USSAILINGTRAININGPROGRAMS

SMALL BOAT SAILING SAFETY CLINIC COURSE WORKBOOK

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TABLE OF CONTENTS

Preparation ................................................................................................................................................... 4

Safety Equipment ......................................................................................................................................... 6

Communication Equipment & Procedures .................................................................................................. 8

Vessel-to-Vessel Operating Procedures .................................................................................................. 10

Vessel-to-Shore Operating Procedures ................................................................................................... 10

Distress, Urgency & Safety Calls .............................................................................................................. 10

In Sight Communication .......................................................................................................................... 11

Retrieval Methods to Bring a PIW Aboard ................................................................................................ 12

Entrapment ................................................................................................................................................. 14

Capsize Recovery ........................................................................................................................................ 18

Response ................................................................................................................................................. 18

Safety-Rescue Boat Positioning .............................................................................................................. 19

Self-Rescue Methods .............................................................................................................................. 21

Effective Use of the Self-Rescuing Lightning....................................................................................... 23

Assisted Rescue Methods ....................................................................................................................... 25

Turtled Boat Rescues .............................................................................................................................. 21

Preparation

Risk Assessment. The operator and crew need to be aware of therisks involved with different boats and situations as well as thelimitations of the boaters. If it is a rescue operation, assessment of thevictims’ condition and taking appropriate action will be top priority.

Weather & Sea Conditions. Before departure, current conditionsand forecasts need to be obtained and reviewed. While on the water,check for updated forecasts at least every hour to avoid beingblindsided by unexpected weather changes. Marine VHF radios, mobilephone applications, and the Internet are sources for this information.

Preparedness for Sudden or Unexpected Weather. This mayinclude squalls, thunderstorms, or fog. Ideally, the crew should have apreplanned navigation plan for returning to home port in the event offog or severe weather. Simple possession of a GPS is often not enoughand should be backed up with a navigation plan.

Awareness & Identification of Local Hazards. It isimportant to know the local hazards in the area of operation.Are there rocks, shoals, coastal bars, shipping channels, dams,powerlines over or under the water, or other obstructions? Ifyou plan to operate outside your normal area, review therelevant chart(s) as well as the Local Notices to Mariners beforehand Local Notices to Mariners areand carry an up-to-date chart on the boat. If involved in supervising available on the Internet and

an on-the-water course or event, all participants should be informed include important informationaffecting safe navigation.of any local hazards and the boundaries of their area of operation.

Local Notices to Mariners are updated weekly and available fordownload from the U.S. Coast Guard Navigation Center website.

ONLINE... Local Notice to Mariners: http://www.navcen.uscg.gov/?pageName=lnmMain

An image from a mobile phonedepicting a marine forecast for anarea on the California coast.

Rescue & Emergency Procedures. Be thoroughly familiar withyour organization’s emergency and rescue procedures for:• Rescue of a person in water (conscious or unconscious, injured)• Rescue of an injured person on a boat• Rescue of a capsized or swamped boat and its occupants• Recovery of a boat aground• Recovery of damaged or drifting boats• Severe weather emergencies

The key element in a successful safety and rescue mission is theperformance of the operator and crew members. Experience hasshown that the absolute minimum number of people aboard a smallsafety-rescue boat is two. Many situations, particularly with largerboats, may even require a larger crew.

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You also need to know the communication procedures for your shorebase, first responders, EMS, U.S. Coast Guard, and local lawenforcement authorities. Most organizations conduct periodic trainingand review sessions for their instructors and rescue personnel toensure compliance with best practices and procedures.

Emergency action plans should include:• Communication information: know who to contact whether it belocal law enforcement, the U.S. Coast Guard, fire department, orEMS; include phone numbers of key personnel and the MaritimeMobile Service Identity (MMSI) numbers of other rescue andsupport boats to allow immediate contact using the DSC system.• Where to take the victim in the event of an injury.• Docks and ramps to use in the event of an emergency.

You also need to know the communication procedures for your shorebase, first responders, EMS, U.S. Coast Guard, and local lawenforcement authorities. Most organizations conduct periodic trainingand review sessions for their instructors and rescue personnel toensure compliance with best practices and procedures.

Emergency action plans should include:• Communication information: know who to contact whether it belocal law enforcement, the U.S. Coast Guard, fire department, orEMS; include phone numbers of key personnel and the MaritimeMobile Service Identity (MMSI) numbers of other rescue andsupport boats to allow immediate contact using the DSC system.• Where to take the victim in the event of an injury.• Docks and ramps to use in the event of an emergency.

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Safety Equipment Requirements for UninspectedPassenger Vessels (UPV) & Small Passenger Vessels (SPV)

The minimum required safety equipment for recreational vessels ismodified accordingly for uninspected passenger vessels and inspectedsmall passenger vessels.

Life Jackets – One U.S. Coast Guard approved Type I wearable lifejacket of a suitable size for each person on board must be carried evenif crew members are wearing Type III or V life jackets.Reflective Tape – When operating on oceans, coastwise or GreatLakes, each wearable life jacket must have approved Type I retro-reflective material with at least 200 square centimeters (31 squareinches) of material on the front, at least 200 square centimeters ofmaterial on the back, and if reversible, at least 200 square centimeterson each reversible side. The material attached on each side must bedivided equally between the upper quadrants of the side and as closeas possible to the shoulder area.

U.S. Coast Guard Approved Type ILife Jacket

Retro-reflectivematerial

Personalflotation light

Personal Flotation Device Lights – On ocean, coastwise, or GreatLakes voyages, each wearable life jacket must have a U.S. CoastGuard approved personal flotation device light securely attached tothe front shoulder area. A light with a non-replaceable power sourcemust be replaced on or before the expiration date. If a light has areplaceable power source, the power source must be replaced on orbefore its expiration date.Life Ring Buoy – At least one U.S. Coast Guard approved orangethrowable ring life buoy with a minimum outside diameter of 20inches for a vessel 26 feet or more in lengthFire Extinguisher – One B-I Type fire extinguisher required forpowerboats less than 26 feet propelled by outboard motors regardlessof constructionVisual Distress Signals/Markers – Required to carry three day andthree night visual distress signals while operating on coastal waters,the Great Lakes and oceans.Emergency Position Indicating Radio Beacon (EPIRB) – EPIRBsare required if operating beyond three nautical miles from the baselinesfrom which the territorial seas are measured or beyond three nauticalmiles from the Great Lakes coastline. In waters where EPRIBs arenot required, it is a prudent safety measure to have one on board.

A GPS can be used to mark a “lastknown position.”

