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Capsize Screening Formula for Boats and How to Measure It

Boating enthusiasts understand the thrill of being out on the water, but with adventure comes responsibility – especially when it comes to boat stability and safety. The concept of boat stability and the risk of capsize are crucial factors for anyone navigating water bodies. In this article, we’ll delve into a tool that holds the key to understanding and evaluating a boat’s stability: the capsize screening formula.

This formula is more than just a mathematical equation; it’s a powerful tool that provides essential insights into a boat’s potential for stability or vulnerability. As boaters, understanding the capsize screening formula and its components can greatly contribute to informed decision-making and safer voyages. Join us as we explore the depths of this formula, decode its components, and highlight its significance in ensuring enjoyable, secure boating experiences.

The Foundation of Boat Stability

When it comes to boating, stability forms the very foundation of a safe and enjoyable experience on the water. Stability refers to a boat’s capacity to maintain an upright position and resist tipping or capsizing, even in the face of challenging conditions. Understanding stability is essential because it directly impacts how a boat responds to waves, wind, and the movements of passengers onboard.

Stability isn’t just about comfort; it’s a critical factor in preventing capsizing – a situation where a boat overturns and potentially endangers passengers and crew. Ensuring a boat’s stability is paramount for maintaining control, avoiding accidents, and promoting confidence in boating endeavors. One powerful tool that aids in assessing a boat’s stability and potential capsize risk is the capsize screening formula. In the following sections, we’ll explore this formula’s components, how it works, and why it matters for safe boating practices.

Introducing the Capsize Screening Formula

The capsize screening formula is a mathematical equation designed to evaluate the potential risk of a boat capsizing under certain conditions. It’s a valuable tool that takes into account a range of factors related to a boat’s design and characteristics, all of which contribute to its overall stability on the water. By using this formula, boaters can gain insights into how susceptible a boat might be to capsizing, helping them make informed decisions about their waterborne activities.

The formula’s components include measurements of a boat’s beam (width), displacement (weight), and the vertical center of gravity. Additionally, the formula considers the boat’s form stability – how its shape influences stability – and the weight distribution of passengers, cargo, and other items on board. The capsize screening formula offers a standardized way to assess a boat’s stability potential, making it an invaluable asset for boating safety. In the upcoming sections, we’ll delve into the individual components of the formula and their significance.

Components of the Capsize Screening Formula

The capsize screening formula takes into account several key components that collectively influence a boat’s stability. Understanding these components is essential for comprehending how the formula assesses the risk of capsizing. Here’s a breakdown of the crucial elements:

• Beam (B) : The beam refers to the width of the boat, measured from side to side. A wider beam generally contributes to greater initial stability by providing a wider base. However, extreme width can also lead to decreased stability if not balanced with other factors.
• Displacement (D) : Displacement represents the weight of the boat, including its hull, equipment, passengers, and cargo. A heavier boat tends to be more stable because it resists tipping over, but excessive weight can compromise stability if not properly managed.
• Metacentric Height (GM) : The metacentric height is a measurement of the boat’s stability relative to its center of gravity. It represents the vertical distance between the center of gravity (G) and the metacenter (M), which is the point where the buoyant force acts. A higher GM value contributes to greater stability, as the boat is more likely to return to an upright position after a disturbance.

The interaction of these components determines a boat’s overall stability. A wider beam, higher displacement, and sufficient metacentric height contribute positively to stability. However, a balance must be struck between these factors to ensure optimal stability without compromising other aspects of boat performance. The capsize screening formula evaluates these components to provide a quantitative measure of a boat’s vulnerability to capsizing.

How the Formula Works

The capsize screening formula is a straightforward mathematical equation that quantifies a boat’s susceptibility to capsizing based on its dimensions and characteristics. The formula is as follows:

Capsize Screening Formula: GM/B ≤ 2.0

Here’s how to interpret and apply the formula:

• Calculate Metacentric Height (GM) : Subtract the center of gravity (G) height from the metacenter (M) height. This results in the metacentric height (GM), which represents the boat’s stability. A higher GM indicates better stability.
• Determine Beam (B) : Measure the width of the boat, known as the beam (B), in feet.
• Calculate GM/B Ratio : Divide the calculated metacentric height (GM) by the beam (B) of the boat.
• Compare to 2.0 : The resulting GM/B ratio is then compared to the value of 2.0. If GM/B is equal to or less than 2.0, the boat is considered stable within the parameters of the formula. If the ratio exceeds 2.0, the boat may have reduced stability and a higher risk of capsizing.

Interpreting the Result:

• GM/B ≤ 2.0: The boat is considered to have adequate stability based on the capsize screening formula.
• GM/B > 2.0: The boat may have reduced stability, and caution should be exercised, especially in adverse conditions.

It’s important to note that while the capsize screening formula provides a useful guideline, other factors such as hull design, weight distribution, and handling characteristics also influence a boat’s stability. Therefore, while the formula offers valuable insights, it’s not the sole determinant of a boat’s overall stability.

Capsize Screening Numbers

The capsize screening formula yields a numerical value known as the GM/B ratio, which serves as an indicator of a boat’s stability. Understanding the range of capsize screening numbers is essential for assessing a boat’s vulnerability to capsizing:

• GM/B ≤ 2.0 : A boat with a GM/B ratio equal to or less than 2.0 is considered stable based on the capsize screening formula. This indicates that the boat’s metacentric height (GM) is adequately balanced in relation to its beam (B), contributing to its stability.
• GM/B > 2.0 : If the GM/B ratio exceeds 2.0, the boat may have reduced stability, potentially leading to a higher risk of capsizing. A GM/B value above 2.0 suggests that the metacentric height (GM) is not as well-proportioned to the boat’s beam (B), which can negatively impact stability.

The significance of lower numbers indicating higher stability lies in the relationship between the metacentric height (GM) and the beam (B) of the boat. A smaller GM/B ratio suggests that the metacenter is located relatively higher above the center of gravity, promoting better stability by resisting tipping forces.

Boat designers and naval architects aim to achieve a balanced GM/B ratio that falls within the acceptable range for the boat’s intended use. However, it’s important to remember that while the capsize screening formula provides valuable insights, other factors such as hull shape, weight distribution, and handling characteristics also contribute to a boat’s overall stability.

While the capsize screening formula provides a valuable tool for assessing stability, there are additional factors beyond the formula that can significantly influence a boat’s stability. These factors should be considered to ensure safe boating experiences:

• Weight Distribution : The distribution of weight within a boat plays a crucial role in its stability. Uneven weight distribution, especially in smaller boats, can lead to imbalances that affect stability. Properly distributing passengers, gear, and equipment according to manufacturer recommendations is essential.
• Loading : Overloading a boat with excessive weight can lower its stability and increase the risk of capsizing. Boats have maximum weight capacities specified by the manufacturer. Exceeding these limits can compromise stability and safety.
• Modifications : Alterations to a boat’s design, structure, or equipment can impact stability. Modifications should be made with careful consideration of their potential effects on weight distribution and overall balance. Unauthorized modifications can compromise the boat’s stability and structural integrity.
• Freeboard and Buoyancy : The freeboard—the distance between the waterline and the upper deck—plays a role in a boat’s ability to resist capsizing. Boats with lower freeboard may be more susceptible to swamping, reducing stability. The buoyancy of the hull design also influences stability and the boat’s ability to handle waves.
• Manufacturer Recommendations : Manufacturers provide guidelines for proper loading, weight distribution, and maximum capacities. Following these recommendations is crucial for maintaining the boat’s intended stability and safety.
• Weather and Water Conditions : External factors like wind, waves, and current can impact a boat’s stability. Larger waves and rough waters increase the likelihood of capsizing, particularly if the boat’s stability is already compromised.
• Skill and Experience : The operator’s skill and experience in handling the boat also play a role in maintaining stability. Proper boating techniques, such as adjusting speed in adverse conditions, can help mitigate stability risks.

Ultimately, a combination of factors contributes to a boat’s stability, and understanding how they interact is essential for safe boating. While the capsize screening formula provides a starting point, boaters should also be attentive to weight distribution, loading, modifications, and other relevant considerations to ensure optimal stability and minimize the risk of capsizing.

Significance of the Capsize Screening Formula for Boating Safety

The capsize screening formula holds immense significance in ensuring boating safety by providing boaters with a valuable tool to assess and understand a boat’s stability characteristics. Here’s why the formula matters for safe boating:

• Informed Boat Selection : When choosing a boat, understanding its stability is crucial. By calculating and comparing capsize screening numbers, boaters can make informed decisions that align with their intended use. Boats with lower capsize screening numbers are generally more stable, making them better suited for a variety of conditions.
• Matching Conditions : Different boating conditions require different levels of stability. Using the capsize screening formula allows boaters to match the boat’s stability with the conditions they plan to navigate, ensuring a safer and more comfortable experience.
• Awareness of Limits : Knowing a boat’s capsize screening number raises awareness of its stability limits. Boaters can avoid overloading the boat, staying within recommended weight capacities, and maintaining proper weight distribution to prevent stability issues.
• Safe Navigation : Understanding a boat’s stability characteristics enables boaters to navigate confidently in varying conditions. It helps them anticipate how the boat will respond to waves, wind, and maneuvers, reducing the risk of sudden instability and capsizing.
• Preventing Capsizing : The formula’s application aids in preventing capsizing incidents by identifying potential risks in advance. Boaters can take appropriate measures to mitigate stability concerns, such as adjusting loading, changing course, or slowing down.
• Education and Awareness : Learning about the capsize screening formula encourages boaters to deepen their understanding of boat stability principles. This increased awareness fosters responsible boating practices and encourages adherence to safe loading and operating procedures.
• Minimizing Accidents : By incorporating stability considerations into their boating plans, boaters can help minimize accidents, improve onboard safety, and protect both themselves and their passengers.

Incorporating the capsize screening formula into boating practices enhances safety and responsible seamanship. It empowers boaters to make well-informed decisions about boat selection, loading, and navigation, contributing to safer and more enjoyable experiences on the water.

Limitations of the Capsize Screening Formula

While the capsize screening formula serves as a valuable tool for assessing boat stability, it’s important to recognize its limitations. Boaters should be aware of these limitations and complement the formula’s insights with practical experience and prudent boating practices. Here are some key limitations to consider:

• Simplified Model : The capsize screening formula is a simplified mathematical model that doesn’t account for all the complex factors that influence a boat’s stability. Real-world conditions, such as wind, waves, and currents, can interact in ways that the formula doesn’t fully capture.
• Static Analysis : The formula provides a static analysis of stability based on a boat’s specifications at rest. It doesn’t consider dynamic factors like how the boat’s stability changes when underway, during turns, or when encountering waves.
• Weight Distribution : The formula assumes an even weight distribution across the boat’s length. In reality, uneven weight distribution, such as passengers moving around, can significantly impact stability.
• Experience Matters : While the formula is a helpful starting point, experienced boaters understand that stability is influenced by a combination of factors. Practical knowledge gained through time on the water is essential for reading conditions, making real-time adjustments, and responding to changing situations.
• Prudent Practices : Even if a boat’s capsize screening number indicates acceptable stability, boaters should still exercise caution and adhere to prudent practices. Avoid overloading the boat, maintain proper weight distribution, and adjust speed and course in response to changing conditions.
• Boater Skill : The formula doesn’t account for the skills and experience of the operator. A skilled boater who understands how to handle a boat in different conditions can enhance stability through proper maneuvering.
• Custom Boats : Custom modifications to a boat can alter its stability characteristics beyond what the formula predicts. Any modifications should be carefully considered, and their impact on stability should be understood.

While the capsize screening formula provides a valuable framework for assessing stability, it’s not a substitute for sound judgment, experience, and responsible boating practices. Boaters should use the formula as a starting point for understanding stability but also rely on their own expertise to make informed decisions on the water.

Resources and Calculators

For boaters interested in assessing their boat’s stability using the capsize screening formula, there are several online resources and calculators available that provide convenient tools for this purpose. These resources can help you quickly determine your boat’s capsize screening number and better understand its stability characteristics. Here are a few websites and tools to consider:

• Boat Stability Calculator : Various boating organizations and websites offer boat stability calculators that allow you to input your boat’s specifications, such as beam, displacement, and metacentric height. These calculators will then provide you with the capsize screening number and help you interpret its implications.
• Manufacturer Websites : Some boat manufacturers provide calculators or guidelines on their websites to help boaters assess their boat’s stability. These resources are often tailored to the specific models they offer.
• Boating Forums : Online boating communities and forums can be excellent sources of information. Fellow boaters may share their experiences, insights, and even tools they have used to calculate capsize screening numbers.
• Boating Safety Organizations : Organizations dedicated to boating safety often provide educational resources and tools related to boat stability. These resources can offer valuable insights into how to use the capsize screening formula effectively.
• Boat Design Software : Certain boat design software applications or programs include stability calculation features. These tools are particularly useful for boat designers, but they can also be used by boaters to assess the stability of existing boats.

When using online calculators and resources, be sure to input accurate and up-to-date information about your boat’s specifications. Remember that the capsize screening formula is a helpful starting point, but it’s not a substitute for careful consideration, boating experience, and responsible operation. Using these resources in conjunction with your own boating knowledge will contribute to a safer and more enjoyable boating experience.

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Top 5 FAQs and answers related to capsize screening formula

What is the capsize screening formula .

The capsize screening formula is a mathematical equation used to assess a boat’s vulnerability to capsizing. It takes into account factors such as the boat’s beam (width), displacement (weight), and metacentric height (GM) to determine its stability characteristics.

How do I calculate the capsize screening number? 

The formula is: Capsize Screening Number = Beam / (Displacement / 64)^(1/3). You can find the boat’s beam and displacement in its specifications. Plug these values into the formula to calculate the capsize screening number, which indicates the boat’s stability.

What do different capsize screening numbers mean? 

Lower capsize screening numbers indicate higher stability. A lower number suggests that a boat is less likely to capsize. Higher numbers imply reduced stability, and boats with higher numbers might be less suitable for certain conditions.

Can I solely rely on the capsize screening number to assess a boat’s stability? 

While the capsize screening formula is a useful tool, it doesn’t account for all real-world scenarios. Factors like weight distribution, loading, modifications, and sea conditions can influence a boat’s stability. It’s important to consider these factors along with the capsize screening number.

Where can I find resources to calculate the capsize screening number?

There are various online resources and calculators available on boating websites, manufacturer websites, boating forums, and even boat design software. These tools allow you to input your boat’s specifications to calculate the capsize screening number. However, remember that these tools provide a starting point, and prudent boating practices and experience are essential for safe navigation.

In conclusion, the capsize screening formula serves as a valuable tool in assessing a boat’s stability, offering insights into its vulnerability to capsizing. By considering factors such as beam, displacement, and metacentric height, boaters can gain a clearer understanding of their vessel’s stability characteristics. This knowledge aids in making informed decisions about boat selection and operation, ultimately contributing to a safer and more enjoyable boating experience.

While the formula provides essential insights, it’s important to remember its limitations. Real-world conditions, weight distribution, and other variables can influence stability beyond the formula’s scope. As boaters, relying on experience, prudent practices, and manufacturer guidelines is equally crucial.

By utilizing online calculators and resources, boaters can easily apply the capsize screening formula to their vessels and gain valuable insights into their stability profiles. With this knowledge in hand, boaters can navigate the waters with confidence, prioritizing safety and enhancing their enjoyment on every journey.

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Yachting Monthly

• Digital edition

Crash Test Boat – Capsize

• Chris Beeson
• January 28, 2015

What really happens during a capsize? How can we make the saloon safer? Chris Beeson and the Crash Test Boat crew recreate a capsize with chilling results

Crash Test Boat - Capsize Credit: Graham Snook/YM

We capsize the Crash Test Boat and film what happens below

‘Safety is not a yellow box with a set of batteries and a panic button. And it’s certainly not relying on the Coastguard. Safety is thinking about the problems you might encounter and ensuring you’ve considered your options.’

So said sailing journalist Matt Sheahan in our August 2009 issue, writing about the 1979 Fastnet Race. Matt survived the race but his father David, skipper of their Nicholson half-tonner Grimalkin , died with fellow crew member Gerry Winks. Matt’s words also neatly encapsulate the thinking behind our new Crash Test Boat series.

‘Lethal missiles’

Of the 303 yachts that started the ’79 Fastnet, 112 reported knockdowns, 77 of which were B2 knockdowns, ones in which the mast is substantially below horizontal, the yacht inverts or undergoes a full 360-degree roll. The inquiry into the disaster reported: ‘In several boats, cookers and batteries fell out of their mountings. Both items are potentially lethal missiles.’

On his Fastnet ’79 experience, Matt added: ‘Dangers below are frequently ignored. One of the biggest problems aboard Grimalkin during the height of the storm was how objects broke loose. Each time the yacht suffered a knockdown, tins of food and other heavy objects were flying around the saloon. When Grimalkin was recovered, one of the lead acid batteries, which had been secured under the companionway steps, was found wedged in the yacht’s bow. This deadly missile had taken away part of the main bulkhead during one of our pitchpoles.’

Seeking refuge

Twenty-four yachts were abandoned, even though all but five were recovered afloat. Conditions on board were so unbearable that, in Force 11 winds and mountainous seas, several skippers decided to abandon several tons of solid boat for a hundred pounds of rubber.

Having abandoned, seven competitors were subsequently lost from liferafts. How could such a counter-intuitive decision have been made?

The 1979 Fastnet Race Inquiry recommended that ‘The Memorandum on Safety should draw attention to the need for the securing arrangements for heavy items of equipment and all stowages to be effective in the event of a total inversion.’ With that in mind, we wanted to find out how catastrophic the effects of capsize are and how we can make our boats more secure – more survivable – in a capsize without redesigning the interior or spending huge sums of money.

Our test involved two separate 360° rollovers. In one we secured as much as we could down below, including the galley stove, lockers, chart table, cabin sole, etc. The second test showed the devastation caused in an unsecured yacht, with no modifications made to counter the effects of loose items flying around. See below for details on batteries, engine and fuel and water tanks.

What happens in a capsize?

Yachting TV’s Steve Adams positions a GoPro camera

Since I couldn’t be onboard (no-one’s insurance company would even begin to think about it) we needed some other way of finding out what happens when a boat capsizes. Luckily Yachting TV’s Steve Adams agreed to help us out by strategically-positioning two waterproof HD cameras below. He also fitted lights. With no domestic power and the boat upside-down, there would be very little light in the saloon and we needed to capture the action clearly. The results are frightening.

Crash Test Boat crew

Harry gets dressed for his berth in the forepeak

To illustrate what would happen to crew down below during a capsize, we bought three mannequins, named Tom, Dick and Harry, and stood one in the galley, laid another in a pilot berth and a third in the forepeak, supposedly out of harm’s way.

Unsecured roll: just as she is

As the crane hauled her over, ominous crashes hinted at the imminent chaos within

Down below in the Crash Test Boat

Having taken up the slack and extended the crane’s boom to haul the Crash Boat 30ft clear of the pontoon, and with two Crash Boat crew loosely holding onto the bow and stern lines, the crane began to lift. Soon crashes could be heard from inside the boat.

Film shot inside the saloon shows water flooding through vents and the companionway

Once she reached her angle of vanishing stability, around 130°, gravity took over and she rolled over onto her deck. Unnervingly but not unsurprisingly, she was extremely stable upside-down and would never have righted without the crane. After a few seconds’ completely inverted, the lift resumed. With the keel 40-45° below vertical, gravity took over again and the keel plunged into the water, sending a mini-tidal wave across the dock.

Once the keel reached around 40° from vertical, gravity took over and she slammed down dramatically

Down below on the Crash Test Boat

On the foredeck, the anchor had stayed put, tied into the bow roller, but the chain had broken out of the anchor locker. Fortunately, only a couple of feet dangled over the side because the taut chain between the anchor and the windlass had blocked the bulk of it escaping.

The chain broke through the anchor locker but the anchor, tied in place, stayed put

Inside: total carnage

Once below I saw that my stand-in, Harry, the forepeak mannequin, had broken at the waist, had an arm sheared off and was buried in cushions.

I was shocked by the violence of the capsize in such a small, safe cabin. It was also obvious that an amazing amount of water had flooded into the boat too, something the video later confirmed. It was still dripping off the headlining, which was soaked throughout. The obvious inlets were the two vents just forward of the mast and the gaps between the hatch, washboards and the companionway, but there could have been others.

Heavy sole boards in flight would certainly have injured any crew below

In the saloon, Dick’s lee strap had held him in place but his repose was completely at odds with the devastation surrounding him. The heavy marine ply sole boards had broken free, a small board had lodged under a saloon hand-hold. The starboard leaf had been torn from the saloon table, presumably by the passing sole board. Bilge water was above sole level and debris of every kind floated in it or sank beneath it.

