Tuesday 10 April 2018 Noon Position: S 42 53 E 93 31 Catch-up on recent events…
One of Australia's greatest modern adventurers, Don McIntyre, used to say “An adventure is any endeavor or undertaking which has an unknown outcome”.
We remain clearly in the midst of a most exciting adventure.
The following is an all too brief update that hopefully outlines our last few days.
Clearly, we are not out of the woods yet.
Saturday 7.April.2018 Knockdown #2
On Saturday 7.April.2018 in the early hours of the afternoon, we were struck once more by a train in the port waist. We were hove-to in steep, confused sea and swell, with winds in the order of “only” 30-40kts, and still increasing.
The knockdown was definitely much more violent than our first, the actual hull rotation was therefore correspondingly much more rapid. Again it is academic, but given the trajectories of certain internal projectiles – the angle we were laid over was probably closer to 125-135 degrees – in any case daylight disappeared from the cockpit and it was dark for a brief, but very long, moment after rotation had ceased to starboard, until DRINA's keel countered and brought us back home.
Rossco was flung from his berth a'weather, athwart ship and aft into the navigation station. Battered and bruised, he is recovering well (the joy and beauty of youth). Mike & Matt physically unscathed.
Not so poor DRINA.
The physical damage to DRINA is of much more serious consequence than the last;
• starboard mizzenmast cross-tree snapped
• starboard main lower cross-tree shrouds loose
• helm was sheered off at the steering pedestal
• magnetic compass knocked off (but thankfully remained still attached to) the steering pedestal
• cockpit swept clear of teak grating
• fuel bladder of reserve diesel was whipped from its substantial lashings on aft deck
• solar panels ripped off the aft / poop frame
• wind generator support shaft loosened and blades cracked & vibrating wildly (adding to the cacophony of sound)
• dinghy punctured, loose & flung athwartships on the foredeck, largely wedged & ensnared in what remained of the safety netting & rails
• main'sl luff torn in multiple tracks
• halyard retainer lashing parted and halyard wrapped around main mast
Matt made a brief foray onto the poop to to clear lines and attempt to gain some control of the wind generator support shaft. Solid waves onto the foredeck meant that there was no point making any reconnaissance onto the foredeck, despite the precariousness of the dinghy making that sorely tempting.
We focused therefore on getting what order we could make of the saloon in the light available to us. This included replacing deck-plates and bilge storage contents … and removing curry and tomato pasta sauces from the radar and nav station. Again.
Bunks, bags, clothing, surfaces, in short everything, was re-soaked afresh in salt water.
Winds were increasing and at the time of Matt's foray were in excess of 50 kts – and likely higher as the surface (not swell) closely resembled that we experienced when seeking refuge in Kerguelen – we later learned there we had experienced more than 70 kts. 50 kts only had been predicted; will never know.
What followed was easily one of the most uncomfortable nights – and very probably the longest nights of our lives, where every wave we felt, we feared, was kindred to the one that sent us to our beam's end.
Sunday 8.April.2018 Recovery Day
The daylight hours of the entire forenoon on the following day, Sunday was spent ordering, cleaning, drying the interior – both of the saloon and the forward cabin (which has largely been converted to convenient storage). This was no small task and was deemed good time management while we awaited for the wind and seas to abate.
Aided by a clearing sky, the afternoon was spent in full recovery mode on deck:
• regaining control of the dinghy on the foredeck, flipped and re-lashed
• retrieving the broken mizzenmast cross-tree, which was whipping other mizzenmast shrouds on each roll
• tightening of all the shrouds, both mizzen and main masts
• verified the function of the reserve auto-pilot ‘sans helm’, and subsequently rigged the emergency tiller for potential use in a future heaving-to scenario and glory be, port maneuvering (when we get that far)
• lasso'ed the remaining wind vane blades to arrest the source of the vibration that was continuing to vibrate the wind generator into oblivion. Aft frame re-lashed to provide necessary bracing for the wind generator shaft
• cut free the solar panels that were wildly flapping, threatening to take out the GPS antenna
Morale was greatly improved once we had had the opportunity to more properly assess, and mitigate best possible, our new predicament.