Compass – A magnetic compass should be installed and calibrated.Charts – Either paper or electronic (GPS) charts when applicable.GPS – This equipment becomes increasingly important whenoperating in coastal waters or the Great Lakes where determining aposition, a route or destination is more complex than referencing apoint on land or a navigation aid in a small landlocked lake or harbor.

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Marine VHF/DSC Radio – This is essential equipment for safety-rescue boats. For more information about VHF/DSC radios and othercommunication alternatives, see the communication section near theend of this chapter.Bow, Stern & Spring Lines – Should include forward and afterspring lines and be in good condition.Anchor & Rode – The anchor and rode must be of sufficient size tohold in heavy weather with the safety-rescue boat and a rescued boattied to it. The anchor type should be suitable for the type of holdingground in the area of operation. Two anchors and rodes arerecommended in case one is used to anchor an abandoned boat.Heaving Line – A line with a throw bag or sock allows it to bethrown into the wind. Another alternative is to use a soft ring, called aquoit, which is attached to the end of the line.

The loop on the end of the heavingline is attached to the wrist or theboat and the throw bag is thrownunderhand to the person in thewater. Make sure the bag is openbefore throwing it.

Towline – 100 feet of 1⁄2-inch diameter double braided nylon ordouble braided polyester line is suitable for most recreational towingsituations. For additional information on towlines and towingequipment and methods, refer to the “Towing” section in Chapter 4.Towing Bitt – A bitt mounted near the boat’s towing point of rotationimproves steering control. If there is no bitt, a bridle should beattached to the towing eye bolts or stern cleats to reduce the loads onthese fittings.Cleats – Should be of sufficient size to handle lines and through-bolted and sufficiently reinforced to withstand the loads of safety andrescue operations.Amidships Cleats – Cleats installed amidships on safety-rescue boatsare desirable for alongside towing operations.Boathook, Paddle & FendersFirst Aid KitPumps (Electric and Manual) & Buckets – To be used to bail out(de-water) swamped boats.Tool KitSpare Parts Kit – Include fuses, spark plugs, belts, shear pins, cotterpins, etc.Waterproof Flashlight & BatteriesExtra Engine OilLine & Webbing Cutter – This is a specially designed hook-shapedcutter with the cutting edge on the inside of the hook. It can cut smalllines and webbing without endangering the victim with the sharppoint of a knife.Wire Cutters – These cutters need a shearing action to cut wires orshrouds. Bolt cutters which mash the strands without completelycutting the wire should not be used.

A bitt makes it easier to handleand adjust a towline. It should bethrough-bolted to the cockpit soleand adequately reinforced.

A V-bladed rescue knife can safelycut webbing and small lines.

V blades

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Communication Equipment & Procedures

Reliable and efficient communication is a key element in safety-rescue boat operations. While marine VHF radios are preferred, otherbackups include mobile phones and Family Radio Service radios.

Marine VHF/DSC Radio. This type of radio transmits and receivessignals unlike a radio in a car which only receives signals. The range ofcommunication with a VHF radiotelephone is limited by line of sight,typically 10 to 15 miles for ship-to-ship communication and 20 to 30miles for ship to shore.

A VHF/DSC radio is essentialequipment for a safety-rescue boat.

Squelch

VolumeHi/low power

DSC distress alert button

A Family Radio Service (FRS) radiohas a limited range of ⅓ to 1 mile.

Mobile or Cellular Phone. Phones are a popular means ofcommunicating either verbally or with texting. While mobile orcellular phone communication can be very reliable, its availability onthe water is geographically restricted. Trying to use 911 to requestimmediate assistance for an on-water emergency may take a longerresponse time than using the VHF/DSC radio to contact the CoastGuard directly. The U.S. Coast Guard does not recommend thesephones as a substitute for a marine VHF radio, but they may behelpful as an added means of communication.

Family Radio Service (FRS) Radio. This radio is an enhancedwalkie talkie and operates in the UHF frequency band. It is limited to0.5 watt of power and by line of sight with a typical range of ⅓ to 1mile. With its limited range and capability, it is best used for shortdistances on inland ponds, small lakes, or with shore stations, andwhere congestion on the VHF radio makes it difficult to communicate.

Operating Procedures for Marine VHF RadiosTo establish communication with another vessel, you must first use acalling channel. As soon as a response is received, both parties mustswitch immediately to an appropriate authorized working channel.Calls may be initiated on a working frequency when it is known thatthe called vessel maintains a simultaneous watch on the workingchannel and the calling channel. For example, Channel 72 may beselected for race-oriented communications for a particular event. Inthat case, monitor Channel 72, or use Dual Watch to monitor 72and 16. Larger regattas may designate a specific safety channel thatis used for safety communications and a different channel for raceoperations.

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• The procedure for establishing communication with a shore station(e.g., marina) is the same as establishing communication withanother vessel. If the shore station has an assigned working channel,call them on that frequency instead of a calling channel.

• Transmissions on a calling channel are limited to determining aworking frequency and must not take more than 30 seconds. If acalled vessel does not reply, it must not be called again until after aninterval of 2 minutes. After three attempts wait 15 minutes.

• Transmissions on a working channel are limited to 3 minutes.• You must identify yourself using your station call sign or vessel nameat the beginning and end of a series of transmissions or every 15minutes during the transmission.

• Use procedure words (PROWORDS) in your messages to establisheffective and precise communications. Refer to the list of basicPROWORDS for usage and definitions.

• If you need to spell a word, use the phonetic alphabet to identifyeach letter in the word.

• Use the 1 watt low power setting if calling a vessel or shore stationwithin a few miles. If there is no answer, then try the higher powersetting.

• Channel 68 is frequently used for radio checks; do not use Channel16 to conduct radio checks.

• If a vessel is equipped with a VHF marine radio, it is generallyrequired to maintain a listening watch on Channel 16 whenever it isnot being used to communicate. This is why Dual Watch exists. Itallows you to monitor a working channel like 72 while keeping a“watch” on Channel 16.

• If you hear a distress message and it is not answered, you mustanswer. Allow time for others to answer if the vessel is not in yourvicinity. It is good practice to log all distress calls with pertinentinformation.

• Prohibited actions include: sending false distress or emergencymessages; using obscene or profane words or meaning; usingChannel 16 for calls other than for calling or emergency.

Note: The FCC rules for operating marine VHF radios are containedin Title 47 (Telecommunication) Part 80 of the Code of FederalRegulations (CFR).