Only its gas pipe prevented the stove from flying across the cabin

Cutlery and spares drawers, though still closed, were full of water. Everything was everywhere, the contents of the stove and coolbox were strewn around the saloon and the aft heads – both toilets were full – papier maché charts decorated the galley and the stove had escaped its mounts but thankfully not its well.

In seconds, the familiar is literally turned upside-down. Utter turmoil

Stepping carefully around the carnage, I noticed that there was a steady stream of water running from the engine bay into the heads. A minute later the stream was just as bad. Were we sinking? Though stunned by the wreckage of what, a moment ago, was a tidy boat, the thought that we would founder in the marina focused the mind. Clearly we hadn’t hit anything but had the lifting strop damaged the stern tube? Was the rudder stock damaged when the blade hit the water? It was coming from somewhere.

Using a plastic bowl found wedged under the galley trim, a boot and a glass, three of us started bailing water into the galley sinks – the cockpit drain was blocked – while a fourth person looked for the source of the leak.

After checking the steering quadrant and finding nothing wrong, we lifted the companionway steps and pointed a torch into the black space behind the engine. There it was, a steady stream of water, thankfully not coming from the stern tube.

With no lock, the starboard cockpit locker falls open and scoops a tonne of water

Leaving three bailing, I checked the starboard aft cockpit locker and found it full of water, scooped up during the capsize. Without padlocks, the hasps had just fallen open. The violence of the righting had torn one of the three hinges free and water was now draining from the locker into the engine bay. After struggling to comprehend that the boat’s watertightness was so fundamentally undermined, the general sensation was relief. Later, looking at the 1979 Fastnet Race Inquiry, it revealed that 46 of the skippers, 20 per cent of the inquiry’s respondents, reported the cockpit lockers were ‘a significant water entry point’.

How can we make a boat safer? Let’s look at a few simple adjustments we made with basic tools to demonstrate what happens when a secure boat suffers a capsize.

Basic modifications: how you can make your boat safer

String, net and a bolt keep plates, fridge contents and stove in place

The Crash Test Boat has finger-operated levers as locker latches throughout. We decided these were independent of gravity and secure enough not to warrant any modification. We thought something might knock the lever from inside the locker but, as no one was onboard, it would be a revealing exercise.

The crockery was stored in T-slots and these clearly were not gravity-proof. We ran a line through some netting, tied loops in each end and hooked them on to picture hooks nailed into the Formica. Again this was a pretty poor effort aesthetically but it was a quick, cheap solution, but would it be effective?

The Crash Test Boat’s stove has a hinged cover so all we needed to do was fit a sliding bolt latch to it. We thought this, combined with the stove grabrail, should contain the stove when it fell out of its mounts. Without a cover, brackets screwed into the stove well, just above the gimbals, should keep it in place. The coolbox lid removed completely so we fastened that with string looped over two screws, another hasty but hopefully effective solution.

Sole boards are screwed down to keep them in situ

Although the sole was not screwed down, there were countersunk holes in each board so clearly they had been secured at some stage. All we had to do was screw them down again. It’s neither an elegant nor a particularly convenient way to secure the boards – fitting them with finger-operated latches would be much better. Another possible solution that emerged was to fit eyebolts beneath each board and run a line through them, secured in the engine bay perhaps. I’m sure you can think of others.

Under seat stowage

Picture hooks and mousing twine should keep saloon locker lids shut

Stowage below the saloon seating was secured using the simple screw-and-string method pioneered on the coolbox lid. It’s quick, cheap and, as it’s covered by cushions, its inelegance didn’t matter.

Chart table

A bolt keeps the chart table closed

Home to dividers, batteries, mobile phones, batteries, spectacles, and more, the chart table had to stay shut. We used a sliding bolt latch again. We should have placed netting across the bookshelf too and secured the locker beneath the navigator’s feet.

A ratchet strap prevents the engine escaping

As the engine did not have captive bolts, we had to secure it in place with a ratchet strap to ensure it didn’t leave its mounts. Our capsize had to result in zero pollution so the engine oil was drained and the dipstick/oil filler and crankcase breather sealed. After that, all we needed to do was to clean up the mixture of oil, diesel and water sloshing around in the engine bay.

Battery straps contain these ‘lethal missiles’

The Crash Boat has three batteries, two big domestic batteries and a smaller cranking battery. All were securely strapped but only the latter was sealed so to ensure zero pollution, we removed the domestic batteries. Both were on the pontoon so we could run the bilge pump when needed.

The Crash Boat’s stainless steel tanks were all laminated into place so, other than emptying them, no preparation was needed. We couldn’t find a way of getting to the bottom of the fuel tank so, to drain it, we removed the sender, pumped out the tank, replaced the sender then taped a plug into the fuel tank breather to make sure nothing escaped.

Secure roll: after the modifications

On deck, we left the anchor tied in place but tied a rope strop from toerail to toerail across the anchor locker to make sure the chain didn’t break out. We also padlocked the cockpit lockers. Then we followed the same process as we did in the unsecured roll.

The crashing below belied the serenity of the roll

Once past her AVS, she stayed inverted very happily

In our test, only the last 60° of the roll caught the real brutality of capsize

After the capsize, I noticed the anchor locker was still shut and the anchor securely tied into the bow roller. So far, so good. Entering through the forward hatch, the first thing I sensed, rather than saw, was general disorder in contrast to the chaos on the unsecured roll.

Inside: disorder

In the saloon I noticed that Dick, without his lee strap, had been flung from his port pilot berth, across the saloon table and was now lying face down on the cabin sole to starboard. Tom had broken a leg and was lying on the sole at the base of the companionway perusing a soggy Reed’s almanac. Unfortunately he’d kicked the camera above the chart table during the roll so we lost its view of the second half of the first roll. The shattered remains of one or two plates, strewn over the chart table and starboard seating, confirmed that the crockery net hadn’t been a complete success.

Dick proved the value of lee straps and our changes have clearly made the saloon safer

The sole boards were not awash but there was clearly a lot of water in the boat. The contents of the saloon seating lockers – the toolbag, flares and the file containing the ship’s papers – were submerged. The chart table’s bin lockers and shelves were brimful too.

Only one galley locker had opened from which a plastic spoon escaped and wedged itself under a hand-hold. The saloon cushions had assembled themselves neatly in the starboard pilotberth but apart from that, she seemed in fairly good shape for a boat that had just gone through what she had.

What we learned

Even in these benign, controlled conditions, after two gentle 360° rolls, the chaos that reigned below was horrifying. It gave a harrowing glimpse of the terror that the crews must have felt in the early hours of Tuesday, 14 August, 1979 in the Western Approaches.

Unsecured: Sole boards, table leaves, charts, chargers, flares and cans littered the saloon. Complete disorder

Secured: without his lee strap Dick ended up on the cabin sole

With repeated rolls and so many loose items in the saloon, life itself was no more than a game of Russian roulette. Indeed, of the 44 yachts that issued distress signals, over half did so because of ‘concern for the general safety of the crew’. It’s easy to be critical of those who abandoned boats that were later recovered afloat, but for someone who wasn’t there, it’s impossible even to imagine the living hell that their yachts had become.

Unsecured: Only the gas pipe held the stove in place, all else is destroyed, dislodged or disgorged. Terrifying

Secured: The contrast is clear. A dishcloth and a broken plate are the only casualties

In terms of what we learned, the state of the saloon after the unsecured roll confirmed that the simple, inexpensive measures we installed over the course of a couple of days with the most basic tools had, almost without exception, worked perfectly.

Secured by a lee cloth, you would have nothing more threatening than a cushion to deal with. The amount of flooding would be extremely alarming but with bilges free of detritus you would be better able to deal with it.

How to avoid capsize

1 It can happen In Adlard Coles’ Heavy Weather Sailing , tank testing revealed that any yacht will capsize when hit beam-on by a wave taller than 55 per cent of the yacht’s LOA. Today’s lighter, beamier yachts are more prone to capsize and the figure is more like 40 per cent. Safety in extreme sea conditions has been compromised for speed and manoeuvrability, and comfort and space below. It’s a compromise well worth the taking – provided you follow certain rules.

Knowledge is power, always get a forecast

2 Gather forecasts In 1979, forecasting was an even more inexact science than it is today so none of the competitors would have had any idea what awaited them until it was unavoidable. Nor was the fitting of a VHF radio compulsory. A few with Long-Wave sets picked up broadcasts by Radio 4 and Meteo France but again, not until a few hours before the storm struck.

Today forecasting has much greater accuracy and sources are abundant, on radio, online, via NavTex, GRIBs. ‘I couldn’t get a forecast’ is no longer an excuse for finding yourself in challenging conditions. If you feel the conditions will take you outside your comfort or competency, stay alongside and spend the day doing something else.

3 Storm tactics Yachts are most vulnerable to capsize when beam-on to large waves so a correctly deployed sea anchor will ensure your safety. In sailing terms, tactics employed during the 1998 Sydney-Hobart Race demonstrated that extreme seas are best taken head-on with your best helmsman. Running with storm jib or trysail, close reach across the troughs, head up into the crests then bear away sharply at the top to avoid slamming on the back of the wave.

If your sailing plans can’t avoid storms, make sure your boat is up to the job, like this Rustler 44

4 Right tools for the job If you are planning to cruise higher latitudes, get the right boat. Forecasting and seasonal trends can help you avoid bad weather, you could be exposed on longer passages. Choose a boat with a STIX number greater than her LOA, a ballast ratio of 40 or above and a length/displacement ratio of at least 250.

Ready for testing in Ocean Village Marina

‘So how do we capsize a boat?’

We had considered fitting a remote control autopilot and sending her across overfalls in a strong breeze with wind-over-tide, but not for long. The chance of losing her was too high and we wouldn’t be able to conduct two controlled, identical rolls. It had to be a crane. Unfortunately, this also meant that at least half of the roll would be very sedate, nothing like the horror of the Fastnet 1979, but the exercise still seemed valid in terms of the lessons we could learn.

Wanted: capsize expert

Very few people have experience of how to deliberately capsize a yacht – it’s not a skill for which there’s much call – but there was one among the friends of Yachting Monthly who did: Mike Golding. One of the safety checks required by IMOCA, the body that governs the IMOCA 60s that race around the world in the Vendée Globe and Barcelona World Race, is self-righting from an inverted position using the IMOCA 60’s canting keel.

Mike Golding’s advice was wise, reassuring and absolutely rock-solid

To roll her, we needed attachments for the two massive crane strops and the solution, though flimsy-looking, received Mike’s backing and held remarkably well. Using four shackles, 2x5m of 8mm Dyneema and two short lengths of Spectra, we made two lashings between the main and mizzen masts’ chainplates to which the crane’s nylon lifting strops attached. Since we weren’t actually lifting the boat, it was thought that this should be man enough for the job but, as with every other aspect of this test, nobody really knew what would happen.

Flimsy-looking strop attachments were lashed between chainplates

Mike is a very busy man so we were hugely appreciative when he agreed to spend a morning with us looking at our plans, highlighting the defects in it and suggesting improvements. He was also there on the day to advise on improvements to the set-up and instruct the crane driver. Hats off to you, Mike.

MDL provides the location

We spoke to MDL and they kindly agreed to make Ocean Village, where Mike tests his yachts, available for the capsize, provided there was zero pollution. In our first meeting, Mike told us we would need to empty its oil and seal the engine, likewise the fuel tank, and remove anything that didn’t float. He also recommended that we check whether the engine had captive bolts. Without them, the engine could leave its mountings and tear out the stern tube, or drop through the cockpit and into the marina. It would need to be secured in place somehow.

Osmotech gets her ready

Next we asked Mike Ingram from Osmotech to visit the boat. I explained our plan to him and asked him how we could prepare her. He said the engine mountings were definitely not up to it and he sent down one of his crew to drill two holes in the engine bay’s plywood and run a webbing ratchet strap across the top of the engine.

He didn’t like the look of the two-part washboards either. First, it had a large vent in it and second, it was considered too ill-fitting to fulfil its function. Since our aim was not to sink the boat – the strop attachments we had would not have enabled the crane to lift her off the bottom – Osmotech made a one-piece marine ply washboard fitted with a handle and two bolts to secure it in place.

Hamble rigger Alan Moore unstepped the Crash Test Boat’s masts at Hamble Point marina

Hamble rigger Alan Moore unstepped the masts because they would have broken during capsize and we want to break them later, in a separate test. We also removed the granny bars and the lifelines because the crane’s lifting strops would have torn out those and the stanchions.

Much of her gear was stripped out for the test to prevent pollution

For the secure roll we added padlocks to the cockpit locker hasps, tied the anchor to the bow roller and secured a strop over the anchor locker to contain the chain. The strop was removed for the unsecured roll but the anchor remained tied. With no strop we fully expected to be hauling 30m of chain off the bottom of Ocean Village and we didn’t want an anchor on the end of it. For both rolls, the lockers were emptied of everything that wouldn’t float.

Other tests in the Crash Test Boat series

Holed and sinking

Broken seacock

Gas explosion

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Capsize – how it happens

Posted by John Vigor | Sailing Tips

Planning for an unplanned inversion

Capsize: how it happens, and what you can do to survive it.

When Isabelle Autissier’s 60-foot racer capsized in the Southern Ocean, it sent a chill of fear through the sailing community. Sailors don’t like to think of capsize. But here was a big, well-found boat, a Finot-designed Open 60 Class flier, wallowing upside down in huge frigid swells, with her long thin keel jutting toward heaven. It was a bizarre and frightening sight.

Autissier was lucky. She was taking part in the Around Alone race, so her million-dollar boat was equipped with emergency satellite transmitters, position recorders, and lots of other equipment that no normal cruiser is likely to be able to afford or fit on board. She was eventually rescued in a wonderful feat of seamanship by Giovanni Soldini, a fellow competitor.

So what went wrong? And could it happen to you? It depends where you sail, but if you sail out of sight of land, whether at sea or on a lake, the answer is yes, it could. And you should always be prepared for it to happen. The good news is that most yachts of classic proportions will survive a capsize. Unlike Autissier’s extreme design, they will right themselves, although some might take longer than others.

You can form a crude idea of what went wrong with Autissier’s boat by imagining a long plank floating in the water. It doesn’t care which side is up. It’s happy floating either way up. That’s Autissier’s boat. Now imagine a plank with a heavy weight attached along one side, so the plank floats on edge. If you turn it upside down, the ballast quickly pulls it back again. That’s your normal yacht design. Autissier’s racer was shaped too much like a wide plank – too beamy and too light to recover from an inverted position, despite the long heavy keel. It’s one of the paradoxes of naval architecture that an excessively beamy boat, while hard to capsize in the first place, is unseaworthy if she is inverted.

Furthermore, a light, shallow, beamy boat capsizes more easily than a narrow, deep, heavy boat because she offers the seas more leverage to do their work, and because she is quicker to respond to the upward surge of a large swell.

Planing hulls

Designers create racing boats like Autissier’s because that shape gives them the ability to plane at high speeds. In other words, they deliberately sacrifice seaworthiness on the altar of speed, and the boats rely on the skill of their crews to keep them upright. Unfortunately, singlehanders have to sleep now and then, so they can’t be on watch all the time.

While it’s true that a good big boat is less likely to capsize than a good small boat, there is no guarantee that even the largest yachts are immune from capsize. It’s not the wind that’s the problem. It’s the waves.

Tests carried out at Southampton University in England have shown that almost any boat can be turned turtle by a breaking wave with a height equal to 55 percent of the boat’s overall length. Even if you don’t like to think about it, you know in your heart that it’s a reasonable finding. It means your 35-footer could be capsized through 180 degrees by a 20-foot wave. Even a 12-foot breaking wave would roll her 130 degrees from upright – from which position she may turn turtle anyhow.

And if you imagine you’re never going to encounter a 20-foot wave, think again. Waves of that size can be generated in open water by a 40-knot wind blowing for 40 hours. And a 12-foot wave is the result of a 24-knot wind blowing for 24 hours. Plenty of those around.

Large waves are formed in other ways, too. A current flowing against the wind will create seas that are much larger and steeper than normal. And the old stories about every seventh wave being bigger than the rest have a basis of truth, although it’s not necessarily the seventh wave. It could be the fifth or the ninth. The point is that wave trains occasionally fall in step with each other at random intervals, literally riding on one another’s backs, to form an exceptionally high wave. We call that a freak wave, but it’s actually more normal than we care to admit.

Bigger waves

Scientists calculate that one wave in every 23 is more than twice as high as the average. One in 1,175 is three times bigger. And one in 300,000 is four times the average height. They may be far apart, but they’re out there, and many big ships have been lost to them.

John Lacey, a British naval architect, put forward an interesting proposition after the 1979 Fastnet Race, in which 63 yachts experienced at least one knock-down that went farther than 90 degrees and remained upside down for significant periods.

He explained that the old International Offshore Rule for racers had radically changed the shape of yacht hulls by greatly increasing the proportion of beam to length, which gave them more power to carry sail without the need for additional ballast. It also gave them more room below, of course.

But the flatiron shape of the hull made it very stable when it was inverted. To bring the boat upright again would require about half the energy needed to capsize the yacht in the first place, Lacey calculated.

“Since the initial capsize may have been caused by a once-in-a-lifetime freak wave, one could be waiting a long time for a wave big enough to overcome this inverted stability,” he commented. Autissier’s experience bore out that prophetic statement. Her boat was still upside down when she abandoned it.

Lacey did some more sums and figured that a narrower cruising hull with a lower center of gravity than a typical IOR boat would require only one-tenth of the capsize energy to recover from a 180-degree capsize.

“It therefore seems, in my opinion, that we should tackle the problem from the other end, and design yachts for minimum stability when upside down,” he concluded.

Deep-vee cabin

His recommendation is not likely to be taken too seriously, but he certainly does have a point. You could make an inverted yacht unstable with narrow beam, a very deep keel with a lot of weight at the very end of it for righting leverage, and a deep-vee cabintop, or at least one that was narrow on top and broad at deck level. For the same reason, flush-decked yachts should be avoided, because they’re likely to be much more stable upside down.

But as in everything to do with sailboats, there are compromises to be made. Deep narrow hulls might recover quickly from inversion, but as sailors discovered a century ago when they were all the rage, they’re lacking in buoyancy. They’re also wet, and they have very little accommodation.

Two basic design features probably govern the probability of capsize more than any others. The first is inertia and the second is the shape of the keel.

Inertia is not generally well understood, but it’s the first line of defense against a wave impact. In simple terms, inertia is resistance to change. The inertia of a moving boat works to keep her moving on course, even though other forces are trying to halt or divert her. The inertia of a boat at rest resists any sudden attempt to start her moving.

Obviously, because inertia varies with mass, a heavy boat has more inertia than a light boat, so a wave hitting her from the side is going to get a slower response. Light-displacement boats are more likely than heavy boats to be picked up and hurled over by a plunging breaker.

Narrow beam is a help, too, because the force of a breaking wave is concentrated nearer the centerline of the yacht, where it has less overturning leverage.

Spreading weight

The way weight is distributed on a boat also affects its inertia. A wide boat with a light mast and a shallow keel will respond very quickly to every wave with a lively, jerky motion. A boat with a heavier mast and a deeper keel has its weight spread out over a greater span, and it’s more difficult to change its speed or direction, so the force of a breaking wave may be dissipated before it has a chance to overturn the boat. Inertia, incidentally, is what keeps a tightrope walker aloft. It’s contained in that long stick. If you push down on one side of it suddenly to regain your balance, it almost bounces back at you. It will subsequently move slowly away, but you can recover it with a long gentle pull as you lean the other way.

A long, old-fashioned keel resists sudden rolling simply because it’s difficult to move anything that big sideways through the water. A fin keel, with its meager surface area, is much more easily moved when it’s stalled; thus, the boat to which it’s attached is more easily overturned. But a fin keel that’s moving through the water acquires much more stability, which is why fin keelers should be kept moving in heavy weather.

Capsize screening formula

The maximum beam divided by the cube root of the displacement in cubic feet, or Maximum beam (feet) = less than 2 3÷Displ/64 The displacement in cubic feet can be found by dividing the displacement in pounds by 64. The boat is suitable for offshore passages if the result of the calculation is 2.0 or less, but the lower the better.

Although there are design factors that improve seaworthiness (usually at the expense of speed and accommodation), and although there are tactics you can use in a storm to minimize the chances of overturning, no boat is totally capsize-proof. That is not to say that every boat is going to capsize, of course, even the ones most likely to. After all, hundreds of yachts cross oceans every year without mishap. But prudent sailors keep the possibility in mind and do what they can to forestall any problems and to lessen any damage resulting from an inversion.

Large forces

If you have never given any thought to inversion, the results of a capsize can be devastating, not only on deck but down below as well. Not many people realize what large forces are involved in a capsize, especially the head-over-heels capsize called a pitchpole. It’s not just a gentle rolling motion. The contents of lockers and drawers can be flung long distances in the saloon, and you could easily find yourself standing in a state of disorientation on the overhead in a seething mess of battery acid, salt water, clothing, ketchup, mayonnaise, diesel fuel, paint thinner, knives, forks, and shards of broken glass. There will be no fresh air entering the cabin to dissipate the fumes. And it will be dark because your ports will be under water.

