Відео

Wow, a timely message. I worked all 2023 with a new sailboat owner who came out to race every Wed. I tried to impart to him the basics, I layer things when coaching, give him the basics and start layering onto them. Thing is, this guy appears untrainable. It was like 50 First Dates every time I stepped on the boat. He's a great guy, hilarious, and earnest, but he just wasn't figuring out what he needed to figure out. Flash forward to the first day of racing 2024. He had done a ton of work on the boat, modernized things, etc. We went out to the race course and it was the 51st date. By now, I have had confirmation from other sailors that the guy was pretty much untrainable. I am a pretty good teacher, I get inside the head of someone trying to learn whatever, figure out what their next question will be. I even taught college for 8 years and had a great rapport with the avg student who saw me fair but challenging them. So on the boat this first day of racing, it turned into an absolute s41+ show. The guy caved under confusion - I wouldn't even call it pressure - during the start sequence of the race. I look over and see a beauty of a J80 bearing down on us ready to t-bone us amidships. The skipper's face was contorted in surprise. By the grace of God our boat swung on its own by an autogybe, out of the way just in time. Like you, I went asymmetric, as I call it. I am a very cool under pressure guy but this guy needed some immediate full strength religion. I unleashed a tirade of sailor explicitives, got him away from the tiller, and sailed for open water away from the starting line. The situation warranted the explosion - this guy will never get it. However, the dynamics were such, and the ignorance of the boat owner/skipper was great enough, that the lesson was wasted. While we patched things up well-enough on personal terms, I did not get in his boat again. Here's the rub, you ready? A couple of weeks later he t-boned a Pearson OD with one of the best racing skippers driving it, blasting a hole in the hull. I could not be part of such an absolute s41+ show, and I have a lot of patience. The End.

I’m building a short Dyneema loop to have at mid ship for docking in tough conditions. Love your videos

Very important information. Coast Guard Auxiliary should develop it into an advanced Boaters Safety Course. Most of this information is not new to me but it reinforces the training that I got in Crew and Coxwain training in the Coast Guard Auxilliary. It helps to have it presented again in such a clear and succinct manner. Like the stories also. Caught the reference to possibly moving to Down East Maine. Moved to Lubec 9 years ago and loving it. Belfast would probably be the best spot for you if you are looking to work in the Marine sector as there is a lot happening in that area. But if you move Away Down East check out Jonesport, Machiasport, and Cutler. Or like us, when you run out of coast line settle in Lubec. Eastport might be a good spot to check out as well. Not sure if these comment sections facilitate two way communications but would be happy to talk to you about the area. Maybe stop by for coffee or a drink sometime when you are in the area.

North Up vs Heading Up? If I'm near shore for the day I much prefer Heading Up as I have the shoreline for reference. After dark, or further out or limited visibility, I switch to North Up. May sound complicated/confusing but it really isn't.

Most marinas/harbors where I boat are raised up on channel 9 for transient docking ,etc

I absolutely LOVE your training methods, simple and logical. I am new to my little 21 foot single screw inboard. WAY different handling characteristics than an outboard motor, as you of course know. Atlas Pompano 21. Thank you for your help!

Excellent, simple, complete instruction! Thanks!!! Venice,FL

Brand new to your channel, not a sailor but have been a professional pilot for 56yrs. It pays to remember that sailors and pilots are exposed to 3 major threats when under way. 1. Loss of human life. 2. Damage to expensive equipment. 3. Loss of reputation. I believe that if we are mindful of these threats and take preventative measures private flying and boating safety would be vastly improved.

G'day from down under, where Port is on your Port when going into Port :) Just wondering if you have done another chart plotter video? I loved this one and will use it to help me set up my GME G Plot, but was wondering if you've done a follow up? Keep up the good work, I'm new to your channel, but really liking and learning what I have seen so far. Cheers Michele

The cleatoris in the galley 😂

Well done Chief. Love to hear the stories. I have a son that was a Chief in the US Navy, he’s retired now, but like your’s, I love his Sea Stories. Carry on, Sir (yes, l know, but it’s in the form of respect), and thank you for your service.

