couldn’t help but start to sing in a bad impression of the Beatles: “Lucy in the sea with diamonds…” 

Shortly after that, I saw the Southern Cross for the first time since years ago, when I had been on a hunting safari in Namibia. It was a glorious sailing night. You sure can’t do those kinds of things unless you take a chance and step aboard.

My run-in (or, should we say, fly-in) with the galley cabinet was not the only harrowing experience either. Both the Gulf of Tehuantepec and Punta Mala—just outside the Gulf of Panama—can have sudden, strong winds that extend 100 miles into the Pacific. I felt like I could see the gods smirking as they pounded us for days and nights. We had quite a few evenings of absolutely fierce lightning. I had never heard thunder like that booming stentorian basso profundo. Not since the monsoons of Okinawa, Japan, during my 13-month tour with the 3rd Marine Division, had I encountered such torrential rain. And we were truly alone out there—so much so that Christian, at one point, told Vivian to call out on the VHF radio, just to see if anyone answered. Nobody did. You know that cliche about how small we are? Well, we are.

It was during one of those storms that I took my header across the galley, but that moment was just one among many that were overwhelmingly positive. When we cruised into Panama City’s harbor under sail, amid all the ships anchored and underway, I was at the helm. Christian sat in the cockpit, calling out headings to me, while Nathan and Vivian stood as lookouts.   

Suddenly, a huge container ship loomed, brightly lit from stem to stern. “Dad,” Christian said, “when she clears our bow, fall in behind her. Follow in her wake until I give you the new heading.”

I prayed that the wind would not die. I had to keep the sails full and maintain course. High above, I watched as the stern of the more than 1,000-foot-long container ship passed us. 

From there, Christian wanted me to take our boat in, but I relinquished the wheel to Nathan, not wanting to push my luck. It was midnight on June 10 when, after a month at sea, we tied up at the pier. We had made it with no injuries to the crew and no damage to the boat. And I had accomplished my goals. I had stared down Neptune in his angry moments without flinching. 

As I write this, I am now 83, and I don’t think I could trust myself to handle the physical or mental rigors again. But I’m very glad I made that trip with my son at age 78.

It was a highlight of my life. 

The post Leaving My Comfort Zone appeared first on Cruising World.

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Dismasting is a ­worst-case scenario, and it can happen to any sailor in certain circumstances. The source of the failure is usually the chainplates, or lack thereof. A chainplate is a metal plate used to fasten a shroud or stay to the hull of a sailboat. One end of the chainplate is often fastened to a turnbuckle, which is then connected to the shroud or stay, while the remainder of the chainplate is normally through-bolted into the hull or bulkhead. Chainplates are commonly painted over, glassed into the hull, or out of reach in general, which unfortunately makes them out of sight, out of mind. 

In typical installations, chainplates are hidden belowdecks in a locker—and this was the case with the shroud chainplates aboard our 1979 41-foot Cheoy Lee Avocet. Like many shipyards in that era, Cheoy Lee had a few ways they built and installed their chainplates. Some of their older Clippers and Luders models sported external chainplates, which are about as robust and easy to maintain as it gets, but in the ’70s and ’80s, the builder began moving the chainplates closer to the mast. This allowed better sheeting angles for the headsails.  

In this configuration, the chainplates go through the deck and down into the cabin, where they attach to a bulkhead or a fiberglass knee. On Avocet,there are six substantial, dedicated knees for every midship chainplate, and one aft for the backstay. The chainplates for the shrouds are hidden behind cabinetry. 

We sailed and worked on other projects that seemed more pressing until we found the time to open up our interior to inspect the chainplates. We were shocked: Our chainplates were completely rusted through, hanging on by less than a thread. With horror, we thought about how many times we had gone aloft to repair something, and about the gales we had sailed through—all while putting stress on a very compromised rig. 

As what was left of our chainplates crumbled in our hands, we began the process of fabricating new, stronger chainplates, and of taking our close brush with disaster as a warning to be shared with sailors everywhere. 

Ross Hubbard, a Southern California member of the Society of Accredited Marine Surveyors who has become a good friend of the Avocet crew, told us that he had seen similar situations—and worse. 

“I think that on average, I see eight or so vessels with known chainplate failures a year,” he said. “After removing the plates, I’d say at least 60 percent have some type of plate problem such as pitting, cracks, fractures, etc. Unfortunately, the nature of the materials and installation methods almost guarantees failures.”

That assessment rings true for Avocet, which was built in Hong Kong—a place that was known for excellent fiberglass layups and poor metal compositions. 

A thorough survey can protect you from buying a boat that is on the brink of rig failure, but what about those good ol’ boats that have been under the same ownership for a while? Experts say that any boat older than 20 years should have the chainplates rigorously inspected or replaced, along with the ­standing rigging in general. 

“If there is any evidence of water leaking above and/or below deck (rivulets, rust staining, wood damage, veneer, varnish or paint failure/peeling on bulkheads where the plates are mounted) the plates should be removed,” Hubbard said. “If the boat is older, I suggest ­completely ­removing the plates for inspection rather than just observing them. The inspection should be conducted using at least 20-times magnification, as well as using a dye penetration system after an in-depth cleaning.” 

Of course, this process will confirm only whether your chainplates need to be replaced. If that is the case, then you should get a professional rigging expert to assist in the replacement and installation. 

Kim Weir, also in Southern California and a dear friend of ours, has been rigging there and in his native Australia since the 1980s. When we showed Weir the photos of our corroded chainplates, he was shocked but not necessarily surprised. 

“I would say that 90 percent of the chainplates I inspect need to be replaced, and most of them are compromised by water intrusion,” he said. 

Our boat had her fair share of leaks around the hull-to-deck joint and chainplate bases, resulting in some water damage belowdecks and the further deterioration of the original stainless chainplates. Back in the ’70s, Cheoy Lee used stainless bolts and bronze nuts to fasten the chainplates, a combination that led to dissimilar metal corrosion with the addition of salt water. Although our chainplates looked Bristol on the topsides, what was hiding underneath was an absolute nightmare. 

“Just because the tops look fine and the rest is hidden doesn’t mean problems don’t exist,” Weir said. “Honestly, the harder they are to inspect is all the more reason to be suspicious as far as the status of their structural integrity goes.”

Determined to build better, we contacted a friend who is a skilled metalworker. We started by removing the two cap shrouds and backstay, leaving the four lowers to help stabilize the rig in addition to the halyards we ran as extra support. These first three plates were in the best condition of them all but had hairline cracks right where the plates intersected the deck. We knew that we would have to make a copy of each individual plate because they were not identical. That’s what a metalworker can do. 

We chose 316L stainless, which is extremely durable, and in less than a week had three perfect replicas. After reinstalling the cap shrouds and backstay, we began to remove the four lower chainplates. 

Well, what was left of them anyway. All of our lowers looked like they had come from the actual bottom of the ocean. Instead of coming out in one solid piece, the forward two crumbled, breaking in half right down the middle. Our metalworker had to piece them together like a jigsaw puzzle to create a template for the new ones. 

It truly is the little wins that can make a project all the sweeter. The fastener holes were drilled exactly to three-eighths of an inch, so the plates didn’t have any room to move when mounted. And the clevis pin holes were an exact fit for the five-eighths-inch and half-inch turnbuckles. These tight tolerances prevent the connections from side-loading or ovaled holes, which could lead to voids in the future. 

In addition to the perfectly fitting hardware, another improvement was the thickness of the chainplates themselves. Before, each one was different in terms of thickness. All seven new plates have the same three-eighths-inch thickness, which reinforces the integrity of Avocet’s rig. 

To install the chainplates, we used Sikaflex sealant around where the ­chainplate intersects the deck. In addition, our metalworker fabricated 316L stainless-steel caps to hide the sealant, better protect against intrusion, and give a more finished look. 

With the chainplates ­leak-free and fastened securely, it was finally time to reinstall the cabinetry—but this time, we made it easier to remove so that we can inspect the chainplates regularly for ­preventative maintenance.

Most people address issues they can see and tend to think that overbuilt equals more strength. Sailors regularly invest in stout, overbuilt rigging instead of investigating their chainplates. Unfortunately, this approach can compromise your rig entirely. 

“You really have to take the engineering into consideration when evaluating the rigging,” Weir said. “Many people think that by sizing up their wire that they will add integrity, but in reality, the designers calculated the vessel’s rigging during construction. If you really want to add strength and integrity to your vessel, as well as peace of mind in terms of the rigging, why not replace your chainplates? Rigging is like a chain: It’s only as strong as its weakest link.”

Marissa Neely and her husband, Chris, are currently refitting their Cheoy Lee 41, Avocet, prepping to cast lines and go cruising.

The post Check Your Chainplates for Rust, Cracks and Fractures appeared first on Cruising World.

