Accidente

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Florio
Kapitän zur See
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Re: Accidente

Mesaj necitit de Florio »

Cand vantul are 300km/h, nici Vanuatu nu mai pare un loc asa atragator :(



http://www.giornaledellavela.com/news/2 ... lluragano/" onclick="window.open(this.href);return false;

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Flottillenadmiral
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Re: Accidente

Mesaj necitit de skipper »

Florio scrie:Cand vantul are 300km/h, nici Vanuatu nu mai pare un loc asa atragator :(



http://www.giornaledellavela.com/news/2 ... lluragano/" onclick="window.open(this.href);return false;
Niste oameni au avut niste barci si niste vise! Acum au numai visele! C'est du nasol!
Ubi allii finiverant, inde incipimus nos!

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Flottillenadmiral
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Re: Accidente

Mesaj necitit de skipper »

Vorba marelui intelept bulgar Veselin Hegelov:
Daca e sa ai zile, ai!

US sailor rescued after 66 days lost at sea

Louis Jordan looked well as he walked into hospital

A sailor who spent two months lost at sea has been rescued after apparently surviving on raw fish and rainwater.

Louis Jordan, 37, was found by a passing German tanker 200 miles off the North Carolina coast on Thursday.

His 35-foot sailboat had overturned and Mr Jordan was sitting on the hull, from where he was hoisted to safety.

His family reported him missing at the end of January, and when his father spoke to him after the rescue, he said: "I thought I lost you."

In an audio clip of the phone call, Mr Jordan apologises for not being able to sail home.

Speaking from the safety of the German container ship, he tells his father: "I'm doing fine now."

Chief Petty Officer Ryan Doss from the Coast Guard in Miami told WITN, a North Carolina broadcaster, that Mr Jordan had survived adrift in the Atlantic Ocean on a diet of raw fish and rainwater.

The US Coast Guard said in a statement that they transported Jordan by helicopter from the German vessel, Houston Express, to a hospital in Norfolk, Virginia.

They said such a feat of endurance was unheard of, but Mr Jordan's father told CNN he had never given up hope his son would be found alive.

He was last seen on 23 January, setting out from Conway in South Carolina on a fishing trip in his sailboat Angel.

It is not yet known why the boat capsized, although US media report that the mast was found snapped in half.
Ubi allii finiverant, inde incipimus nos!

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Flottillenadmiral
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Re: Accidente

Mesaj necitit de skipper »

S-a publicat in sfarsit raportul referitor la tragicul accident de anul trecut cu Cheeki Rafiki.

Recomandari:

Safety Lessons
Matrix detachment is possible in yachts where a GRP matrix and hull are bonded together. The probability of this occurring will increase with longer and harder yacht usage. There is therefore a need for regular structural inspection by a nominated competent person as part of a formal verifiable procedure, as well as before embarking on an ocean passage.
Owing to the continuous nature of a matrix where solid floors are in place, particularly where the keel is attached to the hull, it may be difficult to readily identify areas where a detachment has occurred. There are differing opinions among surveyors and GRP repairers with regard to what are appropriate methods of inspection and repair, including the circumstances in which the keel should be removed. There is therefore a desire for best practice industry-wide guidance to be developed.
Any grounding has the potential to cause significantly more damage than may be subjectively assessed or visually apparent, including matrix detachment. It is therefore important that all groundings, including those perceived to be ‘light’, result in an inspection for possible damage by a suitably competent person.
Ocean passages require comprehensive risk assessment and contingency planning. A compromise needs to be made between planning a high latitude route, to pick up favourable winds and ensure a speedier passage, and a low latitude route, to avoid particularly adverse weather at the expense of a slower passage possibly necessitating additional port calls. Weather routing, vessel tracking and frequent communications from a shore-based support cell can significantly reduce the risks.
Attached keels are a feature of modern yacht design. Operators and crews therefore need to be aware of the associated danger of keel detachment, and have preventive procedures in place to reduce the risk, e.g regular inspection of the keel attachment area and checking of keel bolts, and documented actions to take in the event of flooding, including reducing the load on the keel and preparing for the yacht capsizing and inverting.
Search and Rescue mid-ocean is hampered both by the time it takes fixed-wing search aircraft to arrive and their ability to assist when on scene. Consideration therefore needs to be given to how the alarm will be raised, both by the quickest means and with an accurate position. Wearing a Personal Locator Beacon provides additional assurance that the alarm can be raised if it has not been possible to deploy the vessel’s EPIRB.
It is likely to take many hours or even days before SAR assistance can be provided mid- ocean, during which time being able to board a liferaft will be key to survival. In small craft there will be a trade-off between positioning the liferaft so it will deploy automatically in the event of an emergency, and the risk of it deploying accidentally in heavy weather. Whatever solution is chosen, for long passages it might be necessary to make other compromises to ensure that the liferaft is located in the best possible position to ensure its availability in the event of a catastrophic event, such as a sudden capsize.



