These answers respond to the questions originally printed in Bulletin 183, p.43, and which were reprinted with Len's answers in Bulletin 185, p.80.

Question 1

1D

Question 2

(a) Number 2. My experience with my Mirror is that the boat is stable so long as the CG of the crew remains within the 'water line perimeter'. This is achieved when sitting on the side bench but not when on the gunwhale. If sitting on the gunwhale with your feet hanging over the side the weight of the crew now lifts the opposite side of the boat causing a capsize. It is similar to the idea of putting a sack of potatoes in the boot of a car in icy weather. It must not be further back than the rear wheels, or it will lift the front wheels. It is important that the boat can carry reasonable sail area when the crew are sitting on the side bench. If they sit out beyond the gunwale there is a risk of capsize to windward if there is a flaw in the wind, making sailing in gusty conditions very tedious.

Suggested wording: "The boat should for preference be rather beamy and have good initial stability so that the demands on the crew are not too great. Fairly high freeboard is desirable to protect the crew from the elements. The boat should be ideally able to make reasonable progress to windward in good conditions with a F3 wind without the need to sit on the gunwale or hike out."

In para 3 I suggest the addition of masthead flotation.

In para 7 I suggest the inclusion of a safety harness and 5m line, to be continuously attached when making way.

(b) A strong bucket can be used as a drogue.

(c) Item 9 mentions the idea of telling someone where you are going. In my opinion this is a recipe for false alarms, although I believe it is now a legal requirement.

(d) I think out-of-date flares could be kept up to, say, twice their specified life provided they have been kept in dry conditions, to be used as a back-up. I do not believe they become unstable, but become progressively less likely to operate when required.

Question 3

When hit by an unexpected breaking wave, as from a high-speed ferry.

Question 4

(a) 100-degree capsize. Crew remain on the same side of the hull and lower the sails if possible (but not on a gunter rig). If not possible then release the sheets. Then push the CB down if not down already. Then throw the jib sheet over the boat. Helm swims round the boat using the mainsheet as a safety line and gets hold of the CB. He pushes against the lower topsides and the boat comes up, scooping the crew into the boat. I am very unhappy with the RYA procedure as it assumes youthful athleticism by the crew.

(b) Crew and helm climb on to the hull and raise the CB. Then hold on to the CB and lean back until the boat comes horizontal. Then proceed as before.

(c) 10 minutes.

(d) About a gallon of air, on average. I made some tests on my Mirror and seem to recall it required about 5 pounds of flotation at the masthead.

Question 5

A life-jacket may prevent you swimming down to escape.

Question 6

(a) Provide a loop of rope, from the mainsheet say, so he can put his foot in it as a step and climb over the transom. A few turns of a rope around the foot also works.

(b) It is claimed that you can push the person under and let them bob up, whereupon you can drag them aboard. In my estimation, it is better to support the person with his head above water using a rope around his harness or around his chest and try to tow him to safety or make a distress signal or Mayday. A boat will not steer when towing a person.

(c) False.

Question 7

Throw a dhan buoy to the person. Detail a crew member to point at him continuously. Press the MOB button of the GPS if available. Keep throwing rubbish overboard. Tack and return on a beam reach. Approach the casualty to leeward.

Question 8

The boat may be unstable if it contains a lot of water.

Question 9

(a) Approach very slowly to leeward so it does not blow down on to you or capsize you with its wash.

(b) Be ready to open self-bailers. You may need to rig a towing bridle.

(c) An alongside tow may help avoid a further capsize.

Question 10

(a) Causes of hypothermia. Exposure to low temperatures, especially in combination with unsuitable wet clothing and wind.

(b) Early symptoms are slurred speech, shivering and lethargy.

(c) Slurred speech (incidentally, very noticeable on some of my tape-recorded logs made on winter cruises).

Question 11

(a) D

(b) No

(c) Put on a hat.

Question 12

Is there grave and imminent danger to a person, vessel or aircraft requiring immediate assistance?

Question 13

(i) Look for water ingress. (ii) Try to blow into the chamber with a tube.

Method 1 does not fully immerse the tank to a realistic depth. Method 2 may find leaks between chambers but not to the outside world. It might open the seams due to the reversed pressure and the very large forces created over large areas of surface when carrying out the test. I think it is unrealistic to expect a plywood boat to have hermetically sealed chambers. I think it is sufficient test that the chambers remain dry when sailing in foul conditions.

Question 14

(a) Pyrotechnics are a very unselective method of sending a distress message and a signal lamp or radio may be better as they are targeted at a single recipient.

(b) Raising and lowering both arms. (Or burning a barrel of tar!).

Question 15

(a) The jib will keep the boat moving forward with steerage way and will prevent it from falling broadside to the waves. The loop of rope will slow the boat down to prevent it driving into the back of a previous wave and will lessen the chance of broaching.

(b) With limited sea room the use of a drogue streamed from the bow or stern will win some time. It can also be used from the stern when approaching a harbour in surf to help prevent the vessel from broaching-to. The lifeboats used to stream a drogue from the bow and back in under oars.

(c) A bucket, a sail bent to a spar, a long loop of rope, an anchor or a combination of these.

(d) Heaving-to is satisfactory for vessels that lie with their bow well up to the weather. It cannot be used once the sail area (small jib plus a bit of mainsail for instance) becomes too great for the wind conditions. Also it is punishing on the boat when conditions become very severe. My Mirror will also lie-to fairly satisfactorily under bare pole with the helm lashed to leeward.

Question 16

No cheating here.

(a) F4: 12 to 18, F5: 18 to 25, F6: 25 to 30, F7: 30 to 36.

(b) Light F2. Moderate F3. Fresh F4. Strong F5.

Question 17

Beneath a thunder storm and when close to high ground such as precipitous cliffs (as when dinghy cruising in Tierra del Fuego etc!).

Question 18

Make a distress call and apply CPR if they lose consciousness.

Question 19

(a) Place the affected part in cold water for 10 minutes.

(b) Risk frostbite or damage due to excessively cold treatment or apply anything to the burn.

Question 20

Polyester. Strong, resistant to UV, stretches just a little, reasonable grip, does not float.

Nylon. Stretches, resistant to UV, sinks, slippery.

Polypropylene. Low cost, floats, slippery, affected by UV.

Strength. Assume about 1 ton per square inch working stress for all of these.

I feel quite exhausted after that! But then Len has more energy than the rest of us. And he doesn't go around hitting rocks. Good sailing. David Sumner