The Sea Tow Foundation Announced the inaugural National Boating Industry Safety Awards winners during a gala event held on November 22, 2019 at the Orange County Convention Center in Orlando, Florida. Honorees included Bonnier Corporation (Publisher of Cruising World), Sea Ray Boats, Marine Max, Yamaha Motor Corporation and Freedom Boat Club. The awards event kicked off the Elevate Summit.

Bonnier Corporation was judged on the merits of the efforts and initiatives of multiple titles, including Boating, Wakeboarding, Cruising World, Sailing World, Saltwater Sportsman, Sportfishing, and Yachting and for the efforts of its web team and video production department. On hand to accept the award for Bonnier were Boating Editor-in-Chief and Boating and Watersports Editorial Director, Kevin Falvey and Boating Publisher and Brand Director, John McEver.

According to SeaTow Foundation Executive Director Gail R. Kulp, Bonnier’s titles won for both the depth and breadth of coverage as well as the strength of the initiatives, which includes a grant partnership with the United States Coast Guard.

Said Kulp: “Bonnier, whose broad boating safety initiatives and editorial content were reflected in multiple boating consumer titles that reach thousands of readers and recreational boating enthusiasts. “Bonnier Corporation is awarded the top marine media award because they did a great job developing and publishing exceptional safe boating editorial and video content; demonstrated evidence of outreach via extensive data collection; plus hosted a multi-faceted boating safety campaign that crossed print, email and social media channels with entire editions of publications focused on boating safety,” said Kulp.

Read the complete press release from Sea Tow Foundation, below.

Southold, NY, December 2, 2019 – The Sea Tow Foundation recently announced winners of its inaugural National Boating Industry Safety Awards at the Elevate Summit in Orlando. The awards were sponsored and judged by the newly established North American Sober Skipper Advisory Council and funded through a grant from the Sport Fish Restoration & Boating Trust Fund, administered by the U.S. Coast Guard. The awards were established to recognize the best boating safety work in the for-profit sector of the recreational marine marketplace occurring within the United States.

The Top Marine Manufacturer Award for Boating Safety was presented to Sea Ray Boats. Sea Tow Foundation Executive Director Gail R. Kulp said, “Sea Ray Boats launched an effective and highly targeted email and social media marketing campaign over the summer boating holiday weekends and promoted several boating safety initiatives including the importance of boaters wearing life jackets at all times; practicing responsible drinking and having a designated captain;and staying alert and being aware of surroundings.”

Taking the Top Marine Retailer Award for Boating Safety was MarineMax, a company which has long championed boating safety among boating consumers. Kulp noted, “From the development of hands-on boating safety classes to the production of safety-focused videos, MarineMax is providing outstanding educational opportunities for new boaters as well as those in need of a refresher. In addition, the MarineMax social media posts consistently promoted additional awareness about boating safety through ongoing messages via multiple platforms.”Sea Tow Safety Award winnersPictured from left to right are Pavlo Oborski (Grants Management Branch Chief for the US Coast Guard Office of Boating Safety), Kevin Falvey and John McEver with Bonnier Corporation, and Gail Kulp (Sea Tow Foundation Executive Director). Courtesy Sea Tow Foundation

The Sober Skipper National Advisory Council also created a category to recognize the best work of marine media in promoting boating safety. This year’s winner of the Top Marine Media Award for Boating Safety was Bonnier Corporation whose broad boating safety initiatives and editorial content were reflected in multiple boating consumer titles that reach thousands of readers and recreational boating enthusiasts.“Bonnier Corporation is awarded the top marine media award because they did a great job developing and publishing exceptional safe boating editorial and video content; demonstrated evidence of outreach via extensive data collection; plus hosted a multi-faceted boating safety campaign that crossed print, email and social media channels with entire editions of publications focused on boating safety,” said Kulp

The Top Marine Marketing and Boating Safety Outreach Award was won by Yamaha Outboards. Said Kulp, “Yamaha tapped Hunter Bland, a respected professional angler and influencer, to deliver spot-on boating safety messages that reached a targeted group of youth and young anglers. The grassroots campaign featured live special events coupled with branded campaign video and social media components.”

RELATED: Sea Tow Foundation Announces National Boating Industry Safety Awards Winners

In addition, a newly established Sober Skipper Award was presented by the Sea Tow Foundation to Freedom Boat Club in recognition of its outstanding adoption and promotion of the Sober Skipper program. The largest and oldest boat club in North America with more than 185 locations, Freedom Boat Club advocates for boating safety by asking each member at every dock to identify a designated Sober Skipper before departure. While this initiative has reportedly saved Freedom Boat Club thousands of dollars in boat damage and liability costs, it has no doubt saved the lives of members and their friends, while allowing them to maximize and enjoy their time on the water.

“We have worked closely with Freedom Boat Club over the past three years and the company has demonstrated just how easy and effective it is to incorporate the Sober Skipper message into its business model,” said Kulp. “We are pleased to establish this new award to recognize the outstanding work of our partners like Freedom Boat Club who actively and successfully promote boating safety award to recognize the outstanding work of our partners like Freedom Boat Club who actively and successfully promote boating safety message.

Added Kulp, “The National Sober Skipper Advisory Council and the Sea Tow Foundation are very pleased by the caliber of candidates and the submissions received for our first awards recognition. We are all delighted to see the great work being done by recreational boating industry organizations and look forward to continuing to support and bring well deserved recognition to outstanding achievers and safe boating champions throughout the recreational marine industry.”

For more information about the North American Sober Skipper Advisory Council and the National Boating Industry Safety Awards, please visit the Sober Skipper website at: www.soberskipper.com

Members of the Sea Tow Foundation’s North American Sober Skipper Advisory Council include David Connolly, Thomas H. Connolly and Sons; David Dickerson, NMMA; Jim Emmons, Water Sports Foundation; Kevin Falvey, Bonnier/Boating Magazine; Mike Hankins, Crevalle Boats; John Jost, Ken Cook Company; Captain Keith Lake, MarineMax; Dave Marlow, Brunswick Corporation; Captain Frank Stoeber, Regal Boats; Nic Thomas, Freedom Boat Club; Stephanie Vatalaro, RBFF; Annamarie Worrell, Emerald Coast Marine Group. The council’s executive committee includes Kristen Frohnhoefer, Sea Tow Services International; Gail R. Kulp and Michael Wesolowski, Sea Tow Foundation; and Wanda Kenton Smith, Kenton Smith Marketing.

Sea Tow Foundation

With a focus on safe boating practices that result in fun on the water, the Sea Tow Foundation – a 501(c)(3) nonprofit organization – was established in 2007 by Sea Tow Founder Capt. Joe Frohnhoefer. After his passing in 2015, Captain Joe’s legacy continues as the Foundation brings attention to the number of preventable boating-related accidents, injuries, and deaths, and directly addresses prevention methods through education and awareness. More than 600 life jacket loaner stands are now available across the United States and the Foundation’s Sober Skipper program continues to grow. For more information on the Sea Tow Foundation, please visit BoatingSafety.com.

The post National Boating Industry Safety Award Winners appeared first on Cruising World.

On Saturday, March 24th and Sunday, March 25th, 2018 the Marine Trades Association of Maryland and Navy Sailing will present the 39th annual Annapolis Safety-at-Sea Seminar. Nationally sponsored by Cruising World magazine, Sailing World magazine, US Sailing and Landfall Navigation, this event takes place in Alumni Hall at the U. S. Naval Academy.

The Safety-at-Sea seminar provides an opportunity for two days of learning. Moderator Chuck Hawley will lead a team of sailors and industry experts on Saturday, who will address safety issues that include crew overboard recovery, hypothermia, weather forecasting, search and rescue options, and the maintenance of safety equipment. There will also be the exciting live demonstrations of crew overboard recoveries by Midshipmen, a U. S. Coast Guard helicopter rescue, life raft boarding and pyrotechnic signal flares. The day concludes with an opportunity to visit with the presenters at the evening reception. Participation in the first day of the seminar will qualify registrants for a US SAILING certificate.

Sunday has two options for additional training. The World Sailing (International Sailing Federation) track involves hands-on training where participants can simulate an abandon ship scenario by getting into their choice of gear/PFDs, jumping into a pool, swimming to an inflated life raft and hauling themselves into the raft. Hands-on jury rigging, safety ethos, communications, and fire-fighting round out the curriculum. Earning the World Sailing certificate requires passing a test at the end of Sunday and full participation in both days.

The second track is Advanced Cruising, which includes in-depth presentations on communications and electronics, navigation, cruise preparation, and ocean currents with wind/wave dynamics. The afternoon sessions offer either hands-on training with safety gear (Practical) or small group discussions (Interactive).

