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Drogues on Trimarans

D/T-6 Trimaran, Searunner

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BROWN31D/T-6

Trimaran, Searunner

31'x 18' x 2.2 Tons

Sea Squid Drogue

Force 7-8 Conditions

File D/T-6, obtained from Donald Longfellow, Garden Grove, CA. - Vessel name Take Five, hailing port Ventura, CA, Searunner trimaran designed by Jim Brown, LOA 31' x Beam 18' x Draft 6' (3' board up) x 2.2 Tons - Drogue: Australian Sea Squid on 130' x 7/16" nylon braid tether with bridle arms of 30' each - Deployed in Papaguyo winds in 100 fathoms of water about 30 miles off the coast of Nicaragua, with winds of 30-35 knots and seas of 8-10 ft. - Vessel's stern yawed 20° with autopilot steering - Speed was reduced to about 5 knots during 18 hours of deployment.

Another reminder that the Australian Sea Squid is no longer available. Transcript:

The Sea Squid was deployed 18 hours after leaving Costa Rica and approximately 30 n.m. off the coast of Nicaragua. The seas had grown during the night as my distance offshore grew, and by morning I was becoming concerned about the way the occasional cross waves would knock the stern 40 degrees sideways to the primary wave track as the boat accelerated down wave faces. Neither the electronic nor the mechanical autopilot was quick enough to correct this and I was in no mood to start hand steering. Still, I didn't feel safe risking the boat getting beam-to on the wave faces, especially when it was traveling at over 6 knots. Top speeds down some wave faces were 8-10 kts (double-reefed main up, sailing almost dead downwind.) I didn't want to go bare poles, but I wanted speeds kept under 6 kts. and the yawing reduced. It seemed like an appropriate time to baptize the Sea Squid (it was already hooked up, ready to go).

Over the side it went with no noticeable shock when the line went taut. The effect was immediate and quite apparent, speed down wave faced maxed at 6 kts. (curious though, my ambient speed remained nearly the same as before, 4-5 kts.versus 4-6 kts). Yawing was noticeably reduced. The self steering was now able to handle conditions, allowing me to get much needed rest (singlehanding). Occasionally the Sea Squid would briefly pull free when it was on a wave face. This removed tension on the bridle with unfavorable results. It wasn't a major problem, but I felt it could have been under heavier conditions. Seems to me this could be rectified with the addition of some chain to the drogue's line. There was a Galerider drogue aboard, but I never used it during that trip. It is one size larger than the company recommends for my boat displacement (36" dia. instead of 30"). If I had encountered heavier conditions than the one above, I would have used the Galerider instead of the Sea Squid. There is no doubt in my mind that the sea conditions on that day presented only two reasonable options for my boat: para-anchor, or running down the swells. I would no sooner leave on a cruise without my para-anchor and drogues than I would leave without secondary anchors and heavier headsails.

Drogues on Trimarans

D/T-5 Trimaran, Kelsall

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GAZELLED/T-5

Trimaran, Kelsall

30' x 24' x 1 Ton

18" Dia. Conical Drogue

Force 9-10 Conditions

 

File D/T-5, obtained from Michael Redvers Golding, Slough, UK. - Vessel name Gazelle, hailing port Poole, Dorset, modified Stripling 28 trimaran designed by Derek Kelsall, LOA 30' x Beam 24' x Draft 4' (12" board up) x 1 Ton - Drogue: Custom-made 18" diameter cone on 200' x 5/8" nylon braid tether, with bridle arms of 40' each - Full trip line - Deployed in a whole gale in mid-Atlantic with winds of 40-50 knots and seas of 30 ft. - Vessel's stern yawed 20° with the helm lashed - Drift was estimated to be about 25 nm during 10 hours of deployment.

