D/M-6A Monohull, Ericson

ERCSON25D/M-6A

Monohull, Ericson

25' x 3 Tons, Swing Keel

9-Ft. BUORD, 30" Galerider & Series Drogue

Force 4-5 Conditions

File D/M-6A, obtained from Gary Danielson, St. Clair Shores, MI. - Vessel name Moon Boots, hailing port Detroit, monohull, designed by Bruce King, LOA 24' 8" x LWL 20' 10" x Beam 8' x Draft 4' (27" keel up) x 3 Tons - TESTS OF: 9-Ft. Diameter BUORD, 30" Galerider, Jordan Series Drogue - Deployed for evaluation purposes during passage of frontal trough in shallow water (9 fathoms) on Lake Huron with winds of 25 knots and seas of 6-8 ft.

 

Prior to sailing his Ericson 25 across the Atlantic Gary Danielson tried out three different drag-device concepts: A 9-ft. diameter BUORD parachute off the bow, a 30-inch Galerider drogue off the stern, and a Jordan series drogue off the stern (88 x 5-inch diameter cones spliced into 300 ft. of braided 1/2" nylon towline at 20" intervals, with a 15 lb. mushroom anchor at the very end to keep the array well-submerged).

To make his investigation as reliable as possible Danielson did all of the testing on a single day, in constant conditions. The crew for this evaluation was along solely to take measurements and record data. The tests were conducted in November 1988 on Lake Huron. On the day of the tests the sustained wind speed varied between 20 and 25 knots with gusts of 30 knots. The waves varied between 6 and 8 feet.

One of Danielson's preconditions was that the swing keel be up and out of harm's way on this particular boat. With the keel raised he found that the 9-ft. BUORD parachute would not pull the bow of Moon Boots into the seas in a satisfactory manner. It yawed up to 50° off to each side. This is not too different from the experience of Harley Sachs in file S/M-11, where the bow of Gamesmanship yawed 30-45° off to each side when the keel was retracted, but only 10° when it was lowered. Transcript:

 

Sea Anchor: A 9 foot sea anchor was deployed over the bow attached to 300 feet of 3/8" braided nylon rode. The centerboard and rudder were both raised and all sails were lowered for this test. The sea anchor was very easy to deploy and there was no shock to it when it grabbed hold of the boat. It did an extremely good job of keeping the boat in place as sternward drift through the water ranged from .25-.75 knots. The problem was that the boat was yawing through an arc which totaled almost 100 degrees (putting the bow of the boat almost 50 degrees off the wave). It was yawing very slowly from side to side so that there were lengthy periods (60 seconds) where the bow of the boat was as much as 50 degrees from the wave direction.

Since the boat spent so much of its time not being bow-on to the waves it rolled quite heavily (in excess of 20 degrees) and relatively quickly. Had the conditions been more severe, this could have proved to have been dangerous. The rode was then shortened to 150 feet of scope to see what effect that would have on the yawing of the boat. Repeated measurements showed no substantial variation in yaw even with the shortened scope. The sea anchor was very difficult to retrieve as Moon Boots has no anchor windlass on the foredeck and as no trip line had been attached to the sea anchor.

 

A BUORD is a porous small parachute issued by the Bureau of Ordnance
A BUORD is a porous small parachute issued by the Bureau of Ordnance

 

Galerider: The next item tested was the Galerider drogue. This was set from the stern utilizing a 30 foot 1/2" braided tether which was connected to each of the stern quarters of the boat and then attached to a 150 foot 3/8" braided nylon rode. Initially the Galerider was utilized with no sail up, the centerboard and rudder both retracted. The Galerider drogue had a steady and constant pull and did not jerk when it was deployed... it held the boat to a total yaw of 10° (5° per side). The boat rolled (vertically) no more than 10-12° to a side. As well, it rolled much more slowly than it did with the sea anchor out. The Galerider was running below the surface, but only by about 5 feet. Therefore, in heavier conditions it may be somewhat more susceptible to surface wave action. It did not pull the stern down much at all and gave the boat, overall, a very nice ride.

Next, the rudder was lowered and allowed to swing free and the centerboard was lowered while the Galerider was still out. It was noted that the boat then yawed through a total of about 70° (35° per side). The boat still rolled very little and did so slowly. Next, a small jib sail was raised to see how the boat sailed with the Galerider out. The boat could be sailed through a total arc of 90° (45° per side). The boat speed ranged from 2.5 to 4 knots. There was no tendency whatsoever for the boat to surf and, of course, at these speeds it was very responsive to the helm. The Galerider was particularly easy to retrieve as the rode with which it had been deployed was wrapped around a cockpit winch and winched back aboard.