Around-the-world singlehanded racer Rich Wilson will present the keynote address on Saturday. He is the only American to finish the Vendee Globe race twice. Wilson comments, “Once you leave the dock you’re on your own. You have to make decisions, fix things, and you’re suddenly in positions you’ve never been in before”. Wilson will recount how on his first Vendee Globe around the world race his boat did a double somersault 400 miles west of Chile in 65-foot seas. He will discuss how safety plays a critical role in offshore sailing.

Also featured this year will be presentations from CW Monthly Maintenance columnist Steve D’Antonio on damage prevention and control. Capt. J. K. Louttit (Kip), USCG (Ret) will discuss and demonstrate care and maintenance of safety equipment. Navy Sailing Varsity Coach Jahn Tihansky will discuss the details of crew overboard rescues, and you’ll hear a first-hand account of an amazing recovery that occurred during a distance race last summer. Back by popular demand, the seminar will again offer an afternoon weather session featuring Joe Sienkiewicz from NOAA and Dr. Gina Henderson. Dr. Michael Jacobs will present emergency medical care and hypothermia on Saturday. He will discuss questions ranging from how to treat contusions to why it’s important to understand the dire implications of hypothermia. Sunday will feature offshore cruiser and instructor John Kretschmer who will present the cruise preparation segment of the program. This year’s seminar will address the needs of offshore racers and cruisers as well as provide important safety tips for those whose boating interests remain much closer to home.

Tickets are available online at www.mtam.org for $175 for Saturday only, which includes an evening reception with the speakers and $225 for the two day advanced cruising session. The two-day World Sailing (ISAF) Certificate session is $325. Refreshments and a box lunch will be provided each day as part of the ticket price. The World Sailing (ISAF) portion of the program is capped and seating for the popular two-day event is limited; therefore, early registration is strongly advised. Ticket and event information may be obtained through the Marine Trades Association of Maryland P.O. Box 3148, Annapolis MD 21403 on the web www.mtam.org or by telephone at 410-269-0741.

Endorsed by the U. S. Coast Guard and originally designed for Academy Midshipmen 39 years ago following the tragic 1979 Fastnet Race, the popular Safety-at-Sea Program has been credited with saving countless lives. Life saving know-how is useful not only for those who have never ventured offshore, but for those who make offshore passages regularly. The national Safety-at-Sea programs have become required attendance for those planning to participate in the Annapolis to Newport, and the Annapolis to Bermuda race. Whether racing or cruising, power or sail the Safety-at-Sea program heightens the importance of safety training for everyone on the water.

The post Annapolis Safety-at-Sea Seminar appeared first on Cruising World.

There’s nothing better than taking a front-row seat to watch the evolution of marine electronics. Last fall, I strolled the equipment halls of the National Marine Electronics Association Conference & Expo; walked the docks and crawled through tents at the U.S. Sailboat Show at Annapolis; attended the Fort Lauderdale International Boat Show; and hoofed the cavernous halls at the Marine Equipment Trade Show in Amsterdam to get a handle on 2018’s most interesting new offerings. Read on for a roundup of what I found, presented in alphabetical order by manufacturer.

B&G’s Rollout

B&G has been making headlines for the past several years with its Vulcan series of stand-alone chart plotters that offer navigational capabilities and B&G’s proprietary sailing-­specific software, including SailSteer, Sailing Time and Start Line. Now, the U.K.-based marine-electronics manufacturer is offering two refreshed models: the Vulcan 7 ($700) and the Vulcan 9 (from $1,050). Both support B&G Broadband radar systems, which is a first for the Vulcan family. Previously, if sailors wanted the ability to overlay radar on their plotters, they had to purchase a plotter in the Zeus line.

Additionally, B&G unveiled an all-new radar-friendly Vulcan 12 ($2,200) for sailors seeking a big-glass experience. All three Vulcan plotters boast bright, colorful and easy-to-read screens that feature touch-screen-only interfaces and user-friendly software, menus and operating systems.

Radar is key for any serious offshore or poor-visibility sailing, and the Vulcan family took a major step toward becoming a viable one-plotter solution thanks to its ability to interface with B&G’s 3G or 4G Broadband radars. Now, sailors can ping targets up to 36 nautical miles away and see returns overlaid atop cartography and their vessel’s networked GPS position information.

Although B&G’s high-end WTP3 and H5000 systems are designed for hardcore racers, cruising sailors can leverage the sailing-specific features that come aboard Vulcan plotters to reach the next port faster and more efficiently, while also learning more about performance-minded sailing en route. Users can unlock advanced-level features, such as PredictWind weather forecasting, which is great for both offshore and coastal cruising. And skippers who enjoy occasionally blending in with the racing crowd will appreciate the plotters’ countdown and starting-line functionalities.

Additionally, the new Vulcans are all Wi-Fi enabled and can be app-controlled via a tethered wireless device (Android or iOS compatible), and all three models support B&G’s ForwardScan forward-­looking sonar, which can lower anxiety levels when nosing into unfamiliar or skinny-­water anchorages.

Garmin’s New Plotter Lineup

Garmin is never one to arrive at fall boat shows empty-­handed, and this year was no exception as the Kansas City, Kansas-based technology giant unveiled its new line of EchoMap Plus chart plotters, which are available in four screen sizes: 4-inch ($200 to $350), 6-inch ($350 to $550), 7-inch ($650 to $700) and 9-inch ($850 to $1,500). The three larger EchoMap Plus plotters include built-in Wi-Fi connectivity to support Garmin’s new ActiveCaptain application (also available as a smartphone or tablet app from Apple’s App Store or Google Play), which Garmin is billing as a one-stop shop for all chart purchases (or updates), trip planning, software updates and access to the ActiveCaptain Community, among other features.

In addition to supporting chart-plotter functionality, the three larger EchoMap Plus plotters feature Garmin’s SailAssist software, which includes a wind rose, laylines, heading and course-over-ground lines, set and drift information, and apparent- and true-wind angles and speeds. And for any cruisers who enjoy the occasional romp around a racecourse, these new plotters also come with Garmin’s racing-specific features, which include a virtual starting line and various timers.

Finally, the 7- and 9-inch EchoMaps feature Garmin’s keyed-assist touch-screen interface, which gives users customizable one-button shortcuts to their favorite features.

GOST Stands Guard

Global Ocean Security Technologies has helped plenty of owners thwart vessel break-ins or dodge outright theft, and its newest system, dubbed the Apparition, offers an impressive number of bad-guy-stopping technologies. For starters, the black-box system is designed to be buried deep within a larger-­size yacht, making it hard or impossible for thieves to find and destroy, and it’s controlled by up to 16 different 5- or 7-inch touch-screen keypads that employ an intuitive graphical user interface. GOST’s Apparition can support up to 192 different sensors, ranging from infrared-­beam and deck-pressure sensors to pull sensors, and a companion app (free) immediately notifies an owner, captain or marina manager if there’s an onboard issue.

Additionally, Apparition works with GOST’s other product lines, such as GOST’s Cloak (sold separately), which, once tripped, vaporizes a proprietary glycol solution to fill a cabin or interior space with a dense, escape-thwarting fog. Each system is customized to fit a particular vessel, so set pricing for Apparition is not available.

Icom’s SSB Is Back

Icom has brought a classic technology out of dry dock with the rerelease of the M802 single-sideband radio, which the company says is the only single-sideband radio still available for recreational users. The M802 ($3,420) boasts 150 watts of output power, built-in digital selective calling, a large, easy-to-read LCD display and a maximum of 1,355 channels.

If paired with an optional modem, the M802 can also be used to send or receive email and weather faxes via SSB frequencies. The M802 features a headphone jack on its front face, NMEA 0183 compatibility and input for a GPS receiver (optional), as well as a remote-control microphone that allows users to directly select channels, and — most important — the ability to communicate globally with other SSB users. (Stay tuned to this space for more about this radio in an upcoming issue.)

Mazu’s in Touch

SkyMate’s mazu has been garnering attention and winning boat-show new-product awards with its new mSeries system (about $1,000 for hardware, plus monthly airtime fees that can be affordably “winterized”). The system allows cruisers to send and receive (relatively) small packets of information, such as email, weather (GRIB files and, when available, NOAA weather alerts and Nexrad graphic weather) and SMS communications, globally. Mazu’s mSeries system uses a proprietary compression algorithm to make these data packets as small as possible (read: cost effective) while still enabling sailors to send and receive mission-critical information. While mazu doesn’t provide internet access in the same sense of a high-speed land-based internet connection (you won’t be streaming Game of Thrones offshore), it allows cruisers to access specific pieces of information for significantly lower fees than VSAT or FleetBroadband satellite-communications systems. Rather than using a bulky gyrostabilized dome, mazu is a simple black-box system that connects to SkyMate’s servers via an Iridium satellite connection, which affords a global coverage footprint.

