do sailboats capsize easily

Don’t Let Your Sailboat Sink: Tips and Tricks to Avoid Capsizing

Imagine you’re sailing on a beautiful day, enjoying the breeze and the waves. You feel relaxed and confident until you notice a sudden gust of wind that tilts your sailboat dangerously to one side. You panic and try to balance yourself, but it’s too late. Your sailboat capsizes and you find yourself in the water, struggling to stay afloat.

This scenario may sound scary, but it’s not uncommon. Capsizing is one of the most common accidents that can happen to sailboat owners, especially beginners. It can ruin your sailing experience and put your safety at risk. But don’t worry, there are ways to prevent and recover from capsizing that you can learn and practice.

In this article, we’ll answer the question “Will a sailboat tip over?” and show you how to avoid capsizing your sailboat. We’ll also give you some tips on how to deal with a capsized sailboat and get back on board. By the end of this article, you’ll be more prepared and confident to sail without fear of capsizing.

Key Takeaways Sailboats can tip over or capsize, but this is rare and usually only happens in extreme conditions or due to human error. The stability of a sailboat depends on several factors, such as its design, size, weight distribution, ballast, rigging, sails, and crew. Sailboats have different degrees of tipping or heeling, from normal to excessive. The most severe cases are blowdowns and knockdowns, which can cause damage or injury. To prevent your sailboat from tipping over or capsizing, you need to balance the forces of wind and water on your boat, adjust your sails and course accordingly, reef early and often, avoid sailing in storms or strong winds, and follow safety precautions. If your sailboat does tip over or capsize, you need to stay calm, assess the situation, activate your emergency devices, try to right the boat if possible, stay with the boat if not, and wait for rescue.

Do sailboats capsize easily?

Smaller and lighter sailboats, such as dinghies and catamarans, are more prone to capsizing than larger and heavier sailboats, such as keelboats and yachts. 

This is because smaller boats have less inertia and less righting moment (the force that restores the boat to an upright position) than larger boats.

However, this does not mean that larger boats are immune to capsizing. In fact, every boat that has ever been manufactured can capsize in certain conditions, such as hurricane-force winds. 

Still, sailboats are particularly susceptible to capsizing in strong winds by their very nature.

This is why sailors will reef their sails in higher winds. Reefing sails reduce the sail area to slow you down and prevent being pulled by the wind. 

There are usually two places of reinforcement (sometimes three or even four on certain distance cruising boats) that may be lowered to create a smaller sail on the mainsails. 

This reduced sail area decreases the pressure on the sails and makes the boat easier to handle and more upright in higher winds.

Another factor that affects how easily a sailboat can capsize is its stability. 

Stability is the ability of a boat to resist heeling (tilting) or capsizing when subjected to external forces, such as wind or waves. Stability can be divided into two types: initial stability and ultimate stability.

Initial stability is how stiff or tender a boat feels when it first starts to heel. A stiff boat has high initial stability and resists heeling up to a certain point. A tender boat has low initial stability and heels easily with little resistance.

Ultimate stability is how far a boat can heel before it capsizes. A boat with high ultimate stability can heel very far without capsizing. A boat with low ultimate stability can capsize at a relatively low angle of heel.

The stability of a boat is determined by its shape, weight distribution, ballast (the weight added to lower the center of gravity), and rigging (the arrangement of masts and sails). Different types of boats have different stability characteristics.

For example, multihull boats (such as catamarans and trimarans) have very high initial stability due to their wide beam (the width of the boat). 

They can sail very fast without heeling much at all. However, they have low ultimate stability because once they exceed their tipping point (usually around 45 degrees), they are very hard or impossible to right.

Monohull boats (such as dinghies and keelboats) have lower initial stability than multihulls but higher ultimate stability. They heel more easily but can also recover more easily from extreme angles of heel. 

Some monohulls have self-righting capabilities, meaning they can flip over and right themselves without any intervention.

How do I keep my sailboat from tipping over?

Your sailing angle is the direction you are sailing relative to the wind. Different sailing angles require different sail settings and techniques to optimize your speed and stability.

When sailing upwind (close-hauled or close-reached), you want to point your boat as close to the wind as possible without stalling your sails (losing power). 

You also want to keep your sails flat (not too full) by tightening your halyards (the lines that raise and lower your sails), outhauls (the lines that adjust the tension along the foot of your sails), cunninghams (the lines that adjust the tension along the luff of your sails), sheets (the lines that control the angle of your sails), and boom vangs (the lines that control the angle of your booms).

When sailing downwind (broad-reached or run), you want to point your boat away from the wind as much as possible without gybing your sails (changing sides). You also want to keep your sails full (not too flat) by loosening your halyards, outhauls, cunninghams, sheets, and boom vangs.

When sailing across the wind (beam-reached), you want to find a balance between pointing upwind and downwind that gives you maximum speed without compromising stability. You also want to adjust your sails accordingly by easing or tightening them slightly depending on the wind strength and direction.

Your sail trim is how you shape your sails to match the wind conditions and sailing angle. Proper sail trim allows you to harness the wind power efficiently and avoid excessive heeling or drag.

The main factors that affect your sail trim are:

• The draft: The depth or curvature of your sails.
• The twist: The difference in angle between the top and bottom of your sails.
• The slot: The gap between your mainsail and headsail.

You can adjust these factors by using various controls on your boat, such as:

• The traveler: The track that allows you to move your boom side-to-side.
• The backstay: The line that supports your mast from behind.
• The jib car: The device that slides along a track on your deck and controls the angle of your jib sheet.
• The barber hauler: The line that pulls your jib sheet inward or outward.
• The telltales: The small strips of fabric attached to your sails that indicate the airflow over them.

A good rule of thumb for sail trim is:

• When sailing upwind, you want a smooth draft with a minimal twist and a narrow slot.
• When sailing downwind, you want a deep draft with a maximum twist and a wide slot.
• When sailing across the wind, you want a moderate draft with a moderate twist and a medium slot.

You can use your telltales as guides for adjusting your sail trim. Ideally, you want all your telltales flying straight back parallel to each other. If they are fluttering or pointing in different directions, it means there is turbulence or separation in the airflow over your sails.

Some common signs of poor sail trim are:

• If your leeward telltales are stalling (hanging down), it means your sails are too tight or too full. You need to ease them slightly until they fly again.
• If your windward telltales are lifting (pointing up), it means your sails are too loose or too flat. You need to tighten them slightly until they fly again.
• If both sets of telltales are stalling or lifting at different times, it means your sails are not aligned properly. You need to adjust your traveler, backstay, jib car, or barber hauler until they fly together.

Your crew position is how you distribute your weight on board to counteract the heeling force of the wind on your sails. 

By moving yourself and/or other crew members toward or away from the windward side of the boat, you can change its angle of heel and its waterline shape.

When sailing upwind or across the wind, you can move your weight to the windward side of the boat to counteract the heeling force and keep the boat more upright. 

This also helps to lift the leeward side of the hull out of the water, reducing drag and increasing speed.

When sailing downwind, you can move your weight to the leeward side of the boat to keep the sails filled and prevent them from collapsing. 

This also helps to lower the windward side of the hull into the water, increasing stability and preventing broaching (turning sideways to the wind).

Your ballast is the weight added to your boat to lower its center of gravity and increase its stability. Most keelboats have a fixed ballast in the form of a heavy keel that extends below the hull. 

Some boats have movable ballast, such as water tanks or canting keels, that can be shifted from side to side to balance the boat.

The ballast acts as a counterweight to the wind force on the sails and helps to restore the boat to an upright position after heeling. The heavier and lower the ballast, the more stable the boat.

What happens if a sailboat flips over?

If a sailboat flips over completely, it is called a capsize. A capsize can be either a knockdown or a turtle.

A knockdown is when your boat is knocked over 90 degrees, to where the mast and sails are touching the water. A turtle is when your boat is completely upside down.

The consequences of a capsize depend on several factors, such as:

• The type and size of your boat
• The water temperature and depth
• The wind and wave conditions
• The availability of flotation devices and safety equipment
• The skill and preparedness of the crew

In general, capsizing is more dangerous and difficult to recover from on larger keelboats than on smaller dinghies and catamarans. This is because larger boats have more inertia and more enclosed spaces that can trap water and air, making them harder or impossible to right by yourself.

On smaller boats, capsizing is usually not a big deal, as long as you are wearing a life jacket and know how to right your boat. In fact, some sailors practice capsizing drills regularly to improve their skills and confidence.

Can a sailboat flip over and right itself?

Most self-righting boats are monohulls with heavy keels that act as ballasts. Some examples are:

• Ocean racing yachts
• Offshore cruising yachts
• Rescue boats

Some self-righting boats have additional features that enhance their ability to right themselves, such as:

• Watertight compartments that prevent flooding
• Self-draining cockpits that expel water
• Buoyant masts that prevent turtling
• Canting keels that adjust their angle

However, not all sailboats are self-righting. Some boats have low ultimate stability and a high center of gravity that makes them prone to staying inverted after capsizing. These include:

• Multihulls (catamarans and trimarans)
• Dinghies (without flotation devices)
• Planing boats (with flat hulls)

These boats require external assistance or intervention to right themselves. This may involve:

• Using a line or a paddle to lever the boat upright
• Standing on the centerboard or daggerboard
• Climbing onto the hull or mast
• Swimming under the boat to release trapped air
• Calling for help from other boats or rescue services

How far can a sailboat heel?

A sailboat can heel as far as its ultimate stability allows. This is usually measured by its capsize ratio or capsize screening formula (CSF).

The capsize ratio is a parameter used to show whether a boat can recover from an inverted, capsized position or not. It is calculated by dividing the beam (width) of the boat by the cube root of its displacement (weight).

According to some experts, a capsize ratio of 2 or less indicates a very stable boat that can withstand extreme conditions without capsizing. A capsize ratio of 4 or more indicates an unstable boat that can easily capsize in moderate conditions.

However, the capsize ratio is not a definitive indicator of a boat’s stability or safety. It does not take into account other factors that affect how a boat behaves in real situations, such as:

• The shape and design of the hull
• The distribution and type of ballast
• The rigging and sail plan
• The crew’s skill and experience
• The weather and sea state

Therefore, it is best to use the capsize ratio as a rough guide rather than a rule.

How to avoid capsizing a sailboat?

The best way to avoid capsizing a sailboat is to sail within your limits and prepare for changing conditions. Here are some tips on how to do that:

• Check the weather forecast before you go sailing and plan accordingly.
• Choose a suitable boat for your sailing area and purpose.
• Wear appropriate clothing and safety gear, such as life jackets, harnesses, tethers, etc.
• Inspect your boat regularly and maintain it properly.
• Know your boat’s capabilities and limitations.
• Learn how to trim your sails correctly for different wind angles and strengths.
• Reef your sails early when the wind increases.
• Reduce speed when sailing in rough seas or near obstacles.
• Balance your weight distribution on board.
• Avoid sailing too close to shore or in shallow water.
• Avoid sailing in crowded areas or near large vessels.
• Practice capsizing drills on smaller boats or in controlled environments.
• Know how to right your boat if it capsizes.
• Carry communication devices and emergency equipment on board.
• Seek help if you are in trouble.

Sailboat capsizing is one of the most common fears among sailors, but it does not have to be. By understanding what causes it, how to prevent it, and how to recover from it, you can sail with confidence and enjoy your time on the water.

We hope this article has answered some of your questions about sailboat capsizing and given you some useful tips on how to sail safely and efficiently.

If you liked this article, please share it with your sailing friends or leave us a comment below. We would love to hear from you!

Happy sailing!

To sail through the storm means to overcome a difficult or challenging situation with courage and resilience. It can also mean enduring or surviving a storm at sea.

Ships survive storms by following some of the same principles as sailboats: reducing speed, balancing weight, steering into or away from the wind and waves, using stabilizers or ballast tanks, and seeking shelter or open water as needed.

Yes, you should lower sails in a storm, or at least reduce sail area by reefing or switching to storm sails. This will help you control your boat better and prevent damage from high winds.

Sailing ships do different things in a storm depending on their size, type, design, crew, equipment, and situation. Some of the common things they do are: reefing sails, switching to storm sails, running before the storm, heaving-to, lying ahull, forereaching, etc.

You steer a ship in a storm by using your rudder and sails (or engine) to adjust your course and speed according to the wind and wave direction. You should try to avoid sailing on a reach across tall breaking waves, as they can roll your ship over. You should also try to sail away from the storm’s path, especially its dangerous semicircle.

Remember, sailing is an exciting and rewarding activity that can be enjoyed safely with the right knowledge and preparation. By understanding the dynamics of sailing, implementing proper safety measures, and respecting the power of the wind and water, you can embark on unforgettable sailing adventures while keeping your sailboat upright and secure.

For more information on sailing and related topics, check out the following articles:

• How Much Does a Sail Cost?
• What to Wear Sailing in Cold Weather
• Sailing Terms for Beginners
• The Difference Between Sailing and Yachting

Note: The links provided are for informational purposes and not specifically related to the topic of capsizing sailboats.

Saiful Emon is the founder and editor of Sun Sea Skis , a sailing blog for adventure seekers. He loves sailing, traveling, and sharing his experiences with others. He also writes about fitness, wellness, business, and marketing in his spare time!

How to Survive Sailing in a Storm: Tips and Tricks for a Safe Voyage

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How Often Do Sailboats Capsize: A Comprehensive Guide

Table of Contents

Introduction

1. Understanding Sailboat Stability

Before we dive into the topic of sailboat capsizing, it’s essential to grasp the concept of sailboat stability. Sailboats rely on a delicate balance between buoyancy, the shape of their hulls, and the distribution of weight. This equilibrium ensures that the boat remains upright and maintains its stability while maneuvering through water.

2. Factors Contributing to Sailboat Capsizing

Several factors can contribute to sailboat capsizing. Understanding these factors will help sailors make informed decisions to minimize the risk of capsizing incidents.

Weather Conditions

Adverse weather conditions, such as strong winds, high waves, and sudden storms, pose a significant risk to sailboats. Powerful gusts can exert excessive force on the sails, causing the boat to tip over or capsize. It’s crucial for sailors to monitor weather forecasts and avoid venturing into hazardous conditions.

Design and Stability Characteristics

The design and stability characteristics of a sailboat play a crucial role in its resistance to capsizing. Factors such as hull shape, keel design, and ballast contribute to a boat’s stability. Sailboats with deep keels and a low center of gravity are generally more stable and less prone to capsizing.

Improper Handling and Operator Error

Inexperienced sailors or those who fail to adhere to proper handling techniques are at a higher risk of capsizing their sailboats. Incorrect sail trim, excessive heeling, abrupt maneuvers, or overloading the boat can destabilize the vessel, leading to a capsize. It is essential for sailors to receive proper training and practice good seamanship.

3. Statistics on Sailboat Capsizing

To gain a better understanding of the frequency of sailboat capsizing, let’s explore some relevant statistics.

Global Incident Rates

Accurate global incident rates for sailboat capsizing are challenging to determine due to underreporting and varying definitions of “capsizing.” However, it is evident that capsizing incidents occur across different bodies of water worldwide.

Types of Sailboats Most Prone to Capsizing

Certain types of sailboats are more susceptible to capsizing than others. Small, lightweight dinghies and high-performance racing sailboats are more likely to capsize due to their design and the nature of their intended use. Larger cruising sailboats with keels and more stability tend to have a lower risk of capsizing.

Capsizing Incidents and Fatalities

While the majority of sailboat capsizing incidents do not result in fatalities, it is crucial to prioritize safety and minimize the risks involved. Fatalities can occur in extreme weather conditions or when proper safety measures are not followed.

4. Preventive Measures and Safety Tips

To reduce the likelihood of sailboat capsizing and ensure a safe sailing experience, consider the following preventive measures and safety tips:

Checking Weather Conditions

Always check weather forecasts before setting sail. Avoid venturing into adverse weather conditions, such as high winds or storms. Stay informed and have a backup plan if conditions worsen unexpectedly.