Galerider drogue produced by Hathaway, Reiser and Raymond
Galerider drogue produced by Hathaway, Reiser and Raymond

 

 

Series Drogue: The Jordan style series drogue was then deployed over the stern using the bridle to each of the quarters of the boat and attached to the 300 ft. rode (with cones)... the centerboard was up, the rudder was up and all sails were lowered for this test. This drogue was easy to deploy and caused no shock loading when it began to take effect. The Jordan style drogue appeared to sink very deeply into the water and, in fact, created a substantial downward as well as rearward pull on the boat. Consequently a number of waves washed in over the transom of the boat while the Jordan drogue was deployed. The Jordan drogue slowed the boat so that the average speed was between 0 and .25 knots.... The boat yawed a total of 10° (5° per side). The boat rolled very little, only 10-12° per side, and did so slowly. The series drogue was easier to retrieve than the sea anchor (without any trip line) but more difficult than the Galerider. It was easier than the sea anchor because every few feet of rode that were retrieved resulted in one less cone being in the water to create drag and therefore the drag continued to be reduced as the rode was brought in. The difficulty with retrieving the Jordan style drogue is that it cannot be retrieved utilizing winches because the cones get tangled up when a winch is used so that retrieval can only be done by hand....

The Jordan Series Drogue consists of dozens of tiny cones spliced into the long rode
The Jordan Series Drogue consists of dozens of tiny cones spliced into the long rode

 

CONCLUSIONS: In the moderate conditions of the test the Galerider was definitely the best product of those which were tested. Its advantages are its small storage space, its ease of deployment and retrieval.... It has the additional benefit of having enough drag that the boat can be actively sailed, but will not surf, should you find the wind blowing in a favorable direction. It would be useful if repairs were needed since it stops the boat from rolling. The Galerider is also good in that it does not seem to pull the cockpit down (which would make it vulnerable to breaking waves). The concerns that I have are that it may not ride deep enough to avoid wave action in heavy weather (resulting in a possible loss of drag) and it is possible that it may not offer enough drag in the ultimate storm to pull the stern into a serious breaking wave....

The Jordan style drogue would be helpful to keep the boat from rolling while some repairs were made and is the best at keeping the boat in a stationary position if drift were undesirable. It also was the best at keeping the stern directly into the waves and at exerting a constant pull. Finally, I am confident that its design of multiple cones coupled with its deep riding nature would ensure that no matter what the wave situation it would never be caught in wave disturbance and lose any appreciable amount of drag. The disadvantage was that it rode too deep and exerted too much downward force on the stern of the boat. However, I will be putting a smaller weight on the end in an effort to reduce the downward pull.

Please note Gary's update after serveral mid-Atlantic gales

D/M-5 Monohull, Tayana

HUDYD/M-5

Monohull, Tayana

37' x 11 Tons, Full Keel & Cutaway Forefoot

Warps, Submerged Dinghy, Etc.

Force 11-12 Conditions

 

File D/M-5, obtained from Patton S. King, Houston, TX. - Vessel name Hudie, hailing port Houston, monohull, Tayana, designed by Robert Perry, LOA 37' x LWL 31' x Beam 11' 6" x Draft 5' 8" x 11 Tons - Full keel & cutaway forefoot - Drogue: Four warps, 250' each, with various items attached, including buckets, tarp, sail bags and submerged 8-ft. fiberglass dinghy - Deployed in hurricane Juan (October '85) in 100 fathoms of water about 130 miles SE of Galveston, with winds of 90 knots and seas of 30 ft. - Vessel yawed 40° and was eventually rolled full circle by a rogue wave, necessitating abandonment.

 

Hudie, a seakindly, canoe-stern Tayana 37 designed by Robert Perry, was on her way to Key West from Galveston in October 1985. To the east, a tropical depression had formed, which soon matured into a tropical storm, and was later upgraded to a full-fledged hurricane, named Juan by the National Hurricane Center in Miami. In the language of meteorologists, the term re-curvature refers to the shift in direction of the path of a hurricane, from a westerly to an easterly component of movement. Trying to predict when and where a hurricane is going to re-curve is the sort of thing that gives the men and women of the National Hurricane Center migraine headaches. Juan wasn't about to make things any easier. It was "all over the place," stalling and moving about erratically - playing a game of hide and seek with the forecasters.

Juan was only category 1 in stature, weak in so far as hurricanes go. In terms of damage, however, it would soon prove itself to be one of the worst storms in history. On October 28th, for instance, it forced 80 oil workers on 2 offshore rigs to take to life boats. On the 29th it sank an oil barge with 3 crewmen on board. On the 30th it was lashing the Louisiana coast for a second day, causing an estimated fifty deaths and one billion dollars damage. Governor Edwin Edwards said that Juan had done more damage to the state than any storm in history, and President Reagan had to declare the state of Louisiana a disaster area on November 2nd.