The missus

Really like this. I have a 65ft Hatteras Motor Yacht. When and where are PFDs appropirate on a larger boat? As of right now, my rules are when under weigh no one 16 and younger out of the deck house (fore or aft decks) without a PFD on...regardless of how many dolphins there may be!. Also when leaving and returning to the dock, my line handlers must have PFDs on. Ditto when launching or recovering the dingy or doing dingy work. Any suggestions on doing better?

The other thing with a cleat hitch when there is a huge strain it can get locked up and you can't get it lose. You can also double up dock lines with a dipped eye like we did in the Navy. Put the eye on the bollard, get the ship secure and tension adjusted. Pass a bite back to the pier sideline handlers. Dip that bite in the eye and over the bollard. If you need to get underway without pier sideline handlers, you can. Just slack the line going to eye. Take the eye off and leave the bite on the bollard, you have total ship side control of when the line is let go. We probably aren't going to have bollards in the recreational world. But you can do this on a piling or a cleat as well. Oh, don't put the eye over a piling that's going to be out of reach at low tide. I never did this. But I've seen it happen.

So simply explained! Thank you!

Is it true that 3 flares one after the other is an S.O.S. visual distress signal.

The older, the wiser. Thank you for making these helpful videos. May God bless you.

Nicely done and demonstrated. 👍🏻

Even coming into a slip my first line to secure is midship ! If the wind is astern i tie my midship line to the first bollard on the dock with rudder pointing away from the dock !

So nice to know your back, although I've just discovered your channel a few months ago i was wondering why so few videos. And btw the sea stories and simple the best. Looking forward to learning more and hearing more sea stories. Thanks

Leaving the boat in gear to hold tight to the dock could be dangerous. If the line snaps, or the cleat rips out you’re going to hit whatever is in front of you. This method should be used sparingly at best. Otherwise a solid review.

Absolutely essential 🙌 thank you Captain!

Awesome necessary content 🙏 Only thing I notice amiss is a sound quality issue, lots of 'hiss/noise' remedy with a better microphone, otherwise great content, to the point no excess fluff or clickbait annoyance. Thank you for the lessons. Happy safe boating to you and the community here. Very grateful for what you are doing.

I think your presentation could be improved with "better" notations, ie : 1&4 breast lines, 2&3 spring lines. ( it's a small thing, but to me the notation 1-4 [at least at first glance] by convention means all lines 1 2 3 & 4. None the less thanks for your video.

Love your videos. One lesson I learned as a sailor. If you're under full sail, and not motoring. Someone goes overboard, as skipper you should A) start your engine B) do NOT worry about the sail C) "Drive the boat under power" and D) circle back to MOB person into the wind. Do not get all caught up with dropping sails etc. The motor is more powerful then then sail.

Enjoyed your video. It reminded me of my days in the Navy. I once had to move an aircraft carrier 20’ down the pier without power or tugs to keep the down elevators from crushing some crates as the tide ebbed. I took slacked the forward spring lines and had about ten guys sit on the aft spring lines. Slowly the line would come down as their weight move the 1000’ ship backwards. We kept repeating the procedure until we got the ship moved to its new position.

This video is cool, but missing an important piece - and thats the class of boats, for instance you don't talk about sailboats and how those impact the right of way. An so on for commercial vessels .

Actually, I should probably make my running nights as big as these because maybe these knuckleheads will actually see my boat

For over ten years you haven't had to do or learn any of this. You simple set your GPS on you phone and away you go.

Mid cleat works well, but only when you can access it. Often your crew is limited to a stern swim platform for getting off the boat onto the dock. In that case you use what you have first, the stern cleat. In my boat the mid cleat is 7 feet off the water. You get off my boat from the swim platform. In small boats your mid cleat ideas work well. In large boats the mid cleat is often only available after the stern cleat is tied.