Users can download the free mazu marine app (available from Apple’s App Store), which can be installed on any iPad and used to connect to shore-based cellular and Wi-Fi networks to save money on data fees while coastal cruising. Alternatively, users can access and control the system using any Web browser. However, the app provides additional functionality. Mazu can also be used to send emergency SOS messages to the privately operated GEOS emergency-­monitoring network. Buyers should understand that mazu systems are permanently installed (therefore nontransportable) and complement, but never replace, EPIRBs. Finally, users can also upgrade to SkyMate’s optional Sentry vessel-­monitoring system, which keeps an unblinking electronic eye on the boat, around the clock.

Raymarine Sings On Key

Raymarine introduced its Axiom line of multifunction displays at the 2017 Miami International Boat Show last February, but those original plotters featured touch-screen-only user interfaces. While this works beautifully in calm seas or at anchor, some sailors have trouble tapping the correct portion of a touch-screen display while heeled over at 30 degrees and slamming through rough seas, so Raymarine’s just-­introduced Axiom Pro plotters feature a hybrid touch-screen and hard-key user interface.

Axiom Pro plotters come with 9-, 12– and 16-inch screens, ranging in price from $3,000 to $6,000. They feature optically bonded high-resolution in-plane switching screens that deliver bright colors and wide viewing angles in direct sunlight; high-speed quad-core processors; and built-in 72-channel GNSS/GPS receivers. All three chart plotters also offer two different levels of sonar capability; S models feature a single-channel chirp sonar, while RVX models boast Raymarine’s proprietary RealVision 3D sonar and a 1 kHz chirp sonar.

The Axiom Pros are designed to serve double ­duty between sailboats and powerboats, and their physical hardware and software make them equally adept on both platforms. For example, all Axiom Pro plotters are NMEA 0183 and NMEA 2000 friendly and rated to IPX6/IPX7 waterproof standards, and they interface with Raymarine’s Quantum solid-state radars and Evolution autopilot systems. Additionally, they work with a wide range of cartography and come bundled with sailing-specific software functionality, such as sail instrument data and wind calculations. An upcoming update to Raymarine’s LightHouse operating system (likely available in early 2018) is expected to include racing-­specific features.

Siren Signals Security

Siren Marine’s new Monitor, Track, Control connected-­boat system is designed to give owners around-the-clock peace of mind, irrespective of whether they’re relaxing at home or traveling halfway around the world. The MTC system retails for about $600, and requires a $180 annual monitoring-service fee. In return, the system monitors critical vessel information, including high-water and bilge levels, and also provides access to deep-level metrics, such as how much juice the bilge pump has actually been drawing, which is critical for knowing if the pump is dry-cycling or moving water.

The MTC features an internal 56-channel GPS receiver and a Linux processor, which allows users to set geofences and monitor the vessel’s latitude and longitude via a PC or with an app that’s Android- and iOS-friendly. Each MTC also has an internal 3G cellular modem and the ability to monitor different user-selected wired and wireless sensors; should one of these trip, the MTC immediately alerts the vessel’s owners. Finally, users can harness the MTC’s cellular connectivity and processing power to remotely control the main battery and three user-selected systems (such as navigation or cabin lights, or the vessel’s heating and cooling system).

The post New Electronics for 2018 appeared first on Cruising World.

When it comes to the safety of your crew and the security of your boat and gear, ignorance is not bliss. For more than 20 years, the Caribbean Safety and Security Net has been keeping cruisers informed of any reported incidents of crimes against yachts. What started as just a high-frequency radio service net now includes an interactive infographic called Zoom-Tap, Know and Go.

These new data visualization tools in the form of interactive infographics provide a set of zoom-tap risk assessment tools available to any cruising captain who wishes to know the historical incident pattern, and the supporting details, in any location, anywhere in the Caribbean basin – on demand on any device they choose.

Check it out through the CSSN website or the CSSN Facebook group.

The post Know Before You Go appeared first on Cruising World.

Even the most casual boater often believes that he or she knows everything necessary to have a great day out boating. However, if you’ve spent any significant amount of time on the water, it’s obvious that too many boaters are confused or unaware of some basic rules about navigation, alcohol use and safety equipment. To help improve boating knowledge, and thereby boater safety, the National Association of State Boating Law Administrators, the U.S. Coast Guard, and a group of public and private boating safety entities are promoting the Spring Aboard – Take a Boating Education Course campaign.

The Spring Aboard campaign is a nationally coordinated effort that aims to get boaters educated in boating safety before the boating season begins. The campaign facilitates a weeklong heightened awareness component of the year-round campaign, and takes place March 18-24 when many course providers are offering discounts or other incentives for students who enroll or complete a boating safety education course.

“If we can increase the knowledge of the average boater, we can make our waterways significantly safer for recreational boaters,” said Tom Guess, President of the National Association of State Boating Law Administrators (NASBLA). “The majority of recreational boaters are not on the water frequently enough, or for the length of time needed, to become an expert at operating a vessel. They are out with friends and family for the weekend or for a holiday, but they still need to know the important basics of boating safety to have a safe and enjoyable experience. This is where boating education plays an important role.”

Most states have some form of mandatory education program that encourages or requires boaters to take a boating education course in person or online. Even when courses are mandatory, many boaters overlook boating education requirements as the excitement and heat of summer grips them and they head to the water. The goal of the Spring Aboard campaign is to get boaters thinking about education before the spring and summer weather starts pulling people outside.

Boating trends and statistics tell us that educated boaters have fewer accidents, but convincing boaters to take a course on safe boating habits cannot just be about fear of a catastrophic incident. Boating education is about more than avoiding accidents. Educated boaters are more confident boaters and they are able to enjoy the boating experience much more.

Another challenge that has always hindered boating education is that activities like boating, fishing and waterskiing are supposed to be fun and relaxing. Nobody wants to think about accident statistics or drunken boating arrests when they think about getting out on the water. “People boat for an escape, so when we talk about the dangers of boating like accidents and fatalities, some people don’t want to listen,” said Guess.

One of the ways the Spring Aboard campaign is encouraging boaters to take a boating safety course is to help make courses affordable for everyone. During the heightened awareness week of the Spring Aboard campaign, March 18-24, many private course providers are offering discounts. BOATsmart! is offering steep discounts on their boating safety courses and BOATERexam.com is offering 50% off the price of their courses for the entire week.

“Taking an online course is an easy way to quickly get up to speed on the most important boating knowledge,” said Kerry Moher, Co-founder of BOATERexam.com. “But our course isn’t just convenient, it’s also a lot of fun. We have literally thousands of reviews from boaters telling us how much they enjoyed taking our course.”

Boat-Ed.com is also offering a 50% discount on boating safety courses. “Our online courses are better than ever with interactive videos and a true student-centered approach,” said Mitch Strobl of Boat-Ed.com. “Boating education isn’t boring; it’s easy to access and fun.”

For those who want to take a traditional classroom course, you can find classes just about anywhere in America during Spring Aboard week. The U.S. Coast Guard Auxiliary is a nationwide organization that offers boating courses in virtually every state in America. The courses are very inexpensive, and are often held on the weekends.

“I think we can provide a great service by having experienced boaters answer questions and engage with boaters on a personal level,” said Bill Stolz, Coast Guard Auxiliary member and boating instructor.

Even in states without mandatory education, boaters still have the opportunity to improve upon their knowledge of boating safety. “We offer free classroom courses every month, materials for home study, and four different online courses,” says Josh Hoffman, Boating Safety Education Coordinator for the Arizona Game and Fish Department. Most states offer similar opportunities through their boating agencies.

This year is the third anniversary of the Spring Aboard campaign. For the last few years, course providers, states and organizations have rolled out the program slowly. This year, the boating community is very excited about getting more people engaged.

“We are seeing a growing audience as the technology improves for course delivery and we get more course providers offering serious discounts for their courses,” said Guess. “Nobody goes boating to get into an accident, fall overboard or hurt themselves. As a boating safety community, we can make a real difference in the everyday experience of boaters on the water, and frankly I’m excited by that.”

With the wide variety of organizations and businesses offering courses, such as the U.S. Coast Guard Auxiliary, U.S. Sailing, U.S. Power Squadrons, BoatUS Foundation, and numerous private and online course providers, boaters have a wide variety of options when looking to get educated in boating safety. Boaters looking for more information on boating safety courses can contact their state boating agency or find additional information at www.nasbla.org/boatingcourses.

For additional information contact:

Brian Rehwinkle
Spring Aboard Campaign, Chair
Florida Fish & Wildlife Conservation
Boating Education
Phone: 850-488-5600 E-mail: brian.rehwinkel@myfwc.com

Pamela Dillon
NASBLA Education and Standards Director
National Association of State Boating Law Administrators
Phone: 859-225-9487 E-mail: pam@nasbla.org

The post Making Boating Better Through Springtime Education Courses appeared first on Cruising World.