Meanwhile, back on Friday October 25th, Hudie was down to her last reef points, with the storm jib pulling like a bulldozer. The seas continued to build rapidly and on Saturday night she found herself engulfed within Juan's spiraling arms. Wind: Force 11-12. Hudie was running before 30-ft. seas now, averaging 6 knots on bare poles. With options narrowing the owner, Patton S. King, deployed a 9-ft. diameter BUORD on the fly, believing that it would stop the boat and pull the bow around, or at least partially around. No swivel was used. The rode consisted of 200 feet of 5/8" diameter nylon three strand, leading out of the port bow chock. The shock of the opening parachute was noted, along with extremely high tension in the rode. The boat's speed decreased from 6 knots to 3 knots. But Hudie did not round up into the wind. She didn't even come beam to the seas, but instead assumed a heading still downwind, with the seas on her quarter and with the rode leading off the bow, bent under the keel and trailing out astern.

We should digress briefly and ask the question as to why the 9-ft. diameter BUORD failed to exert some sort of a pull on the bow - make the boat stop, turn around and begin facing into the wind and seas. There are several possible answers.

In the first place, with nearly six feet of draft, a full keel and the forefoot cutaway, the Tayana 37's CE (center of wind effort) is well forward of her CLR (center of lateral resistance). A yacht like this won't even lie a-hull in hurricane force winds. Rather, she will tend to point downwind. For a sea anchor to countermand this tendency and actually pull the bow all the way around it would have to be larger - in the order of 15-18 feet in diameter.

In the second place, there is the matter of the torque associated with three strand rope under extreme dynamic loading. The chute was set on the fly, resulting in a significant shock when it opened. No swivel was used (not that it would have been able to rotate, initially) and extremely high tension was noted in the line. What happens to three strand rope when it is subjected to this sort of extreme loading? It torques. In trying to unlay, it will stiffens and rotate like an engine shaft, twisting the parachute shroud lines together into a thick lay and reducing the diameter at the mouth of the parachute. The sea anchor was too small to begin with, and with its mouth choked shut it could not possibly have pulled the bow of Hudie around into the seas.

At any rate, twenty minutes later the rode parted from chafe under the keel, and the boat resumed its 6-knot run down streaked mountains of water. Four warps, 250 ft. each, were then trailed over the stern, with various items attached, including buckets, 2 tarps, sail bags, an igloo ice box (full of ice and pop) and a submerged, 8 foot fiberglass dinghy. The combined drag was enough to slow Hudie down to 3 knots again. In fact, from 10 p.m. on Saturday, until 6 a.m. Sunday, the makeshift drogues improved the behavior of the boat to such an extent that in subsequent telephone conversations with Victor Shane, Patton S. King said that he could not have been happier with the way things were going.

At approximately 6 a.m. Sunday, however, it is thought that a rogue wave picked up Hudie, carried her sideways, broke and rolled her through 360° in about twelve seconds. Instantly cans, bottles, tables, utensils, floor boards and people were rolling around in total shambles inside - with broken glass everywhere. There was much evidence of roof damage, with extensive damage to the rigging, mast and spreaders. All the crew had sustained injuries, fortunately nothing major. They could not raise the Coast Guard, but a call to "any vessel" was soon answered by a couple of tugs and a commercial fishing boat. In the meantime they cut away all warps, started the engine, brought the bow around and began jogging into it.

By 3.30 p.m. Sunday afternoon the situation had become altogether untenable - all pumps clogged or broken, engine rapidly overheating and the boat being hammered by 25-ft. seas. When the F/V Gulf King appeared and agreed to take the crew aboard the decision was made to abandon ship. Soon all were safely aboard the Gulf King. Their last view of Hudie was seeing her get knocked down in the distance.

D/M-4 Monohull, Irwin 37

D/M-4

Monohull, Irwin 37

37' x 6 Tons, Low Aspect Fin Keel

Jury-Rigged Sail

Force 7-8 Conditions

GENNYANCFile D/M-4, obtained from Charles E. Kanter, Key Largo, FL. - Vessel name Lorilynn, hailing port Philadelphia, monohull, center-cockpit sloop designed by Ted Irwin, LOA 37' x LWL 34' x Beam 14' x Draft 4' x 6 Tons - Low aspect fin keel - Drogue: 150% Genoa sail (three corners tied together like a diaper) on 200' x 5/8" nylon three strand rode, with no swivel - Deployed in a low system in deep water midway between Great Anagua and Ackland Islands (Bahamas) with winds of 30-40 knots and seas of 8-12 ft. - Vessel's stern yawed 10° - Drift was said to be very little.