Proper Boat Maintenance and Rigging

Regular maintenance of your sailboat is essential for its seaworthiness. Inspect the rigging, sails, and hull for any signs of wear or damage. Ensure that all components are properly rigged and in good working condition.

Adequate Training and Experience

Obtain adequate training and gain experience before setting out on the open water. Learn the basics of sailing, including boat handling, navigation, and understanding weather patterns. Consider taking sailing courses or joining a sailing club to enhance your skills.

Safety Equipment and Emergency Preparedness

Equip your sailboat with essential safety equipment, including life jackets, flares, a first aid kit, and a functioning VHF radio. Familiarize yourself with emergency procedures and ensure that everyone on board knows how to use the safety equipment.

Understanding Sailboat Limits and Operating within Them

Every sailboat has its limits. Understand the capabilities and limitations of your boat, especially regarding wind conditions and weight capacity. Avoid overloading the boat and be mindful of the sailboat’s stability characteristics.

5. Conclusion

Sailboat capsizing is a concern for sailors worldwide. However, with proper knowledge, preparation, and adherence to safety guidelines, the risk of capsizing incidents can be significantly reduced. Understanding sailboat stability, recognizing contributing factors, and implementing preventive measures will ensure a safer and more enjoyable sailing experience for all enthusiasts.

Frequently Asked Questions (FAQs)

1. is capsizing a common occurrence for sailboats.

Capsizing incidents are relatively rare, especially when considering the vast number of sailboats worldwide. However, it is crucial to prioritize safety and take measures to minimize the risk of capsizing.

2. Are smaller sailboats more likely to capsize?

Yes, smaller sailboats, such as dinghies, tend to be more prone to capsizing due to their lightweight construction and design characteristics. However, proper handling and adherence to safety guidelines can mitigate the risk.

3. Can a sailboat capsize in calm weather conditions?

While capsizing is more commonly associated with adverse weather conditions, it is possible for a sailboat to capsize even in calm weather. Improper handling or operator error can destabilize the boat, leading to a capsize.

4. What should I do if my sailboat capsizes?

If your sailboat capsizes, remain calm and follow proper safety procedures. Stay with the boat, as it provides flotation. Signal for help if needed and follow appropriate rescue techniques.

5. Are there any specialized courses for learning how to prevent sailboat capsizing?

Yes, there are various sailing courses available that focus on safety and preventing capsizing incidents. These courses cover topics such as seamanship, boat handling techniques, and understanding weather conditions.

In conclusion, understanding the factors contributing to sailboat capsizing, maintaining proper sailboat stability, and following preventive measures are key to enjoying a safe and adventurous sailing experience. While sailboat capsizing incidents may occur, they can be minimized through knowledge, experience, and preparedness. By checking weather conditions, maintaining the sailboat, receiving adequate training, equipping with safety gear, and understanding the boat’s limits, sailors can navigate the waters with confidence. Remember, safety should always be a top priority to ensure a memorable and incident-free sailing journey.

Mark Alexander Thompson

Mark Alexander Thompson is a seasoned sailor with over five years of experience in the boating and yachting industry. He is passionate about sailing and shares his knowledge and expertise through his articles on the sailing blog sailingbetter.com. In his free time, Mark enjoys exploring new waters and testing the limits of his sailing skills. With his in-depth understanding of the sport and commitment to improving the sailing experience for others, Mark is a valuable contributor to the sailing community.

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Can Yachts & Sailboats Tip Over & Sink? (Explained)

Yachts can tip over, and they can sink just like any other type of boat . However, some yachts can capsize and sink more easily than others. The size of the yacht and the draft plays an important role when it comes to capsizing.

Let’s talk about exactly how and when yachts may capsize and sink.

We’ll also talk about what you can do if you’re unfortunate enough to be on a yacht that has capsized or sunk.

Table of Contents

Capsizing – How it Happens For A Yacht

There are a few different factors that will determine whether or not a yacht capsizes.

The main three factors are:

• The amount of force placed on the vessel
• The center of gravity of the boat
• Whether or not waves are approached correctly.

1) Too Much Force on The Sail

A sailing yacht has large sails meant to take a great amount of force without being destroyed.

These massive sails provide the power a sailing yacht owner needs to move their large vessel.

In most cases, the force of the wind upon the sail will lead to some heeling.  The amount of heeling that the boat undergoes will depend on how skillfully the boat is sailed, the amount of wind being applied to the sail, and the design of the boat.

Knockdowns Vs. Capsizing

When too much force is applied to the sail, the boat’s heeling motion will usually compensate for this, and the wind will run over the sail.

However, in extreme cases, the boat may heel too far and too fast, and the sailboat will be knocked down.

A knockdown is different from a capsize in that the boat falls on its side but does not flip completely over. 

Knockdowns aren’t as bad as a capsize because the boat is usually still functional after a knockdown.  However, a knockdown is still dangerous because the boat’s passengers can fall into the water.

If all of the boat’s passengers fall into the water, there will be nobody left in the boat to pick them up.

Sometimes a knockdown is so extreme that it turns into a capsize.

This is when the boat is completely flipped over.  In this case, every passenger above deck will be thrown into the water, and the passengers inside will have to get out of the boat or hope that the boat rights itself quickly.

In many cases, a sailing monohull boat will right itself after a knockdown.  This is because the boat should be designed with capsizing in mind.  Boats with more than one hull will not right themselves after capsizing, but we’ll discuss that in more detail further along in this article.

2) Poor Center of Gravity

One aspect of a yacht that will determine its susceptibility to capsizing is its center of gravity.

A yacht with a higher center of gravity is much more likely to capsize than a yacht with a lower center of gravity.

In all likelihood, the yacht you buy will have a well -designed center of gravity.

This is especially true if you’ve purchased a Category A boat with a deep V that is meant for navigating rough waters.

A ballast tank will usually be built into the hull of the boat .  This tank lets water into the hull to add weight to it.

In addition to the ballast tank, some boats will have weights that are used as ballasts.  These weights are typically made of lead and can be used with or without a ballast tank’s presence.

3) Weight Distribution Plays An Important Role

Improper loading of a yacht can lead to poor weight distribution.  Poor weight distribution throws off the boat’s center of gravity and increases the chances that the boat will capsize.

For this reason, yacht owners must know how much weight their boat can hold so that they do not overload it. 

It’s also important that the weight that is added to the boat is evenly distributed throughout the boat.

The yacht owner may also want to consider putting heavier items down low as too much weight at the top of the boat can also lead to improper weight distribution.

4) Strong Waves Approached Incorrectly

Motor yachts and sailing yachts are both impacted by incoming waves.

A wave must be approached correctly or it could easily knock down or capsize a boat.  The smaller the boat, the more important it is that the boat approaches the wave correctly.

In fact, according to Boat U.S. Magazine , when a breaking wave of equal or greater height than a boat hits the boat from the beam side, it will always roll it at least 130 degrees past parallel.

How to Approach (Big) Waves In A Yacht

A yacht, or any other boat for that matter, should approach waves at the bow or stern side.

This keeps the boat more stable and allows it to work with the wave rather than against it.

Ideally, you’ll take the waves at the bow, but if it is a choice between the stern and the beam, you’ll always want to choose the stern.

This is important in order to ride the wave correctly. Otherwise, you will not be in full control, and you might end up taking in water or eventually experience tipping over.

Some Types of Yachts Capsize (And Sink) More Easily Than Others

Monohull owners have a disadvantage over catamaran and trimaran owners in that their boat can capsize and sink more easily.

This is because the one-hull design makes them less stable and because they only have one hull, there isn’t any redundancy in case of a hull breach.

If you haven’t yet considered whether to get a catamaran or a monohull boat, you need to read our pros and cons list of catamarans compared to monohull boats . It’s everything you need to consider before you choose what’s right for you.

Also, a monohull usually sits deeper in the water, so it is more likely to hit objects that could cause a hull breach.

This is especially true in shallow water and around reefs.

On the other hand, once a catamaran or trimaran yacht does capsize, it cannot right itself.  A monohull yacht can usually right itself after it capsizes.

What Happens After A Boat Capsizes?

When a boat flips over, it immediately begins to fill up with water.

Anything that was on the deck goes into the water, and anything inside the cabin begins to fly around and will eventually float as water enters the cabin.

People who were on the deck are now in the water, and people inside of the boat are now upside down. 

It can be very disorienting for these people, and they may be too injured to make their way out of the boat.

Monohulls In a Capsize

Monohull passengers will probably be flipped back over shortly after they are knocked down.

The biggest danger for these people is the fact that they may be injured.  This is especially true if items were left out or hatches were left open.

For example, one open kitchen drawer could lead to knives flying around the cabin during the capsize.  Even if all of the cabinets and items inside the boat were secure, the passenger could still be injured from falling.

If the passenger were in the forward cabin, they would be less likely to be injured since this cabin is often a berth consisting of only a bed.

Multi-hull Yachts During a Capsize

As we stated earlier, a multi-hull is not going to right itself.

Also, it can be a long fall off of the deck during a capsize because of its wide stance.

For instance, a 50-foot catamaran could have a width of 26 feet.

This means that a person on the deck could end up falling 26 feet into the water during a capsize.  They could hit the mast or any number of other items protruding off the deck on the way down.

The people inside the cabin will be upside down, and they’ll need to get out of the deck or hull that they’re in.

Some yachts will have escape hatches that the passengers can use to safely get out of the hulls, while others may not.

How To Best Prepare For Capsizing

Sometimes the weather or a wave catches a sailor off guard, and there isn’t any time to prepare for a capsize.

There really isn’t much you can do at this point.

Other times, the weather changes, and the water becomes rough, and you know that there is a higher likelihood that the boat could flip over.

In this instance, you should make sure everyone has their life preservers on.  You should also take down any bimini tops.

The reason for this is that people could get trapped under or within them after the boat capsizes.

You’ll also want to make sure everything on the boat is secure and that there aren’t any unlatched lockers or hatches.  This will help prevent you from getting hit by your equipment during a capsize and keep water from entering the cabin.

It will also keep your stuff in your boat when you flip.  If you’re boat rights itself quickly, you won’t have lost anything.

In some cases, you may want to keep everyone out of the cabins.  The cabins can become incredibly difficult to get out of after the boat has flipped over, and people can drown inside them.

For this reason, it may actually be safer to be up on deck when the boat does capsize.

What to Do After a Yacht Capsizes

The first step if you’re still in the boat is to get out as quickly as possible.

Ideally, you’ll already have a life jacket on, so you won’t have any excuses for delaying.

Once you’re out of the boat, you’ll want to try to stay with it.  A capsized boat is much easier for rescue crews to spot than a person floating in the water.

Also, a capsized boat can still make a great flotation device, so if possible, you could climb back up onto it.  This is especially true if your yacht is a catamaran as it won’t be as difficult to climb back onto, and you won’t have to worry about it righting itself while you’re on top of it.

Being on top of the boat reduces your exposure to the water and any marine life that may wish to do you harm.  Depending on where you’ve capsized, there may be a genuine threat of a shark attack.  If one of the passengers has become injured and is bleeding, this will only increase the chances.

If it’s safe to do so, collect any supplies that you might need.

Water bottles, flares, and extra life jackets could become extremely helpful in an emergency situation.

In fact, the Coast Guard recommends that you tie any extra supplies to the boat as it creates a larger target for rescue crews to see.  You won’t be able to swim back to shore so your best hope will be that someone is able to find and rescue you.

Will The Yacht Sink Completely?

It is rare for a boat to sink completely, but it is certainly possible.

In most cases, this happens for one of two reasons:

• Hull breaches
• The boat filling up with water.   

Sometimes the boat filling up with water is known as the boat swamping.

A boat can fill up with water because its hull was breached, or it could happen for other reasons. 

For example, a capsized monohull could continue to take on the water until it eventually sinks.

Common Reasons For Hull Breaches

A hull breach is when the hull is physically damaged and a hole or large crack opens up in the hull.

This can happen during collisions with:

• Other boats,
• Large rocks,
• Or The ground itself. 

Basically, any obstruction that is large enough and hard enough to damage the boat’s hull can cause a hull breach.

When a hull breach does occur, it can cause the boat to take on water.

In some cases, the water incursion will be slow enough that the bilge pump can pump the water out, and the hull might be stable enough that the boat does not sink.

In other cases, the hull breach could be so large that even a large boat can sink.

The Titanic is a classic example of this. This ship was large enough that 4 forward compartments could have flooded without the boat sinking.  Unfortunately, six forward compartments were flooded, and 2 hours and 40 minutes after the Titanic was hit, it sunk into the water.

How To Avoid Boat Swamping

A boat can be swamped for all sorts of reasons.

One reason that some boat swamp is because the boat owner has taken the drain plug out.

A small trailerable yacht could have a drain plug and the boat could end up filling up with water shortly after it leaves the boat ramp.

Another reason could be that the bilge pump has failed, and the yacht is under the stress of a heavy storm bringing with it a lot of water in the form of waves and heavy rain.  Send enough sea water into a yacht and it will eventually begin to swamp.

In this case, it is recommended that the yacht crew close all hatches so that water cannot get below the deck.  This way, the water brought onto the boat by large waves will simply roll off the deck.

A boat could also swamp if the transom were to come off.  In this case, water would come in through the stern and could certainly swamp the boat.

Swamped boats won’t always sink.

If the boat has flotation built into it, it should be able to stay afloat.  However, larger boats are not built to survive a swamping so it is entirely possible that they will eventually sink.

What to Do If Your Boat is Sinking?

The first step you’ll want to take is to make sure you have your life jacket on.

Once you hit the water, it will become difficult to get it on, and you may not even be able to find one at that point.

Immediately following this, you’ll want to put out a distress call.

Hopefully, there will be other boats in the area that can rescue you before your boat actually sinks.

After this, you may want to see if you can stop your boat from sinking.  If there is a hull breach, you may be able to plug it.  A broken bilge pump may be able to be repaired, or water might be pumped out manually.

If this isn’t possible, you might want to try to get the boat to an area where it will not completely sink.  For example, if your hull was breached because of shallow water, you could leave the boat in the shallow area and stay on it until help arrived.

Once it is apparent that the boat will sink, you may want to grab as many supplies from the boat as you can.  Just don’t risk going beneath the deck to do so or you may get stuck there.

You also need to be aware of horn signals. Here’s a great guide to horn signals for boats , so you know exactly what to do.

Final Thoughts

The chances of a yacht sinking or capsizing are very low.

You can lower these chances even further by avoiding bad weather and other dangerous situations.

If you do happen to capsize or sink, take the appropriate steps and you should be able to survive until help arrives.

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How to Keep a Small Sailboat from Capsizing…and what to do if it does

By John McCabe

Keeping weight to windward and the centerboard (or daggerboard) fully lowered will reduce the boat’s tendency to capsize in a breeze. Photo courtesy of Rick Bannerot/OntheFlyPhoto.net

On my second date with a young lady in the early 1960s, she and I were sailing on a 19-foot Lightning on the Navesink River in New Jersey. The weather was picture-perfect, and my date was all dressed up for a day on the water. I was at the tiller. At some point I had to announce calmly that we were going to capsize. Reflecting back on what she heard, she recalls that she had a couple of seconds to think about what that meant, then, suddenly, she was up to her neck in the water. It all worked out OK though – we’ll soon be celebrating our 50th wedding anniversary! I have had the opportunity to be on a number of boats since then and have learned some important lessons on how to keep a small sailboat from capsizing and what to do if it does.

Have in mind that any sailboat can capsize, but let’s describe what “capsize” means. The mainsail prevents most boats from going over more than 90 degrees – at least for a short time. The mast, if made of metal, is hollow, and the air in the mast will keep it afloat, at least until it fills with water. With a sailboat with a fixed keel, the weight of the keel will right the boat more or less fairly soon. While sailing with a centerboard, the board will inhibit the boat from capsizing and like a keel, will push the boat forward when the wind hits the boat at an angle, rather than moving the boat directly sideways. When a sailboat has its centerboard down, the boat will be less likely to capsize, but if it does, the centerboard will help. With a little effort the centerboard will indeed help right the boat as discussed below.