While growing up aboard the schooner Elizabeth in the 1950s, I used to swing through the rig, much to the disgust of the timid adults ashore. I loved being aloft. I felt comfortable there, like a proud frigate bird surveying the ocean.

Once, in St. Petersburg, Florida, while standing atop our starboard ratlines, I noticed a blue kite stuck in a tree in nearby Vinoy Park. We were poor; I had no toys, and kites were fun. So I quickly slid down our galvanized shrouds, leapt onto the dock of slip No. 7 and dashed across the street.

It was tricky because the kite was caught at the very top of a large banyan, but I eventually managed to get it down. Alas, it wouldn’t fly. Again and again, I tried to launch it, and it would just spin out of control. I soon became frustrated, but fortunately, my brother-in-law, the Gyroaster, came by. He was a giant of a man, and handsome as heck. My sister, Gale, would melt when he was around. Yuck! Actually, you’ve probably seen him — he was the Marlboro Man for many years. And anyway, he knew a lot of stuff.

“You need a tail,” he said, as he returned to his pickup truck and ripped up a greasy T-shirt.

Once a few knotted strips of fabric hung from the kite, it was a totally different beast. It flew sweetly. I had perfect control. I’ve never forgotten that day.

At the beginning of our third circumnavigation, this one aboard Ganesh, our new-to-us and unfamiliar ketch-rigged Amphitrite 43, I quickly realized that my learning curve would have to be steep. Ganesh behaved completely differently than our previous S&S-designed Hughes 38, Wild Card. Gusts over 30 knots would send our old boat zooming like a scalded cat; ditto for large, breaking seas. Once we did 150 miles in 24 hours under bare poles using our Monitor self-steering device, and Wild Card felt like she was on rails.

In a blow, Ganesh was different.

Way different.

Off the coast of Colombia, with an apparent wind of 34 knots and a speed of 8 knots, Ganesh was beginning to scare me, and I don’t like to be scared. Worse, I could see that look of concern that my wife, Carolyn, had in her eyes. “She’s really, um, slewing, isn’t she?” Carolyn noted.

Since a large part of seamanship consists of stoically observing, I began watching the building seas with great attention.

In the troughs, Ganesh was fine. She’d point dead downwind. But as a wave picked her up and she accelerated down its foaming face, she’d start frantically hunting. The further off course she became, the more her bow would dig in, the less effective her rudder would be, and the more she’d want to carve out like a runaway surfboard. It was disconcerting, this uncomfortable feeling that our transom might attempt to pass our bow. What if we got sideways to the seas? Would all 15 tons of her broach?

I didn’t want to find out.

One solution would have been to heave-to, but we were making great time and pointing directly at the Panama Canal. I hated to stop her. Sure, it would be safer, but these heavy wind and sea conditions would last all week. I didn’t want to heave-to for five to eight days. I wanted to keep moving.

The towing of warps is an old trick. So I took a 150-foot-long anchor line and connected its end to my port cleat, led it through my strong aft chock and lowered the bight into the water. At first there was almost no pressure, but as I paid out the line, the drag increased. When I came to the end of the line, I cleated it off on the starboard aft cleat. Now I had a large bight of line 75 feet astern. It didn’t do much of anything, but took about a quarter of a knot off my speed.

I watched and watched and thought and thought. That’s all heavy-weather management is, really, just experiencing and seeing what happens, which, in this case, wasn’t much.

Next, I took one of our fenders with a stout line on it, tied a bowline around the bight of line, and tossed the fender into the water. It ran aft and stopped, and I immediately felt a difference. I added a second fender. Even better! Now we weren’t slewing around nearly as much. However, occasionally both fenders were yanked out of the water and would start skipping over the waves. When they did, we’d slew badly until they bit in again.

I watched.

Next I relieved the pressure on the port end of the dragging line with a rolling hitch and short length of line secured on board. I tied the bitter end of another anchor line to the first, then cast off the rolling hitch.

The added length of line paid out, and now my two fenders were trailing 150 feet aft, and coming out of the water far less. I let her ride like this for a while as the sea continued to build. I decided we needed more drag, so I tied another two fenders onto the line — and then extended it with another rode.

Now I had four fenders 300 feet aft. And I watched.

Next, I adjusted the length of my towline until all four fenders sat directly behind one of the waves, completely out of my sight. I reached down and felt the moderate strain. Suddenly a huge breaking sea approached, Ganesh started to surf off, the towline load spiked dramatically and all four fenders were completely pulled though the wave, from backside to front, and then dug anew.

I knew I had the right idea when Carolyn appeared in the companionway with her novel and asked, “Is it calming down?”

There was no longer any tendency for Ganesh to get squirrelly. I wasn’t scared of broaching, and our speed was still averaging around 6½ knots.

Each storm is different, and thus, a skipper needs flexibility in his decision-­making. This requires having the correct gear and knowing how to deploy it.

I’d put a tail on my kite. I was in perfect control.

One time, we came out of New Zealand with a perfect weather window — not! A major gale was on the way, in the same area as the infamous and fatal 1994 Queen’s Birthday storm. Yes, there was a squash zone involved this time too. Even the Kiwi skippers I heard on the radio were getting nervous, which is enough to make any sane sailor gulp. When a Kiwi or South African sailor says, “There’s a bit of breeze on the way,” that means you should check your last will and testament.

The whole reason I carry a Para-Tech sea anchor and a Jordan Series Drogue is so I have options in an ultimate storm. Was this one? I wasn’t certain, but I decided to deploy one or the other slowing device just in case. If I’d wanted to make speed downwind and stay with the system, I’d have deployed the series drogue, my experimental homemade fat-bag or my webbing drogue. However, the last thing I wanted to do was travel with this particular storm. I wanted to remain in it for the shortest time possible, so I decided to set my Para-Tech sea anchor off the bow so we could park and let the storm pass by.

I heaved to and rigged the Para-Tech’s retrieval line exactly as recommended. Next, I ran a 400-foot nylon rode from the aft deck, outside the stanchions (tied with yarn to keep it from unraveling) and up to the bow. Here’s the sobering truth of it: People occasionally get severely injured while deploying or retrieving large parachute-type anchors. It’s dangerous. The ads don’t tell you this, but it is. Once that parachute is in the water, your vessel might as well be shackled to a block of granite on the bottom. Thankfully, we had no problem deploying ours from our nearly stationary position.

Once the sea anchor took up and I’d doused our storm trysail, it was just like being anchored in 20-foot swells. Of course, our masthead was scribing large arcs in the sky and we were rolling violently from rail to rail. At first, we took to our bunks, Carolyn green at the gills. Gradually, we started crawling around on the cabin sole. Twenty-four hours later, Carolyn was making bread while I was jammed in a corner, playing guitar. We felt perfectly safe, if not comfortable.

Luckily (actually, luck had nothing to do with it) we’d removed both the anchors that normally live on our bow, as well as all our chain. These were now tied inside our boat to our mast base. Our boat’s ends were as light as we could make them. Thus she rode the giant waves like a swan.

Every two hours, day and night, I’d change the chafe point on the Para-Tech’s rode. That sounds easy, but it wasn’t; not when the line was shock-loaded with 5,000 pounds or so.

Here’s how I did it: I donned my foulies and sea boots, put on my safety harness, grabbed a crowbar and carefully made my way forward. (Picture crawling on the back of a rearing stallion in pitch-black darkness and you’re close to seeing me move about on deck.)

Once at the bitts, I made sure the 40 or 50 feet of extra rode was all in front of me, so if it got away, I wouldn’t be killed instantly. Then I paused and said to myself, “Fatty, this is what you came for. This is all part of it. But if you lose control of this line or end up in the water, you’re dead. Right now you’ve got 10 fingers. Let’s keep it that way.”

That’s exactly how it happened. I actually whispered that to myself. Some people think I have no fear; that’s silly. Everyone has fear. Life is precious. The trick isn’t to ignore your fear but rather to harness it.

And that’s what I did. I loosened up the line on the cleat, working gingerly, like I was playing with a bomb that could blow any second. More and more I loosened the line until any more loosening might allow it to come off the cleat. Then I carefully stuck my crowbar into the final crisscross of line and wiggled it. Instantly, with a sickening snap tightening sound, the line on the cleat slipped and took up once again.

I’d changed the chafe point by about an inch with complete control.

A little over two days later, the wind had gone down but the seas were still high. The smart thing to do was to stay put, but alas, another storm was spinning off the Tasman between Australia and New Zealand, and if we didn’t set sail we’d have to stay parked for another four days or so.

Thus, we decided to retrieve the sea anchor and try to get northward out of the worst of the weather.

What happened next, well, I still start whimpering just remembering it.