 

Transoceanic racing skipper Mike Redvers Golding has been in many offshore gales. In 1989 his slender racing trimaran Gazelle came to grief off the Shetland Isles during the Round Britain Race. In an article appearing in the December 1989 issue of Multihull, he recounts the harrowing events that led to the loss of his boat (reproduced courtesy of Multihull):

We were only 20 miles off the Shetlands, a lee shore, and 30 miles from our turning point, the infamous Muckle Flugga. Once round the headland we could head off south toward Lerwick.... I would normally have lain to the drogue in these conditions but the lee shore was far too close for comfort. We had spent some time beating, which although painful felt very safe until we could no longer climb the mounting seas.... The noise level rose to fever pitch as Gazelle was picked up by another nasty sea.... It was a slow sickening roll, not at all what I had imagined, with a crash as the port float met the water.... Water rushed below, filling the boat to chest level.... Then came the immortal words, "We've capsized."

Golding and first mate activated the EPIRB and took to a life raft. They were later picked up by a Scottish Search And Rescue helicopter and taken to Lerwick. In the same article Golding writes, "Our proximity to land prevented me from lying to the drogue, although I am sure that this would have prevented the capsize, having ridden out storms with Gazelle which were of equal magnitude, although in the open ocean." Victor Shane contacted Michael Redvers Golding about his previous use of the drogue and Golding then sent the following for inclusion in the DDDB. The drogue was an 18-inch diameter cone, custom made by a sailmaker. Mike used it in an Atlantic gale while participating in the 1988 CSTAR. The cone reduced the speed of the lightweight (2,000 lb.) trimaran from more than 12 knots to about 2.5 knots, with steering generally unnecessary. Transcript:

I have experimented with many methods of lying a-hull and lying to drogues, and must confess that I have reached no definitive conclusion. For simplicity I now consider that there are three basic weather conditions which the skipper must prepare for:

1) HEAVY. It is my opinion that in the event that the weather is unlikely to deteriorate further it is often the safest course of action to sail on with a well prepared boat, an alert helmsman and a linear reduction in sail area.

2) SEVERE. With a multihull it is often necessary to only take the edge off the most extreme turns of speed. In this situation it is prudent to tow warps or lay to a drogue over the stern, which slows the boat to an acceptable speed, preventing surges and reducing the risk of tripping.

3) SURVIVAL. When conditions reach the ultimate for a given craft it seems logical that a strong sea anchor system with a bridle over the bows is the best of a bad lot. As you know survival conditions are rare, though consideration must be given when setting up the boat in the previous category as to whether or not the situation will deteriorate to survival condition, as re-organizing the boat may be both difficult and dangerous.

I will state again that it is my confirmed opinion that Gazelle would not have capsized had we been lying to the drogue. At the time we were too close to a lee shore and the drogue we carried would have only slowed us to around 2.5-3 knots. No doubt there are sea anchors which could have slowed us further, however I doubt that my decision would be much different taking all the factors into account.

 

Victor Shane forwarded literature on para-anchors to Golding. Had Gazelle been equipped with such a device she would probably have been able to stand off the lee shore, the currents off the Shetlands permitting. The 43-ft. catamaran Ariel did as much in file S/C-6A.

Drogues on Trimarans

D/T-4 Trimaran, Newick

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D/T-4

Trimaran, Newick

31' x 26' x 1.5 Tons

4-Ft. Dia. Conical Drogue

Force 9-10 Conditions

 

File D/T-4, obtained from B.J. Watkins, Arnold, MD. - Vessel name Heart, hailing port Richmond VA, Val ocean racing trimaran designed by Richard Newick, LOA 31' x Beam 26' x Draft 5' (2' 5" board up) x 1.5 Tons - Drogue: 4-Ft. Diameter cone (unknown make) on 200' x 1/2" nylon braid tether, with bridle arms of 75' each and 1/2" galvanized swivel - Deployed in a whole gale in deep water about 300 miles NE of Bermuda with winds of 40-50 knots and seas of 20 ft. - Vessel's stern yawed excessively - Damage and risk of capsize lead to the abandonment of the boat.

In order for a medium-pull drogue to take greater control bridle should be attached to the extreme outboard ends of the floats. (Review also Figs. 22, 23 in Section 4 for options relating to the attachment points of low-pull drogues that may require hand steering).
In order for a medium-pull drogue to take greater control bridle should be attached to the extreme outboard ends of the floats. (Review also Figs. 22, 23 in Section 4 for options relating to the attachment points of low-pull drogues that may require hand steering).