What causes a small sailboat to capsize? It is often the misalignment of weight, not just the wind. Indeed, even in light wind, if the weight is misaligned, the boat can tip over. Weight sources are people and importantly the boom! When the weight of people is on one side, the tipping of the boat will cause the boom to move to that side by the force of gravity, not necessarily the wind. Indeed, in light winds the force of gravity on the boom can have a greater effect on the position of the boom than the force of the wind! Thus, in light air there is still the potential of capsizing if both the weight of people and boom are on one side. This brings us to the first rule that must be followed:

Rule 1: The centerboard must be fully down at all times when a sail is up.

Now, there may be times with the boat goes aground. For a keelboat, you can put the motor in reverse as strong as possible to see if the boat can be backed out of the mud or sand. At the same time you can try to rock the boat. For a small sailboat with the centerboard down, you can try to use the motor. Preferably, however, you should use an oar to push off from the bottom or oars to row off the bottom. The outboard motor propeller, if made of plastic, is meant to break if it hits a rock or a hard bottom. At this point, it is very tempting to raise the centerboard a few inches to loosen the boat from the bottom. But do not do this – you risk capsizing! First, take the sail down. Then maneuver the boat off the bottom using the oars, motor or other method. Again, fully lower the sail before raising the centerboard even an inch. Note Rule 1, above.

Rule 2: Don’t stand up in a small sailboat when underway.

This rule helps in weight distribution in as least three ways. First, because of the boom, it may be harder to move your body to the correct location on the boat, and second, if the boom, because of gravity or the wind, hits your body (hopefully not your head), it reinforces the force to capsize the boat at a higher center of gravity. Third, if your body or head is at or above the level of the boom, the boom cannot move to let the air out of the mainsail. This exacerbates the force that will tip the boat. Note that standing up is not the sole factor that can cause a boat to capsize, but it can be a contributing factor. At all times, keep low and be prepared to uncleat the mainsheet and let the sail out. Be prepared to shift weight rapidly if necessary, but otherwise keep a low profile and move slowly. In summary, don’t stand up in a small sailboat, except perhaps while boarding.

If you’ve capsized, climb onto the centerboard, grab the rail and use your weight to lever the boat upright. Note the empty 1-gallon bottle tied to the masthead, which helps prevent the boat from turning turtle. Photo courtesy of Rick Bannerot/OntheFlyPhoto.net

Rule 3: Be prepared at all times to let out the mainsheet or turn into the wind, or both, in moderate or heavy winds.

The recommendation here is the sailors should at all times know where the wind is coming from, its force, and where your boat is in relation to the wind. Keep your hand on the mainsheet so that it can be loosened and readjusted easily at any time. Also, keep your hand on the tiller so that the direction of the boat can be adjusted promptly. At all times be prepared to unclog the main sheet and let the sail out. Also, when do you reef the main sail? As soon as you think of it! – old sailor wisdom. Note that the farther the boom and sail are let out the more weight is put toward the side where the boom is located. But, ironically, you should let the sail out because it will catch less wind! Let it out a little or a lot, in your judgment. Alternatively, turn the boat into the wind. The preferred approach is to choose your direction, and then adjust the sails to achieve that direction, if possible.

Once you are on a tack in a small boat, do not jibe (change direction by turning in the direction the wind is blowing towards) except in light winds because you risk capsizing. Always “come about” (turn in the direction the wind is coming from) and call out in a strong enough voice “COMING ABOUT!” so all on board know what is happening and can change their position to be on the windward side of the boat. You can also say, “hard to lee” meaning the tiller is moved quickly and fully to the leeward side of the boat (in the direction the wind is blowing toward) forcing the boat to turn into the wind. Always have the mainsheet in hand, and I would suggest wearing gloves. Gloves also keep the sailor’s hands from getting sunburned, an added benefit. In summary, when at risk for capsize, let out the mainsheet and/or turn into wind. Preferably, let out the mainsheet.

Climb back aboard from the bow or stern. Attempting to board from the side may cause the boat to flip again. Photo courtesy of Rick Bannerot/OntheFlyPhoto.net

Rule 4: On a small sailboat, do not use the motor when the sail is up.

This rule may surprise some sailors. In a larger boat with a keel, you need to turn the motor on before bringing down the main sail because you will have no control over the boat direction when there are no sails up. On the other hand, in a small centerboard sailboat, if the motor is on and the crew is in the process of taking down the sails there is a risk of capsizing while the motor is in gear. This is dangerous because the prop will continue to turn even with the boat turned over 90 degrees. That presents a risk to those who may at that point be in the water. Understand that the motor can keep running if the boat capsizes unless it is shut off either by twisting the handle or using a magnetic disk release (See Rule 5). On a small sailboat, the motor must be off when taking the sails down. The boat will naturally head into the wind if the tiller is let go.

Rule 5: Use a magnetic disk engine shutoff and wristband when two or more people are on the boat.

Some electric outboard motors have a magnetic disk and a pad that will shut the motor off when and if the magnetic disk is separated from the pad. The magnetic disk has a wristband that may be used by the operator holding the tiller on the outboard. It is a good idea to use this wristband when underway with the outboard in gear. This is particularly true when there are two or more individuals on board a small boat. Again, if the boat capsizes or there is a man overboard, the motor will continue to run and the propeller turn unless the motor is shut off. This may be hard to do in an urgent situation or if a sudden, unexpected event occurs.

What to do if the small sailboat capsizes

A small sailboat may capsize, but it can be expected to turn over initially not more than about 90 degrees. This is enough to fill the boat with water and if left in that position, the mast may go down further in the water making the challenge of righting the boat more difficult. Accordingly, if the boat capsizes, take the following steps as quickly as possible:

• Account for all who were on board. Grab the lifejackets and put them on. Of course, make sure the life jackets are easily accessible before departure. [Better still, put them on before leaving the dock – Ed.] For inexperienced passengers, make sure their lifejackets are on before putting on your lifejacket. Of course, children 12 and under must wear lifejackets at all times. Always have lifejackets on board for all persons on board. An extra lifejacket can be tied to or placed on the top of the mast, which will keep the mast from sinking further into the water.
• Swim to the bottom side of the boat and stand on the centerboard, grabbing the rail until the boat rights itself. The boat will still be full of water, but it’s unlikely to sink. The water may even be at a level that is slightly below the edges of the coamings. However, water may be sloshing in and out of the boat at this time.
• Then enter the boat from either the bow or the stern – not the side. The bow will usually be better as the weight on the bow will not result in lowering the cockpit below the waterline and the motor in the back represents weight there. Hopefully, if there is a hole in the stern for the tiller, that hole will be moved above the waterline. The boat will float but it can still take on water. If’t is easier to board the boat from the stern, that’s OK too.
• Once in the cockpit, grab a bucket placed in the boat earlier (note boat inventory list below). Then, move to the forward side of cockpit to sit and bail. Why? The hole in the stern for the rudder will let in water and you may prevent this by being in the forward end of the cockpit. The tiller should be free, and the boat will normally point into the wind. Next, lower the sails if you can in this timeframe.
• The best position to sit when bailing out the boat is the forward portion of the cockpit, i.e., towards the bow. The crew member in the cockpit should place his or her back against the front of the cockpit (bow end of the coaming). If a second person is present, he or she should be in water at the bow to hold down the bow. Positioning the boat like a banana will aid in the bailout. Using the bucket, the crew member in the cockpit should bail the water out of the cockpit furiously in the beginning, until the water in the boat is at a level that he or she can bail at a more comfortable pace. It is quite feasible to remove 100% of the water from the boat using a combination of the bucket, a hand bilge pump and a sponge. When most of the water is out of the boat, a crew member in the water can enter the boat from the stern (not the side), being careful not to tip the boat over again.
• Wave for help if necessary. Also, if possible, a “Mayday” can be sent on VHF channel 16, monitored by the U.S. Coast Guard, or call 911 on your cell phone. Hopefully, the sail can be hoisted again and the boat can proceed to its destination.

Small Boat Inventory Checklist

John McCabe is a professional artist with a focus on portraiture (www.mccabestudio.com). He has studios in Milford, CT and Great Falls, VA. He and his wife, Peggy, have four children and seven grandchildren. They all sail out of Milford Harbor.

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Will a Sailboat Right Itself? (Explained for Beginners)

Categories Sailing

Regardless if it is your hundred times sailing at sea, you might have a pinch in your heart whenever big waves try to capsize your sailboat. 

There is a real chance that your sailboat might tip over to fight against big rocking waves but will your sailboat try to upright itself in that situation. Well, here we are to dissect every part of whether the sailboat will right itself or not through this article.

Will a sailboat right itself?

The boat’s stability depends on some factors like gravity, the center of buoyancy, angle of heel, etc. The sailboat will eventually right itself immediately when the boat’s arc doesn’t cross the angle of heel because that is the last point from where the sailboat will be able to right itself.

Table of Contents

Sailboats can right themselves automatically because the manufacturers construct these boats by following some physics rules.

Also, to prove your boat’s stability power, the manufacturers will provide you a graph for your new sailboat that plots all the righting points against the angle of heel.

Modern yachts, ships, or sailboats can be more stable than the narrower boats because they can reduce the angle of vanishing stability more quickly, which makes them stable if it is in a fully inverted position.

Can a capsized sailboat right itself?

A capsized sailboat will right itself automatically , but it depends on some factors, and the factors are discussed down below:

The boat’s stability depends on the primary factor: creating rotational forces by two forces that are center of gravity and center of buoyancy.

The center of gravity always works down the boat, and the center of buoyancy works up the ship.

When the boat leans over one side from the other due to waves or centrifugal force, the center of buoyancy changes from the center of gravity; at that moment, the creation of rotational force due to the evolution of angle from the two forces makes the boat return to its upright position. 

This is the main reason why your sailboat will not tip over so quickly, but there are some exceptional cases where boats could not be able to right themselves.

This may be because of a manufacturing fault, or maybe the boat’s angle has crossed the angle of the heel, or the ship could not maintain a similar optimum angle of drive to the wind of sails.

Thus, your boat will not be capsized very quickly, but the ship will eventually upright itself to a stable position if it does.

Do sailboats capsize easily?

The sailboats don’t capsize easily , but there may be some exceptional situations where your boat might flip over. There are a lot of reasons where your boat might capsize very soon.

Firstly, you have to make sure that your boat can stabilize itself and does not cross the angle of the heel. To prove that your ship has the ability to be stable properly, the manufacturers will provide you a graph that plots the righting moment against the Angle of Vanishing Stability.

Secondly, the weight of your crew can cause your boat to lose its balance because the crew sits on one side of the ship, there is a big chance that the boat will flip over to that side.

That is why a small board can be steered without a rudder on another side to shift the crew’s weight on that side to stabilize the boat.

Thirdly, speeding can put your boat at risk of flipping over because you can hit a rocking wave while you are speeding, which will make your boat tip over.

On the contrary, taking sharp turns can also force your boat to capsize because taking sharp turns at high speed will roll your boat. Always keep in mind that the rules of physics are the same everywhere, whether you are driving on water or road.

Finally, rough weather can make your sailboat capsize, too, as the bad weather brings strong winds, which usually is the main reason for forming huge and rocking waves.

Also, there is a massive risk that the strong winds will blow off your sail, and we know that sail is very important for keeping your sailboat stable. Strong winds can make your boat rollover if you are climbing big waves one by one.

Therefore, it is really crucial to keep the above points in your account if you don’t want your boat to capsize.

How to right a capsized sailboat?

There are necessary measures you can follow to right a capsized sailboat. But before taking any of the steps, you should make sure that the people in your sailboat are in a safe condition.

Most importantly, you will need to determine the boat’s position to be sure that it is not sinking. If the ship is not sinking, then there is a high chance that the boat will right itself, but if it isn’t, then swim away from the boat as far as possible.

However, you can also try the scoop method, where you can scoop one of your heavier crews in the cockpit as the other will try to upright a capsized boat. The weight of the person will help the vessel to upright the position of the boat.

You also can try the walkover method where you and your crew will climb over the centerboard of your boat on the opposite side and then climb back into the boat as soon it gets right.

You can also follow the traditional method where you have to keep the Mast downwind and the bow to the way of wind and then turn the boat.

The first person will stand at the centerboard, and the other crew will keep the boat to the point of wind. While from the Stern, the first person will board the boat and help the other crews to board on the boat.

In the case of an inverted boat, you can try to stand on the opposite upper edge and try to pull out the jib sheet or try to fix the righting line and then move out. Then try to move the boat to its capsized position and then apply the correct righting method to make the boat stable.

How do you keep a sailboat from capsizing?

There are few techniques you can follow to keep a sailboat from capsizing, but among them, the essential method is to maintain weight displacement on the sailboat.

You always have to make sure that the weight is kept in the middle rather than keeping it on one side of the boat.

It is better if you take less weight on the boat because a lot of weight can put your boat at risk of capsizing. Always remember, the lighter the boat, the less there is a chance that the boat will flip over.

You need to test your sailboat before buying so that they can make right themselves during capsizing situations.

Otherwise, you can check the manufacturer’s manual to see if they have been tested before, and also, there are instructions on to make your sailboat right during leaning situations.

Also, make sure that you are not speeding by any means because speeding is the most common reason why the sailboats rollover. Adding to that, you should not also speed while taking turns on the corners or taking sharp turns.

Finally, if you find yourself in a capsizing boat, try to remain calm as much as possible and try to follow the above-discussed steps to make your sailboat upright.

Why do sailboats lean so much?

Sailboats which include displacement hulls, will literally flip over/lean as they turn. As it goes along, the mass of a displacement hull boat is balanced between the above and below water components.

The sailboat’s above-water pressure has an inertia or momentum effect as it turns, pulling it towards the other side of the turn. Thus the more sharply the turn is made, the more it can capsize out of it.

This ensures you’re pretty likely to get a flip out of it, even though most shipping vessels and naval ships have precautions in place and the ability to keep their cargo stable during an occurrence like this.

Why does a sailboat not tip over?

Modern sailboats don’t tip over because they have the resistance to reduce the angle of the heel, making them stable quickly from the leaning position.

Also, if you select sail correctly and also keep it in the right direction with the wind, then there is less chance that the sailboat will tip over.

Also, the keel is a hidden weapon under the deck that obstructs the boat from being pulled out across the water sideways. While the keel’s force is balanced with the sail’s force, the sideways pressures are canceled out, and the boat moves towards without capsizing.

What does a keel do on a boat?

The keel is the structural building member and foundation of the vessel, extending around the centreline of the lower surface on which the ship’s hull is constructed. It is the ship’s central portion, to which all other critical mechanical parts are related, both wholly or partly.

Why do boats need ballast?

Modern sailboats use the ballasts or weight on the ship’s hull to keep the boat from tipping over in rough water or rocking waves. The ballast keel also helps to maintain the balance of the boat from capsizing due to strong wind.

How far can a sailboat heel?

Well, It depends on the boat’s heel ability, but one thing’s for sure any kind of sailboat has the ability to heel about 20 degrees. But it is suggested from the experts that the boat should not heel too much that it crosses the angle of the heel, and the boat gets flipped over.

Although the wind direction can play the bitter role to heel your boat to that point where it crosses the angle of positive stability, you need to have better knowledge about the correct technique of righting your sailboat.

Frequently Asked Questions:

Why Do Sailboats Lean So Much?

Do Sailboats Have Anchors?

Do Sailboats Have Bathrooms & Showers?

Do Sailboats Have Rudders?

Will I Capsize?

