Question 1

MERIDIAN has 40 litres of diesel remaining. The Yanmar 3GM30 consumes approximately 1.8 litres/hour at 2,200 RPM giving 5 knots. Is there sufficient fuel to reach Falmouth and what is the planning margin?

Accepted Answer

Calculation: 40nm at 5kn = 8 hours. Fuel required: 8h × 1.8L/h = 14.4 litres. With 40 litres available this gives a large margin. However: Force 6 head or beam seas will reduce speed to 4kn and increase fuel consumption to ~2.0L/h. Revised: 10h × 2.0L/h = 20 litres. Still comfortable. Note: diesel engines can run tanks dry and require bleeding — stop when 10-15% remains (4-6 litres), do not run to empty FUEL PLANNING: the calculation shows adequate fuel with margin — but the margin must be preserved. Running a diesel to empty introduces air into the low-pressure fuel circuit, requiring bleeding to restart (potentially not possible without the manual pump at sea in rough conditions). Keep 15% reserve minimum. In Force 6, fuel consumption rises with hull resistance — the calculation shows this remains manageable. Monitor fuel consumption rate from the first hour of motoring and recalculate. Coastguard updated with fuel situation is appropriate if margin reduces below 20%.

Question 2

MERIDIAN: a loud crack — the port cap shroud bottlescrew has failed. The mast is falling to starboard. What are the two most urgent actions in the first 30 seconds?

Accepted Answer

Action 1: call "MAST DOWN — ALL HANDS — GET CLEAR" immediately — crew clear of falling rig (mast, boom, and rigging wires striking crew is the primary injury risk). Action 2: put helm hard over to head into wind (reduces apparent wind loading on the collapsing rig). Then immediately: engine start, assess crew safety, assess hull damage FALLING RIG INJURY PREVENTION: a 15m alloy spar, boom, sails, and 200m of standing and running rigging falling across the deck is lethal. The immediate verbal warning gives crew time to duck or move. Attempting to catch or grab the mast (Option D) causes broken wrists and worse. Heading into wind reduces apparent wind loading and may slow the rig's fall slightly. The engine will be needed — starting it now (before rig tangled in propeller) is better than starting it in 5 minutes with the rig over the stern. The Mayday call comes once crew safety is confirmed.

Question 3

The mast and rigging are over the starboard side, partly in the water. What are the two immediate dangers from the rig over the side?

Accepted Answer

Danger 1: the rig acts as a sea anchor — it will pull the vessel beam-on to the seas and risk capsizing or swamping. The mast can also hole the hull where it contacts the topsides. Danger 2: the rig entangles the propeller — if the engine is engaged before clearing or securing the rig, the shaft may be fouled or bent, removing propulsion entirely RIG OVER THE SIDE: the two primary dangers both threaten hull integrity and propulsion. Beam-on in Force 6 with a sea anchor to starboard — the vessel will roll through 50-60° in each seaway, potentially taking water over the rail. The mast repeatedly striking the topsides can open seams. Most critically: the engine is the only propulsion remaining — losing the propeller to tangled rigging is catastrophic. Assess the prop situation before engaging the engine: if the rig is over the stern, do not engage the engine until the area is clear or the risk is assessed.