First off, my good friend and sailing hero Larry Pardey had once advised me to remove the retrieval line on the Para-Tech. “They never work, and they often get in the way,” he said. “Trust me, Fatty, just cut it off.”

On the other hand, the manufacturer of the unit said folks successfully use the retrieval line all the time.

So, I decided to try it. I followed all the instructions as faithfully as I could. In theory, the retrieval line collapses the parachute, making it easier to haul back aboard. But when I went to actually use it in battle conditions, it was totally useless: completely snarled in a jumbled mess.

Score one for Larry.

As mentioned, the sea was rougher than I would have liked, and I have one more confession, dear reader. My 400 feet of ¾-inch nylon rode wasn’t in one piece. I’m a poor man. Most of my shopping is done at Dumpster Marine. The anchor line was cobbled together from various discarded bits and one new 125-foot piece of black Samson braid.

Now, I wasn’t worried about my knots coming undone because I’d tied double-­carricks and whipped the bitter ends with strong wax twine. But a knot is a lump, and this greatly complicated things. I won’t bore you with a blow-by-blow. Let’s just say getting each knot through the roller chock and around the rope windlass gypsy took about 45 minutes of tying and untying various short rope pennants with rolling hitches. Had any of those knots slipped while shock-loaded, well, bye-bye Fatso.

So here is the reality of the more than three hours that I wrestled with Satan up there on my foredeck: Retrieving my Para-Tech sea anchor was, far and away, the most dangerous thing I have ever done intentionally. In hindsight, I should have cut it loose. But, as mentioned, I’m a poor man, and it is a costly bit of fabric. And, yes, another factor came into play: I’m stubborn and pigheaded as well. I put that damn thing in the water, and I was going to get it back aboard!

Over the next couple of years I became fascinated by slowing devices. It didn’t take long to realize that the ideal one would create little drag at 4 knots and lots of drag at 6 to 8 knots of boat speed. Over the years, many attempts have been made to improve the proverbial mousetrap, and of course, I couldn’t resist the challenge taken up by some of my childhood heroes. My early idol Frederick A. Fenger (father of the wishbone rig) invented the plywood sea anchor, and John Voss came up with various fabric devices during his adventures made famous in The Venturesome Voyages of Captain Voss. I have no doubt that when Ulysses lost an attached sail overboard in a storm, he noticed the calming effect as it trailed behind his ship.

So, I sidled up to the prettiest little seamstress I know, gave her a hug and a smile, and placed a number of drogue designs in front of her.

“The Flat Fat drogue,” I told her, “uses cheap seat-belt material for the webbing and nylon for the slowing flaps, and stows well. The Fat Puffer has slits that bulge as the force of the water increases. And the Fat Web is basically just a bunch of webbing with maximum wetted surface that takes up minimal space.”

Carolyn frowned. I’m always asking her to sew up crazy ideas, most of which don’t work. However, occasionally she adjusts one of my stupid ideas brilliantly — and I steal all the credit. (Well, I’m a man, right?)

Don’t forget, heavy-weather management boils down to controlling two things: angle and speed. A drag device is one of the simplest, most basic ways to achieve this.

Carolyn looked at the various designs and scratched her head. “What’s my budget?”

“The usual,” I said. “Zero.”

She grimaced and gave me a look.

“Hey, babe,” I said. “There’s no challenge in buying one!”

“Darn you, Fatty,” she said, as she hauled her rusty Pfaff sewing machine out of the bilge and began hosing it down with WD-40.

Soon she was hunched over her rattling, jiggling machine, spewing out various drag devices and a brand-new Jordan Series-style drogue (136 cones) for good measure.

Perhaps the most important thing to be learned from this article is that “anyone can play,” as my father used to put it. You don’t have to be a scientist or mathematician to tame the elements. The truth is that a spare tire (even a retread) tied astern can save your life in certain conditions.

To put it another way, I may have sailed around the world twice on a $3,000 boat — but Wild Card had far more safety gear aboard than some of the $3 million yachts sailing next to me.

Why not heave-to in a storm? I do. I love to heave-to. It is a basic skill of any offshore sailor. But sometimes I want to keep moving for various reasons, perhaps to sail out of a strong (and dangerous) ocean current, for example. I want options, lots of options. I need flexibility to survive offshore year after year. And, frankly, my boat is usually fine heaved-to in up to 45 knots. However, if I get a 70-knot gust, will my sail track pull out or the gooseneck shatter or sheet break? I don’t know. And I don’t want to find out in hurricane-force winds.

As Carolyn and I endlessly voyage, we’ve found that I like places she doesn’t. Take Namibia’s Skeleton Coast, for example. There are odd currents, fierce storms and dangerously shifting sandbars. It’s a perfect place for an adventurous soul like me. “And how, exactly, did this area get its name?” Carolyn asked as we sailed Ganesh northward along its dramatic West African coast of shifting desert sands.

“From all the wrecks of the old sailing ships,” I said. “The vessel frame ends sticking up out of the dunes were easy to spot and kind of eerie. Once the rescuers rowed ashore, they’d then follow the footprints of the thirsty sailors in the sand to find their dehydrated bodies. So, it was kind of a two-for-one skeleton hunt.”

“Oh, lovely,” Carolyn said, rolling her eyes.

We’d gotten a good weather window out of Cape Town. There were a number of cruising vessels within 50 miles on the same passage. We had all tracked the moderate gale sliding toward us from St. Helena. A couple of the crews had real problems in the 40-knot gusty winds. They became fatigued from hand-­steering for more than 35 hours in the large breaking seas.

For Carolyn and me, it was a romantic time-out. I set out version No. 4 of my Fat Puffer. It’s a large bag that fills with water and has slits that enlarge and, hopefully, create turbulence in the gusts to break up a wave. I also unrolled our storm staysail. Our Monitor windvane was steering us straight and true. Our AIS transponder was on, ditto our radar. Our new LED tricolor is very bright, so we figured we’d be seen if other vessels were near.

We both went below; only occasionally peeking out to see the majesty of Mother Ocean in a grand mood.

I had a cup of tea, Carolyn opted for a single glass of red wine. We smiled at each other.

“What’s your favorite part of storm-strutting?” she asked.

“You,” I said.

– – –

Cap’n Fatty and Carolyn Goodlander recently completed their third circumnavigation and are restocking in anticipation of setting out to see the world again. The Cap’n is the author of Storm Proofing Your Boat, Gear and Crew.

The post Take it Slow in Bad Weather appeared first on Cruising World.

Fully inflated and sitting in the middle of the workshop floor, our life raft looked rather small. This wasn’t the first time I had seen a Viking RescYou four-person life raft in all its glory, but it was the first time ours had been unpacked from its tidy black valise.

We had gone way past the recommended service interval, but certified life-raft service centers aren’t that easy to come by in the South Pacific. Blown up, the raft reminded me of a children’s bouncy castle, all gaudy colors and rounded corners. The air was heady with the smell of new rubber like a freshly opened packet of balloons, but I felt no excitement as I crawled over the air-filled pontoons and into our escape pod.

I sat in the strange orange glow with my legs fully extended in front of me, imagining three other people sharing the space. It would be cozy, to say the least. Even with only Steve and me, the ditch bag and any other items we might manage to grab, it would be tight. I tried to imagine what the raft would feel like afloat; the floor constantly undulating, the sound of the ocean crashing around us, the slick, sticky feeling of salty skin and damp clothing. I struggled with the concept that my survival would depend solely on this small inflatable chamber and a few electronic gadgets. I closed my eyes and hoped that day would never come.

Spending time in a life raft is probably not on anybody’s bucket list, but any sailor who has spent a night or two at sea has no doubt stopped to consider the possibility. Like an EPIRB, a search-and-rescue transponder, a sea anchor and a good medical kit, a life raft is a vital piece of safety equipment that should be on board every boat. Some may think that life rafts are only the concern of offshore sailors, but hazards such as bad weather, accidents and human errors are not reserved for when you lose sight of land. A simple hop from port to port can be as treacherous as a three-week passage if you’re not prepared.

With so many brands on the market, it is difficult to know which life raft to choose, and unfortunately, talking to fellow sailors might not steer you in the right direction. Boat owners are often reluctant to foot the somewhat hefty expense of buying a new life raft if the one on board when the vessel is purchased is in serviceable condition, regardless of whether it’s the brand or style that they would prefer. The internet doesn’t have many firsthand user opinions on the matter because, thankfully, few boat owners have fully tested the limits of their equipment.

Still, there are several things to consider when buying a life raft, and the first should be the maximum number of people regularly on board.