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Better Sailing

How to Right a Capsized Sailboat

Capsize is the term used when a Sailboat is tilted at a 90º angle or turned over in the water. It has something to do with the movement of the crew weight or excess weight concentrated on the wrong side of the boat. It can also be due to too much power in the Sail.

In this section, learn how to avoid capsizing or deal with a small capsized sailing Dinghy :

How to Avoid Capsizing

• Familiarize yourself. Keep in mind that Capsizing is very common when sailing a small boat. This fact can make you prepared. Know the different situations where Capsizing becomes inevitable. Getting familiar with the causes can help you in avoiding them as you go afloat. It is wise to know the things you need to do if the boat capsizes. In protected waters with good conditions, practice dealing with a capsized boat. Get familiar with the steps to do to make the boat upright again. Make sure that you wear a Life Jacket. It will be better if you have someone on another boat to give assistance when necessary.
• Know your limitations. Sail within the limits of your skills and ability to respond to situations. Knowing how to make the boat upright when sailing a Dinghy or small boat is very crucial. If you do not know how to deal with a capsized boat, sail on a more stable one. Small Keelboats and other types of Dinghies are more stable and less likely to capsize. For obvious reasons, do not go afloat if the conditions are not favorable for Dinghy Sailing.
• Know how to reef a Dinghy. A Dinghy becomes easier to handle in strong Winds if it is reefed. Reefing, or reducing the Sail Area, is an important skill to learn. Knowing how to properly adjust the Sail area of a Dinghy while on the water can help you in keeping it upright.
• When Sailing Downwind Place crew weight astern and keep the boom down.
• When Sailing Upwind Place crew weight to windward. Slightly raise the Centerboard or Daggerboard to decrease the Heeling effect. Take control of the speed of the boat. It is more likely to capsize if it heels and slows down.

Knowing the causes of Capsizing will help you in avoiding it. In the event that your boat capsizes, do not get embarrassed. Having a capsized boat is not something to be ashamed of. Many sailors have their own share of experiences in getting their Dinghy capsized. The important thing is that you learn from the experience.

Methods of Righting a Capsized Boat

Dealing with a Capsized boat generally depends on the size of the Sailboat and on what circumstances you are sailing in. Wind and wave conditions at that particular time should be taken into consideration.

Here are some Techniques in Righting a Capsized Boat:

• Release the mainsheet and tiller and climb towards the opposite side.
• Climb over the top gunwale (top edge of the side of the Hull). Step over the sidedeck to reach the Daggerboard.
• Stand on the part of the Daggerboard nearest to the Hull and hold the gunwale.
• Pull the boat upright. Climb back to the boat as soon as it is upright again.
• Scoop Method The heavier person rights the boat by standing on the part of the Centerboard nearest to the Hull to pull the boat upright. The other person is scooped aboard. His weight will prevent the boat from another Capsizing once it is upright. In this method, release the mainsheet and jib sheets in order for the Mainsail to wave loosely when the boat is upright again.
• Walkover Method As the boat capsizes, you and your crew member should climb over the opposite side of the boat to reach the Centerboard. Climb back into the boat as soon as it is righted.
• Traditional Method Turn the boat in such a way that the Mast is downwind or the bow is pointed into the Wind. The first person should stand on the Centerboard, while the second crew member keeps the boat into the Wind. From the Stern, the first person boards the boat and helps the other crew member onboard.
• Righting an Inverted Boat The buoyancy distributed on the bottom and sides of the Hull makes a lot of Dinghies more at risk to turtle (turn completely upside down). In this situation, the Centerboard will likely to slip back into its case. When this happens, stand on the opposite gunwale and pull on a jib sheet or fixed righting line and lean out. Bring the boat to its horizontal or capsized position. Do the suitable Righting Technique to make the boat upright.

In recovering a Capsized boat, ensure that you and your crew (if you are sailing with another person) are safe at all times. Wear a Life Jacket afloat and remember to stay with or near the boat when it capsizes.

How to Right a Capsized Sailboat – Conclusion

Do not be embarrassed if your boat capsizes. In general, getting wet because your boat capsized is both a learning and fun experience. This is actually a good way to teach you several important skills in boat handling and techniques on how to deal with different situations.

Peter is the editor of Better Sailing. He has sailed for countless hours and has maintained his own boats and sailboats for years. After years of trial and error, he decided to start this website to share the knowledge.

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Can a Sailboat Tip Over? How to Avoid it From Happening

While out sailing across the sea with a friend, some thoughts came to my mind which I was unable to get away from. Can this sailboat tip over? What can cause it to tip over? Is there anything I can do to prevent it? These were the questions that kept asking myself over and over.

Most large sailboats are highly balanced due to the weight of the keel. It is tough for a wave or a storm to tip it over because it’s designed to withstand any imbalance that may arise. Small sailboats, on the other hand, are highly acceptable to tipping over due to their design, the keel is much lighter than a larger sailboat which makes them more likely to be tipped over in high winds or large waves.

Capsizing is most common in small sailboats and canoes.

What Is It Called When a Boat Tips Over?

Just in case the concept of tipping over has not been understood, it means when a boat or ship (or any water vessel) is turned on its side or is turned upside down when it is in the water. In simple terms, it is called capsizing or keeling over.

To correct this, you have to undergo another procedure called righting , which is merely the act of reversing a capsized vessel in the water. Some boats are self-righting, meaning that they can right themselves when they capsize. Many boats like sailboats and lifeboats have this ability to self-right and prevent tipping over completely embedded within them.

The concept of self-righting is one that has been around for quite a while and involves using the low center of gravity of the boat as well as the buoyancy of a watertight cabin on the ship for a successful application. When these two factors are considered, it makes it easy for the boat to tip over or capsize.

Ballasted boats like sailboats and yachts have these features embedded within them, and that it is why it is very difficult for them to capsize or stay capsized. However, it is important that you understand why capsizing happens, so that you can prevent them, just in case there is a tiny chance of your sailboat capsizing.

What Is Most Likely To Cause a Capsizing?

Now that capsizing and keeling over have been well defined, we are going to find out the most common reasons why boats capsize so that you can avoid it for your boat.

According to reports by the Coast Guard, boat capsizing is the cause of the highest number of boat accident injuries and deaths, making it the number one causes of boat accidents in the country. It is therefore important that you understand how capsizing is caused.

Here are some of the reasons why a boat will keel over or capsize:

• Operational mistakes:  An inexperienced sailor could veer the ship to the right or left too quickly, or misuse the anchor. By doing this, he or she could cause the boat to go off balance easily and lose its stability. Loss of stability is the most common cause of capsizing every year.
• Uneven distribution of weight:   One of the easiest ways to cause instability is to distribute the weight in the boat unevenly. Always ensure you distribute weight on the ship evenly to prevent tipping the boat over due to instability caused by uneven distribution of weight.
• Modification on the boat can affect its stability:   Any modification to the boat which increases the center of gravity will make the boat unstable. For instance, a small tuna tower can easily increase the center of gravity of the ship and make it unstable.
• Speed:   Speed is another fault of the operator of any boat. It is also a common reason why boats capsize and flip over. When driving boats at top speed, it makes it much more difficult for the operator to control the ship, and much easier for the ship to tip over.
• Flooding:   Flooding could be caused by internal or external reasons and can be very dangerous to any kind of boat. Flooding can cause a boat to capsize as it will reduce the buoyancy of the vessel.
• Cargo issues:   When you have cargo that is not well placed and secured on your boat, it can cause a heavy listing which will lead to progressive rolling, and that will increase the chance of your vessel capsizing. What you should do is to ensure that your cargo is well placed and secured on your vessel.
• Bad Weather:   Heavy rain and wind could play a role in capsizing your ship. Make sure that your drain holes are clear and that there is no debris blocking the water from draining. A sudden squall can cause your boat to flip over, so before you set out on your voyage; check the weather forecast and be sure of the weather condition.

Next, we will see how we can stop a boat from capsizing.

What Can You Do To Prevent Your Boat From Capsizing?

Here are a few things you can do to help prevent or stop a boat from capsizing:

• The first thing you need to do is remain calm.
• Reduce the weight on the boat and remain low and center. Make sure the weight throughout the boat is distributed evenly.
• When turning, take turns wide and at a safe speed to avoid a sudden imbalance.
• Always keep three points of contact with the boat while moving around.
• Take waves head-on with the bow.

To avoid capsizing a sailboat you should prevent the following:

Instability: To prevent your sailboat from capsizing, you need to avoid instability in the boat. Instability can be caused by too much weight in the boat. Ensure you do away with any unnecessary weight on board.

What Do You Do If Your Boat Capsizes?

If you’re in a boat that capsizes, there are a few things that you can do.

• Remain calm to preserve energy.
• You should already be wearing a life jacket, but if you are not, look around and try to find something buoyant that you can use to stay afloat. Most of the time when a ship capsizes it will still be sticking out of the water, so you can use that to float if needed.
• Make sure everyone else on board is accounted for by doing a head count and check that they have something to keep them buoyant and floating.
• If you can, try to roll the boat back over.
• If you cannot roll the boat back over, you should stay with it unless it’s heading towards a hazard such as a waterfall.
• Try to get on top of the boat and out of the water. Doing so will help preserve your energy and slow down hypothermia.
• Try signaling for help.

Do All Sailboats Have a Keel?

Now to the main question: Do all sailboats have a keel? Yes. All sailboats are made up of at least one keel. The keel is a secret weapon below the deck that prevents the boat from being dragged sideways through the water. The force in the keel, when combined with the force on the sail ensures that the sideways forces are canceled out and that the boat moves forward instead of tipping over or capsizing.

The keel (or keels) is, therefore, an essential part of any boat and is a part of all sailboats.

There are several types of keels in sailboats. Each keel posses a specific name and shape as well as different pros and cons.

Fin keel: A fin keel is shorter and deeper in length relative to the overall length of the hull, and it is well separated from the rudder.

Full-length keel: This type of keel is often found on traditional sailboats. They make use of length rather than depth to provide lift and ballast for the hull and they are often attached to the rudder,

Winged keel: Winged keels are generally found on high-performance sailboats, and they often help to reduce the drafts on cruising boats. The wing often pokes out from the main keel located at the tip.

Bilge Keel: Sailboats that have Bilge keels can stand upright on the sand at low tide. They are commonly used in places with high tidal ranges.

Centerboard: They are not a keel, but they are often used in place of a keel. They can be easily lowered or raised by the crew. When raised, they cause a reduction in the draft and wetted surface. When lowered, they perform all the benefits of a keel.

How To Avoid Capsizing a Sailboat

You would not need to right a boat or deal with the consequences of a capsized boat if you were to take some precautions that would prevent the boat from tipping over in the first place. Prevention is always better than cure, so it is important that you take note of all the tips mentioned here and implement them before you set sail to prevent capsizing.

Some of the tips are:

• Do not overload your boat:   Ensure you do not add one pound more than the required weight your boat can carry. Take note of the passengers and cargo weight you can carry, as well as any other additional items any of the passengers could bring on board later. Remember that the floatation of a boat is only possible if the weight is equal to the amount of water displaced. If the weight is more than the amount of water displaced than you will capsize the boat.
• Spread weight evenly:   Be careful to ensure that the weight of your cargo and passengers are well balanced. Do not place cargo in one side while leaving the other side free as this may lead to an imbalance which will cause the boat to tip over. Also, make sure your passengers are not sitting too close to each other on either side of the boat or at the back of the boat.
• Take slow bends:  When turning, do not let the excitement of driving a boat cause you to increase or maintain the speed at which you are driving. When taking a bend, you should reduce your speed considerably as sharp turns could lead to tipping over your boat. If your vessel is small, you should take an even slower turn.
• Do not ride in bad weather:   It doesn’t matter how big or small your boat is, riding in bad weather is never a good idea. You should, however, understand that a bigger boat has the power to handle bad weather when compared to a smaller boat. Bad weather is a bad idea for boating because big waves and strong winds are dangerous to your boat and can easily flip it over or fill it with water, causing your vessel to capsize. If you do find yourself in a situation where the weather is terrible, try to get yourself back to land.
• Do not drive if you are impaired:  If you are intoxicated or in no condition to drive due to an impairment temporarily or permanently, do not boat. Intoxication slows down your response speed. You also tend to make the wrong decisions when you are intoxicated like bending while speeding. Unless you have experienced hands around you that can take over when you get a bit tipsy, do not drink at all on a boat.

How Far Can a Sailboat Heel?

A boat is said to heel when it tips slightly to one side without capsizing due to the force of wind or other external forces. It is different from “list” in that listing involves the tipping of a boat due to internal forces.

Sailboats are scientifically designed to heel and are therefore almost impossible to capsize. This is because when the boat heels, it presents a lower surface area to the wind, reducing the pressure on the wind.

How far a sailboat can heel is different for each sailboat, but ideally, every sailboat should be able to heel within the range of at least 10 to 30 degrees.

Why Don’t All Sailboats Capsize?

To stop a sailboat from capsizing several preventive and corrective measures must be put in place. To prevent a boat from capsizing requires some features which must come with the boat during its design phase. We will take a look at these preventive measures before we move to the ways in which we can correct it.

Sailboats are designed in such a way that allows them to be driven by sails. The presence of sails above the boats causes a sideways and a forward force, these forces are as a result of the wing-like shape of the sails. So, a sailboat is always driven by two types of forces. The sailboat designer must ensure that the boat is designed in such a way that allows the boat to remain upright even under the influence of the sideways force. To achieve this, the following must be put in place.

The hull must be made wider: When the hull is made wider, this will provide sufficient initial stability which is enough to resist the boat capsizing. Apart from making the hull wider, adding additional supporting hulls will also provide more stability.

Addition of weighted ballast: The addition of weighted ballast will result in an increase in stability and buoyancy of the boat. Because sailboats often have keels attached underneath them to keep the boat from sliding sideways.

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How Often Do Sailboats Capsize & Sink?

‍ Key Takeaways

• Try to stay in the boat’s center for the best stability while sailing on smaller boats
• Make sure you have a working bilge pump before heading out to sea
• Many boats sink at the boat ramp due to collisions or other pilot errors
• A sunken boat cannot be saved without additional assistance
• Breaking waves could be dangerous in rough conditions that help capsize boats

‍ Sailboats are designed to float but there are times when disasters happen that could change that. So how often do sailboats sink?

Each year on average, roughly 200 sailboats capsize and sink, which is less than you would imagine for the amount of boats on the water. If you are dinghy sailing, these typically capsize but do not sink. According to US Coast Guard reports in 2020, there were 211 boats that capsized and sank.

After careful analysis, boat sinking is a lot less common compared to a hundred years ago. Thanks to proper education and technology, sailors have adapted to safer sailing experiences.

Table of contents

‍ What is the Likelihood of a Boat Capsizing and Sinking?

Boats capsize and sink for a variety of different reasons. If you know how to avoid those situations, you will likely be much safer and still have a working boat. Boats can capsize and only a select few are able to keep the boat from sinking.

US Coast Guard Statistics

The US Coast Guard reported 211 sinking boats in the year 2020. These numbers help shape an average for the number of sinking boats within a year.

Most of these accidents were user error, while a handful happened at the dock. The point is, no boat is safe from capsizing and sinking.

Type of Boat

When looking at ships, these are much higher sinking occurrences at two a week. There are a lot of vessels that go missing, so it is believed that many are sunk. It is estimated that thousands of boats sink each year but the type of boat matters in those statistics.

Understanding the Types of Capsizing That Leads to Sinking

There are two types of capsizing that boaters need to know. These are referred to as a knockdown or a turtle.

Knockdowns are also called flips in dinghy sailing. This is when the sails and mast are touching the water and the boat rests at a 90 degree angle.

Dinghies and catamarans can recover fairly easy from this situation. On a dinghy, the crew members should stand on the centerboard to help balance the weight of the boat. For a small catamaran, you would need a line on the upper hull to help pull.

Boats with keels will act a bit different depending on the situation in a knockdown. The crew can often add their weight to the side needed, but water pouring in certain spots may be too much to overcome.