 

A former delivery skipper, Charles E. Kanter has well over 100,000 blue water miles under his belt. He has served as sailing coach to the United States Naval Academy in Annapolis, conducted extensive tests on ground anchors, written articles about sea anchors, ground anchors and hurricane mooring systems. On the occasion of this file Kanter and crew were sailing their newly refurbished Irwin 37, Lorilynn, from St. Thomas to the Bahamas when they ran into full gale conditions. To the north lay the treacherous shoals of Acklins Island, and to the west the equally treacherous lee shore of the Great Bahama Bank.

Kanter rigged a "drogue" out of his largest genoa. He tied the three corners of the sail loosely together with dock lines; he then connected it to 200 ft. of anchor rode and carefully deployed the whole thing over the stern. He was able to get the sail to fill and assume a shape similar to a triangular parachute. The boat then lay comfortably stern-to the seas for a period of about 12 hours, more or less anchored to the surface of the ocean. The wind and the rain were so strong that it was impossible to go on deck. The EPIRB, life raft and the calamity pack were made ready just in case. The crew prepared itself for the worst.

Every fifteen minutes one of them would try to poke a head out of the hatch as a lookout, but it was a futile exercise, the air being so thick with spume and spray. In related articles appearing in the February 1985 issue of Cruising World and September/October 1987 issue of Multihulls Magazine, Charles Kanter wrote that he spent the entire night on the cabin sole, agonizing and reflecting on the tactic as it related to the particular boat and situation. As it turned out the center cockpit Irwin rode out the storm quite nicely, without excessive yawing or broaching. Her stern stayed more or less snubbed into the seas, and in twelve hours she had drifted only about three miles westward - the wind being from the east. By dawn the storm had abated and they got under way again, after hauling the "genny anchor" back in. It is interesting to note that Kanter mentions observing large cresting waves breaking over the location of the makeshift drogue:

We found that the sea anchor being close to the surface caused the waves to break before they reached the boat, just like being behind a shoal. It was awe-inspiring. Giant waves would rush up behind us, looking like they were going to overwhelm us and they would, literally, explode when they hit the sea anchor artificial shoal. We never took green water on the deck in the twelve hours we lay there. It looked a little like the famous Hawaii surf, with us standing just far enough up the beach to get a little foam. (Multihulls Magazine, September/October 1987, by permission).

In parts of the Mediterranean where ancient Phoenicians knew of the existence of underwater currents they would lower their sails into the depths and get a tow when becalmed. Sails have great potential for use as makeshift sea anchors and drogues. Think about it. If a sail is strong enough to drive a heavy boat through the sea at several knots, why can't it be used as a sea anchor or drogue to reduce drift? In section 8 of Oceanography And Seamanship, William G. Van Dorn discusses the use of parachutes as sea anchors and adds that a makeshift parachute can be rigged out of any heavy spinnaker, "using three sheets as shroud lines and any spare nylon for a rode." He goes on to say that the forces will be about the same as if it were flying in a strong wind.

Sailors should also read the article Sails As Sea Anchors by Daniel C. Shewmon, appearing in the July/August 1986 issue of Multihulls Magazine (back issues available from Multihulls Magazine, 421 Hancock St., Quincy MA 02171). This article explains and illustrates how to convert sails into emergency sea anchors. Shewmon emphasizes that purpose-made sea anchors should be standard equipment on all offshore boats, but that if the unit is lost or damaged it can temporarily be replaced by a sail. "Mains, genoas, and spinnakers are ideal shapes for conversions to sea anchors.... The key to their success as sea anchors is equal flow of water from all three sides." (July/August issue of Multihulls Magazine, by permission).

Large, equilateral sails, such as genoas, can be converted into sea anchors - or drogues - by tying the three corners together like a diaper, or by using three short lengths of rope as shown above. A swivel termination is a good idea. On some vessels this "genny anchor" can then be used off the bow, along with a mizzen or riding sail. On others, it may be used off the stern as a makeshift medium-pull drogue.
Large, equilateral sails, such as genoas, can be converted into sea anchors - or drogues - by tying the three corners together like a diaper, or by using three short lengths of rope as shown above. A swivel termination is a good idea. On some vessels this "genny anchor" can then be used off the bow, along with a mizzen or riding sail. On others, it may be used off the stern as a makeshift medium-pull drogue.