The capacity of the life raft you carry is not determined by the length of your vessel but the number of crew who will need to use the raft in case of emergency. It is often recommended that you carry a life raft a size larger than the number of people on board. In our case, we sail almost exclusively as a couple, so we purchased a four-person raft. How the life raft performs at sea is somewhat dependent on the number of people inside it; the body weight of the passengers provides extra ballast. Although we were tempted to carry a six- or eight-man raft, it could actually be dangerous. An under-weighted raft is more prone to flipping if caught in a gust or when surfing down waves. A larger raft also means a larger space to keep warm, so maintaining core body temperature could become problematic. Large vessels will often carry more than one smaller life raft to accommodate varying numbers of crew and passengers.

The physical dimensions and weights of life rafts vary from brand to brand but are mainly dependent on one thing: how they are packed. Whether to choose a soft valise or hard canister is perhaps the most debated point in the life-raft discussion. Of these, the canister-packed life raft is the most popular option by far. Out of the 20 boats that I surveyed, 15 vessels carried canisters.

Like any good debate, there are passionate arguments for and against both options. A hard canister is considered to be better protection from the harsh marine environment, but a valise can be stowed belowdecks, out of the weather completely. Storing a valise down below diminishes the possibility of theft. I personally have never heard of a canister life raft being stolen off a yacht, but even thieves can be safety-conscious.

A life raft packed in a valise is lighter than a canister, most weighing in between about 50 and 75 pounds, versus roughly 65 to 90 pounds for a canister. That said, a smaller crewmember might not be able to lift that much dead weight up the companionway, especially if the boat is heaving. A canister may weigh more but is usually deployed directly from its storage location. There are a few companies that offer ultralight life rafts packed in watertight cases, or will custom pack a raft to your storage specifications, but like anything light, small and customized in the sailing world, those options cost more.

The way the life raft is packed also determines where it is stored. The perfect storage spot for a canister life raft is a purpose-built compartment, as is often found in the transom of a catamaran. This type of system does not take up valuable deck space and, if davits and a dinghy are not obstructing the storage area, ensures the raft is easily accessible. The more common method of stowing a canister is in a custom mounting bracket, usually stainless steel or aluminum, which can be bolted to the deck or vertically on the rail. Although many cite canisters as being better protection against the elements, they can be prone to leakage if submerged in rough weather when green water is taken over the deck. So, mounting your life raft on the foredeck may not be the best option.

Canisters often are fitted with a hydrostatic release. This automatic device activates when submerged and inflates the raft if the vessel suddenly sinks. A “weak link” in the painter will part under stress, allowing the raft to float to the surface. It’s important to consider what obstructions might hinder the automatic inflation or release of the raft when choosing where to mount the bracket. Many boats have canisters mounted on the cabin top, which keeps it out from underfoot and away from the majority of heavy wave action. However, during deployment, it could get caught in the standing rigging, tangled in loose lines or come in contact with sharp hardware. Before drilling holes for mounting screws, take a look around for potential hazards.

The capacity of the life raft you carry is not determined by the length of your vessel but the number of crew who will need to use the raft in case of emergency. It is often recommended that you carry a life raft a size larger than the number of people on board. In our case, we sail almost exclusively as a couple, so we purchased a four-person raft. How the life raft performs at sea is somewhat dependent on the number of people inside it; the body weight of the passengers provides extra ballast. Although we were tempted to carry a six- or eight-man raft, it could actually be dangerous. An under-weighted raft is more prone to flipping if caught in a gust or when surfing down waves. A larger raft also means a larger space to keep warm, so maintaining core body temperature could become problematic. Large vessels will often carry more than one smaller life raft to accommodate varying numbers of crew and passengers.

The physical dimensions and weights of life rafts vary from brand to brand but are mainly dependent on one thing: how they are packed. Whether to choose a soft valise or hard canister is perhaps the most debated point in the life-raft discussion. Of these, the canister-packed life raft is the most popular option by far. Out of the 20 boats that I surveyed, 15 vessels carried canisters.

Like any good debate, there are passionate arguments for and against both options. A hard canister is considered to be better protection from the harsh marine environment, but a valise can be stowed belowdecks, out of the weather completely. Storing a valise down below diminishes the possibility of theft. I personally have never heard of a canister life raft being stolen off a yacht, but even thieves can be safety-conscious.

A life raft packed in a valise is lighter than a canister, most weighing in between about 50 and 75 pounds, versus roughly 65 to 90 pounds for a canister. That said, a smaller crewmember might not be able to lift that much dead weight up the companionway, especially if the boat is heaving. A canister may weigh more but is usually deployed directly from its storage location. There are a few companies that offer ultralight life rafts packed in watertight cases, or will custom pack a raft to your storage specifications, but like anything light, small and customized in the sailing world, those options cost more.

The way the life raft is packed also determines where it is stored. The perfect storage spot for a canister life raft is a purpose-built compartment, as is often found in the transom of a catamaran. This type of system does not take up valuable deck space and, if davits and a dinghy are not obstructing the storage area, ensures the raft is easily accessible. The more common method of stowing a canister is in a custom mounting bracket, usually stainless steel or aluminum, which can be bolted to the deck or vertically on the rail. Although many cite canisters as being better protection against the elements, they can be prone to leakage if submerged in rough weather when green water is taken over the deck. So, mounting your life raft on the foredeck may not be the best option.

Canisters often are fitted with a hydrostatic release. This automatic device activates when submerged and inflates the raft if the vessel suddenly sinks. A “weak link” in the painter will part under stress, allowing the raft to float to the surface. It’s important to consider what obstructions might hinder the automatic inflation or release of the raft when choosing where to mount the bracket. Many boats have canisters mounted on the cabin top, which keeps it out from underfoot and away from the majority of heavy wave action. However, during deployment, it could get caught in the standing rigging, tangled in loose lines or come in contact with sharp hardware. Before drilling holes for mounting screws, take a look around for potential hazards.

Alternatively, mounting a raft on the rails of the stern pulpit will allow a mostly unobstructed deployment and make it easier for crewmembers to depart the foundering vessel from the cockpit. Wherever you decide to put the mounting bracket, it is important to use heavy bolts, lock nuts and a backing plate when necessary to prevent the raft from being accidentally washed overboard.

The most important consideration for storing a valise-type life raft is whether you have enough space to put the raft in a locker or belowdecks. A valise-packed raft is much more prone to water damage and chafe, so its storage location is a serious consideration. Many smaller vessels opt for a canister simply because they cannot accommodate storing a life raft down below. A dedicated locker in the cockpit would be the ideal spot for a valise, but only if you can guarantee the locker is free of leaks and sharp edges and is always accessible underway. If you store a raft in a locker it must be made clear to all crewmembers that nothing is to be placed on top of or around the raft that might hinder extracting it during an emergency. The minutes that you spend digging your way to the escape craft might just cost you your life.

A couple of the yachts whose owners I interviewed that carried valise-packed rafts stored them in the cabin while anchorage hopping, but the rafts were moved on deck while on passage. Both vessels had Sunbrella covers made, which provide excellent UV protection but only moderate defense against water. This system works in theory because most life rafts, both valise and canister models, are now vacuum-packed in heavy metallic bags to prevent water ingress, but it is not recommended.

On board Kate, our Newport 41, we store our life raft down below, just to starboard of the companionway, behind the nav table in a little nook that the designers considered a sea berth. From there, it is an easy grab and hoist up the stairs into the cockpit. Located nearby is our ditch bag, a Pelican case with boat documents and passports, the satellite phone and an empty extra-large dry bag. It’s one-stop shopping in case of emergency. I admit that I feel a bit like a Scotsman at a caber toss when maneuvering the beast up the companionway stairs, but I can do it without assistance or adrenaline.

What is often overlooked — and is of the utmost importance — is serviceability. After all, what good is carrying a life raft aboard if you cannot get regular safety checks and maintenance done on it?

Most manufacturers recommend having a life raft serviced every three years. Inspection should always be done by a certified service agent endorsed by your raft’s manufacturer. Each brand has specific packing techniques, test points and perishables on board that need to be examined and possibly replaced. If an unauthorized person services your life raft, the manufacturer is likely to void any warranty or responsibility if there are defects with the product or you experience an equipment failure. So where you are sailing and how long you’re gone should heavily influence which brand of life raft you buy.

In 2008, when we were fitting out Kate, we decided to carry a RescYou life raft made by Viking. Our initial plan was to sail from the United States to Australia, with a later possibility of continuing on to a circumnavigation. We looked at a number of manufacturers and, in the end, went with Viking because its life rafts are carried on cruise ships and container ships; it’s also the brand often used on gas platforms and oil rigs throughout the world. Worldwide sales means worldwide service. Although, as we found out, there are few service agents in the smaller islands of the South Pacific.

Many service centers will let you watch the inflation and inspection of your life raft, and I highly recommend taking them up on it. One couple from Washington that I spoke with reported they were even able to arrange a visit to the service center while shopping for a life raft so they could inspect the raft and all of its components before purchase. Getting to witness the mechanics of how a life raft is deployed and inflated means you will know what to expect when and if you need to do it yourself. Familiarizing yourself with the look and feel of the raft means there will be fewer surprises when you’re ready to crawl inside.