A turtle is when a boat completely turns upside down and is likely going to sink. Dinghies and small catamarans can still turn things around from this situation, provided the crew is able to move the boat to a 90 degree angle from the added weight to the centerboard.

If you have a boat with a keel, this will need further assistance from a professional to help right the boat. Some boats are self-righting, but it varies on the type of keel and boat design. With any other type of vessel that turtles, you will likely need further assistance.

What Causes a Capsized Boat?

Many factors influence a boat to capsize and sink. Most of these should be common knowledge, but it is important to point out these situations so that sailors are better informed.

Flooding is the number one cause for ships to sink. As more water enters the boat, the more weight it adds.

Depending on where the water is coming in at will affect the weight distribution of the vessel. This causes the boat to lean or dive down quickly.

Collisions with an object or the ground can cause water to flood the boat. Depending on how bad boat hits something makes a difference on how fast the boat will take on water. This also affects the weight distribution, making the boat less stable and to potentially flip.

Larger boats are more susceptible to collisions since they require more time to safely come to a stop. Keep in mind that you can still do the same in a smaller boat.

Stability has Suffered

Multihull sailboats have much better stability than monohull boats. Sailboats with keels are also more stable.

If your boat is neither of those, you likely have less stability and could potentially capsize. With dinghy sailing, these are designed to move back and forth in the wind. This causes the boat to flip since it has less stability than others boats.

Bad Weather

Poor weather is the main cause of a sailboat or any vessel to capsize and sink. Since the ocean can be unpredictable in combination with weather, it creates a scary situation if the weather happens to be bad the day of sailing.

Pilot Error

A lot of times people make mistakes whether they are influenced by alcohol or something else. This is no different for operating a sailboat and the pilot makes a mistake.

Sometimes a pilot misreads the current situation on how rough the waves are and continues to sail when near a port. Other times it means failure to respond to dangerous situations due to lack of experience on the water.

Avoiding Preventative Maintenance

Sailboat owners need to routinely make adjustments and make sure the boat is working properly. Skipping out on maintenance could mean your boat does not function the correct way and you could capsize during unplanned conditions.

How to Prevent Capsizing and Sinking

A boat capsized is not a pretty sight while sailing and hopefully you never have to experience it. A lot of people believe that proper care can make sailboats unsinkable.

However, that is simply not true. Here are some tips to stay afloat in your sailboat and how to mitigate the risk.

Leave the Centerboard Alone

In boats that have a retractable centerboard you should always leave it all the way down while the sails are up. In the event you have run aground do not raise the centerboard. If you need to move the centerboard at all you must lower the sail to help lower your risk of capsizing.

Stay Seated

You should try your best to stay seated in smaller boats that tend to have a lot of influence in weight shifts. The weight shift messes with the boom or other parts of the boat needed to navigate safely.

Be Aware of the Wind

You should always keep your head on swivel for the latest wind changes. Sailors that can effectively monitor the wind and how it affects your boat will be one step ahead of any potential capsizing danger.

What to Do if Sailboats Tip Over?

No matter if you are a yacht owner or pilot on a sailboat, there are ways to help prepare for when a boat is tipping over. If your sailboat were to tip over, you should:

• Try to account for everyone that was on board
• Grab life jackets if you are already not wearing them
• Enter sailboat from bow or stern and never the sides
• Sit at bow and help bail water if you can (if applicable)
• Call for help

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Daniel Wade

I've personally had thousands of questions about sailing and sailboats over the years. As I learn and experience sailing, and the community, I share the answers that work and make sense to me, here on Life of Sailing.

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Comparing capsize and comfort rates of boats

• Thread starter Richard Marble
• Start date Mar 16, 2004
• Forums for All Owners
• Ask All Sailors

Richard Marble

Here is a list of boats to compare. I have a 1981 Hunter 27. I know from sailing my boat that it feels very stable when it is rough out. I have been comparing the capsize factor and the comfort factor of my boat with other boats. Here is what I have found."Note" anything with a capsize factor over 2 I did not do a comfort factor on as they are more able to capsize so I didn’t figure it made much difference if you were comfortable. What surprised me is that a Hunter 27’s capsize and comfort rate is right up there with a Hunter 35.5 and is better than an Islander 32!!!If your boat is not here and you want to check it go to the related link.Hunter 27 1981Capsize factor of -1.94Comfort factor - 23.39Hunter 31 1985Capsize factor - 1.9Comfort factor - 24.55Hunter 28 1986Capsize 2.21 Not acceptableHunter 30 1983Capsize factor of -1.89Comfort factor - 25.21Hunter 33 1981Capsize factor of -1.86Comfort factor - 25.56Hunter 35.5 1995Capsize factor of -1.97Comfort factor - 24.57Irwin Citation 31 1979Capsize factor of -2.09 Not acceptablePearson 31 1978Capsize factor - 2.03 Not acceptableAllied Seawind 30 1965Capsize factor of - 1.62Comfort factor - 36.86Bristal 32 1966Capsize factor of - 1.74Comfort factor - 32Endeavour 32 year?Capsize factor of -1.76Comfort factor - 30.25Islander 32 year?Capsize factor of - 2.03 Not acceptableIslander Iona 32 year?Capsize factor of -1.9Comfort factor - 23.17Alberg 30 1968Capsize factor of -1.71Comfort factor - 30.97O’Day 32 1977Capsize factor of -1.91Comfort factor - 25.38Pearson 323 1983Capsize factor of -1.74Comfort factor - 30.88Kettenburg K32 1978Capsize factor of -1.86Comfort factor - 27.76  

Trevor - SailboatOwners.com

Another fun Sail Calculator Another fun Sail Calculator with an extensive database of boat models can be found at the Related link below. The program outputs a number of different categories in a bar chart format in a separate window. But remember, these are just numbers!Have fun,Trevor  

Be Careful With The Numbers Looking at these numbers are all well and good but they are derived from simple formulas and don't take into account many factors. And, additionally, how you setup your boat will change the numbers.For example:Capsize Ratio = Beam / (Displacement / 64)**0.333 Notice the only factors involved are Beam and Displacement. This means that, for the same displacement, a boat with a light-weight construction and a deep fin keel will have the same number as boat with heavy construction and a shoal-draft keel.To test what a few hundred pounds difference makes in displacement just run it through the formula and you will see that it makes a difference. If that little change in displacement makes that much difference just imagine what a difference taking into account the center of gravity and the lever arm would make. Think about that 8 or 9.9 hp outboard hanging on the stern rail, life raft and dingy on the coach roof, jerry cans of gas and water lashed to the life lines, etc.. Your numbers just changed big time.The formulas are "no brainers" but one needs to use a lot of judgment when using them.They make a good starting point for discussion, though, if you know what is behind them but don't treat them as gospel.  

Rough Numbers As John indicated, the MCR & CR don't consider all the numbers & variables, and should only be used for a very rough preliminary consideration of very similar boats.For instance (I'm paraphrasing Jeff_H from another forum):An extreme example: You could move a significant weight from a boat's deep keel to it's masthead, without affecting the formulaic outcome (very different boat realities, but same resulting ratios).Regards,Gord  

Richard A. Marble

Is there a better formula out there? I couldn't agree more. I wonder if there is a formula that takes the draft and keel weight into consideration. If there isn't why does'nt someone come up with one? It would be much better I would think.  

Isn't the CR really a righting ratio Richard, I am going to go off and confirm this info, but wasn't the capsize ratio developed by Ted Brewer to be an indication of a boats ability to recover from a capsize (the 180 position) and not specifically to be an indication of its initial stability? The factor favours less beamy boats which have less initial stability when upright, but when turned turtle the lack of beam means they can be uprighted more easily. And of course the greater and deeper the ballast the easier the righting process.I seem to recall Ted pointing out that today's modern beamy boats may not be able to right themseleves when inverted due to their wide beam.Kevin  

Laura Bertran

I've seen different numbers... ...right on this site. The capsize factor for a Hunter 31 is 2.13.  

The capsize screening formula is useful because wide light boats don't roll back up as quickly as narrow heavy boats. There are other numbers that can be calculated to give the range of positive stablity. It is odd that boat manufacturers almost never include this data. But for the few boats that I've compared if the CSF is low the boat is generally considered seaworthy. But even the range of positive stability may not be a better indication in that capsizing is a dynamic event and the RPS is a static measure. The CSF came about by looking at boats that survived the Fastnet?? disaster as opposed to those that didn't. It is an empirical observation rather than a theoretical calculation.  BTW I have a book that has a photo of a beamy fin keeler in the turtle position with the crew standing on the hull. Yes the keel is still attached!! Once that mast is underwater with sails it would take a lot to bring it back upright.  

newly anonymous

does not compute That capsize screening formula is almost universally criticised for being overly simplistic. It does not take into consideration the all-important ballast/displacement ratio, nor does it factor ballast/draft. If my boat displaces 20,000 pounds, it makes a tremendous difference whether 6,000 of those pounds are in ballast or 8,000 are. My H410, which displaces 20,000 pounds, has a bulb keel of 7,500. Surely this bulb keel gives it superior capsize stability than a fin keel would, but the formula doesn't take that into consideration. Neither does it factor whether I have the deep keel version or shoal draft. To simply factor beam verses displacement is ludicrous.  

Please give me an example of a cruising boat generally recognised as a seaworthy blue water cruiser that has a CSF greater than 2!!!!Check out allied seawind,Pacific seacraft,swans,cape dorys, etc etc I haven't done an extensive survey but every one that I have looked at had a CSF of 1.8 or less.  

Jeff M21319

IMHO, the calculation is so simplified... that it is useless. From an engineering viewpoint, so many relevant variables have been left out that any conclusions drawn using the formula presented are essentially false. While beam and displacement are important numbers, they certainly aren't the only ones that need to be considered and given a place in such a complex analysis. Kind of reminds me of the old 'skid charts' the police would use to determine the speed of a vehicle immediately prior to a colision. They would take the length of a skid mark, determine the type of road surface and then look it up on a little chart to get the estimated speed. No accounting for such things as vehicle weight, tread width, condition of tread, inflation pressure, etc. was done.  While I'm certainly not a naval architect, it would seem that determining a boats inherent ability to self-right after going inverted would require complex computer modeling, tank testing and perhaps other sophisticated methodology to get anywhere near a correct answer. Even then, one would have to look at variables such as type and size of sails aloft during the event, actions taken by the crew immediately prior to and after the event and a myriad of others. Sorry, but I just can't buy into a calculation so inherently flawed. P.S. Has anyone ever heard of or contemplated something along the lines of an auto-inflating PFD that would be mounted at the top of the mast and deploy after being submerged? I wonder what (if any) effect this would have, given a few hundred pounds of positive bouancy, on initiating a self-righting action? Perhaps I'm crazy (although it's never been proven in court!) but would something along the lines of a 4' diameter inflatable mooring ball tied to the top (bottom) of an inverted mast do much to get a 10 ton boat headed back onto her feet? What if it also had, via some mechanical means, the ability to 'blow' the main and jib halyards to remove the resistance of the sails to the righting movement? Just wondering.  

Just asked Bob Perry on cruising world's BB He didn't put much value on the CSF in and of itself. He said that bigger is better in that a longer boat is less likely to capsize. He also said that for cruisers that if you stay away from radical designs and have a moderate beam and displacement/length or 220 or better you'll probably be alright. But if you think about it a heavier boat D/L>220 and a moderate beam will probably give you a CSF of less than 2.0.Bob Perry please forgive me if I misquoted. My only attraction to the CSF is that it is a readily available number to compare boats. If you look at SA/Displ,Disp/wll, motion comfort ratio beam/length,PHRF etc you get an idea of what the boat is like. Of course all of these numbers are indications of how the boat probably will perform. Ideally you would have the time and money to hire an expert designer to evaluate the boat. But for some boats this would cost more than the boat!!!!!!  

So the verdict is According to what I’m reading, This capsize formula is pretty much worthless to really determine if your boat will capsize or if it will right itself. That said, generally speaking a boat with a higher number is probably less capable of staying upright than one that has a lower number. So when someone is looking at boats, I guess, use this formula but keep in mind that the lower the keel and the heavier the keel the better. Also you should keep in mind mast height and how much freeboard there is above the water line.Now why doesn’t someone come up with a better formula? While it may not be perfect I’m sure it could be better than this one.  

henkmeuzelaar

Uncomfortable truths about "comfort factors"..... What is the point of even discussing the value of such dimensionless empirical numbers when one is unlikely to find two sailors who completely agree on what "comfort" (or rather: "comfortable motion") at sea really is? Just try to start a rational discussion on this topic between avowed mono- and multi-hullers and you will soon see the futility of such an exercise.Perhaps we should all remember one other fact as well: there is currently no model (i.e. quantifiable level of understanding) that even begins to describe the dynamic behavior of a sailing vessel at sea. If that sounds like a bit of an exaggeration, just consider the fact that current models for boat speed at different points of sail and wind strengths are only valid for flat water! In other words, no one is even able to fully describe what the effects of seastate on something as straightforward as BOAT SPEED are...... IMHO, anyone who accepts the claim that some magical formula can predict the effect of seastate on something as complex as "comfortable motion in a seastate", while at the same time acknowledging that our current level of understanding is insufficient to predict something as comparatively simple as the effect of seastate on boat speed, would appear to have some issues to deal with that fall well outside the scope of this board.Have fun!Flying Dutchman  

You're Right Richard - Take With A Grain of Salt By jove I think you've got it! These formulas make a good starting point for discussion purposes.If nothing else, if your post got you thinking about what's going on that's good. You've started asking questions - that's good. Not taking everything hook-line-and sinker, that's good.I'm thinking about my own boat which is much the same as the Hunter 35.5 and has an aluminum toe rail. The Toe rail is bolted onto a flange on the hull and deck and sticks out about 2 or 3 inches. The beam is the width to the outside of the toe rail. So, do you plug in the manufacturers published number for the beam or use the beam measured to the outside of the hull? At 2" x 2 that's 1/3 of a foot, 0.333. At 3" x 2 that's 0.500 feet. Hey! That's significant!Then there are the other things that don't even fit "The Formula", like how one loads the boat, things one can do to rectify a bad situation (creative flotation devices were mentioned). So the point is there are a lot of variables that aren't in the formula. I guess if a point can be made that this MAY true with all the other formulas too so take the formulas with a grain of salt. The PHRF formula isn't exact either and it incudes many more variables but for speed on a race course, as a rule, it gets pretty darn close. There are exceptions, though, such as the handicap factor for a fixed-blade prop.Not only should one think about and question the forumulas, one should always be thinking when you're on the boat. Things happen and you have to be creative with ways to work your way out of a bad situation. Whether it's a squashed pinkiy up the inside passage (this happened to the Pardey's), getting a boat up-righted, or just getting between those two boats coming toward you in a narrow channel. We are really on our own out there, some times more than others, and you can't necessarily just call 911 to be taken care of.Bottom line - use the info with a grain of salt and think for yourself. And .... if your boat isn't reasonably water tight the best number in the world won't mean a thing.Now go out there and have fun.  

Henk Is your boat an FD=12?Dennis  

Nah, HL43. Tell us about your Windship, though! Flying Dutchman is just the nickname my crew gave me (probably because I am such a nice guy ;D). For the past decade, or so, I have been using this handle faithfully in order not to give anyone a chance to change it into Captain Bligh......The name of our Hunter Legend 43 (hull #1) is Rivendel II. Just type "Rivendel" under Search as far back as Phil's archives go these days and you will get a pretty good idea about what she's been up to.Have fun!Flying Dutchman  

Fred Ficarra

CSF I still believe in formulas that are used with caution. Take my chick screening formula as an example.weight X height in inches/ageX150. Usually women with a CSF of 2.2-1.8 are acceptable. If the number gets too high she is too fat or young. If the number gets too low she is too old ,short or skinny. If I throw in a couple of qualifying limits the results are better. Say older thatn 18 and younger than 35. But then you might get a perfect number and the girl be unacceptable for other reasons such as she doesn't like old farts!!!!Example a 62" woman weighing 120#s and 25 years old = 1.98 if she is 55 that number changes to =0.90 which is clearly an unacceptable number. Maybe I should factor in red hair and a large bank account???? But heck it's hard enough to get a woman to devulge her weight and age!!!!!!! Maybe a beer factor where .25 is added or subtracted for each beer consumed in the last hour????  