So, first things first: presuming you haven’t been injured by flying objects, can you lay hands on flashlights? Were they stored safely in a special place that you can reach without having to shift a wodge of soaked bunk mattresses? Is there one for every member of the crew? Are the batteries fresh? You may not stay upside down for long. But if you’re unlucky, like Isabelle Autissier, you will find you need a flashlight more than anything else on earth.

There are some other things you should think about before you ever set sail. And there are some precautions you can take.

Avoiding capsize

• Avoid heavy weather. “The most dangerous thing on a boat is an inflexible schedule.” Thanks to Tony Ouwehand for this observation.
• Avoid taking large waves abeam, particularly breaking waves.

Heave to. Run (down wave) using a drogue to keep speed down to 3 to 5 knots. Use a sea anchor from the bow or a series drogue from the stern. (Practice rigging and deploying these in moderate conditions.)

• Is your rig as strong as possible? Will it withstand the tremendous forces of a capsize?
• Do you have a plan to free a toppled mast from alongside, where it can batter holes in your hull? Have you ever thought how difficult it would be to cut the rigging, even with a decent pair of bolt cutters, on a slippery deck that’s suddenly rolling viciously?
• Do you have material on board for a jury rig? Have you thought about how you would use it?
• Will your radio transmitter’s antenna come down with the rig? Do you have a spare?
• Will your EPIRB start working automatically because it’s been under water – whether you want it to or not?

The cockpit

• Are your cockpit lockers waterproof? Can you imagine how quickly you’d sink if one of them was open at the time of capsize?
• Do your companionway hatchboards lock in position? Have you ever thought how much water would get below if one or more fell out as you turned over?
• What have you done about waterproofing the cowl vents for the engine? Those are huge holes in what would become the bottom of the boat. (The same goes for Dorade boxes, incidentally. Each one is a potential three- or four-inch hole in the bottom. Fit them with deck plates for sea work, on deck and down below.)
• If you’re in the cockpit when the boat capsizes, will you be attached by a harness? Will you be able to free yourself if you’re trapped under water and the boat stays inverted for some time?

The anchor locker

• If the anchors and chain are not fastened down securely they could bash their way through the locker lid and cause all kinds of havoc.
• Is your self-draining deck anchor locker waterproof? Many aren’t completely sealed at the top, where wires for pulpit-mounted running lights come though, and would let in water.

The engine room

• Is your engine mounted securely enough to withstand a capsize? I know of one boat in which the engine was hurled from its mounts during a pitchpole, causing great destruction.
• What if the engine’s running during a capsize? Could you switch it off quickly, with everything upside down? Would the oil run out? Would the fuel drip out of the tanks? Are your breathers inside or outside?
• Are the batteries fastened down firmly enough? Can you imagine what damage they could do if they got loose? And will they drip acid if they’re upside down? (Newer batteries – gel cells and AGMs will not spill acid when inverted. -Ed.)
• Can you turn the stove off? If there’s a smell of gas, can you deal with it? Have you made sure the galley cupboards can’t fly open during a capsize and turn the saloon into a sea of broken glass and chip dip?
• Can you lay hands on a fire extinguisher quickly? It could save your life.
• Have you figured out a way to keep all those loose tops in place in the saloon – the boards that cover access to storage under bunks, the bilge boards, and so on? Some boats have inside ballast, and many have heavy objects, such as storm anchors, stowed in the bilges. Make sure they stay there, because if they get loose they can come crashing through the overhead (your new “floor”) and sink the boat very quickly.
• Make sure your bunk mattresses will stay in place, too, otherwise they will greatly hamper your attempts to get around.
• Have you figured out a way to pump bilge water out of an inverted boat? Think about it. It’s not easy.
• Most books could escape from their racks during a capsize and become potentially harmful flying objects. Have you solved that problem?

Important documents

• The ship’s papers and your own personal documents should be in a watertight container in a secure locker, one that is not too high up in the boat because that’s where the water will be when you capsize.

There are many other systems and pieces of gear on a boat that could be affected by a capsize. When you use them, think inverted. Imagine what would happen if they got loose. Invent ways to keep things in their places during an unplanned inversion. Don’t ever imagine it’s wasted work. It’s one of the unspoken rules of the sea that if you’re prepared, the worst is not likely to happen. If you’re not, you’re bound to attract trouble.

More on the subject

Tami Ashcraft wrote a compelling story of the realities of inversion and its aftermath in her book, Red Sky in Mourning: The True Story of a Woman’s Courage and Survival at Sea , reviewed in our May 2000 issue. John Vigor goes into more depth about preparation for capsize in his book, The Seaworthy Offshore Sailboat .

Article from Good Old Boat magazine, November/December 2000.

About The Author

John Vigor is a retired journalist and the author of 12 books about small boats, among them Things I Wish I’d Known Before I Started Sailing, which won the prestigious John Southam Award, and Small Boat to Freedom. A former editorial writer for the San Diego Union-Tribune, he’s also the former editor of Sea magazine and a former copy editor of Good Old Boat. A national sailing dinghy champion in South Africa’s International Mirror Class, he now lives in Bellingham, Washington. Find him at johnvigor.com.

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How Often Do Sailboats Capsize: A Comprehensive Guide

Table of Contents

Introduction

1. Understanding Sailboat Stability

Before we dive into the topic of sailboat capsizing, it’s essential to grasp the concept of sailboat stability. Sailboats rely on a delicate balance between buoyancy, the shape of their hulls, and the distribution of weight. This equilibrium ensures that the boat remains upright and maintains its stability while maneuvering through water.

2. Factors Contributing to Sailboat Capsizing

Several factors can contribute to sailboat capsizing. Understanding these factors will help sailors make informed decisions to minimize the risk of capsizing incidents.

Weather Conditions

Adverse weather conditions, such as strong winds, high waves, and sudden storms, pose a significant risk to sailboats. Powerful gusts can exert excessive force on the sails, causing the boat to tip over or capsize. It’s crucial for sailors to monitor weather forecasts and avoid venturing into hazardous conditions.

Design and Stability Characteristics

The design and stability characteristics of a sailboat play a crucial role in its resistance to capsizing. Factors such as hull shape, keel design, and ballast contribute to a boat’s stability. Sailboats with deep keels and a low center of gravity are generally more stable and less prone to capsizing.

Improper Handling and Operator Error

Inexperienced sailors or those who fail to adhere to proper handling techniques are at a higher risk of capsizing their sailboats. Incorrect sail trim, excessive heeling, abrupt maneuvers, or overloading the boat can destabilize the vessel, leading to a capsize. It is essential for sailors to receive proper training and practice good seamanship.

3. Statistics on Sailboat Capsizing

To gain a better understanding of the frequency of sailboat capsizing, let’s explore some relevant statistics.

Global Incident Rates

Accurate global incident rates for sailboat capsizing are challenging to determine due to underreporting and varying definitions of “capsizing.” However, it is evident that capsizing incidents occur across different bodies of water worldwide.

Types of Sailboats Most Prone to Capsizing

Certain types of sailboats are more susceptible to capsizing than others. Small, lightweight dinghies and high-performance racing sailboats are more likely to capsize due to their design and the nature of their intended use. Larger cruising sailboats with keels and more stability tend to have a lower risk of capsizing.

Capsizing Incidents and Fatalities

While the majority of sailboat capsizing incidents do not result in fatalities, it is crucial to prioritize safety and minimize the risks involved. Fatalities can occur in extreme weather conditions or when proper safety measures are not followed.

4. Preventive Measures and Safety Tips

To reduce the likelihood of sailboat capsizing and ensure a safe sailing experience, consider the following preventive measures and safety tips:

Checking Weather Conditions

Always check weather forecasts before setting sail. Avoid venturing into adverse weather conditions, such as high winds or storms. Stay informed and have a backup plan if conditions worsen unexpectedly.

Proper Boat Maintenance and Rigging

Regular maintenance of your sailboat is essential for its seaworthiness. Inspect the rigging, sails, and hull for any signs of wear or damage. Ensure that all components are properly rigged and in good working condition.

Adequate Training and Experience

Obtain adequate training and gain experience before setting out on the open water. Learn the basics of sailing, including boat handling, navigation, and understanding weather patterns. Consider taking sailing courses or joining a sailing club to enhance your skills.

Safety Equipment and Emergency Preparedness

Equip your sailboat with essential safety equipment, including life jackets, flares, a first aid kit, and a functioning VHF radio. Familiarize yourself with emergency procedures and ensure that everyone on board knows how to use the safety equipment.

Understanding Sailboat Limits and Operating within Them

Every sailboat has its limits. Understand the capabilities and limitations of your boat, especially regarding wind conditions and weight capacity. Avoid overloading the boat and be mindful of the sailboat’s stability characteristics.

5. Conclusion

Sailboat capsizing is a concern for sailors worldwide. However, with proper knowledge, preparation, and adherence to safety guidelines, the risk of capsizing incidents can be significantly reduced. Understanding sailboat stability, recognizing contributing factors, and implementing preventive measures will ensure a safer and more enjoyable sailing experience for all enthusiasts.

Frequently Asked Questions (FAQs)

1. is capsizing a common occurrence for sailboats.

Capsizing incidents are relatively rare, especially when considering the vast number of sailboats worldwide. However, it is crucial to prioritize safety and take measures to minimize the risk of capsizing.

2. Are smaller sailboats more likely to capsize?

Yes, smaller sailboats, such as dinghies, tend to be more prone to capsizing due to their lightweight construction and design characteristics. However, proper handling and adherence to safety guidelines can mitigate the risk.

3. Can a sailboat capsize in calm weather conditions?

While capsizing is more commonly associated with adverse weather conditions, it is possible for a sailboat to capsize even in calm weather. Improper handling or operator error can destabilize the boat, leading to a capsize.

4. What should I do if my sailboat capsizes?

If your sailboat capsizes, remain calm and follow proper safety procedures. Stay with the boat, as it provides flotation. Signal for help if needed and follow appropriate rescue techniques.

5. Are there any specialized courses for learning how to prevent sailboat capsizing?

Yes, there are various sailing courses available that focus on safety and preventing capsizing incidents. These courses cover topics such as seamanship, boat handling techniques, and understanding weather conditions.

In conclusion, understanding the factors contributing to sailboat capsizing, maintaining proper sailboat stability, and following preventive measures are key to enjoying a safe and adventurous sailing experience. While sailboat capsizing incidents may occur, they can be minimized through knowledge, experience, and preparedness. By checking weather conditions, maintaining the sailboat, receiving adequate training, equipping with safety gear, and understanding the boat’s limits, sailors can navigate the waters with confidence. Remember, safety should always be a top priority to ensure a memorable and incident-free sailing journey.

Mark Alexander Thompson

Mark Alexander Thompson is a seasoned sailor with over five years of experience in the boating and yachting industry. He is passionate about sailing and shares his knowledge and expertise through his articles on the sailing blog sailingbetter.com. In his free time, Mark enjoys exploring new waters and testing the limits of his sailing skills. With his in-depth understanding of the sport and commitment to improving the sailing experience for others, Mark is a valuable contributor to the sailing community.

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How to Keep a Small Sailboat from Capsizing…and what to do if it does

By John McCabe

Keeping weight to windward and the centerboard (or daggerboard) fully lowered will reduce the boat’s tendency to capsize in a breeze. Photo courtesy of Rick Bannerot/OntheFlyPhoto.net

On my second date with a young lady in the early 1960s, she and I were sailing on a 19-foot Lightning on the Navesink River in New Jersey. The weather was picture-perfect, and my date was all dressed up for a day on the water. I was at the tiller. At some point I had to announce calmly that we were going to capsize. Reflecting back on what she heard, she recalls that she had a couple of seconds to think about what that meant, then, suddenly, she was up to her neck in the water. It all worked out OK though – we’ll soon be celebrating our 50th wedding anniversary! I have had the opportunity to be on a number of boats since then and have learned some important lessons on how to keep a small sailboat from capsizing and what to do if it does.

Have in mind that any sailboat can capsize, but let’s describe what “capsize” means. The mainsail prevents most boats from going over more than 90 degrees – at least for a short time. The mast, if made of metal, is hollow, and the air in the mast will keep it afloat, at least until it fills with water. With a sailboat with a fixed keel, the weight of the keel will right the boat more or less fairly soon. While sailing with a centerboard, the board will inhibit the boat from capsizing and like a keel, will push the boat forward when the wind hits the boat at an angle, rather than moving the boat directly sideways. When a sailboat has its centerboard down, the boat will be less likely to capsize, but if it does, the centerboard will help. With a little effort the centerboard will indeed help right the boat as discussed below.

What causes a small sailboat to capsize? It is often the misalignment of weight, not just the wind. Indeed, even in light wind, if the weight is misaligned, the boat can tip over. Weight sources are people and importantly the boom! When the weight of people is on one side, the tipping of the boat will cause the boom to move to that side by the force of gravity, not necessarily the wind. Indeed, in light winds the force of gravity on the boom can have a greater effect on the position of the boom than the force of the wind! Thus, in light air there is still the potential of capsizing if both the weight of people and boom are on one side. This brings us to the first rule that must be followed:

Rule 1: The centerboard must be fully down at all times when a sail is up.

Now, there may be times with the boat goes aground. For a keelboat, you can put the motor in reverse as strong as possible to see if the boat can be backed out of the mud or sand. At the same time you can try to rock the boat. For a small sailboat with the centerboard down, you can try to use the motor. Preferably, however, you should use an oar to push off from the bottom or oars to row off the bottom. The outboard motor propeller, if made of plastic, is meant to break if it hits a rock or a hard bottom. At this point, it is very tempting to raise the centerboard a few inches to loosen the boat from the bottom. But do not do this – you risk capsizing! First, take the sail down. Then maneuver the boat off the bottom using the oars, motor or other method. Again, fully lower the sail before raising the centerboard even an inch. Note Rule 1, above.

Rule 2: Don’t stand up in a small sailboat when underway.

This rule helps in weight distribution in as least three ways. First, because of the boom, it may be harder to move your body to the correct location on the boat, and second, if the boom, because of gravity or the wind, hits your body (hopefully not your head), it reinforces the force to capsize the boat at a higher center of gravity. Third, if your body or head is at or above the level of the boom, the boom cannot move to let the air out of the mainsail. This exacerbates the force that will tip the boat. Note that standing up is not the sole factor that can cause a boat to capsize, but it can be a contributing factor. At all times, keep low and be prepared to uncleat the mainsheet and let the sail out. Be prepared to shift weight rapidly if necessary, but otherwise keep a low profile and move slowly. In summary, don’t stand up in a small sailboat, except perhaps while boarding.

If you’ve capsized, climb onto the centerboard, grab the rail and use your weight to lever the boat upright. Note the empty 1-gallon bottle tied to the masthead, which helps prevent the boat from turning turtle. Photo courtesy of Rick Bannerot/OntheFlyPhoto.net

Rule 3: Be prepared at all times to let out the mainsheet or turn into the wind, or both, in moderate or heavy winds.

The recommendation here is the sailors should at all times know where the wind is coming from, its force, and where your boat is in relation to the wind. Keep your hand on the mainsheet so that it can be loosened and readjusted easily at any time. Also, keep your hand on the tiller so that the direction of the boat can be adjusted promptly. At all times be prepared to unclog the main sheet and let the sail out. Also, when do you reef the main sail? As soon as you think of it! – old sailor wisdom. Note that the farther the boom and sail are let out the more weight is put toward the side where the boom is located. But, ironically, you should let the sail out because it will catch less wind! Let it out a little or a lot, in your judgment. Alternatively, turn the boat into the wind. The preferred approach is to choose your direction, and then adjust the sails to achieve that direction, if possible.

Once you are on a tack in a small boat, do not jibe (change direction by turning in the direction the wind is blowing towards) except in light winds because you risk capsizing. Always “come about” (turn in the direction the wind is coming from) and call out in a strong enough voice “COMING ABOUT!” so all on board know what is happening and can change their position to be on the windward side of the boat. You can also say, “hard to lee” meaning the tiller is moved quickly and fully to the leeward side of the boat (in the direction the wind is blowing toward) forcing the boat to turn into the wind. Always have the mainsheet in hand, and I would suggest wearing gloves. Gloves also keep the sailor’s hands from getting sunburned, an added benefit. In summary, when at risk for capsize, let out the mainsheet and/or turn into wind. Preferably, let out the mainsheet.

Climb back aboard from the bow or stern. Attempting to board from the side may cause the boat to flip again. Photo courtesy of Rick Bannerot/OntheFlyPhoto.net

Rule 4: On a small sailboat, do not use the motor when the sail is up.

This rule may surprise some sailors. In a larger boat with a keel, you need to turn the motor on before bringing down the main sail because you will have no control over the boat direction when there are no sails up. On the other hand, in a small centerboard sailboat, if the motor is on and the crew is in the process of taking down the sails there is a risk of capsizing while the motor is in gear. This is dangerous because the prop will continue to turn even with the boat turned over 90 degrees. That presents a risk to those who may at that point be in the water. Understand that the motor can keep running if the boat capsizes unless it is shut off either by twisting the handle or using a magnetic disk release (See Rule 5). On a small sailboat, the motor must be off when taking the sails down. The boat will naturally head into the wind if the tiller is let go.

Rule 5: Use a magnetic disk engine shutoff and wristband when two or more people are on the boat.

Some electric outboard motors have a magnetic disk and a pad that will shut the motor off when and if the magnetic disk is separated from the pad. The magnetic disk has a wristband that may be used by the operator holding the tiller on the outboard. It is a good idea to use this wristband when underway with the outboard in gear. This is particularly true when there are two or more individuals on board a small boat. Again, if the boat capsizes or there is a man overboard, the motor will continue to run and the propeller turn unless the motor is shut off. This may be hard to do in an urgent situation or if a sudden, unexpected event occurs.

What to do if the small sailboat capsizes

A small sailboat may capsize, but it can be expected to turn over initially not more than about 90 degrees. This is enough to fill the boat with water and if left in that position, the mast may go down further in the water making the challenge of righting the boat more difficult. Accordingly, if the boat capsizes, take the following steps as quickly as possible:

• Account for all who were on board. Grab the lifejackets and put them on. Of course, make sure the life jackets are easily accessible before departure. [Better still, put them on before leaving the dock – Ed.] For inexperienced passengers, make sure their lifejackets are on before putting on your lifejacket. Of course, children 12 and under must wear lifejackets at all times. Always have lifejackets on board for all persons on board. An extra lifejacket can be tied to or placed on the top of the mast, which will keep the mast from sinking further into the water.
• Swim to the bottom side of the boat and stand on the centerboard, grabbing the rail until the boat rights itself. The boat will still be full of water, but it’s unlikely to sink. The water may even be at a level that is slightly below the edges of the coamings. However, water may be sloshing in and out of the boat at this time.
• Then enter the boat from either the bow or the stern – not the side. The bow will usually be better as the weight on the bow will not result in lowering the cockpit below the waterline and the motor in the back represents weight there. Hopefully, if there is a hole in the stern for the tiller, that hole will be moved above the waterline. The boat will float but it can still take on water. If’t is easier to board the boat from the stern, that’s OK too.
• Once in the cockpit, grab a bucket placed in the boat earlier (note boat inventory list below). Then, move to the forward side of cockpit to sit and bail. Why? The hole in the stern for the rudder will let in water and you may prevent this by being in the forward end of the cockpit. The tiller should be free, and the boat will normally point into the wind. Next, lower the sails if you can in this timeframe.
• The best position to sit when bailing out the boat is the forward portion of the cockpit, i.e., towards the bow. The crew member in the cockpit should place his or her back against the front of the cockpit (bow end of the coaming). If a second person is present, he or she should be in water at the bow to hold down the bow. Positioning the boat like a banana will aid in the bailout. Using the bucket, the crew member in the cockpit should bail the water out of the cockpit furiously in the beginning, until the water in the boat is at a level that he or she can bail at a more comfortable pace. It is quite feasible to remove 100% of the water from the boat using a combination of the bucket, a hand bilge pump and a sponge. When most of the water is out of the boat, a crew member in the water can enter the boat from the stern (not the side), being careful not to tip the boat over again.
• Wave for help if necessary. Also, if possible, a “Mayday” can be sent on VHF channel 16, monitored by the U.S. Coast Guard, or call 911 on your cell phone. Hopefully, the sail can be hoisted again and the boat can proceed to its destination.

Small Boat Inventory Checklist

John McCabe is a professional artist with a focus on portraiture (www.mccabestudio.com). He has studios in Milford, CT and Great Falls, VA. He and his wife, Peggy, have four children and seven grandchildren. They all sail out of Milford Harbor.