 

D/M-3 Monohull, Custom Ketch

D/M-3

Monohull, Custom Ketch

50 x 22 Tons, Full Keel & Centerboard

36" Dia. Galerider

Force 10 Conditions

 

File D/M-3, obtained from Frank Snyder, Vice Commodore, New York Yacht Club - Vessel name Southerly, hailing port New York, monohull, center-cockpit aluminum ketch designed by Sparkman & Stephens, LOA 50' x LWL 45' x Beam 14' x Draft 5.5' x 22 Tons - Full keel & centerboard - Drogue: Galerider on 200' x 1¼" nylon three strand rode, with 1/2" stainless steel swivel - Deployed in low system in deep water in the Gulf Stream, with winds of 50 knots and seas of 10 ft. - Vessel's stern yawed 20° with helmsman steering - Speed was reduced to 3-4 knots.

Galerider drogue produced by Hathaway, Reiser and Raymond
Galerider drogue produced by Hathaway, Reiser and Raymond

Frank V. Snyder, Vice Commodore of the New York Yacht Club, ran across an article in a British magazine summarizing the results of experiments conducted by the National Maritime Institute on life rafts in heavy weather, in the North Sea. The article emphasized the importance of sea anchors - small, synthetic cones - when it came to keeping life rafts from capsizing, but revealed that the same cones were often among the first parts of the raft to fail. The article went on to say that the Institute had then designed and built new sea anchors from a close mesh netting material which, unlike their predecessors, did not fail in a second set of sea trials. One raft even lost its ballast bags but still did not flip: its sea anchor held it down.

When preparing his 55-ft. ketch Southerly for a late fall passage from New York to Antigua in 1984, Commodore Snyder decided to equip her with a flow-through drogue of his own design. He approached Skip Raymond of the sailmaking firm of Hathaway, Reiser & Raymond, Inc., with his ideas. Raymond then went to work, building a small model at first, and then the full scale prototype of the first Galerider drogue. It was three feet in diameter and four feet long, shaped a little like a basket made from two-inch nylon webbing. On Saturday, November 17, Southerly departed New York Harbor and broad-reached all Saturday and Sunday morning, making better than eight knots in seas that were building. On Sunday afternoon the barometer began dropping rapidly and, by the time she entered the Gulf Stream at dusk, the wind had piped up to southwest, Force 9-10. Soon she was in very confused conditions, with two big seas crossing at an angle of 90°.

In a related article appearing in the September 1986 issue of Yachting Magazine entitled Galerider Handles a Gale, Frank Snyder wrote that despite being a big, strong, stiff and seakindly boat, Southerly couldn't handle the turmoil. He directed the crew to douse the trysail and they began running before it under bare poles, trying to keep the new seas slightly on the starboard quarter. But as the confused seas continued to build Southerly became unmanageable, now and then her speed racing up to 12 knots or more on the face of a bigger wave. To have her surging at these speeds under bare poles was alarming. The vicious cross seas would catch her on the downslide and roll her rail down under. Her hull form would then cause her to broach in the trough - dangerous if the waves got any bigger. It was time to deploy the Galerider. The rode, 200 feet of 1¼" nylon three strand, was attached to the drogue and the bitter end given four turns around the coffee grinder on the after deck (Southerly is a center-cockpit boat). In went the drogue. When it took hold there was no shock at all; in fact the crew couldn't tell for sure the precise moment when the drogue did take hold, but were soon aware that the boat was slowing down. Commodore Snyder writes that the effect of slowing the boat in that big, confused seaway was magical:

At one moment the boat had been charging like a mad bull, with the helmsman struggling at the wheel; in the next, she was docile and under full control. The helmsman found that Southerly would still answer her helm - though slowly - and that she could steer through about 90°. Everyone relaxed, and the off-watch turned in, even though the motion wasn't all that comfortable, with the cross sea still rolling us 20° either side of vertical. But the boat was safe.

The seas continued to build for the next three hours and several big ones came aboard over the stern, though no green water reached the cockpit. Had the cockpit been aft, it would probably have filled a couple of times. At 0200, the wind veered to north and began dropping. By 0400 it was down to Force 7, and the storm was over - another of those six-hour Gulf Stream "local lows." (Yachting Magazine, September 1986, by permission).

Commodore Snyder's creation has caught on and many offshore yachts now carry a Galerider on board. The "flow-through" concept is rugged, simple, stable, and does not get turned inside out. The stainless steel wire hoop that keeps the Galerider's mouth open can be folded on itself, allowing for compact storage.

D/M-2 Monohull, Bermuda Ketch

JOSHUAD/M-2

Monohull, Bermuda Ketch

39' 6" x 13.4 Tons, Full Keel

Warps, Net and Pig Iron Drags

Force 10 Conditions


File D/M-2, derived from the writings of Bernard Moitessier - Vessel name Joshua, monohull, canoe-stern, center cockpit Bermuda Ketch build of steel, LOA 39' 6" x LWL 33' 9" x Beam 12' x Draft 5' 3' x 13.4 Tons - Full keel - Drogue: assorted drags used in concert, including 22 fathoms 4.5" hemp rope weighed down by 3 pigs of iron 40 lbs. each; 16 fathoms 3" hemp rope weighed down by two pigs of iron 40 lbs. each; 32 fathoms of 1.5" nylon rope trailing freely - Deployed while running before a mature storm in the high latitudes of the Southern Ocean with sustained winds of 50 knots and seas of 30 ft. - Joshua came near to pitchpoling several times and Moitessier elected to cut away all the drags.