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Capsize – how it happens

Posted by John Vigor | Sailing Tips

Planning for an unplanned inversion

Capsize: how it happens, and what you can do to survive it.

When Isabelle Autissier’s 60-foot racer capsized in the Southern Ocean, it sent a chill of fear through the sailing community. Sailors don’t like to think of capsize. But here was a big, well-found boat, a Finot-designed Open 60 Class flier, wallowing upside down in huge frigid swells, with her long thin keel jutting toward heaven. It was a bizarre and frightening sight.

Autissier was lucky. She was taking part in the Around Alone race, so her million-dollar boat was equipped with emergency satellite transmitters, position recorders, and lots of other equipment that no normal cruiser is likely to be able to afford or fit on board. She was eventually rescued in a wonderful feat of seamanship by Giovanni Soldini, a fellow competitor.

So what went wrong? And could it happen to you? It depends where you sail, but if you sail out of sight of land, whether at sea or on a lake, the answer is yes, it could. And you should always be prepared for it to happen. The good news is that most yachts of classic proportions will survive a capsize. Unlike Autissier’s extreme design, they will right themselves, although some might take longer than others.

You can form a crude idea of what went wrong with Autissier’s boat by imagining a long plank floating in the water. It doesn’t care which side is up. It’s happy floating either way up. That’s Autissier’s boat. Now imagine a plank with a heavy weight attached along one side, so the plank floats on edge. If you turn it upside down, the ballast quickly pulls it back again. That’s your normal yacht design. Autissier’s racer was shaped too much like a wide plank – too beamy and too light to recover from an inverted position, despite the long heavy keel. It’s one of the paradoxes of naval architecture that an excessively beamy boat, while hard to capsize in the first place, is unseaworthy if she is inverted.

Furthermore, a light, shallow, beamy boat capsizes more easily than a narrow, deep, heavy boat because she offers the seas more leverage to do their work, and because she is quicker to respond to the upward surge of a large swell.

Planing hulls

Designers create racing boats like Autissier’s because that shape gives them the ability to plane at high speeds. In other words, they deliberately sacrifice seaworthiness on the altar of speed, and the boats rely on the skill of their crews to keep them upright. Unfortunately, singlehanders have to sleep now and then, so they can’t be on watch all the time.

While it’s true that a good big boat is less likely to capsize than a good small boat, there is no guarantee that even the largest yachts are immune from capsize. It’s not the wind that’s the problem. It’s the waves.

Tests carried out at Southampton University in England have shown that almost any boat can be turned turtle by a breaking wave with a height equal to 55 percent of the boat’s overall length. Even if you don’t like to think about it, you know in your heart that it’s a reasonable finding. It means your 35-footer could be capsized through 180 degrees by a 20-foot wave. Even a 12-foot breaking wave would roll her 130 degrees from upright – from which position she may turn turtle anyhow.

And if you imagine you’re never going to encounter a 20-foot wave, think again. Waves of that size can be generated in open water by a 40-knot wind blowing for 40 hours. And a 12-foot wave is the result of a 24-knot wind blowing for 24 hours. Plenty of those around.

Large waves are formed in other ways, too. A current flowing against the wind will create seas that are much larger and steeper than normal. And the old stories about every seventh wave being bigger than the rest have a basis of truth, although it’s not necessarily the seventh wave. It could be the fifth or the ninth. The point is that wave trains occasionally fall in step with each other at random intervals, literally riding on one another’s backs, to form an exceptionally high wave. We call that a freak wave, but it’s actually more normal than we care to admit.

Bigger waves

Scientists calculate that one wave in every 23 is more than twice as high as the average. One in 1,175 is three times bigger. And one in 300,000 is four times the average height. They may be far apart, but they’re out there, and many big ships have been lost to them.

John Lacey, a British naval architect, put forward an interesting proposition after the 1979 Fastnet Race, in which 63 yachts experienced at least one knock-down that went farther than 90 degrees and remained upside down for significant periods.

He explained that the old International Offshore Rule for racers had radically changed the shape of yacht hulls by greatly increasing the proportion of beam to length, which gave them more power to carry sail without the need for additional ballast. It also gave them more room below, of course.

But the flatiron shape of the hull made it very stable when it was inverted. To bring the boat upright again would require about half the energy needed to capsize the yacht in the first place, Lacey calculated.

“Since the initial capsize may have been caused by a once-in-a-lifetime freak wave, one could be waiting a long time for a wave big enough to overcome this inverted stability,” he commented. Autissier’s experience bore out that prophetic statement. Her boat was still upside down when she abandoned it.

Lacey did some more sums and figured that a narrower cruising hull with a lower center of gravity than a typical IOR boat would require only one-tenth of the capsize energy to recover from a 180-degree capsize.

“It therefore seems, in my opinion, that we should tackle the problem from the other end, and design yachts for minimum stability when upside down,” he concluded.

Deep-vee cabin

His recommendation is not likely to be taken too seriously, but he certainly does have a point. You could make an inverted yacht unstable with narrow beam, a very deep keel with a lot of weight at the very end of it for righting leverage, and a deep-vee cabintop, or at least one that was narrow on top and broad at deck level. For the same reason, flush-decked yachts should be avoided, because they’re likely to be much more stable upside down.

But as in everything to do with sailboats, there are compromises to be made. Deep narrow hulls might recover quickly from inversion, but as sailors discovered a century ago when they were all the rage, they’re lacking in buoyancy. They’re also wet, and they have very little accommodation.

Two basic design features probably govern the probability of capsize more than any others. The first is inertia and the second is the shape of the keel.

Inertia is not generally well understood, but it’s the first line of defense against a wave impact. In simple terms, inertia is resistance to change. The inertia of a moving boat works to keep her moving on course, even though other forces are trying to halt or divert her. The inertia of a boat at rest resists any sudden attempt to start her moving.

Obviously, because inertia varies with mass, a heavy boat has more inertia than a light boat, so a wave hitting her from the side is going to get a slower response. Light-displacement boats are more likely than heavy boats to be picked up and hurled over by a plunging breaker.

Narrow beam is a help, too, because the force of a breaking wave is concentrated nearer the centerline of the yacht, where it has less overturning leverage.

Spreading weight

The way weight is distributed on a boat also affects its inertia. A wide boat with a light mast and a shallow keel will respond very quickly to every wave with a lively, jerky motion. A boat with a heavier mast and a deeper keel has its weight spread out over a greater span, and it’s more difficult to change its speed or direction, so the force of a breaking wave may be dissipated before it has a chance to overturn the boat. Inertia, incidentally, is what keeps a tightrope walker aloft. It’s contained in that long stick. If you push down on one side of it suddenly to regain your balance, it almost bounces back at you. It will subsequently move slowly away, but you can recover it with a long gentle pull as you lean the other way.

A long, old-fashioned keel resists sudden rolling simply because it’s difficult to move anything that big sideways through the water. A fin keel, with its meager surface area, is much more easily moved when it’s stalled; thus, the boat to which it’s attached is more easily overturned. But a fin keel that’s moving through the water acquires much more stability, which is why fin keelers should be kept moving in heavy weather.

Capsize screening formula

The maximum beam divided by the cube root of the displacement in cubic feet, or Maximum beam (feet) = less than 2 3÷Displ/64 The displacement in cubic feet can be found by dividing the displacement in pounds by 64. The boat is suitable for offshore passages if the result of the calculation is 2.0 or less, but the lower the better.

Although there are design factors that improve seaworthiness (usually at the expense of speed and accommodation), and although there are tactics you can use in a storm to minimize the chances of overturning, no boat is totally capsize-proof. That is not to say that every boat is going to capsize, of course, even the ones most likely to. After all, hundreds of yachts cross oceans every year without mishap. But prudent sailors keep the possibility in mind and do what they can to forestall any problems and to lessen any damage resulting from an inversion.

Large forces

If you have never given any thought to inversion, the results of a capsize can be devastating, not only on deck but down below as well. Not many people realize what large forces are involved in a capsize, especially the head-over-heels capsize called a pitchpole. It’s not just a gentle rolling motion. The contents of lockers and drawers can be flung long distances in the saloon, and you could easily find yourself standing in a state of disorientation on the overhead in a seething mess of battery acid, salt water, clothing, ketchup, mayonnaise, diesel fuel, paint thinner, knives, forks, and shards of broken glass. There will be no fresh air entering the cabin to dissipate the fumes. And it will be dark because your ports will be under water.

So, first things first: presuming you haven’t been injured by flying objects, can you lay hands on flashlights? Were they stored safely in a special place that you can reach without having to shift a wodge of soaked bunk mattresses? Is there one for every member of the crew? Are the batteries fresh? You may not stay upside down for long. But if you’re unlucky, like Isabelle Autissier, you will find you need a flashlight more than anything else on earth.

There are some other things you should think about before you ever set sail. And there are some precautions you can take.

Avoiding capsize

• Avoid heavy weather. “The most dangerous thing on a boat is an inflexible schedule.” Thanks to Tony Ouwehand for this observation.
• Avoid taking large waves abeam, particularly breaking waves.

Heave to. Run (down wave) using a drogue to keep speed down to 3 to 5 knots. Use a sea anchor from the bow or a series drogue from the stern. (Practice rigging and deploying these in moderate conditions.)

• Is your rig as strong as possible? Will it withstand the tremendous forces of a capsize?
• Do you have a plan to free a toppled mast from alongside, where it can batter holes in your hull? Have you ever thought how difficult it would be to cut the rigging, even with a decent pair of bolt cutters, on a slippery deck that’s suddenly rolling viciously?
• Do you have material on board for a jury rig? Have you thought about how you would use it?
• Will your radio transmitter’s antenna come down with the rig? Do you have a spare?
• Will your EPIRB start working automatically because it’s been under water – whether you want it to or not?

The cockpit

• Are your cockpit lockers waterproof? Can you imagine how quickly you’d sink if one of them was open at the time of capsize?
• Do your companionway hatchboards lock in position? Have you ever thought how much water would get below if one or more fell out as you turned over?
• What have you done about waterproofing the cowl vents for the engine? Those are huge holes in what would become the bottom of the boat. (The same goes for Dorade boxes, incidentally. Each one is a potential three- or four-inch hole in the bottom. Fit them with deck plates for sea work, on deck and down below.)
• If you’re in the cockpit when the boat capsizes, will you be attached by a harness? Will you be able to free yourself if you’re trapped under water and the boat stays inverted for some time?

The anchor locker

• If the anchors and chain are not fastened down securely they could bash their way through the locker lid and cause all kinds of havoc.
• Is your self-draining deck anchor locker waterproof? Many aren’t completely sealed at the top, where wires for pulpit-mounted running lights come though, and would let in water.

The engine room

• Is your engine mounted securely enough to withstand a capsize? I know of one boat in which the engine was hurled from its mounts during a pitchpole, causing great destruction.
• What if the engine’s running during a capsize? Could you switch it off quickly, with everything upside down? Would the oil run out? Would the fuel drip out of the tanks? Are your breathers inside or outside?
• Are the batteries fastened down firmly enough? Can you imagine what damage they could do if they got loose? And will they drip acid if they’re upside down? (Newer batteries – gel cells and AGMs will not spill acid when inverted. -Ed.)
• Can you turn the stove off? If there’s a smell of gas, can you deal with it? Have you made sure the galley cupboards can’t fly open during a capsize and turn the saloon into a sea of broken glass and chip dip?
• Can you lay hands on a fire extinguisher quickly? It could save your life.
• Have you figured out a way to keep all those loose tops in place in the saloon – the boards that cover access to storage under bunks, the bilge boards, and so on? Some boats have inside ballast, and many have heavy objects, such as storm anchors, stowed in the bilges. Make sure they stay there, because if they get loose they can come crashing through the overhead (your new “floor”) and sink the boat very quickly.
• Make sure your bunk mattresses will stay in place, too, otherwise they will greatly hamper your attempts to get around.
• Have you figured out a way to pump bilge water out of an inverted boat? Think about it. It’s not easy.
• Most books could escape from their racks during a capsize and become potentially harmful flying objects. Have you solved that problem?

Important documents

• The ship’s papers and your own personal documents should be in a watertight container in a secure locker, one that is not too high up in the boat because that’s where the water will be when you capsize.

There are many other systems and pieces of gear on a boat that could be affected by a capsize. When you use them, think inverted. Imagine what would happen if they got loose. Invent ways to keep things in their places during an unplanned inversion. Don’t ever imagine it’s wasted work. It’s one of the unspoken rules of the sea that if you’re prepared, the worst is not likely to happen. If you’re not, you’re bound to attract trouble.

More on the subject

Tami Ashcraft wrote a compelling story of the realities of inversion and its aftermath in her book, Red Sky in Mourning: The True Story of a Woman’s Courage and Survival at Sea , reviewed in our May 2000 issue. John Vigor goes into more depth about preparation for capsize in his book, The Seaworthy Offshore Sailboat .

Article from Good Old Boat magazine, November/December 2000.

About The Author

John Vigor is a retired journalist and the author of 12 books about small boats, among them Things I Wish I’d Known Before I Started Sailing, which won the prestigious John Southam Award, and Small Boat to Freedom. A former editorial writer for the San Diego Union-Tribune, he’s also the former editor of Sea magazine and a former copy editor of Good Old Boat. A national sailing dinghy champion in South Africa’s International Mirror Class, he now lives in Bellingham, Washington. Find him at johnvigor.com.

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Avoiding Capsizing And Swamping

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Three boaters are plucked from the water 25 miles offshore after their boat capsized. Learn how to prevent getting into this mess in the first place.

Photo: U.S. Coast Guard

A day out on the water led to three men being rescued by good Samaritans some 25 miles offshore of Hernando Beach, Florida, in the Gulf of Mexico. The trio, all wearing life jackets, were pulled November 2, 2019, from the overturned hull of a 26-foot Sea Fox center-console.

An EPIRB (Emergency Position Indicating Radio Beacon) set off from the capsized boat triggered a response from U.S. Coast Guard Air Station Clearwater. A C-130 aircrew dropped a life raft to three people, but a nearby good Samaritan aboard a power catamaran was first on scene and took the three men aboard. There were no reported injuries. Watch a video of the incredible rescue above.

A Look At The Numbers

A capsize is defined as a boat rolling over onto its side or completely over. Swamping typically means that a boat fills with water (often from capsizing) but remains floating.

What causes boats to capsize and swamp? In a word: instability. Boats are inherently stable until something causes them to become unstable. That something is weight — where it is and how much it is determines when a boat will tip over far enough to capsize or fill with water.

In an analysis of five years of GEICO | BoatUS Marine Insurance claims that involved capsizes and swampings, we learned what you can do to prevent this from happening in your own boat. Here's what we learned:

• Nearly all capsizes can be assigned to one of three causes: too much or poorly distributed weight , leaky vessels , and bad weather .
• The majority of incidents occur on small boats. Nearly 10% were 8-footers (such as dinghies). The largest group (41%) was in the 15- to 19-foot range. These boats were typically fishing boats with large, hard-to-drain cockpits, sometimes in poor weather, and sometimes overloaded. A quarter of the pie (26%) comprises boats 20 to 24 feet. Half of those were outboard-powered 22 footers. Larger boats tend to be more stable and rarely capsize.
• Life jackets can buy extra time until you're rescued, but they have to be worn to work. BoatUS Foundation tests showed that even modest waves can make it very difficult to don a life jacket when you're in the water — a job made harder still if you have to search for one after capsizing.