In a typical service, after breaking the seals on the canister or valise and cutting open the interior vac-pack bag, the technician will remove, inspect and weigh the CO2 cylinder that is included to inflate the raft. This process is similar to dive-tank inspections and is extremely important because a raft might not inflate when the painter is yanked if it has a faulty cylinder. The raft is usually inflated using an air compressor and left for several hours so that any pinholes or punctures have time to present themselves. During this waiting period, most service centers invite owners to get up close and personal with their life raft.

You should also get a chance to inspect the rations and safety gear included inside the raft. The inspector will have a checklist and should review that all items included in the raft are accounted for. They are required to check the expiration dates of medicines and rations and replace expired items with the same or equivalent item as compliant to the manufacturer’s standards. They will also inspect flares and replace those that have expired. The service center should have proper methods of disposing of any flares they remove from the raft.

The contents of onboard emergency packs vary by brand but should include seasickness tablets, water rations, a raft-repair kit, a manual pump, a bailer and sponge, a flashlight with extra batteries, a signal mirror, flares, a whistle and a pair of paddles. Items that are standard on some brands but must be added for an additional cost on other brands are food rations, a first-aid pack, a fishing kit, rain-collection and storage bags, a drogue anchor and extra water rations. Some manufacturers classify their emergency packs as “under 24 hours” and “over 24 hours,” while others state that what is included in the standard or extended emergency pack depends on “expected time that casualties may spend in the raft until they get rescued.” I, for one, am not expecting to be in my life raft at all, so knowing the duration of my stay in such a situation is impossible. In my opinion, it is prudent to purchase all the extras to make sure that the time spent in a life raft is as safe and comfortable as it can be.

A reputable service agent will ensure that all inspection tags that needed to be broken to service the raft are replaced. There is usually a sticker or tag affixed to the canister or valise where they will record their agent-specific ID number, date of service and next required service interval.

The cost of servicing a life raft fluctuates from port to port. The bill is usually broken down into a base service charge that includes unpacking, inflating, inspecting and repacking the raft. Any components that are required or supplies that are replaced are priced individually and then added to the base cost. When we got our raft serviced in Fiji in 2015, it cost $400. We had minimal items that needed to be replaced — seasickness medicine, water and flares. But, we found out, flares are considered hazardous goods when shipped so can be quite expensive when not purchased in their country of origin. Buying a life raft is neither a cheap nor easy exercise. Then again, the important affairs in life rarely are. There are many essential factors to consider, least of all the chance that you might actually have to use the thing one day. Cruisers are often said to be frugal, but this isn’t really the place to be pinching pennies. After all, how can you put a price on saving the lives of your loved ones?

– – –

Heather Francis is originally from Nova Scotia, Canada, and has been living and working on boats around the world for the past decade. In 2008, she and her Aussie partner, Steve, bought Kate, a Newport 41, in California, and have been sailing her full-time since. They plan to do a lap around the planet, albeit slowly. Follow their adventures at www.yachtkate.com.

The post Small Boats for Big Emergencies appeared first on Cruising World.

Whether you are 10 miles from shore or 1,000, if things go wrong and you need to abandon your vessel, there are a few essential items that you will be reaching for. After the life raft and the EPIRB, the ditch bag is, in our opinion, one of the most critical survival items.

When we bought our 45-foot sloop, Distant Drummer, 10 years ago, we purchased a new Viking RescYou Pro six-man life raft. Like most life rafts, it comes with an emergency pack containing basic survival gear, such as raft-maintenance items, signaling equipment, drinking water, a first-aid kit and seasickness tablets. Our ditch bag contains many additional things that we deem essential for survival in a life raft for a reasonable period of time. After 26,000 nautical miles of cruising and six offshore passages of more than 1,000 miles, we have packed, repacked and refined our ditch bag a number of times.

I should point out that in addition to the ditch bag, there are several other items in daily use around the boat that would be vital to have on board the life raft. The EPIRB, activated and broadcasting the distress signal, is the most important, and then, in no particular order of priority, one (or more) jerry jugs of fresh water, a chart, a bucket, a handheld GPS and VHF, a satellite phone if you have one and as many cans of food as space and time permit. A passport for each crewmember, as well as some cash and a credit card, should be in a watertight container and in the ditch bag as well.

What Is a Ditch Bag?

A ditch bag is an emergency bag that contains the equipment needed for catching food, obtaining water, signaling for help and providing shelter from the elements to enable you to survive living in a life raft for a number of days or weeks. It needs to be stowed where it can quickly and easily be grabbed and thrown into the life raft. We keep ours in a locker close to the companionway because we have no lazarettes in the cockpit. A ditch bag should be waterproof and brightly colored, with a lanyard attached just in case it slips out of your fingers. We actually use two large yellow dry bags with the gear split between them, just in case only one bag makes it and to reduce handling size and weight.

For the purposes of this article, I have assumed that the crew are already wearing foul-weather gear, life jackets and clothing suitable to the weather and climate. I have subdivided the equipment into four categories, but obviously some of the tools are generally useful to have for a number of purposes.

Food

Food not only provides the energy and nutrients needed to keep the body functioning, but it also lifts the spirits and gives a focus or highlight to the day. Food stored in the ditch bag should not be perishable, should be edible without cooking and should not be salty because drinking water will be in short supply. It’s also a good idea to choose food that can be divided into smaller portions to enable easy rationing for as long as possible. I have vacuum-packed about 5½ pounds of roasted nuts, dried fruit and trail mix in 5-ounce portions and included about 25 granola bars.

Fishing line and hooks are needed to supplement the dried food and to keep busy. I’ve also included a folding knife and small wooden cutting board to deal with the catch. Hoping that time would be available to stow canned food on board the life raft, I have packed a can opener and a couple of spoons because our success at fishing can be a bit hit-or-miss.

Water

It’s said that a human can survive for three weeks without food but for only three days without water. Water is so essential, but it’s impossible to carry enough of it! When abandoning our vessel, I would be certain to grab a five-gallon jerry jug of water (we keep several full on the back deck for this eventuality) and a bucket for collecting rainwater.

Of course, in many parts of the world, rainfall catchment cannot be relied upon. The bucket can also be used to make a solar water still, and garbage bags, a cup and duct tape are packed into the ditch bag to enable us to construct one. A two-gallon sealable plastic bag is included for water storage. If your budget allows, a handheld manual watermaker would be a good addition.

Shelter and Navigation

The life raft provides the first line of defense against the elements, but there are a few other items contained in our ditch bag to help keep us protected from the rain or sun. Sun hats, sunglasses and sunscreen are packed, as are swimming goggles, which can be used for protecting the eyes from rain or sea spray. They are also useful for looking underwater to check for fish or to inspect the condition of the life raft.

On the navigation side, our ditch bag includes a compass, pen and paper (in a sealable bag) to record the wind and drift direction. There is also a small drogue to stabilize the life raft and control our drift. I would hope to have time to grab a chart and a handheld GPS and have packed spare batteries for it just in case. Having even a vague idea of our location and the possibility to slow down our drift may allow us to stay longer in a shipping channel or to predict how long before we reach land.

Signaling

Once sustaining life has been dealt with, the next thing to think about is rescue. As soon as the EPIRB is activated, it will alert the authorities that there is a vessel in distress and will signal the location of the life raft for at least 48 hours. To avoid missing a chance of recovery, keeping a good lookout for ships or aircraft during both day and night is essential. When rescue is sighted, it’s time to break out the signaling gear.

In our ditch bag we have two red and two white handheld flares, two orange smoke flares and two red parachute flares. Although a flare is an excellent locating device, it only lasts for a moment and hence could easily be missed by a search vessel. We have packed a signaling mirror, a strobe and a powerful flashlight (with spare batteries), which are all very useful for trying to attract attention over a longer period of time. Sea marker dye, a rescue streamer and a 2-foot plastic signal square are included to enhance the visibility of a life raft, particularly from the air. Once a ship or an aircraft is in sight, the waterproof handheld VHF can be useful in facilitating the rescue.

This list is not exhaustive, and every skipper will have different ideas about the equipment they prioritize as essential. We check our ditch bag every year to replace batteries and restock out-of-date food and flares. Going through this process gives me the chance to review our gear to ensure it still meets our needs and will keep us alive until rescue arrives.

Suzannah and Neil Carmody live aboard Distant Drummer, a Liberty 458 cutter-rigged sloop that they bought in Thailand in 2006. Eleven years on and 26,000 nautical miles later, they are currently enjoying a leisurely cruise down the California coast. Their blog (carmody-clan.com) tells stories of their adventures exploring the world on a cruising boat and gives some useful tips for living aboard.

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