B.J. Watkins was singlehandedly sailing Heart from Annapolis to England to participate in the 1988 C-STAR (Carlsberg Singlehanded Trans Atlantic Race). Her intent was to become the first American woman ever to finish that race. "That is not what happened, unfortunately," writes B.J. in an article entitled The Agony of a Premature Defeat (March/April '88 issue of Multihulls Magazine).

B.J. departed Annapolis on 9 April 1988. On the third or fourth day out the boat hit something, damaging the rudder. A week later, 380 miles NE of Bermuda, Heart ran into a whole gale. B.J. set a 4-ft. diameter, conical drogue - unknown make - off the stern.

While the cone was too small to pull the bows into the seas (B.J. had tried that once and the boat just laid beam-to), by all tokens it should have done a good job of pulling the stern into the seas. But it did not. Why not? Likely because of the incorrect attachments points of the bridle. Heart was practically identical to Galliard (file D/T-2), both trimarans being Newick Val 31s. The difference was that Tom Follett deployed a 5-ft. diameter Shewmon with a bridle leading to the extreme outboard ends of the floats, whereas B.J. deployed a 4-ft. cone with a bridle secured to chain plates located on the cross-arms, inboard and forward.

The cone may have been on the wrong part of the wave train as well. In order to keep the stern aligned into the full blown gale B.J. found that she had actively to steer the Val trimaran. The pull of the drogue was not constant. Now and then the yacht would surf down the face of the steeper waves. To steer risked further damage to the rudder. To not steer risked a broach and possible capsize. The barometer kept falling. Components began failing. The seas built up and finally started to break over the small trimaran.

The situation became untenable and B.J. had no alternative but to turn on the EPIRB (Emergency Position Indicating Radio Beacon). She was taken off the crippled trimaran by the Dutch container ship Charlotte Lykes.

B.J. Watkins had spend about $50,000 in preparing her boat, which was uninsured once it was 200 miles from the U.S. coast - a bitter loss. A transcript of the DDDB feedback submitted by B.J. Watkins follows. It includes portions of related correspondence with Donald Jordan (by permission):

I have enclosed a copy of the correspondence I had with Donald Jordan. I hope this is helpful. Mr. Jordan and I have reached the conclusion that the reason the sea anchor did not pull the stern to the seas was because of the location of the attachment points. We feel that they were too far forward on the boat and too far inboard....

[From the Jordan correspondence]: I cannot tell you exactly what size drogue I had. It was a cone shape, approximately 4 feet in diameter at the widest point. It was original equipment which came with Heart, so I do not know the exact measurements. I had attached snatch blocks to half-inch "D" shackles whose pins formed the pins for the turnbuckles on the mast rig. The bridle lines ran through the snatch blocks to the primary winches. I am at a loss to explain why the boat did not ride stern to the wind. My experience with Heart prior to rigging with the wing mast was interesting. I had on a previous occasion deployed the sea anchor from the bow of the main hull, no bridle. This was done in Long Island Sound, 50-knot winds, 5-8 foot seas, no bridle. Heart laid beam to the seas at that time. We had the board up but the rudder was in place. Dick Newick suggested that possibly if we had raised the rudder we might have then set bow-to. The action of the sea anchor at that time prompted me to investigate further. We added the bridle and decided to try stern-to.... I agree that the best arrangement is to attach the bridle to special reinforced fitting provided at the aft ends of the amas.

UPDATE: Two years later B.J. Watkins and her teammate Boots Parker were participants in the 1990 Two Handed Transatlantic Race on the 45-ft. Peter Spronk catamaran Skyjack. On their way to England they lost both rudders (the shafts had been fabricated out of aluminum instead of stainless steel). And, while attempting to limp to the Azores on one spare rudder they ran into two Force 8 gales!