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Assessing Stablity

One of the potentially more significant pieces of data available for assessing the suitability of a boat for voyaging is its stability curve (otherwise known as its GZ curve). A stability curve is developed by calculating or measuring the forces needed to heel a boat and then using accurate data describing the hull’s shape and center of gravity to develop a curve that shows, among other things, the point at which the boat has its maximum resistance to heeling (the point of maximum stability) and the point at which it will roll over and turn upside down (the limit of positive stability [LPS], also known as the angle of vanishing stability [AVS] and the point of no return).

Depending on how the calculations are made, it is possible to come up with significantly different numbers for the same boat. Unfortunately, the International Measurement System (IMS) and the International Standards Organization (ISO) have different methodologies, although both are based on a lightly loaded condition and both exclude the effect of any superstructure on the calculation, so the results are likely to be reasonably close. Much bigger differences are likely between either of these methodologies and any methodology that includes the superstructure (which significantly increases the LPS/AVS) and/or substantial payload. For this reason, it is important to use the same measurement methodology when comparing boats.

Given that the European community is requiring some sort of stability testing for all new boats, we can expect most boats (both European and American) to be tested to the ISO standard in the near future, which will provide a measure of consistency.

However, a couple of caveats need to be borne in mind. On one hand, this stability test is conducted in a lightly loaded condition (minimum sailing condition – factory installed equipment on board plus an estimated crew weight), which tends to understate the stability of a boat loaded down with voyaging stores.

On the other hand, the test is done on the honor system to some extent, so it is quite possible for a builder to test a boat with, for example, a deep-draft keel and hanked-on sails, which will maximize the stability rating, and then sell the boat with a shoal-draft keel and roller furling sails, which will significantly reduce its stability. As always, for accurate comparisons it is important to find out on what basis the numbers have been derived. Beam versus stability

Irrespective of the way in which the calculations are run, a beamy, lightweight boat that relies primarily on form stability for its stiffness will reach its point of maximum stability and its limit of positive stability well before a deeper-draft, narrower-beam boat that relies more on ballast weight for stiffness. If either boat capsizes, the beamy, lightweight boat will have a greater tendency to remain upside down, as is well illustrated by some of the current crop of single-handed, round-the-world racers, which are quite stable in the inverted position.

“The way beam is used in combination with displacement and center of gravity is the crux of the stability question,” wrote Olin Stephens, the famous yacht designer, in Desirable and Undesirable Characteristics of Offshore Yachts, edited by John Rousmaniere. “The worst of all combinations is large beam with a light-displacement, shoal-bodied hull having necessarily limited ballast that is too high.” These characteristics will be reflected in a low AVS number.

If a boat is intended for extended voyaging where it runs the risk of getting caught in extreme conditions, it should have an AVS of at least 120°; a number of experienced cruiser/writers recommend 130°. The figure of 120° is chosen because if such a boat is inverted, in theory, another wave will right it in about two minutes, which is the longest most people can hold their breath. With an AVS of 100°, the boat will theoretically remain inverted for five minutes; at 140° the inversion time is minimal. For coastal voyaging, an AVS as low as 115° is acceptable.

Our Pacific Seacraft 40 has not yet been measured under the IMS or ISO rules, but it has been measured with the superstructure and cockpit included in the calculations (a more realistic assessment). This produces a point of maximum stability of 65° and ·VS of 143°, both numbers being on the high end for modern boats. Although these numbers would be lower using the IMS and ISO methodologies, the AVS would still be well above 130°. Stability ratio

Another interesting way of comparing boats is to take the area under the positive portion of the stability curve, which represents the amount of energy necessary to capsize the boat, and divide this by the area under the negative part of the curve, which represents the energy required to return an inverted boat to the point at which it will right itself.

The ratio of these two areas – the stability ratio – is a measure of the relative stability of the boat, both upright and capsized. The higher the number, the better. On a voyaging boat, it should be at least 3.0, and preferably higher; the farther offshore the boat goes, the higher the ratio should be. I don’t have the ratio for the Pacific Seacraft 40, but my guess is it is above 10.0.

Stability curves and ratios are useful as a guide for selecting offshore boats, but they need to be put in perspective. The curves are based on a static calculation and take no account for the dynamic forces at work in conditions of heavy breaking seas when a knockdown is most likely to occur. According to one school of thought, a boat with relatively low freeboard and a deep keel has significantly less wave-loading area than one with high freeboard, and is therefore less likely to get rolled. According to another school of thought, a lightweight boat with high freeboard and a shallow keel is more likely to skid sideways before the wave, dissipating the wave’s energy and so forestalling a capsize!

As noted, the stability curve and ratio are usually based on some form of light ship displacement. The addition of voyaging stores and gear has a significant effect, since weight somewhat above or anywhere below the boat’s center of gravity tends to increase its stability; whereas, added weight well above the center of gravity decreases stability.

The higher the added weight on the boat, the more deleterious the effect. Such things as a radar antenna sited high on the mast, roller reefing headsails, an outboard motor stowed on the rail, and dinghies, anchors, ground tackle, and all the other gear commonly placed well above the waterline, all have a significant, negative impact on the numbers. We have all these things on our boat.

Peter Bruce, in the fifth edition of Adlard Coles’ Heavy Weather Sailing, reports that the addition of in-mast furling and a roller-reefing headsail to a 28.5-foot production voyaging yacht reduced its AVS/LPS from 127° to 96°. This is a potentially life-threatening reduction in stability. Although this is an extreme case (the reduction in AVS caused by similar gear on a larger boat of significantly heavier displacement is more likely to be on the order of 3 to 4 percent), voyaging sailors need to be aware of the effect that additional weight can have on stability, especially weight high up, and then make sure that any given boat can handle the load without a serious loss of performance or stability. Every effort must be made to keep heavy weights low in the boat. Capsize screening value andSTIX number

After the disastrous 1979 Fastnet race, in which numerous boats were repeatedly rolled and 15 people lost their lives, a long, hard look was taken at the stability issue. Many yacht designers acknowledged that the International Offshore Rule (IOR), which dominated yacht design in the 1970s and 80s, under which many of the participating boats were designed, was actually promoting the development of unsafe boats (non-IOR boats built before 1975 survived the race with few problems).

A great deal of work was put into developing a simple formula that would weed out the worst excesses resulting from attempts to beat the rule. The formula that was developed is known as the capsize screening formula. It is intended to assess both “the risk of being unduly, easily capsized and the risk of sticking in the inverted position for an extended period of time,” according to the Final Report of the Directors, USYRU/SNAME Joint Committee on Safety from Capsizing.

The capsize screening value for any boat is found by dividing the cube root of the boat’s displacement volume into its maximum beam (Bmax). The higher the resulting number is than a value of 2.0, the greater the chance that the boat will be unduly prone to capsize; if it is below 2.0, it should be safe offshore.

It should be noted, however, that since the capsize screening value is a function of displacement and beam, any two boats with the same displacement and beam will have the same capsize screening value. This is so even if, for example, one boat has a heavily ballasted, deep-fin keel, while the other has a centerboard and internal ballast, in which case the former will in fact be much more stable.

At press time, the ISO was working (and has been for eight years) on a more sophisticated stability index (STIX), which takes into account a greater number of variables. Until this work is completed, the existing capsize screening value, despite its shortcomings, is a useful indicator of stability.

Looking at our Pacific Seacraft 40: it has a half-load displacement of 26,830 lbs (light ship + 3,750 lbs), which is 419 cubic feet. The cube root of 419 is 7.48; Bmax is 12.42 feet. The capsize screening value is 12.42/7.48 = 1.66, which is well below the target of 2.0, confirming the boat’s high degree of capsize resistance. If we use the light ship displacement to work the numbers (this is the worst-case scenario in terms of the capsize screening value) we get a value of 1.75, which is still well below the target of 2.0.

Once the STIX standard is completed, it should provide a more comprehensive means of comparing boats than the current capsize screening value (although this is by no means certain – the standards-writing process is both political and controversial). However, earlier drafts of the STIX standard gave a score of 30 or more, which resulted in an A rating – the rating for oceangoing boats – to boats with an AVS as low as 95, in spite of the fact that these boats were clearly not suitable for extended ocean voyaging. After a well-publicized sinking in a Bay of Biscay gale of an A-rated boat with an AVS of 110, the STIX score for an A rating has been raised to 32, and there is discussion of raising the AVS to 120. Minimum numbers

Given these facts, and bearing in mind that longer boats inherently score higher on the STIX scale than shorter boats, regardless of the number that the STIX committee finally determines is appropriate for an A rating, it may make sense to set a minimum score of 35 for oceangoing voyaging, or maybe even 40, and to progressively raise this for boats more than 40 feet in length. For coastal voyaging, a minimum STIX number of 30 will give a greater degree of security than the current 23. It, too, should be increased for boats more than 40-feet in length.

A final word of caution is in order. Calculating a STIX number is a complicated (and hence, expensive) process. Boatbuilders have the option of entering worst-case default numbers into the formula at various points. Any builder who can do this and still come up with a STIX number that exceeds 32, and thus get a CE A rating, may well choose this route in order to keep down costs. But in this case, the resulting STIX number is likely to be well below what it would be if the full calculation were to be made. As with all numeric parameters, when comparing STIX numbers it is important to find out how they have been derived.

If the conditions get nasty enough, any boat can be rolled. At such a time, the survival of the crew is going to be significantly affected by how fast the boat will right itself. Only boats that are likely to recover in a minute or two should be considered for blue-water voyaging. With this in mind, I look for an AVS/LPS of 120 or higher, a capsize screening value of 2.0 or higher, and a STIX rating well above 32.

This article is an excerpt from Contributing Editor Nigel Calder’s latest book, Nigel Calder’s Cruising Handbook, published by International Marine/McGraw Hill.

By Ocean Navigator

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• December 16, 2016
• By Mariners Insurance

Safe Sailing: How to Choose A Safe Sailboat

There are certain non-negotiables every boat owner should have. These include a comprehensive Boat Insurance policy, an in-depth knowledge of nautical terms and boating procedures, and a safe boat. If your vessel of choice is a sailboat, skill and safety are especially important because sailboats require a higher degree of dexterity to operate and are more fastidious than motor boats.

Safety Features to Look for When You’re Sailboat Shopping

Sailboats are highly technical and assessing their safety level may seem like a daunting challenge if you’re not familiar with boat design. A great starting point for assessing safety are the following conclusions from the Cruising Club of America report on boat safety:

• Larger boats are generally safer than smaller boats.
• A sailboat without its mast is less safe than one carrying its full rig.
• Every boat has an “inherent stability range” that can be calculated based on the boat’s lines and specifications. Anything under 120 degrees is unsafe, because in the event of a capsize, those boats may remain inverted for up to 2 minutes – trapping occupants. When shopping for sailboats, ask the sales person what the boat’s stability range is. Or, contact USSailing , which has these measurements for many mass-produced boats.

Need to Know Number: Capsize Screening Formula

One of the biggest dangers of sailboat cruising is that the boat could capsize. According to Boats.Com , before you buy a boat, you should plug its numbers into the following formula:

Capsize Screening Rating = Boat’s Maximum Beam (feet)/Cube Root (Gross Displacement/64)

In other words, divide the boat’s gross displacement (in pounds) by 64, then determine the cube root of that quotient. Next, divide the cube root into the boat’s maximum beam (in feet). The answer you get is known as the boat’s Capsize Screening Number. If that number is two or less, the boat passes this important safety test. In general, anything over 2 is a failing score and indicates the boat’s stability is questionable. In rough sailing conditions, a boat with a failing capsize screening rating is at heightened risk of capsizing. If you’re serious about safety, you should probably move on and look for another boat.

About Mariners Insurance

Mariners Insurance was founded in 1959 to protect boat owners and marine business clients. We are marine insurance experts, and insure boats worldwide – in every ocean on the planet. Marine insurance is critical if you own a boat or nautical business. Trust the professionals – trust Mariners Insurance. Call us, 888-402-5018, any time you have questions or concerns about insurance for your vessel or marine business.

• Blog , Boat Insurance , boating safety , Boating Sailing , yachting risks
• boat insurance , buying a sailboat , capsize screening number , safe boating , sailboat safety

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Comparing capsize and comfort rates of boats

• Thread starter Richard Marble
• Start date Mar 16, 2004
• Forums for All Owners
• Ask All Sailors

Richard Marble

Here is a list of boats to compare. I have a 1981 Hunter 27. I know from sailing my boat that it feels very stable when it is rough out. I have been comparing the capsize factor and the comfort factor of my boat with other boats. Here is what I have found."Note" anything with a capsize factor over 2 I did not do a comfort factor on as they are more able to capsize so I didn’t figure it made much difference if you were comfortable. What surprised me is that a Hunter 27’s capsize and comfort rate is right up there with a Hunter 35.5 and is better than an Islander 32!!!If your boat is not here and you want to check it go to the related link.Hunter 27 1981Capsize factor of -1.94Comfort factor - 23.39Hunter 31 1985Capsize factor - 1.9Comfort factor - 24.55Hunter 28 1986Capsize 2.21 Not acceptableHunter 30 1983Capsize factor of -1.89Comfort factor - 25.21Hunter 33 1981Capsize factor of -1.86Comfort factor - 25.56Hunter 35.5 1995Capsize factor of -1.97Comfort factor - 24.57Irwin Citation 31 1979Capsize factor of -2.09 Not acceptablePearson 31 1978Capsize factor - 2.03 Not acceptableAllied Seawind 30 1965Capsize factor of - 1.62Comfort factor - 36.86Bristal 32 1966Capsize factor of - 1.74Comfort factor - 32Endeavour 32 year?Capsize factor of -1.76Comfort factor - 30.25Islander 32 year?Capsize factor of - 2.03 Not acceptableIslander Iona 32 year?Capsize factor of -1.9Comfort factor - 23.17Alberg 30 1968Capsize factor of -1.71Comfort factor - 30.97O’Day 32 1977Capsize factor of -1.91Comfort factor - 25.38Pearson 323 1983Capsize factor of -1.74Comfort factor - 30.88Kettenburg K32 1978Capsize factor of -1.86Comfort factor - 27.76  

Trevor - SailboatOwners.com

Another fun Sail Calculator Another fun Sail Calculator with an extensive database of boat models can be found at the Related link below. The program outputs a number of different categories in a bar chart format in a separate window. But remember, these are just numbers!Have fun,Trevor  

Be Careful With The Numbers Looking at these numbers are all well and good but they are derived from simple formulas and don't take into account many factors. And, additionally, how you setup your boat will change the numbers.For example:Capsize Ratio = Beam / (Displacement / 64)**0.333 Notice the only factors involved are Beam and Displacement. This means that, for the same displacement, a boat with a light-weight construction and a deep fin keel will have the same number as boat with heavy construction and a shoal-draft keel.To test what a few hundred pounds difference makes in displacement just run it through the formula and you will see that it makes a difference. If that little change in displacement makes that much difference just imagine what a difference taking into account the center of gravity and the lever arm would make. Think about that 8 or 9.9 hp outboard hanging on the stern rail, life raft and dingy on the coach roof, jerry cans of gas and water lashed to the life lines, etc.. Your numbers just changed big time.The formulas are "no brainers" but one needs to use a lot of judgment when using them.They make a good starting point for discussion, though, if you know what is behind them but don't treat them as gospel.  

Rough Numbers As John indicated, the MCR & CR don't consider all the numbers & variables, and should only be used for a very rough preliminary consideration of very similar boats.For instance (I'm paraphrasing Jeff_H from another forum):An extreme example: You could move a significant weight from a boat's deep keel to it's masthead, without affecting the formulaic outcome (very different boat realities, but same resulting ratios).Regards,Gord  

Richard A. Marble

Is there a better formula out there? I couldn't agree more. I wonder if there is a formula that takes the draft and keel weight into consideration. If there isn't why does'nt someone come up with one? It would be much better I would think.  

Isn't the CR really a righting ratio Richard, I am going to go off and confirm this info, but wasn't the capsize ratio developed by Ted Brewer to be an indication of a boats ability to recover from a capsize (the 180 position) and not specifically to be an indication of its initial stability? The factor favours less beamy boats which have less initial stability when upright, but when turned turtle the lack of beam means they can be uprighted more easily. And of course the greater and deeper the ballast the easier the righting process.I seem to recall Ted pointing out that today's modern beamy boats may not be able to right themseleves when inverted due to their wide beam.Kevin  

Laura Bertran

I've seen different numbers... ...right on this site. The capsize factor for a Hunter 31 is 2.13.  

The capsize screening formula is useful because wide light boats don't roll back up as quickly as narrow heavy boats. There are other numbers that can be calculated to give the range of positive stablity. It is odd that boat manufacturers almost never include this data. But for the few boats that I've compared if the CSF is low the boat is generally considered seaworthy. But even the range of positive stability may not be a better indication in that capsizing is a dynamic event and the RPS is a static measure. The CSF came about by looking at boats that survived the Fastnet?? disaster as opposed to those that didn't. It is an empirical observation rather than a theoretical calculation.  BTW I have a book that has a photo of a beamy fin keeler in the turtle position with the crew standing on the hull. Yes the keel is still attached!! Once that mast is underwater with sails it would take a lot to bring it back upright.  

newly anonymous

does not compute That capsize screening formula is almost universally criticised for being overly simplistic. It does not take into consideration the all-important ballast/displacement ratio, nor does it factor ballast/draft. If my boat displaces 20,000 pounds, it makes a tremendous difference whether 6,000 of those pounds are in ballast or 8,000 are. My H410, which displaces 20,000 pounds, has a bulb keel of 7,500. Surely this bulb keel gives it superior capsize stability than a fin keel would, but the formula doesn't take that into consideration. Neither does it factor whether I have the deep keel version or shoal draft. To simply factor beam verses displacement is ludicrous.  

Please give me an example of a cruising boat generally recognised as a seaworthy blue water cruiser that has a CSF greater than 2!!!!Check out allied seawind,Pacific seacraft,swans,cape dorys, etc etc I haven't done an extensive survey but every one that I have looked at had a CSF of 1.8 or less.  

Jeff M21319

IMHO, the calculation is so simplified... that it is useless. From an engineering viewpoint, so many relevant variables have been left out that any conclusions drawn using the formula presented are essentially false. While beam and displacement are important numbers, they certainly aren't the only ones that need to be considered and given a place in such a complex analysis. Kind of reminds me of the old 'skid charts' the police would use to determine the speed of a vehicle immediately prior to a colision. They would take the length of a skid mark, determine the type of road surface and then look it up on a little chart to get the estimated speed. No accounting for such things as vehicle weight, tread width, condition of tread, inflation pressure, etc. was done.  While I'm certainly not a naval architect, it would seem that determining a boats inherent ability to self-right after going inverted would require complex computer modeling, tank testing and perhaps other sophisticated methodology to get anywhere near a correct answer. Even then, one would have to look at variables such as type and size of sails aloft during the event, actions taken by the crew immediately prior to and after the event and a myriad of others. Sorry, but I just can't buy into a calculation so inherently flawed. P.S. Has anyone ever heard of or contemplated something along the lines of an auto-inflating PFD that would be mounted at the top of the mast and deploy after being submerged? I wonder what (if any) effect this would have, given a few hundred pounds of positive bouancy, on initiating a self-righting action? Perhaps I'm crazy (although it's never been proven in court!) but would something along the lines of a 4' diameter inflatable mooring ball tied to the top (bottom) of an inverted mast do much to get a 10 ton boat headed back onto her feet? What if it also had, via some mechanical means, the ability to 'blow' the main and jib halyards to remove the resistance of the sails to the righting movement? Just wondering.  

Just asked Bob Perry on cruising world's BB He didn't put much value on the CSF in and of itself. He said that bigger is better in that a longer boat is less likely to capsize. He also said that for cruisers that if you stay away from radical designs and have a moderate beam and displacement/length or 220 or better you'll probably be alright. But if you think about it a heavier boat D/L>220 and a moderate beam will probably give you a CSF of less than 2.0.Bob Perry please forgive me if I misquoted. My only attraction to the CSF is that it is a readily available number to compare boats. If you look at SA/Displ,Disp/wll, motion comfort ratio beam/length,PHRF etc you get an idea of what the boat is like. Of course all of these numbers are indications of how the boat probably will perform. Ideally you would have the time and money to hire an expert designer to evaluate the boat. But for some boats this would cost more than the boat!!!!!!  