ONLINE... Electronic CFR: http://ecfr.gpoaccess.gov

International PhoneticAlphabet

A AlfaB BravoC CharlieD DeltaE EchoF FoxtrotG GolfH HotelI IndiaJ JulietK KiloL LimaM MikeN NovemberO OscarP PapaQ QuebecR RomeoS SierraT TangoU UniformV VictorW WhiskeyX X-RayY YankeeZ Zulu

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Vessel-to-Vessel Operating Procedures

q Switch and briefly listen to working channels until you find one thatis clear.

w Return to calling Channel 16 or 9. Channel 9 may be used forgeneral-purpose calling by recreational vessels, or if it is thedesignated calling channel for the area.

e Call the boat you wish to call.Say: “Resolute” (name of boat being called; may be said

2 or 3 times if necessary)“THIS IS Endeavor.” (your boat’s name or call sign)

Reply: “Endeavor, THIS IS Resolute.”r Once contact is made on the calling channel, both boats must

switch immediately to an appropriate working station identified byone of them.

t After communications are completed, each ship must give its nameor call sign followed by OUT and switch to Channel 16 or 9.

Say: “THIS IS Endeavor. OUT.”Reply: “Resolute. OUT.”

Vessel-to-Shore Operating Procedures

The procedures for calling a shore station are the same. However, ifthe shore station has an assigned operating channel, call them on thatchannel instead of Channel 16 or 9.

Distress, Urgency & Safety Calls

Distress Calls.MAYDAY distress calls are transmitted when a vesselor person is threatened by grave and imminent danger requiringimmediate assistance. Your MAYDAY call should include the threeWs: WHO you are, WHERE you are, and WHAT is your type ofdistress, situation, assistance desired, and any other information tohelp with the rescue.

q MAYDAY, MAYDAY, MAYDAY (Spoken three times.)w THIS IS Endeavor, Endeavor, Endeavor. (Who you are spoken

three times.)e We are one nautical mile east of Cape May. (Where you are.)r We are on fire and sinking. Two people are severely injured and

unconscious. Request immediate assistance. There are a total offive people on board. Our boat is a 30-foot powerboat with whitedeck and topsides. Sending up red parachute flares and activatingEPIRB. (What is the situation, needed assistance and description.)

t OVER

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Come closer

With Other Safety-Rescue Boats.Marine VHF radios are preferred and most reliable.In areas where VHF usage is congested, safety-rescue boats may be equippedwith FamilyRadio Service (FRS) as an alternative for regattas or on-the-water courses, but thecommunication range will be less.

With Shore Base or Shore Emergency Responders.If the shore base is equippedwith a VHF radio, call them on their working channel; otherwise use the mobilephone as backup. Some shore emergency responders may only be available by land or mobilephone. If phones are going to be used, all parties need to have a current list of contact numbers.

Sound Signals— One blast:

Look at me.

� � � � � Five short blasts:Indicates danger.

Hand Signals

Look at me Stop Turn to starboard

Turn to port Slow down Turn off engine

I’m OK! I need assistance I cannot hear you

Communication

With Recreational Boaters. For recreational boats that have VHF radios, this is the best way tocommunicate, but smaller sailboats, runabouts or paddle boats may not have them.While cellphones maybe available, they may be ineffective if you don’t have phone numbersor can’t getclose enough to exchange numbers or there isn’t cell coverage. Voice communication can bedifficult to hear clearly over thenoise of the engine, wind, waves or flapping sails, even with aloudhailer. Try to position the safety-rescue boat so the engine noise is not in the line ofcommunication and shift into neutral, or turn off theengine. Your other alternatives are soundand visual signals.

In Sight

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Retrieval Methods To Bring a PIW Aboard

Three major factors that affect getting a person out of the water are:• Height of the sides of the boat• Condition of the person and whether the person is able to assist• Number of people in the safety-rescue boat. Two people increasethe ability to get a larger or exhausted PIW on board.

Underarm Lift. This works best for low-freeboard boats and whenthe person can help by water kicking. The risks involved are possibleback strain on the “lifter” and shoulder strain on a PIW with weakshoulder joints. If a PIW is large and heavy, as he emerges from thewater the load on the lifter increases and may exceed his strength.Two people lifting should overcome this problem. With a hard-sidedboat, the PIW is lifted facing the boat and once his upper body isacross the rail, the rest becomes easy and manageable. With a RIB,lift the PIW facing away from the RIB and keep the spine straight andin column. The PIW will end on top of the tube in a sitting position.Life Jacket Lift. Lifting the PIW on a 3-count bounce with his lifejacket is another alternative for low-freeboard boats, but it shouldONLY be used if the PIW is active and the life jacket won’t slip off.Leg & Arm Roll. This works best for low freeboard boats where aPIW can get a leg over the rail and then is rolled over the rail into theboat. It may also be the final step for the Underarm Lift Assist.Boarding Ladder. There are a number of types ranging from ropeladders, telescoping or folding metal ladders, gunwale mounted hookladders and fold-down transom ladders. There should be at least twosteps below the water. Rope ladders are easy to stow, but are difficultto climb as they have no stand-off distance from the hull for handsand feet and tend to swing under the bottom of the boat, making italmost impossible for less agile people. A rigid ladder avoids many ofthese shortcomings. If it is removable, compact and secure stowagemay be a problem even if it folds up. A fold-down ladder mounted onthe transom or stern platform is used successfully on many water-skiing boats, but rough sea conditions can make its use hazardous.Rescue Net (Parbuckle). This can be used for a person who ishypothermic or cannot be retrieved using the above methods. A PIWis floated over a sunken net, usually head first to avoid catching thenet with feet and arms. The net is walked up hand over hand as thePIW is rolled up the topsides onto the top of the tube or rail. Its useon a RIB is easy and more comfortable for the PIW. The net needs tobe self-draining, weighted (so it will sink), and attached to the boat inseveral places along its length.Retrieve & Transfer. This uses a low freeboard boat whether it ispower, paddle, sail, or a life raft to retrieve a PIW and transfer theperson to a higher freeboard safety-rescue boat.

Life Jacket Lift – Bounce the PIWthree times and lift on the 3 count.Warning: Do not use with lifejackets that will slip off on the lift.

Underarm Lift – Lift until the upperbody of the PIW is on the rail, thenpull him into the boat.

Ladder – Best on hard-sided boats.

Leg & Arm Roll – The topsidesneed to be low enough to get a legover a rail. A hand hold also helps.

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Lifesling Lift. This can be used with high or low freeboard boats butthe lifting tackle needs an attachment point high enough to lift thePIW above the topsides. If rigged to a T-Top or davit, the structureneeds to be strong enough and adequately secured to take the load. Athigh strap may be added to lift the person horizontally and providemore support for the lower body and legs.