However, this time B.J. had an 18-ft. diameter Para-Tech sea anchor on board. In the second gale she deployed it. The orange parachute pulled the bows of Skyjack into the teeth of the gale, parking the boat and minimizing damage.

In a subsequent telephone conversation with Victor Shane, B.J. said that the parachute sea anchor performed in a most satisfactory way - it was a morale booster and it allowed them to "call time out" in a difficult situation.

Drogues on Trimarans

D/T-3 Trimaran, Newick

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D/T-3

Trimaran, Newick

60' x 34' x 8 Tons

5-Ft. Dia. Shewmon

Force 10 Conditions

 

File D/T-3, obtained from Thomas Follett, Orange City, FL. - Vessel name Rogue Wave, Maxi ocean racing trimaran designed by Richard Newick, LOA 60' x Beam 34' x Draft 8' (board down) x 8 Tons - Drogue: 5-Ft. Diameter Shewmon (sea anchor) on 100' x 3/4" nylon braid rode. - No bridle - Deployed in a gale in shallow water (50-60 fathoms) about 80 miles west of Tunisia with winds of 50 knots and unstable seas of 15 ft. - Vessel's stern lay at a 25° angle during 36 hours of deployment with very little drift.

 

This is the second of two major reports obtained from veteran delivery skipper Tom Follett (see also previous file). The occasion of this file led to the publication of the Shewmon Paper, Sea Anchor - Rode Tactics (1986, Shewmon, Inc.)

Multihull sailors may recall that Rogue Wave once belonged to the late, great Phil Weld, whose previous 60-ft. trimaran Gulfstreamer was capsized by a rogue wave in the Atlantic, later to be picked up by the Russian ship Boreas and taken to Odessa, where she collected dust for many years. Some time after Phil passed away, Rogue Wave was purchased by a wealthy individual of the United Arab Emirates. Tom Follett and crew were delivering the big tri when the incident occurred.

Rogue Wave departed Almerimar, Spain, in February, bound for Sidi-bu-Said, Tunisia. Two days later and some 100 miles north of the African coast - in shallow water - she ran into an Arifi (a cousin of the Scirocco), packing 45-50 knot winds. The waves were about 15 ft. high and 200 ft. from crest to crest. Rogue Wave was doing about 10 knots on bare poles with her 117 sq. ft. wingmast feathered when the 5-ft. diameter Shewmon sea anchor was jettisoned over the stern.

The crew had led about 100 feet of the rode through some deck hardware to three cockpit winches, thinking that they could let out more line afterwards. When the sea anchor took hold it brought the huge trimaran to a jarring halt, yanking some minor hardware out of the deck. The three cockpit winches held, however.

Tremendous tension was noted in the rode, "too great to risk paying out any more line after we got the thing made fast," quoting Follett. Notwithstanding, the sea anchor held the stern into the seas for 36 hours, until the storm abated. According to Shewmon, "When the sea anchor was retrieved, many of its longitudinal seams were found ruptured despite its tug-tested 10,000 lb. pull rating. The wind force on the boat was well under 1,000 lbs., so what caused the other 9,000 lbs. of pull?" Dan Shewmon then draws from Bowditch table 3303 showing that the circular surface water particulate speed for the reported 15-ft. waves must have been 3 knots.

 

Orbital rotation can cause extreme high loads in the case of large sea anchors, or small ones used as medium pull drogues.
Orbital rotation can cause extreme high loads in the case of large sea anchors, or small ones used as medium pull drogues.

When the boat was moving downwind on a crest at 3 knots the sea anchor must have been moving upwind at 3 knots in the adjacent trough. This adds up to a divergence of 6 knots, "which explains the missing 9,000 lbs. and the ripped out hardware and ruptured seams." (Quoting from the Shewmon paper, Sea Anchor - Rode Tactics.) The trouble appears to have been caused by a rode that was too short. Had the crew tied off 400-500' of rode (instead of only 100') the initial shock and the subsequent system loads would have been a great deal less. (Walter Greene seems to have run into a similar problem in File D/C-1).