In light of the carnage above and below decks, the decision was made to make for the nearest refuge. Fremantle being preferable to Albany due to its size, proximity/access to vendors for repairs, course was altered accordingly to the north. At the time of decision this placed Fremantle some 1,350’ nautical miles distant so we have another two good weeks at sea, nursing our rig (& our wee Rossco) to dry land … where the mountains do not suddenly appear and disappear, nor charge like pissed off rhinos.
Monday 9.April.2018 Mast Recon
Monday was a complete contrast to the preceding days with winds lightening, despite the long low-medium swells continuing from the westerly quadrants. We were obliged to motor-sail to charge batteries. With Rossco on halyard belay detail, Matt climbed the mast to free the halyard that had gotten snagged around some of the upper mast steps.
At the masthead Matt was able to verify that the masthead nav light was completely destroyed, the VHF antenna was severely bent, as too the anemometer wind direction/vane also. Due to the whipping, gyrating motion up the mast at height, inspection was necessarily brief. That said, the inspection revealed no other major damage to the mast or rigging than that which had been first anticipated by Mike i.e. the starboard main lower cross-tree shrouds have pulled the athwartship mast-bolt down through the mast abt 2" or more, so lower shrouds tension slackened. Despite tensioning of the corresponding shroud bottle-screws, these lower main shrouds remain still too slack.
In true Team DRINA style, we celebrated the day's progress with Matto's pancakes for lunch and one of Mike’s roast beef dinners.
Cool, calm, calculating & patiently collected under pressure, Mike continues to be nothing short of exceptional, the proverbial rock.
Upbeat and positive, we remain, together – Team DRINA.
Tuesday 10.April.2018 Northing
Today we have altered more to the north to try to lessen the relative impact of the anticipated winds not only today, but specifically tomorrow and Thursday also.
Northing. We discuss northing.
Per the seasonal weather atlas aboard, Rossco diligently pointed out that the possibility percentage drops to 0% chance for storms over Beaufort Force 8 north of S 40degrees at this time of year (based on the historical/statistical modeling on which atlas is based).
“Northing. I want more northing” croaks Rossco, … who has, for some unknown reason, relocated from his windward berth to the leeward deck in the saloon.
One of Australia's greatest modern adventurers, Don McIntyre, used to say “An adventure is any endeavor or undertaking which has an unknown outcome”.
We remain clearly in the midst of a most exciting adventure.
The following is an all too brief update that hopefully outlines our last few days.
Clearly, we are not out of the woods yet.
Saturday 7.April.2018 Knockdown #2
On Saturday 7.April.2018 in the early hours of the afternoon, we were struck once more by a train in the port waist. We were hove-to in steep, confused sea and swell, with winds in the order of “only” 30-40kts, and still increasing.
The knockdown was definitely much more violent than our first, the actual hull rotation was therefore correspondingly much more rapid. Again it is academic, but given the trajectories of certain internal projectiles – the angle we were laid over was probably closer to 125-135 degrees – in any case daylight disappeared from the cockpit and it was dark for a brief, but very long, moment after rotation had ceased to starboard, until DRINA's keel countered and brought us back home.
Rossco was flung from his berth a'weather, athwart ship and aft into the navigation station. Battered and bruised, he is recovering well (the joy and beauty of youth). Mike & Matt physically unscathed.
Not so poor DRINA.
The physical damage to DRINA is of much more serious consequence than the last;
• starboard mizzenmast cross-tree snapped
• starboard main lower cross-tree shrouds loose
• helm was sheered off at the steering pedestal
• magnetic compass knocked off (but thankfully remained still attached to) the steering pedestal
• cockpit swept clear of teak grating
• fuel bladder of reserve diesel was whipped from its substantial lashings on aft deck
• solar panels ripped off the aft / poop frame
• wind generator support shaft loosened and blades cracked & vibrating wildly (adding to the cacophony of sound)
• dinghy punctured, loose & flung athwartships on the foredeck, largely wedged & ensnared in what remained of the safety netting & rails
• main'sl luff torn in multiple tracks
• halyard retainer lashing parted and halyard wrapped around main mast
Matt made a brief foray onto the poop to to clear lines and attempt to gain some control of the wind generator support shaft. Solid waves onto the foredeck meant that there was no point making any reconnaissance onto the foredeck, despite the precariousness of the dinghy making that sorely tempting.