So the verdict is According to what I’m reading, This capsize formula is pretty much worthless to really determine if your boat will capsize or if it will right itself. That said, generally speaking a boat with a higher number is probably less capable of staying upright than one that has a lower number. So when someone is looking at boats, I guess, use this formula but keep in mind that the lower the keel and the heavier the keel the better. Also you should keep in mind mast height and how much freeboard there is above the water line.Now why doesn’t someone come up with a better formula? While it may not be perfect I’m sure it could be better than this one.  

henkmeuzelaar

Uncomfortable truths about "comfort factors"..... What is the point of even discussing the value of such dimensionless empirical numbers when one is unlikely to find two sailors who completely agree on what "comfort" (or rather: "comfortable motion") at sea really is? Just try to start a rational discussion on this topic between avowed mono- and multi-hullers and you will soon see the futility of such an exercise.Perhaps we should all remember one other fact as well: there is currently no model (i.e. quantifiable level of understanding) that even begins to describe the dynamic behavior of a sailing vessel at sea. If that sounds like a bit of an exaggeration, just consider the fact that current models for boat speed at different points of sail and wind strengths are only valid for flat water! In other words, no one is even able to fully describe what the effects of seastate on something as straightforward as BOAT SPEED are...... IMHO, anyone who accepts the claim that some magical formula can predict the effect of seastate on something as complex as "comfortable motion in a seastate", while at the same time acknowledging that our current level of understanding is insufficient to predict something as comparatively simple as the effect of seastate on boat speed, would appear to have some issues to deal with that fall well outside the scope of this board.Have fun!Flying Dutchman  

You're Right Richard - Take With A Grain of Salt By jove I think you've got it! These formulas make a good starting point for discussion purposes.If nothing else, if your post got you thinking about what's going on that's good. You've started asking questions - that's good. Not taking everything hook-line-and sinker, that's good.I'm thinking about my own boat which is much the same as the Hunter 35.5 and has an aluminum toe rail. The Toe rail is bolted onto a flange on the hull and deck and sticks out about 2 or 3 inches. The beam is the width to the outside of the toe rail. So, do you plug in the manufacturers published number for the beam or use the beam measured to the outside of the hull? At 2" x 2 that's 1/3 of a foot, 0.333. At 3" x 2 that's 0.500 feet. Hey! That's significant!Then there are the other things that don't even fit "The Formula", like how one loads the boat, things one can do to rectify a bad situation (creative flotation devices were mentioned). So the point is there are a lot of variables that aren't in the formula. I guess if a point can be made that this MAY true with all the other formulas too so take the formulas with a grain of salt. The PHRF formula isn't exact either and it incudes many more variables but for speed on a race course, as a rule, it gets pretty darn close. There are exceptions, though, such as the handicap factor for a fixed-blade prop.Not only should one think about and question the forumulas, one should always be thinking when you're on the boat. Things happen and you have to be creative with ways to work your way out of a bad situation. Whether it's a squashed pinkiy up the inside passage (this happened to the Pardey's), getting a boat up-righted, or just getting between those two boats coming toward you in a narrow channel. We are really on our own out there, some times more than others, and you can't necessarily just call 911 to be taken care of.Bottom line - use the info with a grain of salt and think for yourself. And .... if your boat isn't reasonably water tight the best number in the world won't mean a thing.Now go out there and have fun.  

Henk Is your boat an FD=12?Dennis  

Nah, HL43. Tell us about your Windship, though! Flying Dutchman is just the nickname my crew gave me (probably because I am such a nice guy ;D). For the past decade, or so, I have been using this handle faithfully in order not to give anyone a chance to change it into Captain Bligh......The name of our Hunter Legend 43 (hull #1) is Rivendel II. Just type "Rivendel" under Search as far back as Phil's archives go these days and you will get a pretty good idea about what she's been up to.Have fun!Flying Dutchman  

Fred Ficarra

CSF I still believe in formulas that are used with caution. Take my chick screening formula as an example.weight X height in inches/ageX150. Usually women with a CSF of 2.2-1.8 are acceptable. If the number gets too high she is too fat or young. If the number gets too low she is too old ,short or skinny. If I throw in a couple of qualifying limits the results are better. Say older thatn 18 and younger than 35. But then you might get a perfect number and the girl be unacceptable for other reasons such as she doesn't like old farts!!!!Example a 62" woman weighing 120#s and 25 years old = 1.98 if she is 55 that number changes to =0.90 which is clearly an unacceptable number. Maybe I should factor in red hair and a large bank account???? But heck it's hard enough to get a woman to devulge her weight and age!!!!!!! Maybe a beer factor where .25 is added or subtracted for each beer consumed in the last hour????  

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Sailboat Stability Uncensored

The merits and limitations of the calculated gz curve..

At its most basic level, my goal as a sailor is pretty simple: keep my neck above water. Speed, comfort, progress toward a destination are nice, but if I need gills to achieve any of these, something is amiss. And since an upside-down boat tends to interfere with this modest ambition, I’d say our recent obsession with stability is justified.

This is far from our first foray into this topic. Shortly after the 1979 Fastnet race disaster , in which 15 sailors died, Practical Sailor embarked on a series of articles on sailboat stability. The racing rules of that era had resulted in designs that were quicker to capsize than their heavier, more conservatively proportioned predecessors, and we needed to explore why.

Since then, the lessons of Fastnet have been absorbed by the design community, culminating with the CE Category system and formulas used by various racing bodies like the Offshore Racing Congress to evaluate a boat’s fitness for the body of water where it will sail. But it’s clear that the tools we use to measure stability, and the standards we’ve established to prevent future incidents are still imperfect instruments, as we saw in the fatal WingNuts capsize in 2011 . And in the cruising community, where fully equipped ocean going boats hardly resemble the lightly loaded models used to calculate stability ratings, we worry that the picture of stability is again becoming blurred by design trends. This video gives some insight into the dockside measurement process for racing boats.

Last month, we examined multihull stability , including an analysis of several well publicized capsizes. One of the key takeaways from that report was the significant impact that hull shape and design can have on a multihull’s ability to stay upright. Another key observation was the distinction between trimarans and cats, and why lumping them together in a discussion of stability can lead to wrong conclusions. As we pointed out, many of the factors that determine a multihull’s ability are related to hull features—like wave-piercing bows—that are difficult to account for when we try to calculate stability.

This month, we take another look at monohull stability. This time it’s a formula-heavy attempt to tackle the conundrum that many cruising sailors face: How can I know if the recorded stability rating for my boat reflects the reality of my own boat? Or, if there is no stability rating from any of the databases, like the one at US Sailing, how do I assess my boat’s stability?

Stability Resources

If you are unfamiliar with this topic, I’d recommend reading three of our previous reports before digging into this month’s article. “ Dissecting the Art of Staying Upright ” and “ Breaking Down Performance ,” both by PS editor-at-large and safety expert Ralph Naranjo, take a broad view of sailboat design elements and how they applies to contemporary sailors. Nick Nicholson an America’s Cup admeasurer and former PS Editor, also offers a succinct discussion of stability in his article, “ In Search of Stability ,” which I recently resurrected from the archives. (Nick, by the way, is no relation to the current editor.)

When we’re talking about stability, the essential bit of information that every sailor should be familiar with is the GZ curve. This graphic illustration of stability highlights the boat’s maximum righting arm, the angle of heel at which resistance to capsize is greatest. It also illustrates the angle of vanishing stability (also called the limit of positive stability), the point at which the boat is just as likely to turn turtle as it is to return upright. Most boats built after 1998 have a GZ curve on file somewhere, and US Sailing keeps a database of hundreds of boats for members. As this month’s article points out, however, the published GZ curve does not always perfectly transfer to our own boats. Nevertheless, it is usually a good benchmark for assessing your boat’s stability ratio—not to be confused with capsize ratio the stability index or STIX .

For a succinct discussion of stability ratios (see below), Ocean Navigator’s excerpt from Nigel Calder’s Cruising Handbook lays good groundwork for the theory. If you really want to dive into the topic, Charlie Doane presents a good overview in this excerpt from his excellent book “ Modern Cruising Design .” Doane, like many marine journalists, relies greatly on the work of Dave Gerr , former director of the Westlawn Institute of Yacht Design and now a professor with SUNY Maritime Institute. Gerr’s four books “ Propeller Handbook ,” “ The Nature of Boats ,” “The Elements of Boat Strength,” and “Boat Mechanical Systems Handbook,” all published by McGraw Hill, illustrate Gerr’s rare talent for taking complicated topics and making them comprehensible and fun to read.

The GZ Curve

Shaped like an “S” on it’s side, the GZ curve illustrates righting lever. The high peak represents a boat’s maximum righting arm (maxRA), the point at which the forces keeping the boat upright (ballast, buoyancy) are strongest. The lowest valley, which dips into negative territory, represents the minimum righting arm (minRA), the point at which these forces are weakest. The curve also clearly delineates the limit of positive stability (LPS, also called the angle of vanishing stability), where the curve crosses into negative territory. Generally speaking, an offshore sailboat should have an LPS of 120 degrees or more. As Naranjo puts it, “It is this ability to recover from a deep capsize that’s like money in the bank to every offshore passagemaker.”

• Notice how lowering ballast lowers the center of gravity (CG) and increases a vessel’s limit of positive stability. In these examples, three identical 30 footers with the same amount of ballast, but differing keel stub depths, alter their draft and GZ curves. Boat 1 (5’ draft), Boat 2 (6’ draft) and Boat 3 (4’ draft). Note that Boat 3, the shoal draft option, has the lowest LPS and Boat 2, has the deepest draft, highest LPS and will sail to windward better than the other two boats. Editor’s note: One would think that with all the reporting we’ve done on stability, we’d be able to label a GZ curve correctly, but in the print version of the March 2021 issue we have mislabeled the curve. I apologize for the error. Sometimes, despite our best efforts, our own GZ curve turns turtle during deadline week. The correct version of the curve appears in the online issue and in the downloadable PDF. If you have questions or comments on boat stability, please feel free to contact me by email a [email protected] , or feel free to comment below.

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17 comments.

Thanks for this reminder, another error has crept into the diagrams I think. The yacht seems to have 2 CBs and no GG.

I noticed that also, Halam. With no center of gravity and all buoyancy that boat will never sink. Of course, it could be at rest upside down also.

The link to the US Sailing database is pointing to a different place than I think you intended. It is not the database of boats, but rather information on curve calculation and definitions.

Hi Darrell, sorry to be the bearer of a correction, but it looks like the CG is labeled as CB in the first graphic.

As far as I know, a rule of thumb is that a sail boat can tolerate cross breaking waves not higher than her max beam. Is it true?

It often amuses me to see the many crew sitting out on the gunwale of a keel boat, (monohull) as the righting effect must shorely be minimal. Especially when compared to a small racing trimaran. It does help the ‘Gyration’ as shown in the Fastnet tragedy. Even the ‘Skiffs’ have ‘racks’ out the side, & I’ve seen all sorts of ‘keel arrangements’. They just haven’t put ‘floats’ on the end yet. I’d love to see someone do a ‘stability kidney’, as Lock Crowther said (all those years ago), the the righting, (capsizing force is 35? degrees off the bow. Thought provoking? not antaganistic. Keep up the good work, and thanks ‘B J’.

A useful view of stability is to consider where the energy to resist capsize is stored. As a boat rolls, the center of gravity is also raised with respect to the center of buoyancy, so the weight of the boat is lifted, at least through some angle (as long as the GZ is positive) and energy is stored as a lifted weight. This means that a stability incident is exactly equivalent to rolling a ball up a hill; it will always roll back down until it passes over the top of the hill. This is why most commercial and military stability standards use “righting energy” for at least one criteria. The ISO 12217-1 standard for coastwise and oceangoing power boats requires at least a minimum absolute energy and an energy ratio exceeding a nominal overturning energy of combined wind and wave (similar to the IMO standards for cargo ships and 46 CFR 28.500 for fishing vessels).

Can anyone comment on the stability of Volvo Ocean Race boats? While various mishaps have occurred over the years, I don’t believe any of them have capsized and remained inverted. VOR boats are nothing like the Pacific Seacraft and similar designs from more than 50 years ago, yet they seem “safe”.

Does anyone know why? Size, keel depth and weight, modern design tools?

Good and useful article, particularly to someone considering buying a new or used sailboat. As an add-on to the effect of draft, I would add that most, if not all, builders increase the weight of the keel to try to compensate for the reduction of righting moment with the reduction in draft. I recommend to readers Roger Marshall’s outstanding book entitled “The Complete Guide to Choosing a Cruising Sailboat”. Chapter 3 “Seaworthiness” and chapter 10 “Putting it All Together” are worth the cost of the book many times over. Unfortunately the book is getting out of date, it was published in 1999 and many newer sailboats have come on the market.

Mark, thank you for recommending to read Roger Marshall’s book.

May i suggest reading the book, “Seaworthiness the forgotten Factor”. The author (C.J.Marchaj) makes a number of interesting observations about modern boat design (published in ’86, so not that modern). What sticks with me is the notion that one aspect of seaworthiness is how well a person can survive inside the boat in question– deeper keels make for more righting moment but also a snappy roll, for example, promoting incapacitating seasickness. The boat has to be well enough behaved to “look after” the crew.

My boat 40 ft Samson SeaFarer ketch is fairly tender initially but then settles down once the rail is int he water….but I have never had the top of the mast in the water to see if it would recover well. Since I am not and engineer or math whiz (and don’t want to be!) I wonder if there is a practical way to actually test the stability while on the water. Is there a way for example to pull the top of the mast down to varying degrees/angles and measure the force it takes to do it and use that as a guide to stability. Could that provide some extrapolative certainty to going further around the wheel of misfortune? Crossing between NZ and Australia (45 years ago..) we were knocked over (not my current boat) with the top third of the mast in the water and she righted very quickly (very comforting) – no great mishap except to make the cook go wash the soup out of his hair and confirm all the things we hadn’t tied down…including dishevelled crew.

Cheers Gerry

Can someone please link to the article referenced above on multihull stability? I’ve searched, but cannot find it. Thank you kindly!

I have the same inquiry as Jet. I can’t find the Multihull article. Please advise ASAP!

The link in the 4th paragraph works for me:

https://www.practical-sailor.com/sailboat-reviews/multihull-capsize-risk-check

Couldn’t find this link either. Thanks.

Is it possible to get a link to the USSailing boat database, or some hints on where to find it on the site? The current link just goes to ussailing.org.

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INSTRUCTIONS :  Choose units and enter the following:

• ( D ) Boat Displacement
• ( B ) Length of Beam

Capsize Stability Formula (CSF): The calculator returns the ratio as a real numbers.

The Math / Science

The formula used for the Capsize Screening Formula use in this calculator is:

CSF = `B "/" root(3)(D/64)`

• CSF = Capsize Screening Formula metric
• B = Beam Length
• D = Displacement of Boat in cubic feet

Sailing and Navigation Calculators :

• Sail Area / Displacement Ratio : Compute SA/D ratio for sail boats.
• Displacement-Length Ratio : Computes a metric to describe how heavy a boat is in relation to its waterline.
• Capsize Screening Formula : Computes a metric to describe a boat's stability in rough seas.
• Haversine Distance (decimal degrees) :  Compute the Distance Between two Points on the Earth (Great Circle Arc)
• Haversine Distance (Degrees, Minutes and Seconds) :  Compute the Distance Between two Points on a Sphere (Great Circle Arc) using degrees, minutes and seconds verses decimal degrees.
• Rhumb Line Azimuth : Computes the azimuth heading one can navigate for a path that crosses all meridians of longitude at a constant angle.
• Rhumb Line Distance : Computes the distance traveled between two points on the globe if traveled via a rhumb line.

• Decimal Degrees :  Compute decimal degree angles from degrees, minutes and seconds , [CLICK HERE] .
• Nautical Travel Cost : Computes the total cost to travel a distance based on the cost rate and distance traveled.
• Travel Time between Coordinates :   Compute the time to travel between two location (latitudes and longitudes) based on a average speed
• Distance to Sea Level Horizon :  Computes the distance to the horizon from a specified height using a spherical model the mean spherical radius of the Earth

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Avoiding Capsizing And Swamping

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Three boaters are plucked from the water 25 miles offshore after their boat capsized. Learn how to prevent getting into this mess in the first place.

Photo: U.S. Coast Guard

A day out on the water led to three men being rescued by good Samaritans some 25 miles offshore of Hernando Beach, Florida, in the Gulf of Mexico. The trio, all wearing life jackets, were pulled November 2, 2019, from the overturned hull of a 26-foot Sea Fox center-console.

An EPIRB (Emergency Position Indicating Radio Beacon) set off from the capsized boat triggered a response from U.S. Coast Guard Air Station Clearwater. A C-130 aircrew dropped a life raft to three people, but a nearby good Samaritan aboard a power catamaran was first on scene and took the three men aboard. There were no reported injuries. Watch a video of the incredible rescue above.

A Look At The Numbers

A capsize is defined as a boat rolling over onto its side or completely over. Swamping typically means that a boat fills with water (often from capsizing) but remains floating.

What causes boats to capsize and swamp? In a word: instability. Boats are inherently stable until something causes them to become unstable. That something is weight — where it is and how much it is determines when a boat will tip over far enough to capsize or fill with water.

In an analysis of five years of GEICO | BoatUS Marine Insurance claims that involved capsizes and swampings, we learned what you can do to prevent this from happening in your own boat. Here's what we learned:

• Nearly all capsizes can be assigned to one of three causes: too much or poorly distributed weight , leaky vessels , and bad weather .
• The majority of incidents occur on small boats. Nearly 10% were 8-footers (such as dinghies). The largest group (41%) was in the 15- to 19-foot range. These boats were typically fishing boats with large, hard-to-drain cockpits, sometimes in poor weather, and sometimes overloaded. A quarter of the pie (26%) comprises boats 20 to 24 feet. Half of those were outboard-powered 22 footers. Larger boats tend to be more stable and rarely capsize.
• Life jackets can buy extra time until you're rescued, but they have to be worn to work. BoatUS Foundation tests showed that even modest waves can make it very difficult to don a life jacket when you're in the water — a job made harder still if you have to search for one after capsizing.

Most power boats built before 1972 have no flotation and will sink out from under the crew if swamped.

Weighty Issues

• Small boats are much more susceptible to an extra person or two or a couple heavy coolers aboard than larger boats.
• Older boats may have gained weight over the years as more gear is stored aboard or the hull has absorbed water.
• On boats with cockpit drains, a heavy friend or a second cooler might be all it takes to make the water come back in through the drains.
• Most boats under 20 feet are required to have flotation. They also must have a capacity plate that states how much weight and how many people can be safely aboard.
• Exceeding the capacity limits, even in calm water, is asking for trouble. In many states, operators can be ticketed for it.
• Safe passenger loading is controlled by the number of "underway seating positions." So two slim adults taking four or five small children out for a spin on a boat designed to seat four is a big safety risk, even though the total passenger weight might be well under the boat's stated capacity.
• Weight distribution is almost as important as the amount. Too many people on one side of the boat (Hey, look at that whale!) forces the gunwale too far down, potentially allowing water to pour in.

Pontoon boats are generally more stable than monohulls, but even they can be capsized by an unbalanced load. (Photo: John Silver)

• Some boat manufacturers label upper decks on larger boats to indicate how many passengers can be on them. Weight that is substantially above the waterline raises the boat's center of gravity and makes the boat less stable.
• Installing a four-stroke engine on an older boat can add 10% to 15% more weight than it was designed for. Water can backflow into the cockpit.
• Fishermen and hunters in small boats can make their boats unstable simply by standing up because their center of gravity rises.
• Capsizes can be caused by modifications that affect the stability of the boat. Contact the manufacturer or a naval architect if you're unsure how a modification will affect stability.

Leaky Vessels

• Sometimes it's as simple as forgetting to put the drain plug in. Other times it's leaking fittings. Tying the drain plug to your boat key is a simple way to remember the plug.
• Water sloshing around the bottom of the boat affects stability, and waves or a wake can cause it to flip.
• Leaking fittings are usually out of sight, often in livewells and bait boxes. Several claims were reported when an owner installed a livewell fitting using cheap PVC pipes and valves, and at least one livewell had no shutoff valve at all with no way to stop the ingress of water once it began leaking.
• Any fitting that penetrates the hull needs to be closeable and should be made from stainless steel, bronze, or Marelon.
• Some livewells are plumbed in such a way that they'll flood the boat if the valve is left open while underway.
• Many older outboard-powered boats have low transom cutouts that can cause the boat to flood simply by slowing down too quickly, especially with extra wight in the stern. Newer boats have a well that reduces the risk.
• Some boats have cockpits that drain into the bilge (generally considered a poor design), requiring the use of a bilge pump to even stay afloat. Bilge pumps are designed to remove nuisance water only, not to keep a boat from sinking. If you boat's cockpit drains into the bilge, be aware that if the bilge pump fails, your boat can fill with water and capsize or sink.

Large waves can overwhelm a boat and cause it to capsize. Keeping the bow into the waves can prevent the boat from rolling.

Bad Weather

• Small boats are easily overwhelmed by modest waves or even wake, especially if they've got a full load and sit low in the water.
• A sudden squall can flip even a larger boat. Check the weather forecast before you go out and keep a weather eye on the sky.
• In most areas, NOAA broadcasts continuous weather via VHF radio. If you're within range, smartphone apps can show you detailed weather maps, including radar, which can indicate approaching storms.
• Weather changes quickly on the water, so at the first sign of bad weather, head back to the dock. If you're caught out in a squall, have your passengers stay low near the center of the boat to maintain stability.