Rogue Wave spent a few weeks in Tunis and then departed for Crete. About 100 miles from Sicily she ran into a Gregale (a cousin of the Mistral). This time Follett used a smaller, 3-ft. diameter Shewmon drogue. Transcript:

About a hundred miles or so east of Sicily, we streamed our smaller (3-ft. diam.) Shewmon drogue in an easterly wind of Force 7, in order to avoid plugging to windward. Worked much better. Lots of shipping about and we could maneuver with the engine whenever necessary [drogue in tow]. Didn't stop us but slowed us down a lot and was very comfortable. Not nearly as much strain (of course the wind was only about Force 7) and we could easily vary the length of the rode.

EPILOGUE: Tom Follett passed away shortly after Victor Shane obtained invaluable feedback from him. He was a close friend of Richard Newick and delivered many of Dick's fantastic wind machines to exotic places all over the world. During his lifetime he made fifteen Atlantic crossings and numerous other passages, successfully negotiating a variety of heavy weather situations in monohulls and multihulls.

Tom knew the sea. He could discern subtle differences between gales and compensate for them ahead of time. He knew when to heave-to in a H-28 monohull and when to deploy a drogue on a 60-ft. racing trimaran. We are very fortunate that just before passing he left some of his priceless knowledge to us.

Drogues on Trimarans

D/T-2 Trimaran, Newick

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VALD/T-2

Trimaran, Newick

31' x 26' x 1.5 Tons

5-Ft. Dia. Shewmon

Force 9-10 Conditions

File D/T-2, obtained from Thomas Follett, Orange City, FL. - Vessel name Galliard, Val ocean racing trimaran designed by Richard Newick, LOA 31' x Beam 26' x Draft 5' (2' 5" board up) x 1.5 Tons - Drogue: 5-Ft. diameter Shewmon (sea anchor) on 200' x 5/8" nylon braid tether, with bridle arms of 80' each and 1/2" galvanized swivel - Deployed in a whole gale in deep water about 300 miles east of Cape Cod, with winds of 45-50 knots and seas of 12-15 ft. - Vessel's stern yawed 10-20° during 48 hours of deployment.

This is one of several files Victor Shane was able to obtain from Thomas Follett. Follett delivered hundreds of boats all over the world. In February 1985 Follett and crew were delivering Galliard, a Newick Val 31 ocean racing trimaran, to Villa Mora, Portugal, from Vineyard Haven, Massachusetts when they ran into a heavy gale some 300 miles east of Cape Cod. Follett deployed a 5-ft. diameter Shewmon sea anchor off the stern - in drogue fashion. The boat was hove to the Shewmon for 48 hours, during which time the sea anchor must have withstood over 40,000 wave cycles. Transcript:

A crew of two and heavy load of stores. Boat was essentially a daysailor and not suitable for the North Atlantic in October, and we ended up returning to Norfolk. About 300 miles ESE of Cape Cod a NE breeze came up and increased to Force 8 or 9 with rough seas. Streamed a 5' drogue with a bridle to the stern ends of both amas [floats]. Bit of nuisance with the stern of the aka [main hull] jutting out and all cluttered up with antennas and with a spade rudder hanging down. Managed to get part of the bridle under the rudder at one time and this took some time to sort out. Unlike Rogue Wave [see file D/T-3] there was not enough windage on Galliard. Finally had to set a storm jib in order to reduce the tendency to surge forward and then snap back, as though tethered to a rubber band. Caused the drogue to collapse after a time and we had to reel it in for a sorting out. In general, however, we lay quite comfortably about 20° off the wind and very few seas broke aboard in spite of the heavy load of stores and crew. No damage to the drogue, except for the swivel, which got crosswise somehow.

