Where candidates fall short
Most candidates can list preparation steps but collapse under follow-up. Examiners report two recurring weaknesses: first, candidates treat heavy weather preparation as a checklist exercise and cannot explain the reasoning behind each action; second, they have little to say about a disabled vessel — they focus on seamanship under power and go blank when propulsion or steering is lost. At command standard you must demonstrate judgement, not inventory recall.
Pre-departure and pre-weather preparation
Seaworthiness is not a snapshot taken at departure; it is continuous. Before heavy weather:
- Stability: confirm the vessel is within the approved stability booklet. In a small yacht the critical variables are fuel/water consumption and any deck cargo or gear stowed high. Know your GM — a stiff ship can be uncomfortable and structurally demanding; a tender ship is dangerous.
- Watertight integrity: hatches, ports, skylight closures, cockpit drains clear and free. Engine room and bilge systems tested and operational. Any compromise in the watertight envelope must be rectified or passage postponed.
- Securing: loose gear stowed and lashed below and on deck. Anchors secured for sea. Galley made safe. Crew briefed — including passengers who are not seafarers.
- Steering: tested within 12 hours before departure (SOLAS V/26.1); log the test. Confirm auxiliary/emergency steering arrangements are understood by all watchkeepers.
- Crew readiness: hours of rest complied with before the watch pattern begins. Seasickness, fatigue and inexperience degrade decision-making faster than weather does.
- Routing and forecasts: consult forecasts, NAVTEX, Inmarsat-C SafetyNET. Consider whether to delay, divert or seek shelter. Communicate intentions to a responsible contact ashore.
Managing a small vessel in heavy weather
Small vessels are more sensitive to master's helm and speed choices than large ships. The fundamental decisions:
- Speed: reduce to maintain steerage and structural safety. Slamming is not just uncomfortable — it is fatiguing to crew and damaging to structure.
- Heading: avoid beam-on to sea where possible. Quartering or head-to-sea is generally preferred; the correct choice depends on sea state, hull form and searoom.
- Heaving-to: a valid tactical option on a sailing vessel or a twin-screw motor yacht in extreme conditions — buys time to manage a problem below.
- Searoom: anticipate leeway. A disabled vessel near a lee shore is a SAR incident.
Disabled ship
This is the area examiners probe hardest and candidates prepare least.
Loss of propulsion: deploy anchor if in depth and searoom allows — this keeps the vessel off a lee shore and holds her steady while repairs are attempted. Issue a MAYDAY or PAN PAN as appropriate. Stream a drogue or sea anchor from the bow if anchoring is not possible; this slows drift and keeps the bow into the sea. Notify the company/DPA and the relevant MRCC. Prepare crew for possible evacuation but do not abandon prematurely.
Loss of steering: emergency steering must be available; the master must have demonstrated this to watchkeepers in the emergency steering drill (at least every three months, V/26.4). On a small vessel, alternative steering may include: direct tiller arm in steering flat, jury rudder, use of engines (twin-screw), trailing warps asymmetrically to influence heading. Reduce speed immediately — loss of steering at speed is catastrophic.
Combined failure: treat as imminent distress. Alert MRCC early; a vessel requesting assistance before the situation deteriorates retains more options than one that waits.
In all disabled-ship scenarios: maintain the log. Record decisions and reasoning. The master is accountable.