Person Is Exhausted & Unable To Assist. If the person in thewater is too tired to assist, a combination of the Underarm Assist Liftand the Leg & Arm Roll methods can be used. Another method,although there is more stress on the PIW’s shoulder joints, is to graspeach other’s forearms and draw the person up until his waist is on therail. A rescue net may be the best alternative for this situation.

Person Is Unconscious or Seriously Injured. Your options will beaffected by the seriousness of the injury and whether you can getprofessional assistance experienced with the type of injury to thescene or if you have nearby safety-rescue boats that can assist. If thePIW cannot be brought into the boat, the safety-rescue boat shouldbe anchored and a MAYDAY distress call be made to the Coast Guard(if within its coverage) or a call to the local on-water rescue units.Until additional assistance arrives, it may be necessary for a crewmember of the safety-rescue boat to enter the water to stabilize thevictim. Of greatest importance is to maintain an airway by keeping thevictim’s mouth above the water. A sling under the victim’s armpits canbe used to lift the person high enough so that he or she can breathewithout having to time the breaths according to waves.

Rescue Net – The horizontal slatsallow the net to be raised handover hand by one or two people.

Horizontalslat

Lifesling Lift – The hoisting tackleneeds to have at least a 5:1advantage with a cleat.

Hoisting tackle

DECISION-MAKING QUESTIONS…

• If there is only one safety-rescue boat and an injured person has tobe rushed ashore, what action could you take to ensure the safetyand supervision of the other participants in a course or event? Whatwould you do if you were the only person on the safety-rescue boat,or if you had one crew member on board? Would you put the crewmember on one of the boats to supervise while you run the injuredperson ashore or would you keep the crew member in the safety-rescue boat to care for the person?• What would you do if outside assistance were available? How wouldyou contact them? Would you transport the person safely to shoreor wait until assistance arrives? If it is a life-threatening situation andyou must transport a student to shore and can’t get any assistance,what would you do to ensure the safety and supervision of the otherparticipants?

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Concern for sailors’ safety is always the top priority. Whenever a dinghy capsizes, there is a risk that the sailor or sailors may be caught beneath the boat. Instructors, Coaches and Safety Boats have a responsibility to check every capsized boat to make sure that the sailors are okay, able to right their boat in a safe manner and continue sailing. Entrapment can take various forms and can occur in any type of wind. Although wind velocity is a factor, many dangerous entrapment situations have occurred in all kinds of wind and sea conditions. Entrapment situations can occur when sailors get caught on lines, webbing, sails, and equipment such as trapeze harnesses and lifejackets. The best prevention for all of the above scenarios is good seamanship and housekeeping ie -neatening lines while sailing, taping of and securing clevis rings, making sure there are no holes in sailing clothing where sailors can get stuck, maintenance of shock cord, hiking straps and areas of the boat that sailors may get snagged upon. Using a masthead float and other safety precautions can reduce the chances of having a mast get stuck on the bottom and/or turtle. Emphasis on preventing incidents before they occur is appropriate for many sailing programs. Many programs have modified new and existing fleets with new types of masthead floatation. These devices, when used properly, can reduce damage to the boat, limit sailor fatigue, and possibly limit the chances of entrapment. Masthead floats may not be appropriate in all situations but the use of the flotation significantly minimizes the risks and the severities of dangerous inversion situations. There are several masthead floats on the retail market, but there are many simple homemade solutions that programs use.

These solutions include, but are not limited to, tying a buoy, lifejacket or an empty plastic bottle to the head of the sail.

These solutions may be temporary teaching tools or they could be used fleet wide on a long-term basis for instructional and racing scenarios alike.

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another person in trouble they need to immediately alert help. Five or more short whistle blasts and large overhead hand and arm signals should be used when possible to alert coaches and safety boats of a possible safety situation. A first responder to an emergency situation is that person that is first to arrive on scene whether they are a coach or another sailor. It is important for those first responders to not endanger themselves and make a bad situation worse. In all emergency situations, a first responder has a duty to self to not endanger their own person. In an entrapment situation entering the water and diving underneath the boat should be avoided if at all possible. If sailor entrapment occurs, the best response in most cases and in many types of vessels has been to have two larger sailors or coaches get on the centerboard or dagger board and right the boat as soon as possible. This rescue when done correctly can often right a boat in less than a minute. These coaches or sailors should enter their water with their PFDs on. There are few instances where a coach should take off their own PFD to help a sailor. When doing so they must proceed with extreme caution. A potentially drowning person may not be making rational decisions. Panicking persons have been known to pull potential rescuers below the surface of the water. Instructors have a responsibility to know the kind of boats that they are around and the different precautionary and rescue measures that are needed for specific boats. Using the sailors in the area in the absence of other safety boat operators is often the quickest form of assistance. It is helpful to use other sailors to help right a boat. However, it is important that those sailors helping in the rescue are knowledgeable of the conditions, the boat, and simple rescue techniques. If you are alone in a coach boat and choose to enter the water to try and help right the boat, turn off your engine making sure to leave the key in the ignition and kill cord on the boat. Yourself or another sailor might need to start it up again as quickly as possible. Anchor the boat close enough to the capsized boat that it is nearby but won’t get in the way of the righting process. Throw out your anchor to ensure your coach boat doesn’t drift to far away from you.

One of the biggest responsibilities for mariners when on the water is ensure their own safety first and then to watch out for their competitors and teammates. If a sailor sees

Sailor entrapment is not dependent on sailor skill level or experience. Entrapment can happen in a wide variation of conditions with different abilities. Statistically, the odds of becoming dangerously caught and even trapped are small, but sailors should be aware of the risks and more importantly how to react to trouble if it arises. Sailing is a fantastic sport and a great pastime, but everyone on the water needs to be aware of potential dangers. If a sailor thinks a teammate requires help he or she needs to try to alert the safety boats in his or her area. This alert should occur by using a series of five or more short loud blasts and big arm movements if able. Getting help as soon as possible is one of the most important factors for a successful recovery in an emergency situation response.