Most power boats built before 1972 have no flotation and will sink out from under the crew if swamped.

Weighty Issues

• Small boats are much more susceptible to an extra person or two or a couple heavy coolers aboard than larger boats.
• Older boats may have gained weight over the years as more gear is stored aboard or the hull has absorbed water.
• On boats with cockpit drains, a heavy friend or a second cooler might be all it takes to make the water come back in through the drains.
• Most boats under 20 feet are required to have flotation. They also must have a capacity plate that states how much weight and how many people can be safely aboard.
• Exceeding the capacity limits, even in calm water, is asking for trouble. In many states, operators can be ticketed for it.
• Safe passenger loading is controlled by the number of "underway seating positions." So two slim adults taking four or five small children out for a spin on a boat designed to seat four is a big safety risk, even though the total passenger weight might be well under the boat's stated capacity.
• Weight distribution is almost as important as the amount. Too many people on one side of the boat (Hey, look at that whale!) forces the gunwale too far down, potentially allowing water to pour in.

Pontoon boats are generally more stable than monohulls, but even they can be capsized by an unbalanced load. (Photo: John Silver)

• Some boat manufacturers label upper decks on larger boats to indicate how many passengers can be on them. Weight that is substantially above the waterline raises the boat's center of gravity and makes the boat less stable.
• Installing a four-stroke engine on an older boat can add 10% to 15% more weight than it was designed for. Water can backflow into the cockpit.
• Fishermen and hunters in small boats can make their boats unstable simply by standing up because their center of gravity rises.
• Capsizes can be caused by modifications that affect the stability of the boat. Contact the manufacturer or a naval architect if you're unsure how a modification will affect stability.

Leaky Vessels

• Sometimes it's as simple as forgetting to put the drain plug in. Other times it's leaking fittings. Tying the drain plug to your boat key is a simple way to remember the plug.
• Water sloshing around the bottom of the boat affects stability, and waves or a wake can cause it to flip.
• Leaking fittings are usually out of sight, often in livewells and bait boxes. Several claims were reported when an owner installed a livewell fitting using cheap PVC pipes and valves, and at least one livewell had no shutoff valve at all with no way to stop the ingress of water once it began leaking.
• Any fitting that penetrates the hull needs to be closeable and should be made from stainless steel, bronze, or Marelon.
• Some livewells are plumbed in such a way that they'll flood the boat if the valve is left open while underway.
• Many older outboard-powered boats have low transom cutouts that can cause the boat to flood simply by slowing down too quickly, especially with extra wight in the stern. Newer boats have a well that reduces the risk.
• Some boats have cockpits that drain into the bilge (generally considered a poor design), requiring the use of a bilge pump to even stay afloat. Bilge pumps are designed to remove nuisance water only, not to keep a boat from sinking. If you boat's cockpit drains into the bilge, be aware that if the bilge pump fails, your boat can fill with water and capsize or sink.

Large waves can overwhelm a boat and cause it to capsize. Keeping the bow into the waves can prevent the boat from rolling.

Bad Weather

• Small boats are easily overwhelmed by modest waves or even wake, especially if they've got a full load and sit low in the water.
• A sudden squall can flip even a larger boat. Check the weather forecast before you go out and keep a weather eye on the sky.
• In most areas, NOAA broadcasts continuous weather via VHF radio. If you're within range, smartphone apps can show you detailed weather maps, including radar, which can indicate approaching storms.
• Weather changes quickly on the water, so at the first sign of bad weather, head back to the dock. If you're caught out in a squall, have your passengers stay low near the center of the boat to maintain stability.

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What Should You Do If Your Boat Capsizes

Table of Contents

Last Updated on February 24, 2022 by Boatsetter Team

It doesn’t occur often, but sometimes the worst happens when you are out on the water, and your boat capsizes, putting you and your passengers at a safety risk. If emergency situations occur, it is key that you are prepared for them beforehand. Then, when an emergency occurs, you should know what to do as a result of knowing what steps to take in advance. 

In this article, we cover everything concerning the hypothetical situation that your boat capsizes so that you and your crew can be prepared. 

What Causes a Boat to Capsize? 

A capsize is defined as a boat rolling over onto its side or completely over. Boats capsize because they become unstable. There are three main reasons for that instability: too much or unbalanced crew and equipment weight; leaking water, which also creates too much weight; and bad weather, which causes instability as the boat is rocked and filled with water. 

What Boats are at a Risk to Capsize and Why? 

The majority of capsizes are smaller boats. About 10 percent of capsizes are 8-footers, mostly dinghies, and these capsize often don’t cause very much damage. The biggest group by far consists of 15-19 footers, representing 41 percent of all capsizes. These boats are typically fishing boats, often with large, hard-to-drain cockpits, sometimes out in poor weather, and sometimes overloaded. The next most common group are boats in the 20-24 foot range, representing 25 percent of all capsizes; finally are the largest boats, those over 25 feet, representing 18 percent of all capsizes. 

Poor Weight Distribution

The most common cause of boat capsizing is poorly distributed weight. The 15-19 footers are the most susceptible to the main cause of capsizing, which is poorly distributed weight, such as an extra person or two or a couple of heavy coolers aboard. Older boats especially may have gained weight over the years as more gear is stored aboard. On boats with cockpit drains, a large friend or a second cooler may be all it takes to make the water come back through the drains, filling the boat. While most of these under 20-foot boats must have floatation, they must also have a capacity plate that states how much weight and how many people can be safely on board. 

It’s important to pay attention to this number and keep in mind that the number of seats in a boat is not always an indication of the number of people a boat can safely carry. Exceeding the capacity limits, even in calm water, can put you at a much higher risk of capsizing. All it may take is a stiff wind, a large wake , or an unbalanced load to lead the boat to flop over. Additionally, where the weight is distributed is almost as important as the amount. Too many people on one side of the boat forces the gunwale too far down, potentially allowing water to pour in. For this reason, boat manufacturers often proved a diagram for each boat showing where passengers can safely sit, not to upset the boat’s balance. 

Some boat manufacturers label upper decks on their larger boats to indicate how many passengers can be on upper decks. The weight that is substantially above the waterline raises the boat’s center of gravity and makes the boat less stable and more likely to capsize. Another thing to keep in mind is that people have gotten larger over the years. 

The Center for Disease Control (CDC) says that the average weight of an individual in the United States has increased to 185 pounds, up significantly since commercial passenger-carrying regulations went into effect in the 1960s when the average American weighed 160 pounds. As you can imagine, those extra pounds can add up, especially on larger boats that are capable of carrying many passengers, causing your boat to be unbalanced. While it may not be your initial impulse to do so, it’s a good practice to eyeball your guests and try and get a ballpark estimate of weight before you take out a larger group. 

The bottom line is that loading too much cargo or too many passengers in one part of the boat can affect the boat’s stability, even when the total load is within the boat’s maximum capacity. Additionally, weight needs to be evenly distributed, especially on a small boat.

The second major cause of capsizing is leaks. Sometimes it’s as simple as forgetting to put in the drain plug; other times, it’s leaking fittings. Water sloshing around in the bottom of the boat affects stability, allowing for waves or a wake to cause the boat to flip. Tying the drain plug to your boat is a simple way to remember the plug. On the other hand, leaking fittings that can fill the boat with water are usually out of sight, often in livewells and bait boxes. Any fitting that penetrates the hull needs to be closed and made from stainless steel, bronze, or marelon. 

Many older boats have low transom cutouts that can cause the boat to flood simply by slowing down too quickly, especially with excess weight in the stern . Newer outboard boats have a well that reduces this particular risk. 

Some boats have cockpits that drain into the bilge , requiring the use of a bilge pump even to stay afloat. Bilge pumps are designed to remove nuisance water only, not to keep a boat from sinking. One must be cautious if your boat’s cockpit drains into the bilge because if the bilge pump fails, your boat can fill with water and capsize or sink. 

Bad Weather

The third major cause of a capsized vessel is bad weather, which often acts in concert with some of the factors spoken of above, such as overloading or unbalanced loads, to cause a boat to capsize. Small boats are easily overwhelmed by modest waves or even a large wake, especially if they have a large load and sit low in the water. A sudden squall can flip even larger boats. Therefore, it is important to check the weather forecast before going out and keeping an eye on the sky.

 In most areas, NOAA broadcasts continuous weather via radio. If you are in a cellular data range, smartphone apps can show you detailed weather maps, including radar, indicating approaching storms. Since weather changes quickly on the water, you need to head back to the dock at the first sign of bad weather. If you do happen to be caught in a storm, you and your passengers should stay low near the boat’s center to maintain stability. 

How to Proceed if Your Boat Does Capsize 

Now that we have gone over the risks of capsizing that each boat faces and how you can avoid these risks, it’s still important to know what to do if your boat capsizes. 

The first thing you should do when a vessel capsizes is, check the people onboard and make sure that no one is injured. 

If you made the mistake of not wearing a lifejacket or a PFD, find one and put it on. If you can’t put it on, hold onto it and have the other passengers do the same.

Next, do a headcount of those who were on board.  

The most important thing you can do is stay with your boat if it remains floating. This exponentially increases your chances of being rescued by fellow boaters or the coast guard rescue crews. It’s a lot easier for someone flying over in a helicopter, for example, to find an inverted hull in the water than people floating in the vast sea. 

Another recommendation is to retrieve as many supplies as possible from the capsized boat, such as flares, distress signals, and extra flotation devices. Find anything that floats and tether it to the boat to create a bigger target for people searching for you. Another strategy is to release some items into the water to create a debris field which also helps spotters. 

If the boat is still floating, try to climb onto the hull to reduce exposure to the water. Water steals body heat 25 times faster than air does. To stay warm and stave off hypothermia, you and the other passengers need to huddle together to pool warmth. 

It’s important to remember that if you are more than 100M from shore, don’t try and swim to shore. It is safer to stay with your party and the boat and wait to be rescued. 

Conclusion:

It’s easy to feel that you are invincible when you are out on the water in your boat of choice. Still, the fact is that it is important to keep an eye on the safety of you and your passengers, especially when it comes to the possibility of capsizing. Too much weight or unbalanced weight can severely affect your boat’s stability. Leaks can also be a large contributing factor to capsizing. And finally, one must always be wary of the weather when going out on a boat. 

In case of disaster, It is important to follow the procedures listed above, such as putting on life jackets , staying with the boat, and salvaging all life jackets and floatation devices from the boat to increase your visibility. By following these procedures, you increase your and your passenger’s chances of a safe rescue. 

Boatsetter empowers people to explore with confidence by showing them a world of possibility on the water. Rent  a boat,  list  your boat, or become a  Boatsetter captain  today.

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WHAT CAUSES A BOAT TO CAPSIZE

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What causes boats to capsize?

In a word, instability. Boats are inherently stable until something causes them to become unstable. And that something is weight — where it is and how much it is determines when a boat will tip over far enough to capsize or fill with water.

A capsize is defined as a boat rolling over onto its side or completely over; swamping typically means that a boat fills with water (often from capsizing) but remains floating. So to simplify, we'll use the term capsize from here on. As mentioned, boats capsize because they become unstable, but there are three main reasons for that instability: too much or unbalanced crew or equipment weight; leaking water, which also creates too much weight; and bad weather, which causes instability as a boat is rocked and filled with water.

We Hope It Floats

There is always a very real possibility of injury when passengers unintentionally go in the water with nothing to hold onto. The U.S. Coast Guard (USCG) has addressed this by requiring monohull powerboats built after 1972 under 20 feet in length to float when filled with water. This is a good thing, because without it, most of the small boats in the study would have sunk out from under the crew, leaving nothing to hang onto while waiting for rescue. The bad news is that boats larger than 20 feet that don't have built-in flotation will eventually sink if capsized, and even smaller boats with flotation can still sink if grossly overloaded. (Note: Boats up to 26 feet built to the American Boat & Yacht Council (ABYC) standards adopted by the National Marine Manufacturers Association (NMMA) also have flotation). Inboard and sterndrive boats have less rigorous basic flotation requirements than outboard-powered boats. If your boat was built before 1972, it wasn't required to — and probably won't — have flotation at all.

Which Boats Are More Likely to Capsize?

Small boats are most likely to capsize. Almost 10 percent were 8-footers, mostly dinghies, and capsizes here often didn't cause much damage. But the biggest group, according to a BoatUS study were the 15-19 footers, representing 41 percent of all capsizes. These boats were typically fishing boats, often with large, hard-to-drain cockpits, sometimes out in poor weather, and were sometimes overloaded.

The next most common group are boats in the 20-24-foot range, representing a quarter of the total; half of those were outboard-powered 22-footers. Larger boats tend to be more stable and rarely capsize, though there were several boats over 38 feet that capsized.

Why They Capsize

Nearly all capsizes can be assigned one of three causes. The most common is too much or poorly distributed weight. Small boats are much more susceptible to an extra person or two or a couple of heavy coolers aboard than larger boats. Older boats especially may have gained weight over the years as more gear is stored aboard. On boats with cockpit drains, an extra beefy friend or a second cooler might be all it takes to make the water come back in through the drains, filling the boat. While most of these under-20 foot boats are required to have flotation, they also must have a capacity plate that states how much weight and how many people can safely be aboard. Pay attention to this number, and keep in mind that the number of seats in a boat is not always an indication of the number of people it can carry safely. Exceeding the capacity limits, even in calm water, is asking for trouble; and in many states, operators can be ticketed for it. All it takes is a stiff wind, a large wake, or an unbalanced load to flip over.

The bottom line is that loading too much cargo or too many passengers in one part of the boat can affect its stability, even if the total load is within the boat's maximum capacity. Weight needs to be evenly distributed, especially in smaller boats. One other thing worth mentioning is that capsizes can also be caused by modifications that affect the stability of the boat. Even a small tuna tower can severely change the center of gravity, especially on a smaller boat.

The second major cause of capsizing is leaks . Sometimes it's as simple as forgetting to put the drain plug in; other times it's leaking fittings. Water sloshing around in the bottom of the boat affects stability and waves or a wake can cause it to flip. Tying the drain plug to your boat key is a simple way to remember the plug. On the other hand, leaking fittings that can fill the boat with water are usually out of sight, often in livewells and bait boxes. Several claims were reported when an owner installed a livewell fitting using cheap PVC pipes and valves, and at least one livewell had no shut-off valve at all with no way to stop the ingress of water once it began leaking. Any fitting that penetrates the hull needs to be closeable and should be made from stainless steel, bronze, or Marelon. One more thing the claims revealed: Some livewells are plumbed in such a way that they'll flood the boat if the valve is left open while underway.

Many older outboard-powered boats have low transom cutouts that can cause the boat to flood simply by slowing down too quickly, especially with excess weight in the stern. Newer outboard boats have a well that reduces the risk.

Some boats have cockpits that drain into the bilge (generally considered a poor design), requiring the use of a bilge pump to even stay afloat. Bilge pumps are designed to remove nuisance water only, not to keep a boat from sinking. If your boat's cockpit drains into the bilge, be aware that if the bilge pump fails, your boat can fill with water and capsize or sink.

Weather is another major cause of capsizes, sometimes in concert with overloading. Small boats are easily overwhelmed by modest waves or even wake, especially if they've got a full load and sit low in the water. A sudden squall can flip even a larger boat. Check the weather forecast before you go out, and keep a weather eye on the sky. In most areas, NOAA broadcasts continuous weather via VHF radio. If you're within range, smartphone apps can show you detailed weather maps, including radar, which can indicate approaching storms. Weather changes quickly on the water, so at the first sign of bad weather, head back to the dock. If you're caught out in a squall, have your passengers stay low near the center of the boat to maintain stability.

Based on an article in BoatUS

Copyright © 2014

• Paddle Board

What to Do if Your Boat Capsizes: Here’s Everything You Need to Know

When you think of enjoying a nice afternoon out on the water, what’s the ideal setting? It’s probably cruising over the lake as the sun sets, enjoying the fresh air and nature at her finest.