Before 1981, Tom Follett was using warps and other makeshift drag devices during his deliveries. Typically the setup consisted of two lengths of rode, with a bit of sail or chain in the bight. The arrangement proved itself quite satisfactory when Follett was delivering lightweight multihulls. Here is a transcript of a report involving one such occasion:

Vessel name, Bonifaccio, 41-ft. trimaran designed by Dick Newick and built by Damien McLaughlin for a French owner to sail in the Double-Handed Trans Atlantic Race from Plymouth, England, to Newport, R.I. in 1980. Used warps (3/4" braided nylon) from both ama sterns with a 10-ft. piece of 1" chain in the bight. Each warp was about 200 ft. Wind about Force 8 from SW (blowing us in the right direction, i.e., towards Plymouth) with heavy rain. Rough sea. One part of the bridle led through a snatch block on the Ama stern and back to a cockpit winch. Very easy to handle the whole mess and the boat rode very easily. Not necessary to steer. Fresh breeze only lasted one night and we were back in gear about noon the next day. Fair amount of drift. About 2 knots, more or less.

General comments: The trimaran configuration makes the use of a bridle difficult when streaming a drogue off the stern. If one could get around to setting things up with the wind about Force 4, life would be easier. But unfortunately it's often Force 8 or more before one gets around to it. Then the difficulties are magnified and one often ends up doing it all wrong. The ideal system would be one which is easy to sort out, does not put too much strain on the boat or fittings and holds the boat fairly steady while riding easily. Not exactly compatible factors.

Drogues on Catamarans

D/C-1 Catamaran, “Sebago”

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SEBAGOD/C-1

Catamaran, "Sebago"

50' x 30' x 5 Tons

4-Ft. Dia. Shewmon

Force 9-10 Conditions

File D/C-1, obtained from Walter Greene, Yarmouth, ME. - Vessel name Sebago, ocean racing catamaran, designed by Walter Greene, LOA 50' x Beam 30' x Draft 7' (2' boards up) x 5 Tons - Drogue: 4-ft. diameter Shewmon (sea anchor) on 250' x 3/4" nylon braid tether, with bridle arms of 50' each and 1/2" galvanized swivel - Deployed in a whole gale in 100 fathoms in the English Channel with winds of 40-50 knots and seas of 20-30 ft. - Vessel's stern yawed 10° .

 

This is the second file obtained from Walter Greene (see also S/C-5). The same 4-ft. diameter Shewmon sea anchor was used on the same boat, Sebago, only this time in drogue fashion, off the stern. Her stern stayed fairly snubbed into the seas, yawing no more than 10° off to each side. (The bows yawed in excess of 45° in file S/C-5). This deployment took place in 100 fathoms of water in the English Channel. Conditions were atrocious - 40-50 knot winds and average seas of 20 ft. with much bigger waves now and then. The 160 sq. ft. wingmast on Sebago was a complicating factor. In an article appearing in the August/September 1988 issue of Multihulls Magazine, Greene was interviewed by Jack Petith about living with a wing mast in storms and provided the following opinions and observations (reproduced by permission):

The wing mast being in the center of the boat, does funny things with your center of effort.... Sailing to France we were, altogether, five days with no sail on the boat.... Sometimes we were hove-to and going backwards.... One time we put the sea anchor out for two days [off the stern]; but the sea anchor really beat the hell out of the boat - deck gear and waves crashing on the boat. I can see it working with a traditional mast. In fact, I don't think you could capsize a reasonable sized multihull with one.

Drogues on Monohulls

D/M-3 Monohull, Custom Ketch

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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.

Sea Anchors on Trimarans

S/T-13 Trimaran, Searunner

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JBROWN37S/T-13

Trimaran, Searunner

37' x 22' x 5.5 Tons

18-Ft. Dia. Sea Anchor

Force 8-9 Conditions

 

File S/T-13, obtained from Brian Hunt, Sacramento, CA. - Vessel name Born Free, hailing port Ventura CA, Searunner trimaran, designed by Jim Brown, LOA 37' x Beam 22' x Draft 6'11" (3' board up) x 5.5 Tons - Sea anchor: 18-ft. Diameter Para-Tech on 400' x 5/8" nylon braid tether and bridle arms of 100' each, with stainless steel 5/8" swivel - Full trip line - Deployed in a gale in 450 fathoms off the coast of Mexico with winds of 40 knots and seas of 20 ft. - Vessel's bow yawed 10° - Drift was 4.25 n.m. during 20 hours at sea anchor.