 

Bernard Moitessier is undoubtedly one of the most extraordinary seamen that has ever lived. Fortunately he is an extraordinary writer as well. The critic Jonathan Raban once said, "I'd sooner read Moitessier than any other nautical writer alive." Indeed one never tires of reading Moitessier. He holds the imagination captive, from the first page to the last. Born in French Indo-China, Bernard's first odyssey was aboard his dilapidated junk, Marie Therese, which ran aground after a fifteen round - eighty five day - battle with a monsoon in the Indian Ocean. He then spent three years on the island of Mauritius, building Marie Therese II, which ran aground in the Antilles, after a long lonely Atlantic crossing. A few years later the resilient Moitessier had finished his book, Vagabond des Mers du Sud, and was in Chauffailles, France, getting married to "a little slip of a woman called Francoise" and overseeing the building of his new 39-ft. steel boat Joshua. In October 1963 he took Francoise "for a sail" on Joshua - across the Atlantic, through the Panama Canal, to the Galapagos and the South Pacific. The couple spent two happy, carefree years in Polynesia. In the winter of 1965 they "went sailing" again - Tahiti to Spain non-stop, via Cape Horn, 14,216 miles in 126 days.

It was on 13 December 1965 that Joshua ran into a heavy storm in the high latitudes of the Southern Ocean, mid-way between Tahiti and Cape Horn. Mindful of the experiences of Smeeton and Robinson, Moitessier deployed an array of drags to slow Joshua down - all told some 900 feet of heavy ropes weighed down by five 40-lb. iron pigs and a large heavy net used to load ships. Despite all the drag devices in tow Joshua came very close to sharing the fate of Tzu Hang - going end over end. As he struggled with the helm, Moitessier began to take stock of his situation and compare it with the experiences of other "Cape Horners," among them the renowned Argentinean singlehander Vito Dumas.

In the famous episode that followed we find Moitessier engaging the ghost of the Dumas in a debate, as it were. "But what was your secret, Vito Dumas.... You did it... and Legh II was a small boat... you carried sail, I believe you... but you couldn't have carried any sail in this kind of seas, don't spin me that yarn, for if you had carried any sail in these seas you would have been pitchpoled like Tzu Hang... and like Joshua, almost.... And yet, you covered the three oceans...." (Cape Horn, The Logical Route, Grafton Books, London 1987, by permission).

Moitessier then writes that he doesn't believe in ghosts, but could have sworn that he heard a voice - that of Dumas - telling him the answer. Once he had the answer he was aft, cutting away all drags and warps, allowing Joshua to run unimpeded on bare poles. He noticed an enormous change in her: "She had no longer anything in common with the wretched boat of the night before which had made me think of the little hunter trying to parry the blows of a gorilla, with his feet caught in the undergrowth." (Ibid.) Thereafter Moitessier adopted the technique of "putting down the helm," and Joshua began taking the seas more safely on the quarter. Later on in the storm, as they are sitting in the inside steering station, he explains the technique to his wife Francoise:

 

I'm running dead before the wind to keep the maximum speed on the boat and make sure that she answers on the helm when she has to. Now watch carefully, you see that wave coming up [behind]... I am still dead before... and just before the stern lifts I turn the wheel right down... You see... she heels over and veers to the right as she ought to... she is pushed forward and a little sideways... the moment the stern settles down again, just after the wave has passed I turn the wheel right over in the opposite direction to bring her back again stern on; this is the best moment because the rudder is deep in the water and very effective... you see... we are back dead before the wind, and the business starts all over again. (Ibid.)

Remarkably, Moitessier seems to be using his instincts to avoid pitchpole (see image in previous file). It must have been instinct because the phenomenon of orbital rotation was not well known at the time - nowhere in his writings does Moitessier refer to the orbital rotation of waves. Indeed, one can only infer that Moitessier must have been directed by some rare and spontaneous instinct peculiar to extraordinary seamen. By that, or by the ghost of Vito Dumas.