Watch several of your videos. You do a great job. Keep it up!!!

No where in the Nav Rules is the term "right of way" used." It implies that there is such a thing and there is not. A vessel is either stand on or give way. In the event of a collision, both vessels share the guilt.

One good trick for a predictor line and range rings is if you can set them at 6 minutes. This is because 6 minutes is a tenth of an hour. 1 knot is 2000 yards an hour. If you're going 10 knots you know you'll go 2000 yards in 6 minutes.

Totally agree. We were told to handle boat in dutch locks with stern line then move it forward with motor to next bollard to fasten bow line. Unfortunately that only works if you have an agile crew that makes its way forward rapidly to catch the bollard precisely. Otherwise the bow will.veer off the lock wall pivoting off the stern line until the bow reaches the opposite wall of the lock..Yes, that happened and the currents from lock.loading.pushed bow into opposite wall and could not be fended off..Result was the pulpit was bent. A costly repairnevent, obviously-apart from.the humilation and apprehension it caused for subsequent lockin required. Eventual.remedy was to install bow thruster which.allows one to singlehandedly approach lock.wall.gently amd peacefully fasten middle cleat on to bollard. I then sit peacefully with the line in my hands while water enters or leaves the lock. Until lock traffic light turns green for exiting..Other useful detail is to place a large ball fender (.45 cm.for a 30 foot boat) inside the bow tip and just inside the stern corner. These two fenders complement the middship fenders to keep your topsides well protected as well as avoiding stress.

Its great advice but it changes depending on who is under power and who is under sail.

I often make fast to the mast. It always works well.

I sure wish you had snuck in a quick comment about WHEN to take the action. In short, rule 8 a says that we should take our action early and 8 b says it should be made obvious. Too many boaters wait until they are uncomfortably close to the other boat to take their action. When action is taken early and it is made obvious, it not only puts the stand on vessel operator at ease, it essentially negates any need for sound signals.

Green to green, Red to red perfect safety go ahead. If to your Starboard does Red appear it is your duty to keep clear.

Great channel, Captain. Leaning a lot. Please keep them coming.

Biggest boat has right of way in the real world. They will swamp you without hesitation

One important aspect not mentioned in this video is that the simplistic method of using red and green navigation lights in all situations applies to POWER BOATS ONLY. Sailboats sailing downwind on broad reaches or approaching while both on a starboard tack will result in the stand on vessel seeing the red light. This video could be dangerous viewed by novice sailors.

Left yields to the right. No one has the right of way.

Should sounding horns occur in any of these situations?

Thanks for your vid man … I’m learning in rivers been fishing tournaments (bass) an my friend been teaching me a lot and ppl don’t realize yes we can an do have a blast but danger is present if we are inexperienced anyway yesterday me an my friend was heading out of a river inlet to the bay side or to sea and was wander why this boat was heading straight at us an we was taking red bois to our right heading out but it worked out but I’m here to learn thank u

My preference is to have the eye through the cleat on my boat, the working end through the eye of the cleat on the wharf or other boat and returned to my boat, this way I have control of both ends and no one can release my boat by accident.

Agreed. I dock in a very tight berth that is often windy and also has strong currents due to river flow and 3m tides. I always tie my first line amidships.

We wear Spinlock DeckVest Lite, comfortable and light. Interestingly, the blue ones have uscg approved labels, (type II, I believe) the white ones don't. Same model, identical. I have bad discs in my neck, so having something heavy or bulky around the neck is more likely to be not worn. Thank you for sharing your knowledge and experience Capt.!

To make it easy to remember ... right , green , starboard all have more than 4 letters . Left , port , red have 4 letters or less .

Is it true to think: Powered vessels (more often than not) must give way to vessels under sail? And larger ships have right of way over small craft.

It's actually as you go from a larger body of water to a smaller then red buoy on your starboard side. Except in ICW or if you're in other parts of the world where it's reversed