 

Brian and Trina Hunt were sailing Born Free from California to Norway, via Tahiti. In the trip down to Cabo San Lucas Born Free ran into nasty conditions off the coast of Mexico. Transcript:

We were actually having our best sail since the start of our voyage, nearly straight downwind with a single reef in the main and traveling along quite nicely with occasional surfs, which although exhilarating were not at all frightening. This was early in the morning and as the hours went by the wind continued to increase and the waves built in size until - under stays'l alone - we were surfing regularly down the faces of the waves which I would estimate to be 10-15' with very steep and sometimes breaking faces. It was really no fun anymore and with the conditions deteriorating I decided it was time to try the sea anchor. Deployment went well, using the DSB (deployable stowage bag), except for the tripline which fouled and had to be cut. We came bow-to the seas and the boat rode nicely. This was around 1:00 in the afternoon. As the day wore on the conditions continued to worsen and by nightfall I would estimate that the waves were in the 15-25' range, very steep and frequently breaking. The strongest winds and seas occurred at night, and not being able to see the surface of the water I could only estimate the wind at being something over 40 knots. Later, we met a vessel which had been in the same blow and they reported that their wind indicator was pegged at 60 knots for over 8 hours.

During the worst part of the storm we would sometimes be hit from the side by a large sea and it would knock our bow approx 60° off the dominant train. It would take the boat about 10-15 seconds to fetch up on the sea anchor and turn bow-to the seas again. At first light the wind had dropped to about 25 kts and continued to drop through the morning. I then pulled the sea anchor in. We had no damage and had spent the duration of the blow in our bunks. This is not to say we weren't frightened - we were, right to our very cores. But what is really scary to me is the thought of trying to steer through that mess in the dark when you couldn't pick your way through the worst of the waves. We probably would have made it through, but at much greater risk and discomfort to our boat and ourselves.

I've since related this experience to many other sailors and I'm still amazed at the lukewarm attitudes toward sea anchors. I usually have to tell them three times that it was used off the BOW and not the stern! Most think it is a multihull tactic and not in the realm of monohulls. However, heaving-to, running off and lying a-hull all require searoom, the lack of which could mean disaster. Not to mention broaching, rolling over, pitchpoling. Why risk these things?

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Sea Anchors on Trimarans

S/T-12 Trimaran, Searunner

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JBROWN34S/T-12

Trimaran, Searunner

34' x 21' x 5 Tons

15-Ft. Dia. Sea Anchor

Force 7-8 Conditions

 

File S/T-12, obtained from Ted and Karen Cary, Weymouth MA. - Vessel name Sequester, hailing port Stuart FL, Searunner trimaran designed by Jim Brown & John Marples, LOA 34' x Beam 20' 11" x Draft 6' 5" (2' 6" board up) x 5 Tons - Sea anchor: 15-ft. Diameter Para-Tech on 400' x 5/8" nylon braid tether and bridle arms of 100' each, with 1/2" galvanized swivel - Partial trip line - Deployed in gale in deep water about 50 miles SW of Bermuda, with winds of 35-40 knots and seas of 8-12 ft. - Vessel's bow yawed 10° - Drift was estimated to be 10 n.m. during 10 hours at sea anchor (0.5 -1 kt. Gulf Stream).

 

By now the reader must have noticed the number of files that involve boats running into gales on their way to or from Bermuda. Transcript:

Before leaving Buzzards Bay for Bermuda I changed the boat to my secondary anchor and rode, and rigged my primary rode and bridle to the para-anchor. The 400' tether (two 200' sections) was then shackled to 30' of 5/16" chain, and that to the bridle's center thimble. Tether & bridle are all 5/8" double braid nylon.

The rode was chainlinked and flaked in one of my forward wet lockers, in the wing deck. The legs of the bridle I led around the bow pulpit stanchions and secured with masking tape and light line, tied with slip knots. To deploy all I had to do was unbag the chute, pull the slip knots, tie on my tripline and slam dunk.