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What Happens when you Capsize and how do you prepare for it?

In association with Admiral Boat Insurance, Yachting Monthly created a series of potential disasters to find out if all the theories of how to deal with such situations actually work in practice. The boat used in the crash test is Admiral’s own 1982  Jeanneau Sun Fizz  ketch,  Fizzical .

Yachting Monthly  capsized the Crash Test Boat  twice to see if the saloon, galley etc can be made safe or become a hell-hole in the unlikely event of a capsize or knockdown. Here is the full 17 minute version of the capsize procedures which is spectacular to watch:

In extreme situations such as the fatal 1979 Fastnet where a number of yachts were abandoned crews were drowned. However, in many cases their yachts were found floating later on and it is now generally accepted that if they had stayed in the yacht they could well have survived.

Yachting Monthly decided to capsize the Crash Test boat fully upside down to see what would happen inside the boat. Hooked up to a crane with strops to rotate the yacht, she was put through her paces and righted again afterwards. Two separate tests were carried out. The first was with everything possible battened down, lockers locked, cabin sole floorboards screwed down, and all moving equipment put out of the way.

As the boat turned over damage was limited and only bunk cushions and a few objects crashed around the boat. On the second test the lockers were left unlocked, and everything that would normally be loose was left in its place, to replicate a typical onboard situation. The knockdown was devastating and masses of equipment shots through the boat and landed on the ceiling. Crews would have undoubtedly been injured as the sorry looking Crash Test Dummies lurking below demonstrated. During both tests the yacht took on quite a lot of water, but not enough to endanger crew or cause drowning. Yachting Monthly effectively demonstrated that if proper preparation is carried out in anticipation of extreme weather a knockdown, while always physically and mentally challenging need not be the end of the world.

Hints such as staying in the forward cabin, where there is less room to fall or be knocked around, and ensuring that there is lighting available once the boat, turned upside down is in darkness were provided.

A Catalogue of Crash Tests

Over nine months Yachting Monthly subjected the Crash Test Boat to a punishing programme of destructive experiments. Keep checking back here for news of Fizzical’s progress!  Follow Admiral on Twitter  for the latest news.

Download the full, unabridged Yachting Monthly articles in PDF format below for reading at your leisure.

What to do When your Yacht Run Aground: Yachting Monthly Article (PDF)

Dismasting: Yachting Monthly Article (PDF)

Boat Leaking – The Best Ways to Plug a Broken Through Hull from Yachting Monthly: Yachting Monthly Article (PDF)

Capsizing: Yachting Monthly Article (PDF)

Gas Explosion: Yachting Monthly Article (PDF)

Sinking: Yachting Monthly Article (PDF)

Admiral Marine is a trading name of Admiral Marine Limited which is authorised and regulated by the Financial Conduct Authority (FRN 306002) for general insurance business. Registered in England and Wales Company No. 02666794 at 1st Floor, One The Square, Temple Quay, Bristol, BS1 6DG

If you wish to register a complaint, please contact the Compliance and Training Manager on  [email protected] .  If you are unsatisfied with how your complaint has been dealt with, you may be able to refer your complaint to the Financial Ombudsman Service (FOS).  The FOS website is  www.financial-ombudsman.org.uk

+44 (0)1722 416106 | [email protected] | Blakey Road, Salisbury, SP1 2LP, United Kingdom

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Sail Far Live Free

Comfort, capsizing, and sailcalc.

"This is a ratio that I dreamed up, tongue-in-cheek, as a measure of motion comfort but it has been widely accepted and, indeed, does provide a reasonable comparison between yachts of similar type. It is based on the fact that the faster the motion the more upsetting it is to the average person. Given a wave of X height, the speed of the upward motion depends on the displacement of the yacht and the amount of waterline area that is acted upon. Greater displacement, or lesser WL area, gives a slower motion and more comfort for any given sea state.

Beam does enter into it as wider beam increases stability, increases WL area, and generates a faster reaction. The formula takes into account the displacement, the WL area, and adds a beam factor. The intention is to provide a means to compare motion comfort of vessels of similar type and size, not to compare that of a Lightning class sloop with that of a husky 50 foot ketch."

)

