Question 1

MERIDIAN approaches Falmouth at 0200 — a harbour the skipper has not entered before. What preparations are needed for this night entry?

Accepted Answer

Night entry preparation: pilot book/almanac open at Falmouth entry — read the entry notes; identify all leading lights and sectored lights from the almanac; brief crew on what they will see (list light characters, sequence, colours); call Falmouth Port Control on VHF (usual working channel); reduce speed to give more reaction time; post a bow lookout; ensure all boat navigation lights working; have anchor ready in case of confusion or engine failure on approach NIGHT ENTRY TO UNFAMILIAR HARBOUR: this is a high-workload evolution after a traumatic passage. Falmouth is a well-lit major port with clear leading lights — it is manageable at night with preparation. The alternative (waiting offshore, Option C) in Force 6 after a 10-hour engine passage with a tired 3-person crew on a dismasted yacht increases the risk of fatigue-related errors far more than the night entry risk. Port Control will often provide guidance for a vessel in difficulty. The key is preparation — know the light characteristics before entering, not discovering them at the last moment in the channel.

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.