Thank you so much for taking me through the advance sea survival course.

I still think the pool is up there with one of the most scary things I have ever had to push myself to do in my whole life and hope in a way that I never have to use the skills that you showed us this morning but I am glad that I did it and would appreciate if you can investigate into where I grab one of those black life jackets from and a 3 clip boat line too.

I think you really stepped up to the mark in my opinion and are very knowledgeable in your field. if you ever need a testimonial or if a chick/blokie ever wants reassurance regarding you and the course I would definitely recommend you as the best in the field, You professionalism and encouragement to complete the course blew me away.

Thanks a mil again and look forward to hearing as to where I can pick up one of those sexy black number life jackets.

Al and Brett did not mean to shoot off without saying goodbye assumed you were both following me to the carpark, obviously not.

Brett I think you and Brendon should do Kawau stuff the pizza over till next weekend or take a day off in the week and get it done then.

Louise

An IMX 38 yacht was designated for the trip. It was certified to carry up to 10 people in Category 2 waters (up to 60 miles from a safe haven). Regulations required it to be manned by the skipper and one other designated crew determined to be ‘one other person on board deemed experienced by the skipper’. The operating company had conducted some risk assessments, but none specific for operating with a totally inexperienced crew. The group arrived at the marina at 0830, full of expectations. For most, this would be a new experience and they were looking forward to testing their sea legs. Things did not go well from the outset. There was no one to meet and greet the group. The nominated vessel had been changed, but the group were not told this. When they eventually found the yacht, the nominated skipper said that he was unwell and was waiting for the replacement skipper (who was also the director of the company) to arrive. To make matters worse, the boat had been out of the water for 8 months and little had been done to prepare it: the yacht was dirty, both below and between decks; ropes were tangled, some were covered in algae and the locking cleats did not work properly; the deck was slimy; and the impression was, that the yacht had been uncared for and very poorly prepared. The replacement skipper arrived at about 0920. He agreed that the unwell skipper could remain on board in his bunk during the trip. The skipper then introduced himself and was advised that there was a Day Skipper qualified person among the group, but he was unaware of the group’s experience prior to this. A superficial safety briefing followed. The skipper emphasised the need to keep low under the boom and that the lifelines were to be always clipped onto the jacklines. Contrary to the Company’s Safety Policy, there was no mention of the use of liferafts, flares, radio operation or how to start the engine, and the Day Skipper found the VHF radio to be switched off. At this point, some of the group were on the point of leaving, but they decided to see the day out; after all, they were due back alongside at 1700. There were further delays as the mainsail and genoa were rigged. Fuel and water were then loaded before the yacht finally left the pontoon at 1130 – 2 and 1/2 hours behind schedule. The group were disgruntled, but at least they were on their way. Once into the wide channel, the group were more relaxed and they settled down to the business of sailing. The Day Skipper was by now on the wheel, with his safety harness clipped onto the rod backstay. A light lunch was made, and at 1350 the yacht came about and made a straight run back down the channel. The wind was from the WNW at force 6–7 and the yacht was making between 7–8 knots over the ground. As the yacht was heeling to port, the skipper instructed three of the group to sit on the high side to try to bring the vessel onto an even keel. Being inexperienced they felt uneasy about this. As the yacht approached the channel entrance, the weather had worsened. It began to rain, the wind was gusting force 8 and there were white horses on the wave tops – the group were obviously unsettled. The skipper suddenly decided to return to the marina and, with that, things immediately took a dramatic turn for the worse. Figure 2. Day skipper’s leg position in the traveller – .. . At 1426 the yacht was tacked back up the channel. The skipper then asked the Day Skipper to start the engine. The Day Skipper unclipped his safety line as he prepared to check that the engine control was in neutral, but he found the lever to be seized (Figure 1). He spent the next 2 minutes releasing it; he then moved in front of the wheel to go down below to start the engine, but he was brought to an abrupt halt.

His foot became entangled in the traveller because his safety line became taut (Figure 2). His line had not been released as first thought. The skipper, now distracted, turned round to release the safety line and, at the same time, the yacht conducted an inadvertent gybe. The boom moved rapidly from starboard to port, trapping the Day Skipper’s leg with the mainsheet, causing multiple fractures to his right leg. The boom immediately returned to the starboard side. The Day Skipper clambered to the forward part of the cockpit. At the same time, another of the group, with the help of the unwell skipper, managed to start the engine. Figure 3. Key accident points showing in the GPS chart – .. . At about 1432, as the tension increased, the skipper mentioned the need to lower the mainsail, but he did not direct his instruction to anyone in particular. The lady operating the traveller stood up, possibly to help with the sail, and at the same time the yacht conducted its second inadvertent gybe. The boom moved rapidly from starboard to port, hitting the lady on the right side of her head, causing her severe injuries and forcing her partially overboard. The skipper and two of the group pulled her back inboard. Bleeding profusely from her ears, nose and mouth, her situation was potentially life threatening. The skipper now busied himself in trying to get the sail down. A GPS track identifying the accident points is at Figure 3. The injured lady was then attended by the group. They kept her airways clear, but it was a further five minutes before a VHF ‘Pan Pan’ call was transmitted to the coastguard. The yacht then motored to a nearby jetty where the emergency services attended to the casualties.

