The following is written to illustrate that attempting to attend a DCA rally is not always a pleasant, safe experience and that, as has been argued in the Bulletin, things can go wrong. One must be prepared to accept and cope with the situation.

The South Coast rally for Saturday 13th July 1991 was to be at Oxey Lake, just to the west of Lymington, on the Solent. My son David, membership no. 1656, and I planned to launch from Warsash on the mouth of the Hamble during the Saturday morning, as indeed we had done many times before. A study of the Portsmouth tide table resulted in the decision to set sail at approximately 1130 hours, stem the last of the flood, and take the falling tide westward. David had to leave his home in Thame fairly early to arrive at Marlow by 0645. The last of our food and equipment was loaded in the car and we set off, with the Mirror 16 Viking in tow, at 0705.

The forecast was for south westerly winds strength force 4, and some rain. Nothing that we had not experienced before, although it meant a long beat to the west. In the event, we rigged the boat in the rain, both becoming very wet in the process. Two reefs were put in the mainsail and half the genoa furled. Having parked the car and trailer, we departed the Warsash hard at 1105, with David on the helm. Several tacks were put in to clear the mouth of the river Hamble and then course was set for Calshot Spit. Conditions were acceptable but not comfortable. However, upon rounding Calshot Spit we experienced very rough water with an apparent increase in wind strength, which was now estimated to be force 5 south-westerly.

The port tack back towards the mainland shore proved to be very uncomfortable and the decision was made to close the Isle of Wight shoreline on starboard tack to achieve some protection. We assessed the crew and boat as able to cope with the conditions prevailing. Good progress was made, with the Cowes ferry passing close under our stern at one stage! The dinghy ‘bounced’ off the top of two or three very large waves, and the genoa was further reduced in size. David and I, sighting a small buoy towards the shore line, decided that we should attempt to pick it up and, using a flask of boiled water that we carried, make a cup of tea. Our position at this time was about half a mile NNE of Egypt Point.

At approximately 1320 there as a sudden loud bang. Glancing up, I realised that the mast was falling back on the boat, and thought that the forestay had snapped. David suffered bruised fingers but no other injury was sustained. The dinghy was kept upright, the mast and mainsail brought aboard and secured, and the roller reefing spar, plus genoa, was recovered from beneath the boat.

Although we had oars aboard, the conditions gave no encouragement for the long row back to Warsash. Two British yachts were sailing nearby and the nearest certainly saw the incident, but both yachts sailed away. However, a German ketch altered course towards us and asked if we required assistance. This we gratefully accepted and the ketch moved off, lowered it sails and, returning under engine power, threw us a line. By now visibility was very poor with continual rain and the mainland could not be seen. The German skipper enquired where we wished to be taken, and David, with the cheek of the devil, asked if he could return us to Calshot to put us within reach of the mainland! After consulting his chart he agreed and, with one man on the helm and one looking after the tow, the skipper studying his chart, off we went. Total distance towed was approximately 5 nautical miles.

Still the powerboat plague persisted, one approaching very close at high speed. By judicious waving of my fist, I succeeded in getting him to slow down until he was well past. The German crewmember supervising the tow touched the side of his head, indicating the he considered the ‘driver’ as mad!

On rounding Calshot Spit the German skipper offered to take us beyond the castle and eventually dropped us beside a mooring buoy in the creek near Fawley Power Station. As they left with our grateful thanks, the German skipper refused payment for fuel and suggested that the money be donated to the Lifeboat Fund. David and I then mopped out the dinghy and, in the shelter of the foredeck and mainsail, made and drank our belated cup of tea. After soggy sandwiches and cake, we both felt considerably better.

We then began to review our situation. During the tow we had ascertained that the mast had fallen because the screws fastening the forestay fitting to the foredeck and bow had all been torn out. Inspection of the woodwork proved it to have been sound. Since we had sailed the dinghy in stronger wind conditions than experienced during this incident, neither of us understood why the fitting gave way.

Jury rigging of a sail was discussed. Although plenty of line was aboard and an oar could have been used, this plan was discarded in favour of trying to re-erect the mast. A screwdriver and longer screws were available in the bosun’s box, and, adjacent to the shoreline, a floating pontoon. Rowing hard into wind we managed to reach the pontoon, and using the longer woodscrews, the forestay fitting was firmly secured to the splintered woodwork at the bow. This repair was considered to be strong enough to support the mast and genoa for running purposes. Warsash lay almost directly downwind from the pontoon. The tide was now falling rapidly and mudflats were beginning to appear so, after tidying up the dinghy, we cast off at approximately 1600 for the run across Southampton Water.

We successfully beached on Warsash hard at approximately 1730. After unloading the boat, recovering onto the trailer and securing, David telephoned home to let our families know that we were safe and that we were about to start the trail home. On the road out from Warsash we stopped for a very enjoyable fish and chip supper. The trail was successfully accomplished and we arrived at Marlow at approximately 2145.

The bow of the Mirror 16 has now been repaired and the bow fitting secured with even longer screws plus two through bolts with penny washers beneath the woodwork. The roller reefing stay has been re-riveted to the underside of the line guide, as it had been torn off as the gear went over the side. With hindsight one could say that the original design of the dinghy should have called for use of bolts and large washers as now incorporated. However, the dinghy is now 13 years old and, as previously stated, had been sailed in stronger wind conditions without problem and the woodwork is sound.

Would I go again?

Of course, but I will now consider another line of reefing cringles in my mainsail.

Would I hold the DCA responsible for the incident?

Certainly not. It was my decision to launch in the first place. At Calshot, we could have turned back but, again, it was my decision to go on. My reason for doing so were that we had sailed together in the Mirror 16 through stronger wind conditions than were in force at the time of the incident. I know that David concurs the preceding remarks.

Had we arrived safely at Oxey Lake, we should have met friends, both old and new, a very pleasant experience. In the event, we did not arrive, and I feel that all members should remember that experience is gained by doing, but that it’s not all plain sailing.