Cei de la scoala RYA implicata, Stormforce Coaching, au reactionat cel mai drastic:

Made the following changes to its internal policies/taken the following action:
All staff and crew on races or motor/sail training courses who travel more than 60 miles from a safe haven are required to carry a PLB.
An external professional weather forecaster and router is to be engaged for ocean passages.
In addition to regular visual inspections and inspection following a grounding, all ocean-going yachts are to undergo an annual third-party external survey.
Unless participating in a race, yachts on ocean passages are to endeavour to sail in close company with another yacht, with skippers establishing a formal reporting schedule prior to departure.
Liferaft stowage locations on all newly acquired yachts that will spend extended periods more than 60 miles from a safe haven are to be reviewed to ensure that the liferaft can be launched in the event of an inversion.
Where appropriate stowage is available, existing 12-person capacity liferafts on yachts capable of venturing offshore are to be replaced with two 6-person capacity liferafts.
Rudders on sailing yachts capable of venturing offshore are to be painted day-glow orange to assist with their location in the event of an inversion.
Lifejackets with retrofitted spray hoods carried on yachts that are likely to venture more than 60 miles from a safe haven have been replaced with new 190N lifejackets fitted with an integral spray hood.
A second EPIRB in a float-free location has been fitted on yachts that are likely to venture more than 60 miles from a safe haven.
All fleet maintenance reporting, recording and planning are now managed using online cloud-based software.
An ‘out of the water hull inspection’ policy is now documented in the company’s operations manual.
Ubi allii finiverant, inde incipimus nos!

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Flottillenadmiral
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Re: Accidente

Mesaj necitit de skipper »

Cu mirare sa stam si sa luam aminte!

‘Thank God we’re alive!’ says skipper

Ben Stoddart, the 43-year-old skipper of Fleur, an Island Packet 38, was forced to abandon his yacht with his crew of two over the Bank Holiday weekend after being caught in hurricane-force winds.

The yacht had been knocked down three times and was overwhelmed by towering waves as Ben from Bristol tried to slow the yacht down amidst 60-knot gusts.

The crew’s ordeal began on Friday morning. They deployed a sea anchor but it was lost when a wave came over the stern and broke the rope. The first of the three knockdowns happened in the early hours, causing the failure of the electronic navigation instruments and structural damage. The sprayhood was lost and water was flooding into the boat.

The crew alerted Falmouth Coastguard at 0500 and at 0930 the skipper suffered a blow to the head when the boat was flipped upside down. There was further damage to the boat. The main electricity generator was torn loose and both solar panels were lost.

After the third knockdown in seven hours, Coastguards were asked to mount a rescue and the crew huddled together in the forecabin, which was least damaged by flooding. They awaited rescue, which came at 1920 from a tanker, Overseas Yellowstone, bound for Portland, America.

Even the rescue did not run smoothly. Crew man Richard Spink was first off the Fleur, jumping across to a rope ladder dropped from the tanker, and he was followed by Raoul Surcouf. Skipper Ben, who was last to leave, fell back into the sea and had to be hauled aboard manually by five men on the tanker deck. It is thought he may have broken some ribs in the fall.

‘Thank God we’re all alive! Ben said from the bridge of the tanker.

The yacht had left Plymouth as part of an expedition to Greenland under the flag of the ‘Carbon Neutral Expedition’. After the planned arrival in Greenland, Ben’s two crew – Raoul (40) a landscape gardner from Jersey, and Richard (31) a physiotherapist from Bristol – had planned to cross the Greenland ice cap.

A spokeswoman for the expedition, said Spink had described the ordeal as “36 hours of hell”.

The three crew are now nursing their bruises on their way to Maine, USA where they are due to arrive on Friday.

Their relief was tinged with a sense of irony as the rescue craft sent by Falmouth Coastguard for the environmental expedition was an 113,000-tonne oil tanker.

In a statement from the tanker Spink said: “We regret expedition has been abandoned due to repeated, irreparable storm damage to our sailing vessel.

‘In the north Atlantic we experienced some of the harshest conditions known, over a period of 36 hours, with winds gusting hurricane-force 12. At 10.00hrs on 1st May 2009 the decision was made that the risk to our own personal safety was too great to continue and a rescue was co-ordinated with Falmouth Coastguard.

“The team are now safely and ironically aboard the113,000-tonne oil tanker Overseas Yellowstone. The ship’s captain and crew are being fantastic hosts. The CNE team would like to give heartfelt thanks to Falmouth and Irish coastguards for their professionalism in the rescue operation.”
Ubi allii finiverant, inde incipimus nos!

Pelicanul
Oberstabsgefreiter
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Membru din: Vin Ian 27, 2012 10:51 am

Re: Accidente

Mesaj necitit de Pelicanul »

Interesant ca Island Packet-ul plutea cu catargul in sus :) linga vaporul salvator. Asta dupa trei "knock down" si ceva "structural damage"! Spre deosebire de Beneteau-ul "Cheeki Rafiki" de mai sus care s-a intors cu burta spre cer si asa a ramas din cauza ca i s-a rupt chila.

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Flottillenadmiral
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Re: Accidente

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Ubi allii finiverant, inde incipimus nos!

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Flottillenadmiral
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Re: Accidente

Mesaj necitit de skipper »

Ceva detalii la asta?

http://www.ziuaconstanta.ro/diverse/sti ... 54867.html" onclick="window.open(this.href);return false;
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sss
Oberstabsgefreiter
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Membru din: Mie Apr 20, 2011 6:01 pm

Re: Accidente

Mesaj necitit de sss »

La prima strigare si dupa imagini, e "no news": o barca cu motor a calat si s-a rasturnat la stabilopozi... asa, siii?

Florio
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Re: Accidente

Mesaj necitit de Florio »

skipper scrie:Ceva detalii la asta?

http://www.ziuaconstanta.ro/diverse/sti ... 54867.html" onclick="window.open(this.href);return false;

Da, un domn de afaceri (ceva mai mult decat un om de afaceri :) ) a iesit cu barca si a facut buba in dig, ca nu i-a mai mers motorul. http://www.reporterntv.ro/stire/exclusi ... ului-tomis" onclick="window.open(this.href);return false;

Mai era si o ancora pe acolo, dar n-a tinut seama la prostii si s-a dus pe scurtatura, la stabilopozi.
Nu-i bai, e asigurata ! -ne-a zis domnul, cu larghete :)

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