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Rollover Rescue Should often be the next rescue technique tried by first responders. It is appropriate for many situations where the rescuer does not weigh enough to right a boat on their own. It will often cause damage to the sailboat, but the boat is not the priority in this situation. The rescue should be one that is practiced ahead of time if possible. It does not work for all boats and situations. Correct execution of this rescue is not something many achieve on their first attempt. When executing this rescue it is important to know where the sailor is trapped under the boat if possible so as to not drive that portion of the boat deeper into the water or injure the person with any part of the coach boat. Instructors and Coaches have a duty to provide their sailors with training on how to identify risks, how to get help when they occur and how to react when things look out of the ordinary. In most emergency situations the best response a sailor can do is get help. There are cases however those sailors have saved others when a safety boat is not available. Helpful Note: Many instructors teach their sailors to verbally yell “I’m okay” and put one hand on their head each time that they fall into the water. This communication method is helpful to sailors, teams, safety boat operators and coaches. Viewing a capsize from afar – what to look for Did you see the boat capsize? Time frame changes. Are the sailors turning towards the boat? Is someone stuck? Are sailors actively trying to right the boat? If not, why? Are all the sailors’ heads above the water? How many should be there? Are there potential hazards in the water? Does this affect approach? What is the sea state? Does this affect approach? Mental state and Reactions of Sailors Is age/skill/weather a factor?

If other sailors are not going to be of help in the situation and there are adequate safety boat operators available, it is recommended that they be supervised on their return towards shore or rendezvous in a different area if it is safe to stay out on the water if it’s the sea conditions allow. If two able bodied persons are not available to help right the boat, then there are other rescue boat options discussed in Safety, Rescue and Support Boat Handling. The utmost care must be taken anytime a motorboat comes in close proximity to sailors in the water. In scenarios where time is of the utmost importance, righting the boat as efficiently as possible should be the priority, but not at the risk of hitting a sailor with the boat’s propeller. All of these optional rescue methods come with benefits and drawbacks. Different vessels will respond to different rescues. Safety Boat operators are encouraged to practice rescuing a capsized boat on their own to know which is appropriate for their fleet.

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Time Frame Different decisions must be made in different scenarios. When making in the moment decisions make sure to leave your self and an exit strategy. Is it more important to anchor the coach boat so it doesn’t drift away or are there other coaches/sailors that can grab the safety boat? How Much Time do I have? There is no concrete time frame of how much time a person has when caught beneath the surface of the water. First Responders should know that every second counts and that they need to try to get the person out of the situation as quickly as possible. The average person can hold their breath for about a minute. There are many factors that can reduce their ability of holding their breath such as cold water or a panicked state. Unconscious/Non Responsive Sailor If a sailor is retrieved from an entrapment situation and is unresponsive/not breathing the priority is to get he or she onto a hard surface, usually a coach boat, and to begin CPR if appropriate. CPR should be continued until someone with more medical experience such as an EMT relieves the first responder or until the first responder is physically unable to continue. While CPR is being administered the coach boat should be brought to the previously determined extraction point on land in the safest yet efficient manner possible. It is recommended that all instructors carry tools in their coach boat or on their person to help respond to emergencies. Each program should have policies on what tools and devices are appropriate for their site and fleet. Whistles, serrated knives, marine radios, bolt cutters, First Aid Kits and mobile phones all have their place in certain programs. The importance of practicing and preparing for emergencies situations can’t be stressed enough. Keeping a calm head, starting the emergency action plan and not panicking, will allow most instructors to respond appropriately to dangerous situations where every second counts. The practice rescue sessions that instructors and coaches train for may save a life in the future. Instructors and Coaches have a duty to provide their sailors with the training on how to avoid dangerous situations, how to get help when they occur and how to react when things look out of the ordinary.

For those sailors that may become trapped, keeping calm is very important. In many situations sailors are able to clear themselves by keeping a clear head and not panicking. Many vessels have an air pocket or void underneath the boat when it is inverted. Sailors should be taught about the void, and shown where it is in a controlled environment. When in the void, speaking can usually be heard by the people outside the boat. If not, banging on the b oat can be an effective form of communication. In some situations the pocket can be an alternative source of air instead of trying to get to the surface. In nearly a third of r eported entrapment scenarios, it is the sailor themselves that are able to clear him or her self.

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Capsized Sailboat Rescues

Key Points• Assess situation and determine whether assistance is needed.• Hold an appropriate position to observe and communicate with sailors.• Be aware of self-rescue methods for different capsize situations.• Be able to use assisted rescue methods for different capsize situations.

Response

Response to a capsize situation will depend on:• Condition of sailors. Are they injured, fatigued, or displayingsignals of hypothermia? Are they trapped under the boat?• Experience level of sailors.• Environment.What are the water and air temperatures? Wind andsea conditions? Is there a strong current? Are there nearby hazards?• Type of sailboat and its condition. Is it capable of being self-rescued, does it float high in the water, is it susceptible to turtling?Is it damaged, is the flotation integrity intact (air bags okay, foam inplace, air compartments still water tight)? Has it turtled?• Maneuverability of safety-rescue boat. How does it lie when itis not moving – abeam or astern to the wind? How much control inwind and waves? Can it reverse into waves without swamping? Howwell does it steer when moving slowly or in reverse?• Timing of capsize.Has sailboat just capsized or have the sailorsbeen in the water for an extended amount of time?• Number of safety-rescue boats available. Are there othersafety-rescue boats available to assist or supervise the othersailboats?• Number of people in safety-rescue boat. Is there a crewmember in the boat to assist with the rescue?

Assess Situation

Do a Head Count. If a sailboat has just capsized or turtled, stayclear of the boat until you can see all of the sailors. With a turtledboat, a sailor may be underneath it and could come out on either side.If a sailor doesn’t emerge, try to make contact by yelling or knockingon the hull. Stay calm and encourage the sailor to swim out and thenproceed with an appropriate rescue.

Determine Condition of the Sailors. If you have sailors that arefatigued, hypothermic or injured, administer appropriate first aid andinitiate the emergency action plan to deliver them to the rendezvouslocation of the EMT.

Do a head count. Where is theother sailor? Stay clear until thisquestion is answered or the sailoremerges from under the boat.

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Determine Condition of the Boat. Can it be self-rescued by thesailors? Has the boat turtled? Is the mast filled with water so itsweight impedes the capsize rescue? Is the boat damaged or is its maststuck in the mud?

Level of Assistance

Capsizing is not unusual in small boat sailing and if the boats haveself-rescue capability, most sailors are trained to right them withoutassistance from a safety-rescue boat. If the sailors are having difficultyrighting their boats or are getting tired, the safety-rescue boat mayhave to move in and assist. For boats that are not capable of beingself-rescued, a safety-rescue boat will be expected to rescue the boatand its sailors. It is important that a safety-rescue boat be able torecognize whether sailors are performing a self-rescue of their boat orif they need assistance.

Safety-Rescue Boat Positioning

The obvious concern with sailors in the water is to position the safety-rescue boat so that no inadvertent contact occurs between it and thesailors. The safety-rescue boat should also be positioned to allow theoperator to see and communicate with the sailors. This is usuallyaccomplished by holding position at the stern or bow of the sailboat.