We doubt it involves the boat upside down in the water, with you clinging to the hope of rescue. However, capsizing your boat can be a real threat, and you need to know how to deal with the situation should it occur.

Here’s everything you need to know to handle a capsize on the lake or at sea.

What Should You Do if Your Boat Capsizes?

First – don’t panic.

One element of a capsizing event can cause the biggest loss of life or unnecessary injury – panic. When a capsize occurs, it’s a stressful event. Even seasoned captains may find themselves suddenly overcome by the adrenaline surge involved with the situation’s urgency.

So, it’s understandable that your passengers who have little experience on the water may start to panic. Panic is a killer, and it leads to people making stupid mistakes at the moment that lead to death or injury. Before you go out on the water, it’s important to give your passengers a short safety briefing.

Explain the protocols and procedures if something goes wrong. While they likely won’t help much in a real-time situation, it may be enough to get people to stop panicking and keep their cool.

If people have a hard time controlling their emotions, get them to close their eyes and focus on their breathing. Have them inhale and exhale for longer than they inhale. This action activates the parasympathetic nervous system, helping them control the adrenaline surging through their body and mind.

Make Sure You’re As Safe As Possible

After the capsize, attend to your immediate needs first. Secure your life jacket and make sure you’re floating. You can’t help anyone if you are in a precarious position yourself.

There’s a proverb in boating that says don’t try to rescue someone and make it two people that end up drowning. Make sure you’re safe, and then turn your attention to the other passengers as fast as possible.

Look Around for Others and Count Heads

If you’re by yourself in a capsizing situation, then you only have yourself to worry about. However, if you’re on a boat with several passengers, it’s your responsibility to ensure the safety of your passengers. If the boat capsizes, stay calm and review the situation. Start looking around you for your passengers and conduct a headcount as soon as you have your bearings.

Get acquainted with all passengers before you go out for the day. If something goes wrong, you’ll have to call that person by their name to catch their attention. If you notice anyone’s missing, they may be under the boat. If the water visibility is good, start diving underwater to find the missing people.

Once you have everyone accounted for, it’s time to start planning the best strategy to get out of the water.

Keep Close to the Boat or Turn it Over If You Can

After capsizing, the first option is to get your bearings and try to right the boat. Some smaller sailboats , kayaks, canoes, and catamarans can easily turn right-side-up again.

If you can’t manage the turn the boat over, then try to remain as close to it as possible. When the rescue team is searching for you, they’ll discover the vessel, and if you’re not there, they’re likely to think you didn’t survive.

Climb On the Hull

If there’s no way to right the boat, try to make a plan to climb onto the hull. Just because the boat capsized doesn’t mean that it will sink.

Most boats will float upside down in the water, allowing you to climb onto the hull to get out of the water. This strategy is vital in cold water situations. If you float in cold water for more than 20-minutes, it can start the onset of hypothermia and potential loss of life.

Look for Flotation Support

When the boat capsizes, the debris on the deck may spill overboard on the water. Look around you for floating objects to improve your buoyancy.

Once you’re confident you’re afloat, try to make the effort of righting the boat or climbing onto the hull to wait for rescue.

Use Your Whistle and Wait for Help

Life jackets come with whistles attached to the PFD . If you capsize and people are within earshot, blow the whistle once for five seconds for a distress signal.

The key is to remain calm. You never know if someone hears you; they could be on the way to get help already.

However, keep blowing your whistle every few minutes to ensure the best chance of someone hearing you. You could have to wait hours for rescue, depending on the circumstances. So, remain as calm as possible and conserve your energy, especially if you’re in the water.

Prepare for the Worst-Case Scenario Before You Leave

Prepare your safety and emergency gear before you go out on the boat. Make sure you have everything ready to go before you leave the staging area at the launch. The last thing you want to do is hold up the ramp by making last-minute preparations.

Lifejackets are Essential

Every passenger on board your boat needs a US Coast Guard-approved life jacket. The Personal Floatation Device ( PFD ) may mean the difference between surviving and drowning if the boat capsizes. You could be waiting for hours for rescue, and eventually, even the best swimmers tire.

Keep a Throwable Type IV PFD Onboard

A throwable Type IV PFD connected to a rope is a must-have item for boat owners. These PFDs allow you to reel in people that fall overboard. If the boat capsizes, you can attach it to the boat to prevent you from drifting away.

Wear Anti-Slip Footwear

Anti-slip footwear is more useful than you think. You’ll find there are plenty of occasions where it can save you from a slip that may result in an injury. Choose reef shoes that mold to your feet, offering you a lightweight shoe with as thin a sole as possible.

Perform Safety Drills

You can your passengers need to understand what to do when danger occurs. When you’re in hazardous conditions, you need to be concentrating on the moment, not giving someone a safety briefing. Practicing drills on land will help you entrench the motor skills necessary to respond automatically in an emergency.

The Hazards Involved with Broaching in Open Water

Broaching can occur in heavy wave conditions at sea. Paddling too fast into the wave can push you in front of it and into the back of the wave in front of you. As a result, the kayak turns sideways to the waves, leaving you in a position to capsize the boat when the weave behind you catches up.

The Hazards Involved with Broaching in Whitewater

Whitewater can cause broaching by pinning the boat against a rock or obstruction in fast-moving currents. To make your escape, lean into the obstruction and let the current do the work of dislodging the boat. Strong currents may tear fiberglass canoes and kayaks in half or bend polyethylene kayaks, trapping you in the boat.

What Should You Do If Your Boat Capsizes? FAQ

Q: what is the bulldozing rescue technique.

A: The bulldozing technique for kayaks and canoes involves pushing the boat using the bow of your kayak to move it closer to the boater so they can turn it right-side-up. Bulldozing prevents the boat from drifting away.

Q: What is the boat-over-boat rescue technique?

A: The over-the-boat rescue involves launching the nose of the kayak under the boat, lifting the bow out of the water for easy return to right-side-up.

Q: Is it safe to tow someone else on the back of my kayak?

A: Yes, the person can heave their body onto the rear of the kayak and drag their legs in the water. They grip the edge of the cowling surrounding the cockpit, and that should provide enough stability for the rescue.

Wrapping Up – File a Float Plan or Tell People Where You’re Going

Filing a float plan is one of the best preparations you can make before venturing out onto the water. The US Coast Guard allows you to lodge float plans detailing your voyage. Many marinas also offer this service. If you capsize at sea, someone will notice you’re missing faster if your file a float plan and don’t show up when expected.

If you’re going out onto the lake, there’s nowhere to file a float plan. However, you can always tell a friend or family member where you’re going and when to expect you back. Being capsized at sea is usually a much more life-threatening experience than on the lake.

The lake has defined boundaries, and they’re usually aren’t strong currents or tides—every minute to your rescue counts when stranded at sea. So, filing a float plan just makes good sense.

John is an experienced journalist and veteran boater. He heads up the content team at BoatingBeast and aims to share his many years experience of the marine world with our readers.

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How to Handle Capsizing and Survive a Boating Emergency

Last Updated: January 8, 2024 Fact Checked

Surviving a Capsize

Preventing a capsize.

This article was co-authored by Travis Lund and by wikiHow staff writer, Eric McClure . Travis Lund is the General Manager at the Vallejo Marina, a large marina located between the San Francisco Bay and the Delta in California. Sailing since he was six-years-old, Travis has over 15 years working in sailing operations and instruction and has pioneered a coaching platform that combined traditional coaching with multi-camera video support. He studied English at Michigan State University, where he was on the sailing team. This article has been fact-checked, ensuring the accuracy of any cited facts and confirming the authority of its sources. This article has been viewed 6,070 times.

Capsizing, where a boat flips over and becomes inoperable, is one of the most dangerous emergencies you can encounter on the water. That’s why it’s so important to know what to do if the worst actually happens. It’s important to note, so long as you take the proper precautions before getting on the boat and know what to do if your boat does flip over, you’ll be okay. In this article, we’ll walk you through everything you need to do if your boat capsizes. We’ll also break down how you can prevent such an emergency in the first place. Read on to learn everything you need to do (and know) before taking your boat out.

Things You Should Know

• Stay calm, put on a life jacket, do a headcount, and signal for help with whatever means you have available.
• Keep everyone together and stay with the boat unless you’re absolutely positive you can reach the shore. A capsized boat will still float if it isn’t damaged.
• Avoid capsizing by staying seated in the boat, operating your boat responsibly, and tackling strong waves head on.

• The life vest should be snug and tight, but not so tight that you can’t breathe comfortably.
• If you’re going out on the water, always keep your life vest on at all times.

• If you have time, put out a mayday call by tuning to the most active channel and calling out “Mayday, mayday” followed by your GPS coordinates or position.
• If you have an emergency transponder (Emergency Position Indicating Radio Beacon, or EPIRB), just turn it on. It automatically calls for help.

• Once you’re in the water, blow the horn whenever you think someone may be able to hear you. A whistle in the water is a universal sign of distress.
• Light a distress signal or flare if you have one. You can do this before your boat capsizes if you have time, but you may need to do it in the water.

• If there are other people on the boat with you, do not split up or send someone to swim for help.

• Unless you are absolutely 100% positive that you can swim to shore, don’t abandon your boat. Even if you can see the shore, you’d be surprised how quickly you get exhausted. On top of that, you never know when a current will pull you further out from shore.
• If you’re in a river, don’t fight the current. Stay with the boat and orient yourself so your body is opposite to the nearest shore. This way, you won’t get pinned against a rock.

• If you can hold on to your boat, do that instead.
• If there’s debris or some other item that’s floating in the water that will help you stay above the water, go ahead and grab that.

• Unless your boat is in the middle of nowhere, it’s actually extremely rare for a capsize to result in anyone’s death or serious injury if everyone stays with the boat.

• If you are on the water and you see storm clouds forming, head for shore immediately.

• If your boat does spring a leak on the water and you don’t have sealant, head towards shore, keep your life vest on, and call/signal for help if necessary.

• Your knowledge of the boat should play a major role in how you operate it. If you don’t know the ins and outs of how easy your boat is to handle, always play it safe.
• Are you new to boating? If so, stay close to the shore and don’t take the boat out alone.

• Follow the recommended load capacity of the boat and keep the weight distribution even if you’re carrying any cargo.
• 70% of all boating fatalities are the result of people going overboard on a small boat—either because they fell or the boat capsizes. As such, it’s extremely important to take any preventative steps you can to avoid a capsize.
• If there’s a little hoop or bracket near the front of your boat, that’s where you’re supposed to tie off the anchor.

• This is especially important when you’re in a smaller boat, which is more likely to be thrown over by a heavy wave.
• If the currents and waves are so strong that you feel like you could potentially lose control of your boat, it’s a big sign that it’s time to head for the nearest port.

Expert Q&A

• Recovering a sailboat and rolling a kayak are important skills if you’re going to boat as hobby. Practice in shallow waters and get familiar with the techniques. You will capsize at some point, so be prepared! Thanks Helpful 0 Not Helpful 0

You Might Also Like

• ↑ https://www.ntsb.gov/investigations/AccidentReports/Reports/MAB1814.pdf
• ↑ https://files.dnr.state.mn.us/rlp/regulations/boatwater/boatingguide.pdf
• ↑ https://www.greenwichtime.com/local/article/Death-of-America-s-Cup-sailor-remains-unsolved-4641707.php
• ↑ https://www.fs.usda.gov/detail/r8/recreation/safety-ethics/?cid=fsbdev3_066382
• ↑ https://www.boatlife.com/boatlife-blog/sprung-a-boat-leak-here-are-three-steps-to-avoid-disaster/
• ↑ https://www.boatingmag.com/what-to-do-when-rogue-wave-heads-for-your-boat/

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Heroic Devon captain saved 104 lives in boat tragedy

Hundreds of people are believed to have died after a boat sunk off the coast of Greece - but there were survivors thanks to the brave efforts of a Devon captain and his crew

• 11:49, 9 SEP 2024

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A heroic Devon captain who led a brave mission to make a perilous journey across the Mediterranean Sea at night to rescue more than 100 people after a boat capsized has been recognised with a prestigious medal, along with three of his lifeboat crew members. Disaster struck off the coast of Greece on June 14, 2023, when a migrant vessel began to sink.

The boat, named Adriana, was heading to Italy and is thought to have been carrying up to 750 migrants. Only 104 people survived and that is thanks to the quick response and actions of Captain Richard Kirby, of Teignmouth, and his crew of 32 on board a 100m private family-owned superyacht.

The incident is said to have been one of the most devastating incidents to take place in the Mediterranean Sea in recent years. Cpt Kirby told DevonLive that they around 70 miles from Crete when the coastguard radioed the crew via radio and appealed for assistance to help a 'vessel in distress'.

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No further details were given and it wasn't until they arrived at the location around 20 minutes later that they realised the horrific scene they had just embarked upon.

Cpt Kirby, 69, recalled: "When the call arrived it was 2.30am so it was pitch black and when we got there the boat had already sunk. A small coastal boat was already there with lights on and people were screaming in the water.

"They had no life jackets on so there were no reflective tapes to help us. We launched our own rescue boat and in the end over 100 people were rescued but they think they were 750 on board.

"I had never come across anything like it; not even when I served in the Falklands War. It was a gruesome job for everybody.

"There was probably 30 minutes to an hour of rescuing with the lifeboat until the noises in the water stopped. We had all the searchlights going and listened for any sounds.

"The survivors didn't have any clothes; they were just in their underwear so we gave them our own clothes. Search efforts continued up to daylight and by then other ships had arrived to help, including the lifeboat from the mainland."

On the orders of the local authorities, Cpt Kirby and his crew were tasked with taking the survivors they had rescued to Kalamata, which was four hours away, for mainland medical assistance. Luckily the vessel was big enough to cope with the sheer scale of the rescue operation.

Cpt Kirby explained: "Although they are called superyachts it is over 3,000 tons so because of their size they are ships and are manned like ships. I have worked for the same family for 23 years but this boat was launched 16 years ago and it has a crew of 32 so it's a big boat and travels worldwide.

"At the time of the incident, we were carrying no passenger and were heading from Sardinia to Crete. It has not been easy to forget what happened that night and it's one of those things you shouldn't forget."

This week, Cpt Kirby and three rescue boat sailors on board the superyacht - Coxswain Ben Owen Bramwell from Leicestershire, Trystan Tanner from Bicester and Bosun Ashley Oliver West from Worcester - received the prestigious Merchant Navy Medal for "services to support, welfare, and rescue". They will receive their medals at a special ceremony on November 5, and will be among nine recipients of the medal.

Cpt Kirby said: "It came completely out of the blue. I was totally shocked but very honoured, of course, because it is a fantastic accolade.

"But you can't run a boat on your own. It's a team effort and the medal belongs to the whole crew and everyone else who saves lives at sea. We have a dedicated rescue boat team who are trained for if there is ever such a need and there was that night."

Cpt Kirby, who is married and has a son, has arrived back in the UK yesterday, September 5, after being away three months at sea. He grew up and learned to sail in Teignmouth where he is planning to return.

He recalled: "I was brought up in Teignmouth in a house my father built. No one else has ever owned it and when both my parents passed away I kept the house. I am now in the process of renovating the house which overlooks the river and sea to move back into it.

"My father had a small cabin cruiser on the River Teign and we messed around on the water there. I always felt admiration for the people who work on the river as it's a challenging place to sail as it's a trial estuary. It's a good place to cut your water teeth.

"When I left school I had to do something so I joined the Merchant Navy as a cadet with a British shipping company and became a master mariner after about 15 years. In the middle of that I was to sent to the Falklands during the Falklands War.

"I am away for six to eight months a year. It's been my career for 50 years so I'm getting the hang of it now!"

When asked if he has any plans to retire, he replied: "I should retire, yes. That's the plan."

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