We focused therefore on getting what order we could make of the saloon in the light available to us. This included replacing deck-plates and bilge storage contents … and removing curry and tomato pasta sauces from the radar and nav station. Again.
Bunks, bags, clothing, surfaces, in short everything, was re-soaked afresh in salt water.
Winds were increasing and at the time of Matt's foray were in excess of 50 kts – and likely higher as the surface (not swell) closely resembled that we experienced when seeking refuge in Kerguelen – we later learned there we had experienced more than 70 kts. 50 kts only had been predicted; will never know.
What followed was easily one of the most uncomfortable nights – and very probably the longest nights of our lives, where every wave we felt, we feared, was kindred to the one that sent us to our beam's end.
Sunday 8.April.2018 Recovery Day
The daylight hours of the entire forenoon on the following day, Sunday was spent ordering, cleaning, drying the interior – both of the saloon and the forward cabin (which has largely been converted to convenient storage). This was no small task and was deemed good time management while we awaited for the wind and seas to abate.
Aided by a clearing sky, the afternoon was spent in full recovery mode on deck:
• regaining control of the dinghy on the foredeck, flipped and re-lashed
• retrieving the broken mizzenmast cross-tree, which was whipping other mizzenmast shrouds on each roll
• tightening of all the shrouds, both mizzen and main masts
• verified the function of the reserve auto-pilot ‘sans helm’, and subsequently rigged the emergency tiller for potential use in a future heaving-to scenario and glory be, port maneuvering (when we get that far)
• lasso'ed the remaining wind vane blades to arrest the source of the vibration that was continuing to vibrate the wind generator into oblivion. Aft frame re-lashed to provide necessary bracing for the wind generator shaft
• cut free the solar panels that were wildly flapping, threatening to take out the GPS antenna
Morale was greatly improved once we had had the opportunity to more properly assess, and mitigate best possible, our new predicament.
In light of the carnage above and below decks, the decision was made to make for the nearest refuge. Fremantle being preferable to Albany due to its size, proximity/access to vendors for repairs, course was altered accordingly to the north. At the time of decision this placed Fremantle some 1,350’ nautical miles distant so we have another two good weeks at sea, nursing our rig (& our wee Rossco) to dry land … where the mountains do not suddenly appear and disappear, nor charge like pissed off rhinos.
Monday 9.April.2018 Mast Recon
Monday was a complete contrast to the preceding days with winds lightening, despite the long low-medium swells continuing from the westerly quadrants. We were obliged to motor-sail to charge batteries. With Rossco on halyard belay detail, Matt climbed the mast to free the halyard that had gotten snagged around some of the upper mast steps.
At the masthead Matt was able to verify that the masthead nav light was completely destroyed, the VHF antenna was severely bent, as too the anemometer wind direction/vane also. Due to the whipping, gyrating motion up the mast at height, inspection was necessarily brief. That said, the inspection revealed no other major damage to the mast or rigging than that which had been first anticipated by Mike i.e. the starboard main lower cross-tree shrouds have pulled the athwartship mast-bolt down through the mast abt 2" or more, so lower shrouds tension slackened. Despite tensioning of the corresponding shroud bottle-screws, these lower main shrouds remain still too slack.
In true Team DRINA style, we celebrated the day's progress with Matto's pancakes for lunch and one of Mike’s roast beef dinners.
Cool, calm, calculating & patiently collected under pressure, Mike continues to be nothing short of exceptional, the proverbial rock.
Upbeat and positive, we remain, together – Team DRINA.
Tuesday 10.April.2018 Northing
Today we have altered more to the north to try to lessen the relative impact of the anticipated winds not only today, but specifically tomorrow and Thursday also.
Northing. We discuss northing.
Per the seasonal weather atlas aboard, Rossco diligently pointed out that the possibility percentage drops to 0% chance for storms over Beaufort Force 8 north of S 40degrees at this time of year (based on the historical/statistical modeling on which atlas is based).
“Northing. I want more northing” croaks Rossco, … who has, for some unknown reason, relocated from his windward berth to the leeward deck in the saloon.