To fly dead straight down a wave face would have placed Joshua in the same head-over-heels predicament as Tzu Hang - the bow impaling itself in the approaching "current" in the trough as the stern was being hurled downwind by the motion at the crest. So, in maneuvering across the face of a wave (like a skier zig-zagging down a slope), Moitessier is in effect trying to cheat the pitchpole demon - trying to keep the bow from burying itself in the adjacent trough. To some extent the same principle is used by a surfer when he puts down his heel to "spin out" and disengage from the wave. Needless to say in order to execute this maneuver with precision over and over again in a storm, the helmsman of a sailboat would require the reflexes, the skill and the stamina of a Grand Prix driver, attributes that Moitessier no doubt possessed at that time, but hardly common to all sailors. Bear in mind also that Joshua was made of steel, had a canoe stern, a center cockpit, and an inside steering station where the helmsmen could concentrate on what he was doing, unaffected by the cold and the wet. It is interesting to note what the late Miles Smeeton had to say about this technique:

When Bernard Moitessier, that fine seaman, offers an opinion, it should be well considered, because he has twice sailed Joshua round Cape Horn... but his answer is not necessarily the right one for all yachts, any more than mine is, and it requires a superman to steer accurately like this through a dark night.... Even if his theory is correct for other yachts, tired men and irregular waves are apt to defy it. (Because The Horn Is There, Granada Publishing, London, 1984 & 1985, Appendix, by permission).

In 1982 Joshua was anchored in Cabo San Lucas, Mexico, when a tropical storm swept over the crowded anchorage. A large motorboat dragged down on Joshua, forcing her up on the beach, where numerous other yachts ended their careers as well. When the fiasco was over nothing remained of the famous boat other than her bare steel hull. Two brothers from Port Townsend, Washington bought the hull for $20 and spent two years rebuilding her, later selling her to a Seattle woman. The woman's dream of sailing Joshua around the world was rudely shattered by the indiscretion of her sailing partner - he turned out to be married. The French newspaper Voiles & Voliers heard about the affair and sent a photographer to Seattle. After the article - showing magnificent photographs of Joshua under sail - was published, a number of famous sailors banded together to form the Joshua Foundation. The French Maritime Museum then purchased the dear old boat, put it on a ship and took it to La Rochelle France, where she is on display today.

D/M-1 Monohull, Bermuda Ketch

HANGD/M-1

Monohull, Bermuda Ketch

46' x 12 Tons, Full Keel

Warp, 60 Fathoms 3" Hawser

Force 10 Conditions

 

File D/M-1, derived from the writings of Miles Smeeton - Vessel name Tzu Hang, hailing port Victoria, B.C., monohull, Bermuda Ketch, built in Hong Kong in 1938, LOA 46' x LWL 36' x Beam 11' 6" x Draft 7' x 12 Tons - Full keel - Drogue: Warp consisting of 360' x 3-inch manila hawser - Deployed while running before a storm in the high latitudes of the Southern Ocean with winds of 50 knots and seas of 30-40 ft. - The warp had little effect in preventing the pitchpole of Tzu Hang about 1000 miles from Cape Horn on 14 February 1957 - The yacht was sailed under jury rig to Chile, reaching Arauco Bay 36 days later.

 

This is probably the classic pitchpole in all of yachting history. All the major works on the subject of heavy weather tactics make mention of it. Adlard Coles refers to the 1957 pitchpole of Tzu Hang six times in Heavy Weather Sailing. In her two celebrated attempts to round Cape Horn, Tzu Hang was pitchpoled the first time and rolled the second. On the first attempt she was manned by a crew of three, owner Miles Smeeton, his wife Beryl, and the renowned singlehander John Guzzwell of Trekka fame, (Trekka Around The World, John Guzzwell, 1963).

Tzu Hang had been running before mature seas in the high latitudes (50° South) of the Southern Ocean, trailing 60 fathoms of 3-inch manila hawser. Unlike nylon, manila has the sponge-like quality of soaking up water and was at one time considered to be ideal for use as warps. In this case it was not very effective, for Miles Smeeton writes, "I watched the sixty fathoms of 3-inch hawser streaming behind. It didn't seem to be making a damn of difference, although I suppose that it was helping to keep her stern on to the seas. Sometimes I could see the end being carried forward in a big bight on the top of a wave." (Once Is Enough, Granada Publishing, London, 1984, by permission).

As the boat continued to run before the storm, one breaking wave did come aboard, but Tzu Hang showed little tendency to broach. She seemed to be doing quite well in fact. "It was a dangerous sea I knew, but I had no doubt that she would carry us safely through, and as one great wave after another rushed past us, I grew more and more confident." (Ibid.) At the time of the incident Beryl had just relieved Miles at the helm, and was steering the boat when a great wall of water approached from the stern, so wide that she couldn't see its flanks, so high and so steep that she knew Tzu Hang could not ride over it. Water was cascading down its face, like a waterfall. Miles was down below, reading a book: "As I read, there was a sudden, sickening sense of disaster. I felt a great lurch and heel, and a thunder of sound filled my ears. I was conscious, in a terrified moment, of being driven into the front and side of my bunk with tremendous force. At the same time there was a tearing cracking sound, as if Tzu Hang was being ripped apart, and water burst solidly, raging into the cabin. There was darkness, black darkness, and pressure, and a feeling of being buried in a debris of boards, and I fought wildly to get out, thinking Tzu Hang had already gone down. Then suddenly I was standing again, waist deep in water, and floorboards and cushions, mattresses and books, were sloshing in wild confusion around me." (Ibid.)