LOA	Pearson 36-2	36.27    39.5833     29.68    33.5     12.36    12.652     15107    18000     663    701.3     2    1.93     7.3    7.76     17.36    16.34     258    214     2.4    2.65     25.69    26.59     1311    1514 LOA Irwin 28     28.3    28.25     22.5    23.5     9.00    9.58     7800    13540     381    546     1.84    1.61     6.36    6.5     16.74    15.38     272    466     2.56    2.45     24.28    41.08     707    804 Very nice article to explain the "numbers". Your Irwin 28 shows as an excellent coastal cruiser from the "Good Old Boat" era. She has beautiful lines to me also-proportions look right and I am a big fan of a nice sheerline as I have been spoiled by my C&C25-MkI and sisterships 27 MkI-IV/30 MkI from the 70's-early 80's. Recently sold our C&C and looking for a coastal cruiser in the 28-3o ft range and did not have this on my list of prospects. One just popped up this week locally and I definitely want to see her. Thanks again for you articles-I am sure they have been and will be helpful to other new and salty sailors. Rob Post a Comment Popular posts from this blog, top 10 favorite affordable bluewater sailboats, go small and go now 5 pocket cruisers to take you anywhere. Escape to the Sea: How to get from the Great Lakes to the Caribbean EXPLORE Random Article Happiness Hub How to Handle Capsizing and Survive a Boating Emergency Last Updated: January 8, 2024 Fact Checked Surviving a Capsize Preventing a capsize. This article was co-authored by Travis Lund and by wikiHow staff writer, Eric McClure . Travis Lund is the General Manager at the Vallejo Marina, a large marina located between the San Francisco Bay and the Delta in California. Sailing since he was six-years-old, Travis has over 15 years working in sailing operations and instruction and has pioneered a coaching platform that combined traditional coaching with multi-camera video support. He studied English at Michigan State University, where he was on the sailing team. This article has been fact-checked, ensuring the accuracy of any cited facts and confirming the authority of its sources. This article has been viewed 5,989 times. Capsizing, where a boat flips over and becomes inoperable, is one of the most dangerous emergencies you can encounter on the water. That’s why it’s so important to know what to do if the worst actually happens. It’s important to note, so long as you take the proper precautions before getting on the boat and know what to do if your boat does flip over, you’ll be okay. In this article, we’ll walk you through everything you need to do if your boat capsizes. We’ll also break down how you can prevent such an emergency in the first place. Read on to learn everything you need to do (and know) before taking your boat out. Things You Should Know Stay calm, put on a life jacket, do a headcount, and signal for help with whatever means you have available. Keep everyone together and stay with the boat unless you’re absolutely positive you can reach the shore. A capsized boat will still float if it isn’t damaged. Avoid capsizing by staying seated in the boat, operating your boat responsibly, and tackling strong waves head on. The life vest should be snug and tight, but not so tight that you can’t breathe comfortably. If you’re going out on the water, always keep your life vest on at all times. If you have time, put out a mayday call by tuning to the most active channel and calling out “Mayday, mayday” followed by your GPS coordinates or position. If you have an emergency transponder (Emergency Position Indicating Radio Beacon, or EPIRB), just turn it on. It automatically calls for help. Once you’re in the water, blow the horn whenever you think someone may be able to hear you. A whistle in the water is a universal sign of distress. Light a distress signal or flare if you have one. You can do this before your boat capsizes if you have time, but you may need to do it in the water. If there are other people on the boat with you, do not split up or send someone to swim for help. Unless you are absolutely 100% positive that you can swim to shore, don’t abandon your boat. Even if you can see the shore, you’d be surprised how quickly you get exhausted. On top of that, you never know when a current will pull you further out from shore. If you’re in a river, don’t fight the current. Stay with the boat and orient yourself so your body is opposite to the nearest shore. This way, you won’t get pinned against a rock. If you can hold on to your boat, do that instead. If there’s debris or some other item that’s floating in the water that will help you stay above the water, go ahead and grab that. Unless your boat is in the middle of nowhere, it’s actually extremely rare for a capsize to result in anyone’s death or serious injury if everyone stays with the boat. If you are on the water and you see storm clouds forming, head for shore immediately. If your boat does spring a leak on the water and you don’t have sealant, head towards shore, keep your life vest on, and call/signal for help if necessary. Your knowledge of the boat should play a major role in how you operate it. If you don’t know the ins and outs of how easy your boat is to handle, always play it safe. Are you new to boating? If so, stay close to the shore and don’t take the boat out alone. Follow the recommended load capacity of the boat and keep the weight distribution even if you’re carrying any cargo. 70% of all boating fatalities are the result of people going overboard on a small boat—either because they fell or the boat capsizes. As such, it’s extremely important to take any preventative steps you can to avoid a capsize. If there’s a little hoop or bracket near the front of your boat, that’s where you’re supposed to tie off the anchor. This is especially important when you’re in a smaller boat, which is more likely to be thrown over by a heavy wave. If the currents and waves are so strong that you feel like you could potentially lose control of your boat, it’s a big sign that it’s time to head for the nearest port. Expert Q&A Recovering a sailboat and rolling a kayak are important skills if you’re going to boat as hobby. Practice in shallow waters and get familiar with the techniques. You will capsize at some point, so be prepared! Thanks Helpful 0 Not Helpful 0 You Might Also Like ↑ https://www.ntsb.gov/investigations/AccidentReports/Reports/MAB1814.pdf ↑ https://files.dnr.state.mn.us/rlp/regulations/boatwater/boatingguide.pdf ↑ https://www.greenwichtime.com/local/article/Death-of-America-s-Cup-sailor-remains-unsolved-4641707.php ↑ https://www.fs.usda.gov/detail/r8/recreation/safety-ethics/?cid=fsbdev3_066382 ↑ https://www.boatlife.com/boatlife-blog/sprung-a-boat-leak-here-are-three-steps-to-avoid-disaster/ ↑ https://www.boatingmag.com/what-to-do-when-rogue-wave-heads-for-your-boat/ About this article Did this article help you? About wikiHow Terms of Use Privacy Policy Do Not Sell or Share My Info Not Selling Info January 22, 2024 Capsized boat: what you should do, how to prevent it, for small and large boats Goals for this article on capsizing boat. What to do if you capsize with your boat. We define different use cases depending on boat size, boat type, weather, distance from shore, and boat conditions after capsizing. How to prevent capsizing from happening. We will give you some best practices, we talk about weather conditions, navigation, boat speed, boat load, weight distribution, and safety. Recommend some safety gear that is always good to have on the boat or with you in case of a capsizing. What should you do if your boat capsizes General procedure for capsizing, 1/ stay calm: don't panic. The first few moments after your boat capsizes are critical. You should be in the right headspace to make good decisions and conserve energy. 2/ Take Care Of Yourself First Make sure you are uninjured, secure your lifejacket and make sure you can stay afloat before attempting to help others. 3/ Do A Headcount Account for everyone on the boat before the crash. If they are not within sight, yell their name until you locate them. 4/ Try To Right The Boat If you can flip the boat back over and climb back in, this is the best option. 5/ Stay Near The Boat If the boat remains capsized, stay near it and wait for help. It is much easier for rescuers to find a capsized boat than for individual people in the water. 6/ Climb On The Boat You and your crew should climb on the hull of the boat; it will be easier to see you. Climbing in the hull can get you out of cold water and increase your chances of survival. 7/ Signal For Help Use your personal locator beacon (PLB), marine radio or whistle or anything you have to signal for help. What Not to do if your boat capsizes Never swim away from the boat if it is afloat it is much harder to find or rescue some away from the capsized boat. Never split up: Stay together with the people on the boat so you can all be rescued at once Never take off your life jacket. What to do when capsizing depends on your boat type Large boats. You should not try to right a large vessel that has capsized as it will be too heavy and waste your energy. You should climb on the boat's hull if it is floating and conserve energy. Small Boats Small boats typically remain afloat after capsizing and should be able to be righted. If you can flip the vessel back over, make sure it is still sea-worthy before entering it. If your jet ski has been flipped or capsized and the engine is still running, turn the engine off to reduce the chances of water getting sucked in through the air intake. If the jet ski is floating, flip it back over in the direction that allows the exhaust to hit the water last. When a sailboat tips over, it is called capsizing or keeling over. Sailboats are often ballasted, making them very hard to overturn or stay capsized. Typically, you can right a sailboat by putting your weight on the daggerboard. Multi Hulls Once a multi-hulled boat has capsized, it will not be possible to right it. You should remain near the boat if it is still afloat and make sure it does not float away. Climb on one of the hulls and wait for help. What if the boat is upside down, floats away, or sinks? Upside down boat. If your boat remains afloat or is still floating but is upside down, you can try to right it. If your boat has a daggerboard or keel, such as a small sailboat, you can use your weight to flip it back over. This may not be possible on a larger yacht or powerboat, and it is best to get on the hull, conserve energy, and begin signaling for help. Floats Away Try to hold on to your boat so it does not float away; this is your best chance for rescue. Although if it does float away, do not panic and make sure everyone is wearing a life jacket and is appropriately secured. If you're not wearing a PFD, find one and put it on or look around for any loose floating objects. Do not attempt to swim to shore. You can signal for help using whistles, marine radios, or personal locator beacons. If your boat capsizes and sinks, you should remain calm. First, account for everyone and make sure everyone is wearing a PFD or holding on to a floating object if they do not have a life jacket. Stick together with your crew and conserve energy, and if it is possible, signal for help. Once you are safe and back onshore, report the location of the sunk boat to the coast guard. Capsizing procedures depend on the weather and distance from shore What should you do if the weather is calm and you capsize your boat? Fair weather will make it easier to stay safe and get rescued, but the procedure remains the same. So, how windy is too windy for boating? It depends on: the size of your boat; the size of the waves; and the body of water you are in. Generally, wind speeds over 20 knots (23 mph) are too windy for boating. At this wind speed, almost all-size boats will be greatly affected, and smaller boats may even be in danger of capsizing. If your boat does capsize in high winds, it can be hazardous and easy for your boat to float away. Keep your PFD on and stay close to the boat if it is still afloat. Oceanic currents describe the movement of water from one location to another. Currents are generally measured in meters per second or knots. If your boat is capsized in moving water, you will have less time to make sure you account for everyone and stop your boat from floating away. Ensure you are well prepared if boating in areas with high currents. Distance From Shore The average person would struggle to swim even 1 mile. This could be as long as 50 minutes of swimming in open water if there is little current or wind. Unless you are very close to shore, it is not recommended you swim away from your capsized boat if it remains afloat. Best practices to prevent a boat from capsizing Your position on the boat. You should stay low and centered in your boat and always maintain three contact points when moving on your boat. Check the weather. Poor weather conditions result in high waves or swells that will lead you to capsize. Your boat won't move as smoothly in choppy water as in calm water. Make sure to slow down during bad weather or stay on shore! Proper direction of the boat compared to waves. Waves play a significant role in how you will operate your boat. Improperly using your vessel during certain waves can lead to capsizing. Point the as close as possible to the direction of the waves Never let waves hit the side of your boat. Larger boats can handle bigger waves. You should watch for other boats and wakes. Always take waves head-on from the bow. Never tie the anchor to the stern of your boat. This increases the weight at the back of your craft and could cause your boat to capsize. How to safely turn your boat to avoid capsizing Look at the water you are turning into and make sure it is clear of boats and debris that could increase your chance of capsizing. You want your boat to remain afloat! The boat/engine needs to be trimmed down a bit from where it was before the turn. 3/ Throttle You should let off the throttle before the turn. Do not turn it down too much as this risks upsetting the balance but turn it down enough to lower the bow. Turn the boat in a steady motion. Turns will slow your boat down so, so as you turn, gently increase the throttle so that you maintain a constant bow angle. When you exit your turn and straighten the wheel, add more gas to lift the bow and accelerate away. Weight and load on board Proper weight distribution. The center of gravity and buoyancy of most planing hull boats is 60 to 65 percent behind the bow. You want to center all weight around this point to maintain the center of a balance. There should be equal weight on both the left and right of the boat, so it sits flat. You can adjust the balance of the boat further by trimming the engine. Do Not Overload Your Boat, Or It Could Capsize! The first you want to look at is the boat's capacity plate. This capacity plate has information regarding safe maximums for your boat. Usually, the following information is located on the plate: maximum number of passengers; maximum weight of passengers; the maximum combined weight of passengers, gear and motors; and top horsepower motor the boat is rated for. These guidelines take into account the presence of fair weather. Additionally, the information on the capacity plate may change depending on the type of boat in question. Estimating A Safe Passenger Load The rule of thumb for determining the maximum number of passengers for the smaller craft is to multiply your vessel's length (ft) by width (ft) and divide by 15 (L x W / 15). Safety practices Attach the engine cut-off switch lanyard to your wrist, clothes, or pfd.. Federal boating safety requirements are an excellent place to look for safety information. Still, you'll also want to consider additional items that should be on board your boat at all times: First aid kit Navigational charts View the guide to federal boating regulations for more information, but consider that additional precautions may be needed. You should always wear a PFD when on a boat and appropriate clothing to stay warm if you fall in the water, such as a survival suit if water is cold. Additionally, you should always have a kill switch attached to your wrist if you fall overboard. Carry A First Aid Kit Stay up to date with your first aid knowledge through the American Red Cross first aid/CPR course. You should also have a first aid kit aboard your boat if you capsize. You might need it. Top questions on capsizing What should i do if my boat capsizes, 1/ accept the situation.. Easy to say but hard to do. Panic often leads to poor decision making so try to stay calm 2/ Check For Crew Safety/Condition. Are the people onboard injured? Is anyone missing? 3/ Keep Warm And Stay Afloat. Keep your clothes on. Put a lifejacket on and make sure your crew are doing the same. Climb onto the part of the boat still floating. Huddle with other people. 4/ Keep Close To The Boat. Current and wind could cause you to get separated from your boat, so stay close, and hold on to it. Warning: do not attach, or tie yourself to the boat as it may sink. 5/ If You Cannot Recover From The Capsizing, Signal Distress. Use your distress signals (audio, visual, electronic). For consumable signals, don’t use them all at once, you don’t know how long you could be stuck. 6/ Capsize Recovery Attempt (Much Easier With Smaller Boats, Impossible On Larger Boats) Sailboat: release all sail lines. You don’t want the boat to leave without you. Then, orient the bow towards the wind to make sure that the boat doesn’t gain speed once up. Boats with a centerboard: apply your bodyweight to the end of the centerboard in order to flip the boat back up. Boats without a centreboard: tie a line to one side of the boat (portside or starboard), stand on the opposite side holding the line, then lean backwards. Your body weight applied correctly to the edge will flip the boat back up. 7/ Re-Entering The Boat And Emptying The Water. Small boats: people should climb aboard from different sides to prevent more water from getting in. Sailboats: do not use sail lines to help yourself back up, this could lead to the tightening of some sail and your boat speeding up. Larger boats (sail or motor): the easiest way back onto the boat is often from the stern (the back), near the engine (make sure it is off before approaching it). What not to do if my boat capsizes? Do not take off your clothes; you should try to stay as warm as possible. Do not tie yourself to the boat; you could risk sinking with your boat. Do not remove your lifejacket or PFD. Even if you can swim, you want to conserve your energy as much as possible. Do not use all your signaling devices at once. It is often recommended to signal distress every 30 min or hour. Longer intervals are recommended in areas with low frequency. The general rule is to signal more often in areas where there are more boats. Do not hold sail lines when trying to climb back up; this could increase your boat speed before you are back in. Do not attempt a capsize recovery if the bow of your boat is not facing the wind. Same things for waves, do not attempt a capsize recovery if the bow of your boat is not facing the waves. What causes a boat to capsize? The weather is too rough for your boat size. A larger wave could cause the captain to be caught off guard by. Improper Sail Rigging if it is too windy, and you are rigged for a lighter wind, you will for sure capsize. An Overloaded Boat You should know the weight limit and people limit of your boat and keep a margin of error, especially when the weather is rough. If you don’t know the limit, there should be a capacity plate somewhere on your boat. Improper Weight Balance The weight on your boat should be placed evenly throughout your boat so that the buoyancy (why things float) is evenly distributed across the boat as well. It sounds stupid but it is true. Check that your boat does not have a leak or that all drain plugs are closed for example. Water will add a tremendous amount of weight in your boat, resulting in capsizing. Where can I find the capacity plate? The capacity plate is normally located beside the helm or within view of the main control station. Alternatively it could be near the transom around the stern of the vessel. If your boat has capsized, when is it appropriate to swim to shore? The first thing to do is to understand if there is a risk to be hit by a boat. Then, if you find yourself 100m (300ft) from shore, you can leave the craft and aim for shore. Once there, reach out for assistance immediately. Was this page helpful? Save my name, email, and website in this browser for the next time I comment. Paddle Board What to Do if Your Boat Capsizes: Here’s Everything You Need to Know When you think of enjoying a nice afternoon out on the water, what’s the ideal setting? It’s probably cruising over the lake as the sun sets, enjoying the fresh air and nature at her finest. We doubt it involves the boat upside down in the water, with you clinging to the hope of rescue. However, capsizing your boat can be a real threat, and you need to know how to deal with the situation should it occur. Here’s everything you need to know to handle a capsize on the lake or at sea. What Should You Do if Your Boat Capsizes? First – don’t panic. One element of a capsizing event can cause the biggest loss of life or unnecessary injury – panic. When a capsize occurs, it’s a stressful event. Even seasoned captains may find themselves suddenly overcome by the adrenaline surge involved with the situation’s urgency. So, it’s understandable that your passengers who have little experience on the water may start to panic. Panic is a killer, and it leads to people making stupid mistakes at the moment that lead to death or injury. Before you go out on the water, it’s important to give your passengers a short safety briefing. Explain the protocols and procedures if something goes wrong. While they likely won’t help much in a real-time situation, it may be enough to get people to stop panicking and keep their cool. If people have a hard time controlling their emotions, get them to close their eyes and focus on their breathing. Have them inhale and exhale for longer than they inhale. This action activates the parasympathetic nervous system, helping them control the adrenaline surging through their body and mind. Make Sure You’re As Safe As Possible After the capsize, attend to your immediate needs first. Secure your life jacket and make sure you’re floating. You can’t help anyone if you are in a precarious position yourself. There’s a proverb in boating that says don’t try to rescue someone and make it two people that end up drowning. Make sure you’re safe, and then turn your attention to the other passengers as fast as possible. Look Around for Others and Count Heads If you’re by yourself in a capsizing situation, then you only have yourself to worry about. However, if you’re on a boat with several passengers, it’s your responsibility to ensure the safety of your passengers. If the boat capsizes, stay calm and review the situation. Start looking around you for your passengers and conduct a headcount as soon as you have your bearings. Get acquainted with all passengers before you go out for the day. If something goes wrong, you’ll have to call that person by their name to catch their attention. If you notice anyone’s missing, they may be under the boat. If the water visibility is good, start diving underwater to find the missing people. Once you have everyone accounted for, it’s time to start planning the best strategy to get out of the water. Keep Close to the Boat or Turn it Over If You Can After capsizing, the first option is to get your bearings and try to right the boat. Some smaller sailboats , kayaks, canoes, and catamarans can easily turn right-side-up again. If you can’t manage the turn the boat over, then try to remain as close to it as possible. When the rescue team is searching for you, they’ll discover the vessel, and if you’re not there, they’re likely to think you didn’t survive. Climb On the Hull If there’s no way to right the boat, try to make a plan to climb onto the hull. Just because the boat capsized doesn’t mean that it will sink. Most boats will float upside down in the water, allowing you to climb onto the hull to get out of the water. This strategy is vital in cold water situations. If you float in cold water for more than 20-minutes, it can start the onset of hypothermia and potential loss of life. Look for Flotation Support When the boat capsizes, the debris on the deck may spill overboard on the water. Look around you for floating objects to improve your buoyancy. Once you’re confident you’re afloat, try to make the effort of righting the boat or climbing onto the hull to wait for rescue. Use Your Whistle and Wait for Help Life jackets come with whistles attached to the PFD . If you capsize and people are within earshot, blow the whistle once for five seconds for a distress signal. The key is to remain calm. You never know if someone hears you; they could be on the way to get help already. However, keep blowing your whistle every few minutes to ensure the best chance of someone hearing you. You could have to wait hours for rescue, depending on the circumstances. So, remain as calm as possible and conserve your energy, especially if you’re in the water. Prepare for the Worst-Case Scenario Before You Leave Prepare your safety and emergency gear before you go out on the boat. Make sure you have everything ready to go before you leave the staging area at the launch. The last thing you want to do is hold up the ramp by making last-minute preparations. Lifejackets are Essential Every passenger on board your boat needs a US Coast Guard-approved life jacket. The Personal Floatation Device ( PFD ) may mean the difference between surviving and drowning if the boat capsizes. You could be waiting for hours for rescue, and eventually, even the best swimmers tire. Keep a Throwable Type IV PFD Onboard A throwable Type IV PFD connected to a rope is a must-have item for boat owners. These PFDs allow you to reel in people that fall overboard. If the boat capsizes, you can attach it to the boat to prevent you from drifting away. Wear Anti-Slip Footwear Anti-slip footwear is more useful than you think. You’ll find there are plenty of occasions where it can save you from a slip that may result in an injury. Choose reef shoes that mold to your feet, offering you a lightweight shoe with as thin a sole as possible. Perform Safety Drills You can your passengers need to understand what to do when danger occurs. When you’re in hazardous conditions, you need to be concentrating on the moment, not giving someone a safety briefing. Practicing drills on land will help you entrench the motor skills necessary to respond automatically in an emergency. The Hazards Involved with Broaching in Open Water Broaching can occur in heavy wave conditions at sea. Paddling too fast into the wave can push you in front of it and into the back of the wave in front of you. As a result, the kayak turns sideways to the waves, leaving you in a position to capsize the boat when the weave behind you catches up. The Hazards Involved with Broaching in Whitewater Whitewater can cause broaching by pinning the boat against a rock or obstruction in fast-moving currents. To make your escape, lean into the obstruction and let the current do the work of dislodging the boat. Strong currents may tear fiberglass canoes and kayaks in half or bend polyethylene kayaks, trapping you in the boat. What Should You Do If Your Boat Capsizes? FAQ Q: what is the bulldozing rescue technique. A: The bulldozing technique for kayaks and canoes involves pushing the boat using the bow of your kayak to move it closer to the boater so they can turn it right-side-up. Bulldozing prevents the boat from drifting away. Q: What is the boat-over-boat rescue technique? A: The over-the-boat rescue involves launching the nose of the kayak under the boat, lifting the bow out of the water for easy return to right-side-up. Q: Is it safe to tow someone else on the back of my kayak? A: Yes, the person can heave their body onto the rear of the kayak and drag their legs in the water. They grip the edge of the cowling surrounding the cockpit, and that should provide enough stability for the rescue. Wrapping Up – File a Float Plan or Tell People Where You’re Going Filing a float plan is one of the best preparations you can make before venturing out onto the water. The US Coast Guard allows you to lodge float plans detailing your voyage. Many marinas also offer this service. If you capsize at sea, someone will notice you’re missing faster if your file a float plan and don’t show up when expected. If you’re going out onto the lake, there’s nowhere to file a float plan. However, you can always tell a friend or family member where you’re going and when to expect you back. Being capsized at sea is usually a much more life-threatening experience than on the lake. The lake has defined boundaries, and they’re usually aren’t strong currents or tides—every minute to your rescue counts when stranded at sea. So, filing a float plan just makes good sense. John is an experienced journalist and veteran boater. He heads up the content team at BoatingBeast and aims to share his many years experience of the marine world with our readers. What to Do If Your Boat Engine Won’t Start? Common Problems & How to Fix Them How to launch a boat by yourself: complete beginner’s guide, how to surf: complete beginner’s guide to get you started. Comments are closed. Type above and press Enter to search. Press Esc to cancel. Inside the shocking Sicily yacht tragedy that left 7 people dead There was a violent storm, but even then, luxury yachts are built to weather such events. so why did this boat sink off the coast of sicily, leaving seven people dead, by natalie finn | e news • published august 24, 2024 • updated on august 24, 2024 at 10:34 am. Originally appeared on E! Online Nobody was trying to reach the lowest depths of the ocean or otherwise test the boundaries of human endurance . Free 24/7 Connecticut news stream: Watch NBC CT wherever you are But what was supposed to be a routine pleasure cruise aboard a superyacht turned deadly all the same on the morning of Aug. 19 when the 184-foot Bayesian got caught in a storm and sank off the coast of Sicily . "I can't remember the last time I read about a vessel going down quickly like that," Stephen Richter of SAR Marine Consulting told NBC News . "You know, completely capsizing and going down that quickly, a vessel of that nature, a yacht of that size." Get top local stories in Connecticut delivered to you every morning. Sign up for NBC Connecticut's News Headlines newsletter. Of the 22 people onboard, including crew, seven people died. The last of the bodies was recovered Aug. 23, an expectedly sad coda to what had already been a tragic week as the search for answers as to how this happened got underway. And to be sure, every minute of the Bayesian's ill-fated outing is being fiercely scrutinized, starting with the general seaworthiness of the vessel itself. Because, frankly, this was a freak occurrence. U.S. & World What is Telegram and why was its CEO arrested in Paris? Diddy seeks to have producer's lawsuit tossed, says it's full of ‘blatant falsehoods' "Boats of this size, they’re taking passengers on an excursion or a holiday," Richter explained. "They are not going to put them in situations where it may be dangerous or it may be uncomfortable, so this storm that popped up was obviously an anomaly. These vessels that carry passengers, they’re typically very well-maintained, very well-appointed." But in this case, a $40 million yacht sank, seven people are dead—including a billionaire tech mogul and his 18-year-old daughter—and morbid fascination doesn't need a second wind. Here is how the story of the Sicily yacht tragedy has unfolded so far: What happened to the yacht that sank off the coast of Sicily? The Bayesian had set off from the Sicilian port of Milazzo on Aug. 14 at capacity with 12 guests and 10 crewmembers aboard. The aluminum-hulled vessel was built in 2008 by Italian shipbuilder Perini Navi and registered in the U.K. Cruise sites listed it as available for charter at $215,000 per week, per the Associated Press. On the morning of Aug. 19, the superyacht was anchored off the coast of Porticello, a small fishing village in the Sicilian province of Palermo (also the name of Sicily's capital city), when a violent storm hit. The vessel "suddenly sank" at around 5 a.m. local time, seemingly due to "the terrible weather conditions," the City Council of Bagheria announced shortly afterward, per NBC News . At the time, only one person was confirmed dead—the ship's chef—but six others were said to be missing. The 15 survivors—who managed to make it onto an inflatable life boat, according to emergency officials—were rescued that morning by the crew of another yacht that had been nearby when the storm hit. "Fifteen people inside," Karsten Borner, the Dutch captain of the ship that was able to help (the Sir Robert Baden Powell), told reporters afterward, per Reuters. "Four people were injured, three heavily injured, and we brought them to our ship. Then we communicated with the coast guard, and after some time, the coast guard came and later picked up injured people." When the storm hit, his boat ran into "a strong hurricane gust," Borner said, "and we had to start the engine to keep the ship in an angled position." They "managed to keep the ship in position," he continued, but once the storm died down, they realized the other boat that had been behind them—the Bayesian—was gone. The wreck ended up settling 165 feet below the surface, according to Italy's national fire department. Fire officials said that divers, a motorboat and a helicopter were deployed to search for the missing. Meanwhile, footage was captured of the ship capsizing on closed-circuit TV about a half-mile away from where it was anchored. In the video obtained by NBC News, the illuminated 250-foot aluminum mast of the ship appears to list severely to one side before disappearing completely. Survivors recalled having just a few minutes to literally abandon ship. Who were the seven people who died when the yacht Bayesian sank? The tragedy initially became headline news because billionaire tech mogul Mike Lynch—"Britain's Bill Gates," some U.K. media called him—was among the missing. His body was ultimately recovered Aug. 22 . "They told me that suddenly they found themselves catapulted into the water without even understanding how they had got there," Dr. Fabio Genco, head of the Palermo Emergency Medical Services, told NBC News Aug. 22. "And that the whole thing seems to have lasted from 3 to 5 minutes." Genco said he got to Porticello about an hour after the Bayesian capsized. Survivors "told me that it was all dark, that the yacht hoisted itself up and then went down," he said. "All the objects were falling on