As we approached Bermuda the wind headed us until it was nearly dead on the nose and building. I had the boat overloaded and in the steep, big waves (wind vs current) we were pounding the underwings mercilessly, making very little progress. Having the para-anchor we set it and had the option to stop, rest, and evaluate, and also run up an antenna wire for the Weatherfax to get some info. The developing LOW southeast of us was an unwelcome surprise and turned into Hurricane Grace two days later.... After 10 hours we made the decision to retrieve the chute and make a desperate motorsailing dash for Bermuda. Conditions were as bad or worse when we retrieved the chute as when we deployed it. One thing complicated the retrieval: we had a partial trip line [on two floats] and the retrieve float never did stay downwind of the chute, but appeared to lie almost 90° from the tether between the chute and the boat [probably due to the influence of the northwesterly current]. To retrieve it we couldn't just follow up the rode but had to motor off to starboard to pick up the float ball - not easy. Next time will use a FULL trip line. In any case, we made it to Bermuda (cheated and came over the reef - love these shoal draft boats) with about one gallon of gas left, and both of us totally whipped. Harbor radio sent the rescue boat around to lead us into Hamilton, where we sat out hurricane Grace. No offense, but I'd rather be in port than on the parachute for that event.

Sea Anchors on Trimarans

S/T-10 Trimaran, Searunner

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BROWN31S/T-10

Trimaran, Brown Searunner

31' x 18' x 2.2 Tons

12-Ft. Dia. Sea Anchor

Force 7-8 Conditions

 

File S/T-10, obtained from Donald Longfellow, Garden Grove, CA. - Vessel name Take Five, hailing port Ventura, Searunner trimaran designed by Jim Brown, LOA 31' x Beam 18' 6" x Draft 5' (2' 6" board up) x 2.2 Tons - Sea anchor: 12-ft. Diameter Para-Tech on 300' x 7/16" nylon braid tether and bridle arms of 45' each, and 1/2" galvanized swivel - Full trip line - Deployed in Papagayo conditions in shallow water (25 fathoms) about 20 miles off the coast of Nicaragua with winds of 30-40 knots and choppy seas of 6-8 ft. - Vessel's bow yawed 10° - Drift was estimated to be 3 n.m. during 6 hours at sea anchor.

 

Papagayo winds can come up unexpectedly. They are caused by an intensification of the trade winds in the southwestern Caribbean, blowing offshore through narrow gaps in the mountains of Central America, setting up a short, nasty chop that may run at a 30-50° angle to the predominant wave train. The real difficulty for small craft is not the size, but the steep and confused nature of the seas. Papagayos can last for a few hours, subside slowly, then come back up again. They are most prevalent from December to March. The name Papagayo comes from the Gulf of Papagayo - northern Costa Rica - where they probably blow the hardest. Their southern limit is fairly distinct, being about 10 miles south of Cabo Velas in Costa Rica. The Papagayo is harder to predict than its cousins to the north, the intimidating Tehuantepeckers of the Gulf of Tehuantepec (Mexican isthmus) and the Santa Anas of Southern California. The owner of Take Five has equipped her with a number of drag devices, including a Galerider. On 29 January 1991 he deployed a 12-ft. diameter sea anchor to cope with Papagayos. Transcript:

Because the wind was coming out of the breaks in the coastal mountains it was blowing 30 degrees off the direction of the primary wave track (120° magnetic). Adjusting the length of one bridle arm didn't rotate the boat sufficiently so I re-led the starboard bridle arm to a snatch block near the stern of the starboard float. This allowed the boat to face into the large waves coming from farther down the coast, which I considered more important than facing directly into the wind. The centerboard was up but side-to-side yaw wasn't a problem. Despite the atrocious looking sea state I eventually noticed that the boat decks were dry and, except for an occasional errant wave slapping the hull, the boat was quite comfortable. Drift was more than what I've experienced on other occasions that I've used the para-anchor. Perhaps there was a current present or perhaps it could be attributed to turning the hull 30 degrees to the wind.