As boat owners with lots of racing, coastal trips and several offshore passages under the belt we didn’t want to waste our time with 3 month long mass market course. Al was able to package up a tailored programme to suit our needs and co-ordinate a one-on-one training schedule to suit our availability. In a few sessions over a couple of weeks we had covered the entire syllabus and were well prepared for the theory exam.

Al was quick to point out areas where we were sufficiently knowledgeable and areas where further study and practice was needed. This ‘to the point’ style was what we wanted and it helped keep the pressure on to do the study and get the learning.

The on-water training was pretty intense and Al wasn’t afraid to highlight that by the end of each day we might hate him!! But when it came around to the 7 hour on water exam assessment with a Master Mariner the whole process seem like just going out for a normal day/night sail with a passenger – all thanks and testament to Al’s training and style of preparation.

With RYA Yacht Master and Powerboat ticket in hand we can now we can get on with the job hunting. Well worth the money and time.

Thanks Al.

Scott and Helen

Theory instruction

What impressed me was that Alan didn’t try to dictate how each situation should be handled. Instead he encouraged us to consider each and think about how to react
and make a plan for that. Then go out and practice it. If it doesn’t work change the plan.

The idea being that every boat, every crew and every situation is different. Next we covered some of the equipment. Alan made a point of the fact that there is a large difference between an item built to a price and to meet a defined standard; and an item designed and built to do the job well. Of course there will be a price difference, but a lifejacket that doesn’t inflate, or slips over your head when you are in the water is not a good look. Same argument goes for Epirbs. A particular bugbear of mine is safety equipment that has a limited shelf life. The stuff is expensive and IMHO should not need replacing/inspection/servicing every 12 months.

Preparation

This is probably more of an issue for cruisers than racers. The last part of the classroom session was a couple of movie shows, one of the Sy- Hobart Race (forget the year – the one where lots drowned; and one on how to get off a boat into a helicopter (don’t tie the string to your boat). A quick lunch break and then we were at the wave pool in Mt Albert for the practical. Alan had told me to wear the same kit I would wear if I were sailing at night on a long passage. So I turned up in boots, clothes and a full set of Henri Lloyd offshore gear. It did get a few looks from the other members of the public at the pool. My jacket has an integral harness and some foam sewn to the inside. It was top of the line gear before the big shift to inflatable jackets/harnesses. I like it because the minute I put it on I have a harness. The foam is wonderfully warm on a cold night, but I always wondered if the jacket would drag me to the bottom, it is very heavy.

The first exercise was four laps of the pool with your gear on. I was very pleasantly surprised to find the foam in the jacket provided positive buoyancy, I could lie on my back, I could also swim normally, though it was hard work. After one lap I kicked off the boots. When I bought them the salesperson made an issue of the wide ankles to allow this. And it worked. I did another lap – easy. Then I inflated the lifejacket. Now I had heaps of buoyancy and felt I could float forever (with just my jacket I would tire), but maneuverability was lost. Now all Now all I could do was lie on my back and paddle. There were three of us in the pool so next we formed a crocodile by linking together and paddling. This would get you somewhere and you would stay together. Back to the wave pool and same again but this time in half metre waves.

It got a whole lot harder. Then Alan fired a hose in my face, this made it really unpleasant, and suddenly it was easy to understand how people can drown wearing a lifejacket. The up market jacket had a plastic hood to go over your face – it made sense. Then the raft. We learned in a very practical manner the advantage of having a plan; you need to do the course to understand. We tossed the raft in the pool, jumped in and climbed into the raft. That was hard enough, difficult to imagine getting a wounded or comatose crew in. Here’s something to think about, when do you cut that guy loose to save the rest of the crew? Tough call.

One of the easier exercises

Inside the raft really sucks. Alan says the most important thing people learn on the course is not to get into a raft. Stay on the boat. Everyone who gets into a raft gets sick. It is small, it is uncomfortable. I spent all of last night thinking how, had that been real, I might still be out there in that thing. And it’s not a pleasant thought. The last thing we did was capsize the raft and one person got to right it with the others inside. I repeat, you don’t want to get in a raft – stay on the boat. At this stage you would be in full survival mode.

So what did I think? This is not a seamanship course. It deals with what to do when you have already made the mistakes and given up on your boat. An epirb or a Mayday call means “come and get me I am going to die”. I really liked Alan’s approach of simply encouraging people to think, come up with a solution appropriate to the boat, crew and circumstances, then practice it. There is a real danger to following the Cat 1 prescription, buying what‘s on the list, then saying you are ready. There is no substitute for experience; who is going to deliberately put themselves at risk to gain the kind of experience we are discussing?

Next best solution s a course like this where you practiced the bits you can and give careful

Following a busy morning in the classroom going through the technical things we adjourned to the surge pool at Mt Albert. Once all dressed in sailing gear we threw the life raft in and then pulled the cord on our PFD’s and jumped into the pool. The action in the pool was uncomfortable and to form a tight circle in order to survive was a real challenge. Then into the life raft. Claustrophobic, hot, wet, uncomfortably close. How would one survive for a week or two in one of these?? The key lesson I learnt was to make sure that I do everything possible to minimize the possibility that I will ever have to get into a life raft.