Holding Position at the Stern. This allows an unobstructed view ofthe sailors in the cockpit and centerboard areas. It is also a shorterdistance to cover if it is necessary to move in and rescue a sailor.

Holding Position at the Bow.While sailors at the centerboard sideof the boat can be seen, the mast and sails may obstruct the view ofsailors in the cockpit area. It also takes more time to circle around theboat if sailors need to be rescued in the cockpit area. But if thesailboat is drifting toward a danger, the rescue boat can quickly grabthe bow and tow it away.

Turning Off the Engine.While standing by and observing acapsized boat, turning off the engine removes any risk of the safety-rescue boat accidentally slipping into gear and coming in contact withthe sailors. It is also easier to communicate with the sailors byeliminating the engine noise. However, if there is any wind or current,it will be difficult to stay in position near the sailboat as the two boatswill normally have different drift characteristics. If the engine isneeded, using the “perpendicular” or “parallel” position will reducethe risk of contact.

The sailors are performing a self-rescue of their boat with thesafety-rescue boat standing by incase they need assistance.

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Holding a Perpendicular Position. The safety-rescue boat ispositioned perpendicular to the capsized sailboat either at its bow (asshown in the illustration) or stern.

Advantages:• Reduces the risk of the safety-rescue boat makingcontact with the sailors or sailboat.

• Allows the safety-rescue boat to be maneuvered forwardand backward to observe the cockpit and centerboardareas of the capsized sailboat.Disadvantages:• If positioned at the bow of the capsized boat, it willrequire additional time to move into position to rescue asailor on the cockpit side of the boat in comparison withpositioning at the stern or using the Parallel Position.

• If positioned at the bow of the capsized boat, it mayimpede communication with the sailors in comparisonwith positioning at the stern or using the ParallelPosition.

Holding a Parallel Position. The safety-rescue boat is positionedparallel to the capsized sailboat with its bow toward the boat. Thisposition may be held either at the bow (as shown in the illustration) orstern of the sailboat.

Advantages:• Keeps the propeller as far from the sailors aspossible and reduces the risk of the safety-rescue boat making contact with the sailors orsailboat.

• Enhances communication with the sailors.• Enhances the ability to move in quickly torescue the sailors.Disadvantage:• May be difficult to maintain a safe distancefrom the capsized boat if the wind and wavesare abeam of the safety-rescue boat causing itto drift onto the sailboat.

Approaching a Capsized Sailboat

If you must approach a capsized sailboat to pull a sailor out of thewater or physically assist in the recovery, you should normally makeyour approach from the sail side forward of the mast. This approachkeeps the propeller away from the people in the water and helpsprevent damaging sails and lines or entangling the propeller.

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Self-Rescue Methods

Operators of safety-rescue boats should be familiar with the methodsused by sailors to right their capsized sailboats so they can assesswhether the sailors are performing a normal self-rescue procedure orif they are in trouble and need assistance. While sailors are doing aself-rescue, a safety-rescue boat should hold position nearby to makesure it is completed successfully and assistance is not needed.

Common Self-Rescue MethodsThese methods are described in the following pages.• Scoop self-rescue of a capsized doublehanded boat• Self-rescue of a capsized singlehanded boat• Self-rescue of a turtled boat• Self-rescue of a capsized catamaran• Self-rescue of a turtled catamaran

Scoop Self-Rescue of a Capsized Doublehanded Boat. This isthe common method used to right a sailboat that has capsized onto itsside. The boat can be righted at any angle to the wind since one of thesailors is scooped into the boat as it comes upright and can takecontrol of the boat. Once the boat is upright, the other sailor gets inover the transom.

Self-Rescue of a CapsizedSinglehanded Boat. Themainsail should be lying toleeward of the hull in the water.If the mainsail is lying towindward, the boat will either berotated so the sail lies to leewardor the boat will be brought uprightwhich will result in it quicklycapsizing again but with its saillying to leeward of the hull.

There are two ways a sailor may get back into the boat:

q Boat capsizes and helmsmanmoves to centerboard. Ifcenterboard is not fully extended,crew lowers it to extendedposition.w Crew throws upper jib sheetover to helmsman and freesmainsheet, jib sheets and boomvang.e Crew moves into “scoopposition” just aft of the mainsheetsheet and holds onto the hikingstrap or part of the cockpitstructure.r Helmsman climbs oncenterboard, uses jib sheet to leanback to bring the boat upright.t As boat comes upright, crew isscooped up. Then crew assistshelmsman into the boat over thestern.y Both bail boat and sail off.

q As the boat begins to right, the sailorclimbs over the rail into the boat.

w Or the sailor climbs in over the backof the boat.

Note: If the helmsman is unable toright the boat, the crew can swimaround and assist by pulling on thecenterboard or standing up on topof it with the helmsman. Once theboat is upright, the crew swimsback to the opposite side tostabilize the boat while thehelmsman gets in.

Scoop Self-Rescue of aDoublehanded Boat

q

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q Boat capsizes onto its side and sailorfalls into water.w Sailor uncleats mainsheet and boomvang.e Sailor climbs onto centerboard, andwhile holding onto the gunwale leans backto bring the boat upright.

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Self-Rescue of a Turtled Boat. The sailors’ weight is an importantfactor. If their weight is too light, they will not be able to rotate theboat from the turtled position onto its side.

Self-Rescue of a Capsized Catamaran. This method is used toright a catamaran lying on its side.

Self-Rescue of a Turtled Catamaran. A catamaran lying upsidedown may be difficult and slow to bring upright.

q Sailors climb onto lower hull assoon as possible.w They use the righting line to gettheir weight out to prevent turtlingand to bring boat upright. Ifpossible, they will free the sheets.If sailors are lightweight, they willpivot the catamaran to at least 45degrees into the wind by movingforward on the hull.e Once the catamaran is on itsway up, a sailor grabs the dolphinstriker to prevent the boat fromcapsizing again.

q Sailors position themselves atthe stern of the leeward hull andpull on the windward righting line.w The windward bow will risesome distance out of the waterand as the wind gets under thebow, the catamaran will continueto rise until it falls onto its side.e As the catamaran begins to fallonto its side, the sailors will moveforward along the lower hull. Whenthe catamaran is on its side, thesailors continue the self-rescueprocedure for a capsizedcatamaran.

q Sailors stand on the side ofthe boat while holding ontothe centerboard and lean outto leverage their weight.w After a couple of minutes,the boat will rotate until it lieson its side with the sailsfloating near the surface of thewater.e Then sailors use the scoopself-rescue method to bringthe boat to an upright position.

