S/C-13 Catamaran, CSK

S/C-13

Catamaran, CSK

65' x 30' x 22 Tons

24-Ft. Dia. Parachute Sea Anchor

Force 10+ Conditions

 

File S/C-13, obtained from Captain William H. Price, Valdez, Alaska - Vessel name Rose Marie, hailing port San Diego, catamaran, designed by Vince Bartalone, LOA 65' x Beam 30' x Draft 3' 3" x 22 Tons - Sea anchor: 24-ft. Diameter military reserve parachute on 600' x 1¼" nylon braid rode (no bridle, but reefed mizzen flown), with 5/8" galvanized swivel - Full trip line - Deployed in a low system in deep water about 1250 miles SW of Los Angeles, with winds of 55-60 knots and seas of 20 ft. - Vessel's bow yawed 20° - Drift was 11 n.m. during 20 hours at sea anchor.

This is the second file involving the catamaran Rose Marie. In the previous file (S/C-1) she hove to a 28 ft. diameter C-9 parachute off Point Conception, California, where a strong coastal current pulled her directly upwind against 35-40 knots of sustained wind.

In this file she ran into a winter storm on her way to Hawaii from San Diego. Captain William H. Price (200,000 miles experience) was delivering the boat to her new owner in Singapore at the time. No bridle was used on this occasion, just 600 feet of 1¼" nylon braid leading to the centrally located anchor roller ( CAUTION: multihulls should always use full width bridles anchored to the extreme outboard ends of the hulls). Transcript:

Rose Marie departed San Diego for Honolulu 25 January 1993. Pt. Loma light finally slipped below the horizon in the twilight hours. The next eight days saw variable winds NW to SE up to 20 kts. as a succession of frontal systems swept our course to Hawaii. Rose Marie had a personal computer and WFAX on board by means of which every readable weatherfax transmission was captured and stored for planning and review. The afternoon of February 2, noon position 22° 54' N and 137° 47' W, some 1256 miles out, the wind went light and we were forced to keep pace by motorsailing through the evening hours.

By the mid watch a breeze had hauled SE and piped up so that the main required a double reef put in. The yankee and mizzen were struck, and we carried on with deep reefed main and stays'l. February 3 at 0600 hrs. saw 35 knots SE across the deck and continuing to freshen. Nothing in the way of a front showed on the latest WFAX to warn of what was coming, though it was obvious what was happening. 1000 hrs. saw wind 40 kts rising to 50, and 20 ft. seas breaking sporadically down on the weather side. Rain came horizontally so hard as to sting the face. Motion aboard the cat was so irregular. Any movement but hanging on was a chore. Seas trying to cross our course got their tops trapped between the hulls and hammered the underside of the bridge deck mercilessly. The decision was made to lay to the parachute anchor until the wind blew itself out. The frontal squalls had been lasting only about 12 hrs. in previous encounters.

Upon attempting to round up and drop sail it was discovered that the steering did not respond to turns on the wheel. In fact the rudders were free to flop, lock to lock, with the rolling pressure of the seas. An axle pin had come adrift from one of the rudder cable turning blocks. The cable was completely slack and one rudder quadrant was already in the process of dashing itself to destruction against the stops! Without stops, the large flag rudders were free to swing around and bang the hull (foam core construction probably would not stand much of that action).

A 24 ft. dia. chute was deployed from the weather waist and bow, after careful flaking out of the rode, trip line and float to avoid any fouling. The float and [full] trip line over first and streaming out downwind very nicely. Next the swivel-parachute connection went in and sunk well down. The [lightweight] canopy itself was wetted before hand pretty well by rain, and went over last in a heap. The parachute blossomed and immediately there was strain applied to the rode. The entire 600 ft. of rode paid out under control from purchase turns around the windlass drum and snubbing horns. The last point of fairlead was the anchor roller mounted just to the port of the headstay tack.

Rose Marie came round to within a couple points of SE immediately. The mizzen was then reset with the reef in and bowsed taut on center between sheet and vang tackle. This brought her right up into the wind and made her lie within a point on the port bow.

By 1130 we were lying to, very steady in 50-60 kts of breeze over the deck. Damage control parties were sent into the steerage compartments of both hulls and the rudder stocks blocked into submission. The starboard quadrant was smashed beyond use and had to be replaced. The only other casualty, indeed fatality, was our faithful wind generator, "WINDY." He lost an arm at 60+ kts across the deck, throwing it down hard against the mizzen and into the deck right between my feet. Failure was due to the irregular pitching about of his perch up on the mizzen. While his arms were trying to make perfect circles [gyroscope effect], complex pitch and roll changed the direction forces on them and metal fatigue did the rest. The crew had to belay his remaining arm with a halyard to prevent his efforts continuing in the unbalanced state.

 Lying-to, we were able to walk normally about the ship. Except for the 20 ft. plus rise and fall with each wave there was little indication below of conditions outside. Parachute was 24 ft. diameter military surplus. It was the back-up to the original main 28 footer which had rotted and was discarded prior to departure. 5/8" Galvanized jaw & eye swivel and 5/8" galvanized shackle connecting rode to parachute. 600 Ft. x 1¼" dia. yacht braid nylon rode with a thimble spliced into the eye at the overboard end. Cylindrical inflatable fender (approx. 2 ft. long x 10" dia.) float, secured to canopy head by 50 ft. ½" yachtbraid line. Trip line - 3/8" dia. x 600 ft. yellow polypropylene line, secured to float line eye on the surface.

Notes: The anchor rode had to be pinned into the fairlead roller with a 3/8" bolt and chafe guarded with a 3 ft. length of heavy hose lashed solidly about the section stretching and contracting through the fairlead. In the end the fairlead was bent to weather about 15 degrees, and the retaining bolt bent up in a distinct vee-shape by the rode pitching up and trying to escape [when the bows were pointing sharply down]. 600 Ft. was adequate for those conditions. It served very well, though I could have wished for more in the locker, had the seas been higher, or more frequently breaking.

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