Following that course, I engaged Al to take me for several days of one on one training on our own yacht. This has been superb and far exceeded my expectations. From ensuring that we have a plan to dock in the marina, sailing on and off the anchor, to navigation skills and using the electronics on board effectively, man over board drills, radio communications, getting better performance form the sails, we have covered it all. He has been patient, direct, honest, and a very good coach. I have learnt heaps and if anyone wants to learn about the sea in small workable groups then contact him. No matter how skilled you are.

To improve my night sailing I have him booked for an overnight sail in the spring!!!

Burton Shipley

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09 Jul 2009 10:04 BST

A New Zealand four man crew named ‘Rowing for Prostate’ today snatched second place in the inaugural Indian Ocean Rowing Race 2009. Against all the odds, the team, who lost contact with shore over a week ago, completed the last few hundred miles of the race under stealth mode.

Click to watch video

Kiwis, Tom Wigram (31), Pete Staples (38), Billy Gammon (35) and Matt Hampel (34) who were all born in the UK left Geraldton, Western Australia on 19 April 2009 together with nine other crews, all aiming to row a mammoth 3,132 nautical miles to the beautiful Indian Ocean island of Mauritius. At 0701GMT today, the Rowing for Prostate crew reappeared, rowing their 29ft long purposely built, composite ocean rowing boat proudly over the finish line after 81 days, 4 hours and one minute, and up to the Grand Bay Yacht Club, where their family and friends where eagerly waiting to greet them.

Rowing for Prostate crew member Billy Gammon comments: “The Indian Ocean Rowing Race 2009 has been the most difficult challenge we have undertaken so far. Rowing all day to find you have gone backwards over old ground is the most demoralising feeling ever.”

“It’s been an emotional rollercoaster from start to finish but the elation to have succeeded in what we set out to do and to have finished in second place overall is the best feeling ever”.

During the team’s two year campaign leading up to and including their epic journey they have worked relentlessly to raise valuable funds and awareness for Prostate Cancer Charities in both the UK and New Zealand. The Indian Ocean Rowing Race 2009, which is one in a series of ocean rowing races organised by South West nautical events company, Woodvale Challenge Ltd is a perfect platform for charity fundraising and community support projects.

Simon Chalk, Managing Director of Woodvale Challenge Ltd comments: “Many congratulations to the crew of Rowing for Prostate on taking second place in the Indian Ocean Rowing Race 2009.

“Rowing 3,132nm in 81 days is an amazing achievement and to use a challenge such as this for the purposes of raising funds for charity organisations is extremely honorable. Each and every crew that took part in the Indian Ocean Rowing Race has done exactly this, raising thousands of pounds for a wide range of charities. Well done to them all.”

Check out Rowing for Prostate’s website here.

We were given the name of a provider but when I contacted them it was a course with 30 participants!

Numbers way to large for me never mind my 15-year-old son, so it was up to me to find a more suitable course.

After a lot of searching I came across Al Gwyer from Seawise, who provides courses that are small in numbers and can be boat specific – just what we were looking for.

After chatting with Al I was convinced this was a far better option and I even decided to do the course as a sail weekly on keel boats and had never done any safety training.

Al met us at his office where he provides the theory part of the course, a great spot over looking the viaduct, the other 3 participants were all doing the same race and even on the same boat, which was great, we were able to relate circumstance to the actual boat that they would all be on thus making things far more realistic.

The theory was made interesting and Al was able to use his many years of experience and that of the participants to give usexamples, he made sure that we all and especially my son understood everything and felt comfortable to ask questions.

The practical session was a real eye opener, one I shall never forget and this is what leads me to form the opinion that anyone who sails should do this course even if you do not go offshore it is an invaluable course.

We were taken to Mt Albert wave pool and dressed, as we would be aboard including life jackets, had to swim distances, complete drills and inflate our life jackets, sounds straightforward enough.

We certainly got tired pretty quickly and this was in a heated pool with no waves at the time.

Once we hit the wave pool the fun really began after leaping in and inflating our jackets we had to perform the crocodile and huddle routines in BIG waves with the lovely Al hosing us with dam cold water from the side (of course there was no smile on his face) I found the water in my face quite difficult and would really now like a lifejacket with a built in hood.

Launching, getting into, capsizing and righting the life raft was exhausting work.

The waves make it hard the hose makes it harder and this is still in warm safe water, I now understand the saying never step down into your life raft always climb up into it, as if your boat is still afloat that is where you should remain.

The life raft quickly fills with water, it is claustrophobic, it smells and seasickness starts within a couple of minutes I can’t imagine how people have spent weeks in one.

The course was excellent, it allowed us to gain theory and practical experience of sea survival techniques, Al was a great facilitator very relaxed, approachable and knowledgeable, and we rounded off a very good day watching Pacific Rescue with drinks and nibbles back at his office.

Watching the sunset over the viaduct what better way!

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