q

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q w

q

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wWIND

Righting line

Dolphin striker

Leeward hull Righting line

Windward bow

Windward bow

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Effective Use of the Self-Rescuing Lightningby John Schneider (From Lightning: Tuning, Tactics, Technique, Sailing)

In the first race of the North American Championship qualifying series we capsized and required assistance to right our boat. This is the first time since I began sailing a self-rescuing boat in 1972 that I have had this experience. In retrospect it could have been prevented. The purpose of this article is to share with those of you who have had, or may have, the same experience, some thoughts which I believe will be helpful in utilizing the self-rescuing capability of the Lightning to its fullest advantage. Preparation of the boat and the crew before the race is particularly important. All gear including extra sails, spinnaker poles not in use, tools, clothing, mast blocks, anchors, tow lines, paddles, etc. should be secured so they do not float away after capsize. Energy and time expended in recovering such items could be better used. Each crew member should wear a top quality life jacket adjusted to his or her particular requirements. The boat should be equipped with an effective preventer and a member of the crew should be designated to release the preventer when a board adjustment is to be made and re-secure the preventer after each adjustment. The rudder and tiller assembly should have a safety lock, which will prevent the rudder and/or the tiller from becoming disengaged when the boat is in a capsized position. Self-rescue steps After capsizing, two members of the crew should go immediately, to the centerboard and the third member of the crew to the rudder. This will give each crew member a place to hang on to, place maximum weight on the board for righting and the crew member hanging on to the rudder will help stabilize the boat in a position broadside to the wind add/or current. From this point on there is no simple solution to the problem. Each situation will be different depending on the wind and sea conditions and the sails that were in use at the time of the capsize. The skipper will have to evaluate his situation and make appropriate judgments based on these factors. There are, however, a few points that may be of general help to you. The first objective should be to get back into the race as quickly as possible. To that end, an immediate attempt should be made to right the boat with all sails flying as they were prior to the capsize, and for the crew to immediately re-enter the boat. The first crew back in should release the main, jib and spinnaker sheets and an immediate effort should be made to stabilize the boat and begin sailing in a broad reaching position. The skipper must decide whether in this unstable condition he can carry the spinnaker and, if not, get it down and drain the boat with main and/or jib only. In the event the boat has turtled, or a spinnaker has completely fouled and will prevent further competition, an effort should be made to right the boat without assistance. In a large regatta there may not be enough crash boats to handle every capsize and not all crash boats are capable of rendering effective assistance, especially if the crew, in the water is unable to direct their activities. First, the boat should be stabilized on its side. Once this has been done the board should be lowered to its full down position and the preventer retightened. All sails

Photo by Nautical Photography/Art Petrosemolo

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should be lowered and stowed in the boat and then with two people on the board and one on the rudder, the boat should be righted and the crew re-enter the boat. At that point you are ready to take a tow or to re-hoist your sails and proceed to the beach. Righting a turtled boat A third situation, (the one with which we were faced in the North Americans), is what to do when a boat turns turtle prior to the time that the crew can stabilize her position on her side. This is one of the most difficult situations a crew can face in the water. However, it can be effectively managed. There have been circumstances where the crew was able to right a turtled boat without assistance. If the boat is all the way up in the trunk, this is most difficult and requires extraordinary effort. Getting the boat broadside to the waves is helpful in getting the boat back on its side. Most likely once you have turtled the boat you will require assistance from a crash boat. Most crash boats will not know what to do to help you and you will have to direct their activities. First, get your boat broadside to the wind. Then have the crash boat go to your weather side a safe distance from your boat and throw you a line. At this time you should have one crew on the weather side of the boat and two crews at the rudder. The crew on the weather side should take the line from the crash boat, run it through the spinnaker guy down-haul hook on the weather side of the boat and cleat it in the spinnaker guy cleat on the weather side of the boat. The crash boat should then continue in a wide circle around your boat stopping directly downwind of the capsized boat with the line then trailing across the bottom of the capsized boat, perpendicular to the keel. The crash boat should then be directed to proceed slowly dead downwind, with the crewmember who had been on the weather side of the boat going to the bow of the boat. By pulling across the bottom of the boat to a point on the weather rail, a force will be exerted which should pull the capsized boat out of the turtled position. It is important to stop pulling and maintain only enough pressure to keep the boat on its side, rather than attempt to completely right the boat at this time. As soon as the boat is on its side one of the crew members at the rudder should go to the center of the boat and lower the centerboard to the full down position, retighten the preventer, lower the sails and return to the rudder. The other two members get on the centerboard, and then without assistance from the crash boat return the boat to the full upright position. You are then ready to attach the line from the crash boat to the mast and take a tow to the beach or to re-hoist your sails and proceed to the beach. Safety points There are a few basic points regarding personal safety which are most important:

1. Never allow a crash boat to a pproach from leeward. The wind will be blowing you down into him and he may have difficulty in maneuvering to stay clear.

2. Never allow any of the crew to leave the capsized sailboat unless they have a line from the crash boat.

3. Be realistic about your own strength and that of your crew. Heavy exertion in the water, which sometimes may be considerably colder than the air temperature, and when you may be wearing heavy and bulky clothes, drains your strength quickly. An insured boat can be replaced and if you feel you or your crewmembers are reaching the limits of your strength, by all means board the crash boat or hang quietly off your own boat, saving your energy and waiting for assistance.

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Assisted Rescue Methods

Assisted rescues cover situations where a safety-rescue boat needs tomove in and perform a rescue of a capsized boat and its sailors. Therescue methods described in the following pages are broken intothree types of situations:

� A sailboat has capsized onto its side with its sails floating on or nearthe surface of the water. These rescue methods would apply:

• Mast Tip Lift Rescue• Centerboard Push Rescue• Pram Capsize Rescue• Capsized Catamaran Rescue

� A sailboat has turtled and is floating upside-down. The followingturtled boat rescue methods can be used for this situation:

• Centerboard Hug Rescue• Sliding Weight Rescue• Rollover Rescue• Rollover Rescue with a Stabilizing Line• Turtled Catamaran Rescue

� A sailboat has turtled and is floating upside-down, but its mast hashit the bottom and is stuck. These rescue methods would apply:

• Centerboard & Bow Line Rescue• Corkscrew Rescue• Shroud Pull Rescue• Safety Boat Push Rescue• Disconnect the Mast Rescue

Capsized Boat Rescues

Mast Tip Lift Rescue. This method can be used if sailors are in orremoved from the water.

e Lift the mast tip and movehand over hand down the mastand shroud to bring the boatupright.