them. That’s why I immediately made sure, by asking them questions, if they had any internal injuries." Why did the yacht sink? Italian prosecutors are investigating to determine what transpired before the boat went down, according to NBC News. Meanwhile, the CEO of shipbuilder Perini's parent company The Italian Sea Group defended the vessel itself as "unsinkable." Perini boats "are the safest in the most absolute sense," Giovanni Costantino told Sky News Aug. 22 . What happened to the Bayesian "put me in a state of sadness on one side and of disbelief on the other," he continued. "This incident sounds like an unbelievable story, both technically and as a fact." Costantino said it had to have been human error that led to the boat sinking, declaring, "Mistakes were made." "Everything that was done reveals a very long summation of errors," he told newspaper Corriere della Sera Aug. 21, in an interview translated from Italian. "The people should not have been in the cabins, the boat should not have been at anchor." The weather was "all predictable," he continued, adding that the storm "was fully legible in all the weather charts. It couldn't have been ignored." The yacht's captain, identified as James Cutfield of New Zealand, was taken to Termini Imerese hospital for treatment. From there, he told La Repubblica, per Sky News , that he didn't see the storm coming. Borner, the captain of the ship that rescued the 15 Bayesian survivors, told NBC News that he noticed the storm come in at 4 a.m. local time, and saw what looked to him like a waterspout, a type of tornado that forms above water. The International Centre for Waterspout Research posted on X Aug. 19 that it had "confirmed 18 waterspouts today off the coasts of Italy. Some were powerful waterspouts, one of which may have been responsible for the sinking of a large yacht off of Sicily." Borner said he didn't know why the Bayesian sank so quickly, guessing "it may have something to do with the mast, which was incredibly long." (A tall mast, even with its sails down, means there's more surface area exposed to wind, which can result in tipping.) Confirming that one person was dead and six unaccounted for immediately following the wreck on Aug. 19, Salvo Cocina of Sicily's civil protection agency told reporters that a waterspout had struck the area overnight. "They were in the wrong place at the wrong time," he said. The 59-year-old founder of software firm Autonomy had been on the trip with his wife Angela Bacares and their 18-year-old, Oxford-bound daughter Hannah to celebrate his recent acquittal in the U.S. on fraud and conspiracy charges stemming from the $11.7 billion purchase of his company by Hewlett-Packard in 2011. In a bizarre turn of events, Lynch's co-defendant at trial, Stephen Chamberlain, the former vice president of finance at Autonomy, died after being taken off life support following a road accident on Aug. 17. Chamberlain's attorney told Reuters Aug. 20 that his friend and client had been out for a run when he was "fatally struck" by a car. Meanwhile, multiple people who contributed to Lynch's defense were on the cruise with him and his family. The bodies of Morgan Stanley International Chairman Jonathan Bloomer—who testified on Lynch's behalf—and his wife Judy Bloomer, as well as lawyer Chris Morvillo, a partner at the U.S. firm Clifford Chance, and his wife Neda Morvillo, a jewelry designer, were recovered on Aug. 21 . In a LinkedIn post thanking the team that successfully defended Lynch, Morvillo wrote, per Sky News , "And, finally, a huge thank you to my patient and incredible wife, Neda Morvillo, and my two strong, brilliant, and beautiful daughters, Sabrina Morvillo and Sophia Morvillo. None of this would have been possible without your love and support. I am so glad to be home. And they all lived happily ever after…" The first casualty confirmed Aug. 19 was the ship's Canadian-Antiguan chef, later identified as Recaldo Thomas. "He was a one-of-a-kind special human being," a friend of Thomas told The Independent . "Incredibly talented, contagious smile and laugh, an incredible voice with a deep love of the ocean and the moon. I spoke to him nearly every day. He loved his life his friends and his job." Hannah's body was the last of the missing six to be found , with divers bringing her remains ashore on Aug. 23. Lynch and Bacares, who was rescued, also shared a 21-year-old daughter, according to The Times. While awaiting trial, Lynch—who maintained his innocence throughout the proceedings—had spent 13 months under house arrest in San Francisco. Back home in London afterward, he admitted to The Times in July that he'd been afraid of dying in prison if he'd been found guilty. (He faced a possible 25-year sentence.) "It's bizarre, but now you have a second life," he reflected. "The question is, what do you want to do with it?" (E!, NBC News and Sky News are all members of the Comcast family.) One dead, six missing after luxury superyacht capsizes off Sicily coast The boat, that was carrying tourists including British tech giant Mike Lynch, sank due to rough weather conditions. One person has died and six remain missing after a luxury superyacht with 22 people on board sank off the Sicilian coast, according to Italian authorities. The missing included British tech giant Mike Lynch, his daughter Hannah Lynch, his lawyer and others, Italy’s civil protection and authorities said on Monday. Lynch’s wife Angela Bacares and 14 other people survived. Keep reading Children among 16 dead after asylum-seeker boat capsizes off djibouti: un, children among 20 dead in boat accident in afghanistan’s nangarhar, at least 49 dead, 140 missing in migrant boat sinking off yemen, more than 80 people dead in dr congo after boat capsizes. Italy’s coastguard and firefighters brought 15 people to safety on Monday after the 50-metre (164-foot) sailboat capsized at about 5am (03:00 GMT) due to rough winds and choppy waters caused by a waterspout, Italian media reported. One body was located in the wreck at a depth of about 50 metres, a coastguard spokesman told the AFP news agency. The victim is understood to be a man and was the yacht’s onboard chef, according to Italian media. The boat was carrying 12 passengers and 10 crew members. The missing people were of British, American and Canadian nationality, the coastguard said. A one-year-old girl was among those rescued, along with her mother. A survivor identified as Charlotte Golunski said she had momentarily lost hold of her one-year-old daughter Sofia in the water, but then managed to hold her up over the waves until a lifeboat inflated and they were both pulled to safety, Italian news agency ANSA reported, quoting the mother. “It was terrible. The boat was hit by really strong wind and shortly after it went down,” she added. Eight people out of 15 rescued have been hospitalised, and all 15 are in stable condition, according to Italian news agency Adnkronos. Watersprout The chartered sailboat sank off Porticello, when a waterspout struck the area overnight, said Salvo Cocina of Sicily’s civil protection agency. According to National Geographic, a waterspout roughly resembles a mini-tornado over a body of water. It likely occurred as storms and heavy rainfall have hit Italy in recent days – with floods and landslides causing damage in the north – after weeks of scorching heat. “I was at home when the tornado struck,” fisherman Pietro Asciutto told ANSA. “I immediately closed all the windows. Then I saw the boat, it just had one mast, it was really big. I saw it suddenly sink.” Another witness quoted by the agency said: “The boat was all lit up. Around 4:30 am, it was no longer there. A beautiful boat where there was a party. A normal joyous vacation day at sea turned into tragedy.” Storms and heavy rainfall have swept down Italy in recent days after weeks of scorching heat, which had lifted the temperature of the Mediterranean sea to record levels, raising the risk of extreme weather conditions, experts said. “The sea surface temperature around Sicily was around 30 degrees Celsius (86 Fahrenheit), which is almost 3 degrees more than normal. This creates an enormous source of energy that contributes to these storms,” said meteorologist Luca Mercalli. “We can’t say that this is all due to global warming but we can say that it has an amplifying effect,” he told Reuters. Italian prosecutors in the nearby town of Termini Imerese have opened an investigation to look into what had gone wrong. Meanwhile, fire department divers are scouring areas around the boat, which was flying a British flag. Helicopters are also aiding rescue efforts, authorities said. Camper & Nicholsons, the managers of the yacht, said in a statement that they were “assisting with the ongoing search” for the missing people. A UK foreign ministry spokesperson said British officials were in contact with local authorities and are willing to provide consular support to its citizens who were affected. ANSA said the boat, named “Bajesian”, had been moored in the port at Porticello and had set sail on Sunday evening. The vessel was built by Italian shipbuilding firm Perini Navi in 2008. Watch CBS News Divers recover remains from tech mogul Mike Lynch's family's superyacht that capsized off Sicily By Tucker Reals , Anna Matranga Updated on: August 21, 2024 / 7:44 PM EDT / CBS News Divers searching the wreck of a superyacht owned by the family of a British tech mogul that sank Monday off the coast of Sicily in southern Italy were working Wednesday to recover the remains of most of the six people left missing after the accident, Sicily's civil protection agency confirmed to CBS News. Two bodies had been brought to shore in Porticello, near Palermo, and two more were in the process of being brought ashore. Five bodies have been found, and one person was still missing, reported the AP, as searches concluded for the day.  Rescue efforts have been challenging because the Bayesian is now lying on the seabed at a 90-degree angle, at a depth of 164 feet.  Divers can only spend 10 minutes at the dive site before having to resurface to avoid decompression sickness, or "the bends." Britain's Telegraph newspaper reported that the bodies of Mike Lynch, the technology entrepreneur , and his 18-year-old daughter were among the remains recovered Wednesday, but the civil protection chief would not confirm that report to CBS News.  Six people, including Lynch and his daughter, were left missing after the vessel sank in a violent storm early Monday morning. One man, the Bayesian superyacht's chef, was found dead soon after the boat capsized. Fifteen passengers and crew managed to escape the accident, including Lynch's wife, who owned the vessel. Along with Lynch and his daughter Hannah, the technology mogul's American lawyer Chris Morvillo, a former assistant district attorney in New York, his wife Neda, and British banker Jonathan Bloomer, chairman of Morgan Stanley International, were also missing. Lynch was acquitted in June of fraud charges in the U.S. that could have landed him in prison for decades. Lynch's co-defendant in that fraud case, who was also acquitted, died Saturday after being hit by a car while out jogging in England. Questions have intensified on how the state-of-the-art vessel could have sunk in mere minutes, while boats nearby were largely unaffected.  Vessels of this caliber have numerous safety measures, including watertight sub-compartments designed to keep them from sinking quickly even if taking on water. Italian prosecutors are questioning the crew and passengers in an effort to reconstruct events, including the ship's captain, 51-year-old New Zealander James Catfield.  One possible culprit is the ship's keel, a fin-like structure designed to prevent the boat from being blown sideways by the wind, thus giving the boat greater stability.  The Bayesian had a retractable or lifting keel, which could be retracted to 4 meters (useful to enter a shallow harbor) or extended to 10 meters. If the keel had been up, it is possible that fierce winds could have caused the ship to capsize. When asked whether divers had discovered that the Bayesian's keel was indeed up, a spokesman for the Italian Coast Guard told CBS News that it was up to the prosecutors to answer that question. Boat Accident Tucker Reals is CBSNews.com's foreign editor, based in the CBS News London bureau. He has worked for CBS News since 2006, prior to which he worked for The Associated Press in Washington D.C. and London. More from CBS News Man hurt in Aurora house fire 1 killed in construction zone accident south of Denver in Arapahoe County Paddleboarder's body recovered from Rampart Reservoir near Woodland Park Clear Creek authorities identify body of man in "suspicious" death Grand Rapids/Muskegon Saginaw/Bay City All Michigan Body of father missing from capsized sailboat recovered from Lake Michigan  Updated: Aug. 26, 2024, 11:05 a.m. | Published: Aug. 26, 2024, 11:04 a.m. U.S. Coast Guard and partner agencies are searching for an adult and two children from an overdue 18-foot sailing vessel that originally departed from Green Island in Green Bay, Wisconsin, at approximately 4 p.m. on July 13. U.S. Coast Guard Justine Lofton | [email protected] The body of a man who had been missing for more than a month was recovered over the weekend near his last known location in Wisconsin’s Green Bay, officials said . Bill Salnik, 32, of of Little Suamico, Wis., and his children, Charlotte Salnik, 5, and Joshua Salnik, 3, went missing Saturday, July 13, after they departed from Green Island in Lake Michigan’s Green Bay on their family sailboat. The capsized sailboat was found Monday, July 15, in the bay. The bodies of the children were found later that day. RELATED: Bodies of 2 children recovered from Lake Michigan identified as those missing from capsized sailboat Around 12:06 p.m. on Saturday, Aug. 24, the Marinette County Sheriff’s Office responded to a report of a boater who found a body near Green Island, according to a news release . The body was recovered and later identified as Bill Salnik. “We would like to thank all those involved in the numerous searches for their tireless efforts,” Sheriff Randy Mille said in a statement . “Our thoughts and prayers are with the family and friends of Billy at this time.” Bill, Charlotte and Joshua Salnik were the only people on board the vessel. An investigation is ongoing. Most Popular Stories by Justine Lofton Peaceful Up North park has epic views of Lake Michigan Michigan has the No. 1 historic bed and breakfast in America, Newsweek readers say 9 Michigan beaches closed, under advisories ahead of beach-weather weekend If you purchase a product or register for an account through a link on our site, we may receive compensation. By using this site, you consent to our User Agreement and agree that your clicks, interactions, and personal information may be collected, recorded, and/or stored by us and social media and other third-party partners in accordance with our Privacy Policy. Inside the Shocking Sicily Yacht Tragedy: 7 People Dead After Rare Luxury Boat Disaster There was a violent storm, but even then, luxury yachts are built to weather such events. so why did this boat sink off the coast of sicily, leaving seven people dead. Nobody was trying to reach the lowest depths of the ocean or otherwise test the boundaries of human endurance . But what was supposed to be a routine pleasure cruise aboard a superyacht turned deadly all the same on the morning of Aug. 19 when the 184-foot Bayesian got caught in a storm and sank off the coast of Sicily . "I can't remember the last time I read about a vessel going down quickly like that," Stephen Richter  of SAR Marine Consulting told NBC News . "You know, completely capsizing and going down that quickly, a vessel of that nature, a yacht of that size." Of the 22 people onboard, including crew, seven people died. The last of the bodies was recovered Aug. 23, an expectedly sad coda to what had already been a tragic week as the search for answers as to how this happened got underway. And to be sure, every minute of the Bayesian's ill-fated outing is being fiercely scrutinized, starting with the general seaworthiness of the vessel itself. Because, frankly, this was a freak occurrence. "Boats of this size, they’re taking passengers on an excursion or a holiday," Richter explained. "They are not going to put them in situations where it may be dangerous or it may be uncomfortable, so this storm that popped up was obviously an anomaly. These vessels that carry passengers, they’re typically very well-maintained, very well-appointed." But in this case, a $40 million yacht sank, seven people are dead—including a billionaire tech mogul and his 18-year-old daughter—and morbid fascination doesn't need a second wind. Here is how the story of the Sicily yacht tragedy has unfolded so far: What happened to the yacht that sank off the coast of Sicily? The Bayesian had set off from the Sicilian port of Milazzo on Aug. 14 at capacity with 12 guests and 10 crewmembers aboard. The aluminum-hulled vessel was built in 2008 by Italian shipbuilder Perini Navi and registered in the U.K. Cruise sites listed it as available for charter at $215,000 per week, per the Associated Press. On the morning of Aug. 19, the superyacht was anchored off the coast of Porticello, a small fishing village in the Sicilian province of Palermo (also the name of Sicily's capital city), when a violent storm hit. The vessel "suddenly sank" at around 5 a.m. local time, seemingly due to "the terrible weather conditions," the City Council of Bagheria announced shortly afterward, per NBC News . At the time, only one person was confirmed dead—the ship's chef—but six others were said to be missing. The 15 survivors—who managed to make it onto an inflatable life boat, according to emergency officials—were rescued that morning by the crew of another yacht that had been nearby when the storm hit. "Fifteen people inside," Karsten Borner , the Dutch captain of the ship that was able to help (the Sir Robert Baden Powell), told reporters afterward, per Reuters. "Four people were injured, three heavily injured, and we brought them to our ship. Then we communicated with the coast guard, and after some time, the coast guard came and later picked up injured people." When the storm hit, his boat ran into "a strong hurricane gust," Borner said, "and we had to start the engine to keep the ship in an angled position." They "managed to keep the ship in position," he continued, but once the storm died down, they realized the other boat that had been behind them—the Bayesian—was gone. The wreck ended up settling 165 feet below the surface, according to Italy's national fire department. Fire officials said that divers, a motorboat and a helicopter were deployed to search for the missing. Meanwhile, footage was captured of the ship capsizing on closed-circuit TV about a half-mile away from where it was anchored. In the video obtained by NBC News, the illuminated 250-foot aluminum mast of the ship appears to list severely to one side before disappearing completely. Survivors recalled having just a few minutes to literally abandon ship. "They told me that suddenly they found themselves catapulted into the water without even understanding how they had got there," Dr. Fabio Genco , head of the Palermo Emergency Medical Services, told NBC News Aug. 22. "And that the whole thing seems to have lasted from 3 to 5 minutes." Genco said he got to Porticello about an hour after the Bayesian capsized. Survivors "told me that it was all dark, that the yacht hoisted itself up and then went down," he said. "All the objects were falling on them. That’s why I immediately made sure, by asking them questions, if they had any internal injuries." Why did the yacht sink? Italian prosecutors are investigating to determine what transpired before the boat went down, according to NBC News. Meanwhile, the CEO of shipbuilder Perini's parent company The Italian Sea Group defended the vessel itself as "unsinkable." Perini boats "are the safest in the most absolute sense," Giovanni Costantino told Sky News Aug. 22 . What happened to the Bayesian "put me in a state of sadness on one side and of disbelief on the other," he continued. "This incident sounds like an unbelievable story, both technically and as a fact." Costantino said it had to have been human error that led to the boat sinking, declaring, "Mistakes were made." "Everything that was done reveals a very long summation of errors," he told newspaper Corriere della Sera  Aug. 21, in an interview translated from Italian. "The people should not have been in the cabins, the boat should not have been at anchor." The weather was "all predictable," he continued, adding that the storm "was fully legible in all the weather charts. It couldn't have been ignored." The yacht's captain, identified as James Cutfield of New Zealand, was taken to Termini Imerese hospital for treatment. From there, he told  La Repubblica , per Sky News , that he didn't see the storm coming. Borner, the captain of the ship that rescued the 15 Bayesian survivors, told NBC News that he noticed the storm come in at 4 a.m. local time, and saw what looked to him like a waterspout, a type of tornado that forms above water. The International Centre for Waterspout Research posted on X Aug. 19 that it had "confirmed 18 waterspouts today off the coasts of Italy. Some were powerful waterspouts, one of which may have been responsible for the sinking of a large yacht off of Sicily." Borner said he didn't know why the Bayesian sank so quickly, guessing "it may have something to do with the mast, which was incredibly long." (A tall mast, even with its sails down, means there's more surface area exposed to wind, which can result in tipping.)  Confirming that one person was dead and six unaccounted for immediately following the wreck on Aug. 19, Salvo Cocina of Sicily's civil protection agency told reporters that a waterspout had struck the area overnight. "They were in the wrong place at the wrong time," he said. Who were the seven people who died when the yacht Bayesian sank? The tragedy initially became headline news because billionaire tech mogul Mike Lynch —"Britain's Bill Gates ," some U.K. media called him—was among the missing. His body was ultimately recovered Aug. 22 . The 59-year-old founder of software firm Autonomy had been on the trip with his wife Angela Bacares and their 18-year-old, Oxford-bound daughter Hannah  to celebrate his recent acquittal in the U.S. on fraud and conspiracy charges stemming from the $11.7 billion purchase of his company by Hewlett-Packard in 2011. In a bizarre turn of events, Lynch's co-defendant at trial, Stephen Chamberlain , the former vice president of finance at Autonomy, died after being taken off life support following a road accident on Aug. 17. Chamberlain's attorney told Reuters Aug. 20 that his friend and client had been out for a run when he was "fatally struck" by a car. Meanwhile, multiple people who contributed to Lynch's defense were on the cruise with him and his family. The bodies of Morgan Stanley International Chairman Jonathan Bloomer —who testified on Lynch's behalf—and his wife Judy Bloomer , as well as lawyer Chris Morvillo , a partner at the U.S. firm Clifford Chance, and his wife Neda Morvillo , a jewelry designer, were recovered on Aug. 21 . In a LinkedIn post thanking the team that successfully defended Lynch, Morvillo wrote, per Sky News , "And, finally, a huge thank you to my patient and incredible wife, Neda Morvillo, and my two strong, brilliant, and beautiful daughters, Sabrina Morvillo and Sophia Morvillo . None of this would have been possible without your love and support. I am so glad to be home. And they all lived happily ever after…" The first casualty confirmed Aug. 19 was the ship's Canadian-Antiguan chef, later identified as Recaldo Thomas .  "He was a one-of-a-kind special human being," a friend of Thomas told The Independent . "Incredibly talented, contagious smile and laugh, an incredible voice with a deep love of the ocean and the moon. I spoke to him nearly every day. He loved his life his friends and his job." Hannah's body was the last of the missing six to be found , with divers bringing her remains ashore on Aug. 23. Lynch and Bacares, who was rescued, also shared a 21-year-old daughter, according to The Times. While awaiting trial, Lynch—who maintained his innocence throughout the proceedings—had spent 13 months under house arrest in San Francisco. Back home in London afterward, he admitted to The Times in July that he'd been afraid of dying in prison if he'd been found guilty. (He faced a possible 25-year sentence.) "It's bizarre, but now you have a second life," he reflected. "The question is, what do you want to do with it?" (E!, NBC News and Sky News are all members of the Comcast family.) 238 COMMENTS What is a Sailboat Capsize Ratio and how to measure it Here is a summary of what a sailboat capsize ratio is. A sailboat capsizes ratio is a parameter used to show whether a boat can recover from an inverted, capsized position or not. This term was mainly developed after the Fastnet race disaster. This was a 1979 race where a storm destroyed several yachts during the last day of the race, also ... Yachting Monthly's Crash Test Boat Capsize Why did so many abandon yachts in the 1979 Fastnet, only to lose their lives in liferafts while their boats were recovered afloat? Yachting Monthly and Mike ... Capsize Ratio After the Fastnet 79 disaster when several boats sank and some sailors lost their lives, they made a rule (for a while) that a boat had to have a capsize screening formula of 2.00 or lower. The lower the more seaworthy was the thinking. Angle of Vanishing Stability (AVG) is a good check as well. A Contessa 32 has an AVG of 158 degrees meaning it can recover from a knockdown and roll into the ... Capsize Screening Formula for Boats and How to Measure It The formula is: Capsize Screening Number = Beam / (Displacement / 64)^ (1/3). You can find the boat's beam and displacement in its specifications. Plug these values into the formula to calculate the capsize screening number, which indicates the boat's stability. crash test boat capsize Find out what really happens in a capsize. We installed some waterproof cameras to show you the devastation that results from a capsize. Capsize screening formula The capsize screening formula (CSF) is a controversial method of establishing the ability of boats to resist capsizing. It is defined for sailboats as: Beam / ((Displacement/64.2) 1/3), with Displacement measured in pounds, and Beam in feet.A lower figure supposedly indicates greater stability, however the calculation does not consider factors such as hull shape or ballast. Crash Test Boat Crash Test Boat crew. Harry gets dressed for his berth in the forepeak. To illustrate what would happen to crew down below during a capsize, we bought three mannequins, named Tom, Dick and Harry, and stood one in the galley, laid another in a pilot berth and a third in the forepeak, supposedly out of harm's way. Capsize When Isabelle Autissier's 60-foot racer capsized in the Southern Ocean, it sent a chill of fear through the sailing community. Sailors don't like to think of capsize. But here was a big, well-found boat, a Finot-designed Open 60 Class flier, wallowing upside down in huge frigid swells, with her long thin keel jutting toward heaven. How Often Do Sailboats Capsize: A Comprehensive Guide 1. Is capsizing a common occurrence for sailboats? Capsizing incidents are relatively rare, especially when considering the vast number of sailboats worldwide. However, it is crucial to prioritize safety and take measures to minimize the risk of capsizing. 2. Are smaller sailboats more likely to capsize? How to Keep a Small Sailboat from Capsizing…and what to do if it does A small sailboat may capsize, but it can be expected to turn over initially not more than about 90 degrees. This is enough to fill the boat with water and if left in that position, the mast may go down further in the water making the challenge of righting the boat more difficult. Accordingly, if the boat capsizes, take the following steps as ... Assessing Stablity The capsize screening value is 12.42/7.48 = 1.66, which is well below the target of 2.0, confirming the boat's high degree of capsize resistance. If we use the light ship displacement to work the numbers (this is the worst-case scenario in terms of the capsize screening value) we get a value of 1.75, which is still well below the target of 2.0. Safe Sailing: How to Choose A Safe Sailboat In other words, divide the boat's gross displacement (in pounds) by 64, then determine the cube root of that quotient. Next, divide the cube root into the boat's maximum beam (in feet). The answer you get is known as the boat's Capsize Screening Number. If that number is two or less, the boat passes this important safety test. Comparing capsize and comfort rates of boats Richard Marble. Mar 16, 2004. #1. Here is a list of boats to compare. I have a 1981 Hunter 27. I know from sailing my boat that it feels very stable when it is rough out. I have been comparing the capsize factor and the comfort factor of my boat with other boats. Here is what I have found.u000bu000b"Note" anything with a capsize factor over 2 I ... Sailboat Stability Uncensored The tools we use to measure stability, and to prevent future incidents are still imperfect instruments, as we saw in the fatal WingNuts capsize in 2011. And in the cruising community, where fully equipped ocean going boats hardly resemble the lightly loaded models used to calculate stability ratings, we worry that the picture of stability is again becoming blurred by design trends. Capsize Screening Formula The Capsize Screening Formula calculator computes a metric to describe a boat's stability in rough seas. A CSF less than 2 indicated a boat with better offshore stability. INSTRUCTIONS: Choose units and enter the following: (D) Boat Displacement(B) Length of BeamCapsize Stability Formula (CSF): The calculator returns the ratio as a real numbers. The Math / Science Avoiding Capsizing And Swamping The largest group (41%) was in the 15- to 19-foot range. These boats were typically fishing boats with large, hard-to-drain cockpits, sometimes in poor weather, and sometimes overloaded. A quarter of the pie (26%) comprises boats 20 to 24 feet. Half of those were outboard-powered 22 footers. Larger boats tend to be more stable and rarely capsize. What Happens when you Capsize and how do you prepare for it? The boat used in the crash test is Admiral's own 1982 Jeanneau Sun Fizz ketch, Fizzical. Yachting Monthly capsized the Crash Test Boat twice to see if the saloon, galley etc can be made safe or become a hell-hole in the unlikely event of a capsize or knockdown. Here is the full 17 minute version of the capsize procedures which is spectacular ... How To Avoid Capsizing To zero-in on the boaters most likely to be at risk of swamping and capsizing, let's look at three broad, defining criteria— Boat Size: 85% of all boating fatalities occurred in boats under 26' in length. Boat Type: 60% of all recreation boating casualties involved people in open motorboats (54%) or in rowboats (6%). Boating Activity: While the USCG statistical report does not break out ... Comfort, Capsizing, and SailCalc Westsail 28. 41.08. Pounds/Inch. Irwin 28. 707. Westsail 28. 804. As you can see, the capsize ratio of both boats is below the 2.0 seaworthy standard set by the CCA (and interestingly lower than the above two much larger sailboats). However, the "motion comfort" (Brewer's comfort ratio) shows a much larger disparity. What to Do (And Not Do) If Your Boat Capsizes Capsizing Tip 2: Improved Visibility. Another important reason to stay with your boat is visibility. If you've spent any amount of time on the water, you've likely lost something—a hat, a pair of sunglasses—overboard. Think of how quickly that item disappeared from view, even if it was floating. What Should You Do if Your Boat Capsizes: 15 Key Steps Surviving a Capsize. 1. Put on your life vests if they aren't already on and you have time. Clip the vest in place and pull on the hanging strips to tighten the jacket and secure it. If you don't have time to put a life vest on or you don't know how to wear it in the moment, just grab a life jacket and hold on to it. Capsized boat: what you should do, how to prevent it, for small and Sinks. If your boat capsizes and sinks, you should remain calm. First, account for everyone and make sure everyone is wearing a PFD or holding on to a floating object if they do not have a life jacket. Stick together with your crew and conserve energy, and if it is possible, signal for help. What to Do if Your Boat Capsizes: Here's Everything You Need to Know Keep Close to the Boat or Turn it Over If You Can. After capsizing, the first option is to get your bearings and try to right the boat. Some smaller sailboats, kayaks, canoes, and catamarans can easily turn right-side-up again. If you can't manage the turn the boat over, then try to remain as close to it as possible. Inside the shocking Sicily yacht tragedy that left 7 people dead Perini boats "are the safest in the most absolute sense," Giovanni Costantino told Sky News Aug. 22. What happened to the Bayesian "put me in a state of sadness on one side and of disbelief on the ... One dead, six missing after luxury superyacht capsizes off Sicily coast Those rescued include 42 men, 18 women and nine children after boat capsized off the coast of Indonesia's Aceh province. Published On 21 Mar 2024 21 Mar 2024. More from News. Divers recover remains from tech mogul Mike Lynch's family's superyacht One man, the Bayesian superyacht's chef, was found dead soon after the boat capsized. Italian Coast Guards (Guardia Costiera) carry a body ashore in Porticello, near Palermo in Sicily, Italy, Aug ... Body of father missing from capsized sailboat recovered from ... The capsized sailboat was found Monday, July 15, in the bay. The bodies of the children were found later that day. RELATED: Bodies of 2 children recovered from Lake Michigan identified as those ... Mike Lynch: Body of British tech entrepreneur recovered from yacht Rescue boats take part in search operations off the coast of Porticello, Italy, August 21, 2024. Louiza Vradi/Reuters Unverified security camera footage released on Wednesday appears to have shown ... Inside the Shocking Sicily Yacht Tragedy That Left 7 People Dead Inside the Shocking Sicily Yacht Tragedy: 7 People Dead After Rare Luxury Boat Disaster. There was a violent storm, but even then, luxury yachts are built to weather such events. Bayesian yacht captain faces manslaughter probe after deadly ... James Cutfield, 51, was the head of crew aboard the 56-meter (184-foot) sailing boat when it capsized in the throes of a ferocious storm last Monday, killing six passengers, including British ... catamaran gulet motorboat powerboat riverboat sailboat trimaran yacht