Beryl had been catapulted out of the cockpit and into the sea, landing some 30 yards to leeward. Miraculously she was able to swim toward the trailing wreckage of the mizzen mast. Her shoulder was badly injured and it took the combined strength of the two dazed men to pull her back on board. But the situation was now critical. Tzu Hang had received a near death blow. Both masts were gone and there was a gaping - six foot square - hole where the doghouse had been. The weather was not getting any better and she was taking on great amounts of water. She would no doubt have gone down, had it not been for the tenacity and sheer will power of her crew.

From the onset Beryl, although in great pain, did her best to provoke, spur and cheer the two men on into life-saving action. She was the driving force that kept resignation and despair at bay. And John "Hurricane" Guzzwell would soon put his resolve, his backbone and his skills as a carpenter to keep Tzu Hang afloat. He patched the hole in the deck. He sawed and hammered, laminated and improvised, putting back together the pieces that would - thirty six days later - bring Tzu Hang safely into Arauco Bay, Chile. What transpired in those thirty six days on the wastes of the Southern Ocean should serve as an important lesson to all sailors regarding the mindset that is so often crucial to survival itself, the lesson being this: Never give up.

What exactly happened? There is much speculation about the exact movement of the boat during the mishap. Miles Smeeton is certain that it was a somersault: "When she pitchpoled a very high and exceptionally steep wave hit her, considerably higher than she was long. It must have broken as she assumed an almost vertical position on its face. The movement was extremely violent and quick. There was no sensation of being in a dangerous position with disaster threatening. Disaster was suddenly there. Whether she had been 20° to it or her stern directly presented to it, or whether she had been running at 2 or 7 knots could, in this case, have made no difference. Her stern came up and just went on going with no hesitation at all right over the bow." (Because The Horn Is There, Granada Publishing, London 1986, by permission).

The reader may wish to compare Smeeton's observations with the statement of Joan Casanova (File S/T-1), who survived a similar wave in the Southern Ocean: "It was the type of a wave which pitchpoles yachts in these oceans, the type which every voyager sailing in the high latitudes of the Southern Ocean fears.... We want to stress here that no vessel, multihull, monohull or freighter, could have survived such a sea unless tethered with a long line from a sea anchor...."

Formula for Disaster
Formula for Disaster

 

Whereas a rising tide will lift a boat vertically by a force equal to her displacement (usually many tons), a steep wave will "lift" the same boat horizontally with equal displacement force (DF) at wave speed. Speed of molecular rotation is already about 7 knots on the crest of a 40-ft. wave (A). The decaying crest hurls tons of water at a wave speed of 20 knots at her transom (B). Force of gravity (C) drives the bow down into the adjacent trough where it is briefly met with 7 knots of reciprocal rotation coming from the opposite direction (D). Result: The stern goes flying right over the bow without any hesitation at all.

Miles Smeeton later wrote a short Postscript which may be the key to our understanding of the dynamics of pitchpole. This Postscript can be found on the last pages of Once Is Enough and includes the following remarks:

Since I wrote this book I have had a number of letters - mostly from well informed sources - on the reasons for Tzu Hang's two mishaps... the major cause was probably due to the orbital velocity of a big wave. I had never heard of this theory which is that, although the mass of water in a seaway, seen as a whole, is static, each particle of water moves in an orbit around the place which it would occupy at rest. If we were to throw some rubbish overboard so that it represents a particle of water on the surface, we would see it drawn back towards the approaching swell, lifted up, carried forward, and dumped in approximately its original position again; seen from the side it would trace an orbit against the background of sea and sky.

The important thing is the speed at which the water moves in this orbit, and for a forty-foot wave with a ten second period the speed is approximately seven knots. With seven knots on the top of the wave with the wind, and seven knots against the wind at the bottom, a forty-foot ship on the point of a forty-foot wave is subjected roughly to a seven knot push one way at her stern and a seven knot push the other way at her bow, a formidable overturning couple. A longer ship is already overcoming the push at her bow by the time her stern is subjected to the maximum thrust. The answer seems to be to keep forty-foot ships out of forty-foot seas, but if forced to run before them to tow long enough lines so that there is an effective drag in spite of the forward movement of the water on the crest.... (Ibid.)