ONLINE... Rescuing a Capsized Sailboat: http://www.uspowerboating.com/Home/Education/Maneuvering Your_Boat.htm

q Using minimum control speed,slowly approach from a directionforward of the mast. This keeps thepowerboat from running over themainsail and avoids interference withthe sail as the boat comes upright.

w Make contact near the top of the mast andturn off the engine. If the mast tip issubmerged too far below the water to reach,then approach the boat perpendicular to theforestay, grab the forestay or shroud and walkhand over hand up the mast.

Forestay Shroud

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Centerboard Push Rescue. If the sailors are in the safety-rescueboat, the centerboard push method will perform successfully for mostsituations.

q Person grabs the centerboard and pushesdownward until the boat comes upright.

w Person grabs gunwale andshroud to complete righting.

Turtled Boat Rescues

Righting a turtled boat should be done cautiously to prevent thesafety-rescue boat from damaging the sailboat by putting too muchstrain on the sailboat and its rigging. You must evaluate and analyzethe situation and exercise your best judgment as to what is the safestand most reasonable response. The basic concept is to rotate thesailboat out of its turtled upside-down position to a normal capsizeposition where the boat is lying on its side with the sails lying near thesurface of the water. Before you start, make sure that the mast is notstuck in the mud. Experiment and practice rescue methods on avariety of boats to determine which methods work best.

Centerboard Hug Rescue. Try this method if the crew can reachand hold onto the centerboard.

q Person grabs the centerboardand hugs it while the safety-rescueboat slowly backs away. The actionof the water on the sail will cause itto rise toward the surface.

w When the boat rotates onto itsside, use the centerboard push ormast tip lift method to completethe rescue.

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Sliding Weight Rescue. This method works best on boats with nospreaders so that the weight can slide down the shroud to where it isattached to the mast. To use this method, the safety-rescue boatshould be equipped with 100 feet of line with either a large “D”shackle, or a weight and snap hook.

w Back off and gently pull untilthe boat rotates onto its side.

Weight with snap hook

Shackle

e Unclip the weightand proceed with themast tip lift method tocomplete the rescue.

q Clip the weight or shackle to theleeward shroud and let it run down theshroud.

Shroud

Rollover Rescue. Safety-rescue boat operators have reported varyingresults with this method. It works for some types of sailboats, but youmust be patient to allow time for the forces to start rotating the boatonce you’ve applied a steady load on the righting line. It could takeseveral minutes before you notice any movement. The sails in thewater resist the rotation, but this resistance will decrease as the sailsrotate out of their vertical position. Whether the righting line crossesforward or aft of the centerboard will vary with the type of boat.

q Attach a righting lineand lead it over the boatto the safety-rescueboat.

w Shift into reverse and increasethe throttle. If the sailboat does notrollover, rotate the safety-rescueboat in the opposite direction andshift into forward gear with enoughthrottle to rollover the turtled boat.

e When the boat rotates ontoits side, keep tension on the lineto prevent the boat re-turtling ifthe mast has filled with water.Proceed with the centerboardpush or mast tip lift method.

Note: If the mast is full of water and the mast tip method is used, thesafety-rescue boat will need to maintain tension on the rightingline as a second boat maneuvers into position at the mast tip.

Righting line

Rollover Tips• Some safety-rescue boatoperators prefer to pull onthe righting line in forwardgear for increased towingpower. Also with the bowmoving forward into thewaves, it avoids theproblem of water comingover the transom whenbacking in reverse.

• The righting line may beattached to the chainplatefitting (connects the shroudto the hull) or to the end ofthe jib sheet. A largecarabiner at the end of therighting line will speed upthe attachment.

• Tying the righting line to atowing bitt located near thesafety-rescue boat’s point ofrotation increases itsmaneuverability.

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Rollover Rescue with a Stabilizing Line. At times it may bedifficult to maintain the perpendicular angle of the righting line to thesailboat if the bow aligns with the tow. A stabilizing line attached tothe transom will overcome this problem.

Stabilizing line

Righting line

Turtled Boat Rescues with Mast Stuck in Mud

Ideally, the mast should be pulled straight out of the mud along theaxis of the mast without any sideways pull to avoid bending orbreaking the mast. Since this is extremely difficult, the objective is tocome as close as possible to replicating that straight pull force. Eachof the methods described below has different factors that need to beconsidered for different boats and different conditions.

Centerboard & Bow Line Pull Rescue. This method most closelyreproduces the desired angle of pull and is simple. It works best if themast is stuck at an angle to the bottom and not firmly embedded. Ifthe centerboard is too slippery to grip, use a large rolling hitch orclove hitch slipped over the centerboard.

q Approach the centerboardside of the capsized boat.w Person at bow holds ontocenterboard while the driverholds onto the bow line andgently backs boat.e Once the mast is free,proceed with the centerboardpush or mast tip lift method tocomplete the rescue.

Pull out along axis of mast.

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Bow line attached to sailboat.

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Corkscrew Rescue. This method can be used if the mast is not firmlyor deeply embedded in the bottom. As soon as it becomes apparentthat the mast will not come free easily, stop and use another method.

e Once the boat rotates ontoits side, use the mast tip lift orcenterboard push method tocomplete the rescue.

q Attach a towlineto the bow.

w Slowly tow the bow ina circular direction to freethe mast and cause it torise toward the surface.

Shroud Pull Rescue. Attaching a bridle will help to get a better pullat a desired angle.

Safety Boat Push Rescue. This method is recommended only forexperienced safety-rescue boat operators using inflatable boats or apadded bow. It is not advisable to use this method in rough waterconditions.

q Attach a bridle to both shroudchainplates.w Shift into reverse and gentlyback away.e When the boat rotates onto itsside, detach the bridle andproceed with the centerboard pushor mast tip lift method.

q

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q Slowly bring the bow near thecockpit of the capsized boat.w Person at the bow grabs holdof the capsized boat and pusheswhile the safety-rescue boatgently drives forward.e As the boat rights, the bowperson grabs the shroud andmoves hand over hand to the topof the mast while keeping thesafety-rescue boat clear.r Once the boat is on its side,proceed with the mast tip liftmethod.

r

Bridle

Shroud

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Disconnect the Mast Rescue. Use this method as your last option.It is best suited for a boat where the mast does not pass through ahole in the deck or cabin top; otherwise there is a risk of damage tothe mast or boat.

q Disconnect the mast from theboat by unfastening the shrouds,forestay and lines from the hull.w Attach flotation to the mast tomark its location.e Tow the hull away.r Return to the mast and pull itout of the mud.

w

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Flotation

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Small Boat Safety Clinic | 31