Safety

Lifejackets are a vital part of a vessel's safety plan. They come in different performance levels: Level 150 lifejackets are intended for coastal and offshore use and are designed to help turn an unconscious wearer face-up when correctly fitted, but fit, crotch straps, clothing, condition, and servicing still matter. Level 275 may be needed for extreme conditions or heavy, air-trapping clothing.

Safety harnesses use a tether clipped to a suitable strong point or jackstay. Clip on before exposure to the hazard, following the vessel's safety plan; the route and attachment point must keep the wearer on board and reduce fall or entrapment risk.

Where a kill cord or engine cut-off lanyard is fitted, especially on open powerboats, tenders, and outboard-driven craft, it should be attached to the driver whenever the engine is running. If the driver is thrown from the helm, the cord pulls out and stops the engine, reducing the risk of an uncontrolled boat or propeller injury.

DSC (Digital Selective Calling) can raise a distress alert on VHF Channel 70. Lift the cover and press and hold the distress control for the period specified by the set's instructions. The alert identifies the vessel by MMSI and can include position and time when the radio receives valid GNSS data; it carries the selected nature of distress, or an undesignated distress if none was selected, to DSC-equipped stations in range. Follow the alert with the voice MAYDAY on Channel 16.

A voice MAYDAY is normally broadcast on VHF Channel 16. The format is: MAYDAY MAYDAY MAYDAY — This is [vessel name ×3] — MAYDAY [vessel name] — My position is [lat/long or bearing and distance from known point] — I have [nature of distress] — I require [assistance needed] — [number of persons on board] — Over.

An EPIRB (Emergency Position Indicating Radio Beacon) transmits a 406 MHz distress alert via satellite when activated; GNSS-equipped units can include position. A radar SART helps rescuers home in at close range by appearing on compatible radar.

HM Coastguard coordinates maritime search and rescue in UK waters. A yacht skipper should know when to call early, how to use DSC and VHF Channel 16, and how to pass clear information: vessel identity, position, nature of problem, number of people aboard, assistance required, and intentions. The Coastguard also broadcasts Maritime Safety Information such as weather warnings and navigational warnings.

For non-distress but developing problems, call before the situation becomes unmanageable. A PAN PAN can be appropriate for urgent safety issues such as engine failure near a lee shore, a medical problem, or being unsure of position in deteriorating visibility. Keep vessel details current and leave the passage plan with a responsible shore contact so useful information is available if they call 999 for the Coastguard.

The Boat Safety Scheme is mainly associated with inland waterways, but its safety principles are relevant to any small craft: fuel systems, gas installations, ventilation, electrical systems, fire extinguishers, escape routes, and carbon monoxide awareness. For coastal sailing it does not replace seaworthiness checks, coding requirements where applicable, or the skipper's responsibility to inspect the vessel before passage.

Many yachts carry pyrotechnic distress signals as part of an appropriate signalling plan. Red parachute flares can alert rescuers at long range; red hand-held flares are used to help pinpoint your position at closer range. Exact height, burn time, carriage requirements, and disposal rules depend on the flare type and local regulations.

Orange smoke signals are effective during daylight when flares are harder to see. White flares are NOT distress signals — they are used to indicate your position to other vessels to avoid collision.

Fire on a boat is extremely dangerous — there is nowhere to retreat to. Prevention is critical: maintain fuel systems, keep bilges clean of fuel and oil, ensure gas systems have proper shut-offs, and never leave cooking unattended.

The fire triangle requires fuel, heat, and oxygen. Remove any one element and the fire goes out. Fire extinguishers on boats are typically dry powder (multi-purpose), CO2 (for electrical fires), or fire blankets (for galley fires). Know where every extinguisher is stowed and how to use them before you need them.

If a helicopter is involved in your rescue, listen for instructions on VHF Ch 16 or the frequency they specify. Clear the deck of loose items that could be blown around by the downdraft.

The helicopter will lower a winchman or a strop. NEVER attach the helicopter's wire to the boat — if the helicopter needs to pull away suddenly, it could capsize the vessel. Allow the winch wire to touch the water or deck first to discharge static electricity. Follow the winchman's instructions exactly.

Safety equipment must match the vessel, people, operating area, passage, and applicable rules. A coastal yacht's plan may include correctly fitted lifejackets, suitable harnesses and tethers, appropriate distress signals, fire-fighting equipment, a first-aid kit, a sound-signalling appliance, a radar reflector where appropriate, VHF radio, torch, and reliable means of raising the alarm.

For longer passages or further offshore, a liferaft and a grab bag may be essential depending on vessel type, operating area, and the passage plan. The grab bag should contain water, signalling equipment, a torch, a knife, seasickness tablets, and a handheld VHF radio. Stow safety equipment where it can be accessed quickly — not buried under stores.

When someone falls overboard, the immediate actions are critical. Shout 'MAN OVERBOARD' to alert the crew, throw a lifebuoy and dan buoy towards the casualty to mark their position, and designate one crew member as the pointer — their sole job is to keep a finger pointed at the person in the water at all times. Press the MOB button on the GPS to record the position.

Use a recovery manoeuvre that is specified and practiced for the yacht, propulsion arrangement and conditions. An immediate turn or stop can keep the casualty close, while a Williamson turn is one recognised way to return towards the reciprocal track after visual contact is lost. Under sail, a figure-of-eight is one taught option, but its tacking or gybing sequence and final approach vary. Keep the propeller away from the casualty and use neutral or stop the engine for the final recovery when appropriate.

Getting the casualty back aboard is often the hardest part. A conscious casualty may use a suitable ladder if conditions allow. A weak or unconscious casualty needs a planned recovery system—such as suitable lifting gear, a recovery strop or net—rigged and used to its instructions. Practice the complete system with representative loads before relying on it.

Cold water removes body heat much faster than air at the same temperature, and a casualty can deteriorate during or after rescue. Handle gently and, where practicable, recover horizontally or near-horizontally rather than vertically. Shelter and insulate them; replace wet clothing only when it can be done safely without harmful delay. Give a warm non-alcoholic drink only if they are fully conscious and able to swallow, and seek medical advice. Do not rub the skin or apply strong direct heat.

A yacht's stability depends on the relationship between two forces: the centre of gravity (G) — the point through which the total weight acts downward — and the centre of buoyancy (B) — the centre of the underwater volume through which buoyancy acts upward. When the boat heels, B moves to leeward as the underwater hull shape changes, creating a righting moment that tries to return the boat upright. The distance between the vertical lines through G and B is the righting lever (GZ).

Several factors reduce stability and must be carefully managed. Carrying heavy gear aloft (for example a dinghy on the coachroof or heavy items in a deck locker) raises the centre of gravity, reducing the righting moment. Free surface effect occurs when liquids — such as water in the bilge or partially filled tanks — slosh to the low side as the boat heels, effectively raising G and reducing stability. Flooding through an open hatch or hull breach has the same effect and is compounded by the added weight.

Keeping the boat seaworthy means reducing topweight wherever possible: stow heavy items low in the bilge, avoid carrying unnecessary weight on deck, and secure all loose gear. Ensure hatches, washboards, and ventilators can be sealed in heavy weather. A well-maintained hull with properly functioning bilge pumps, seacocks, and skin fittings is fundamental to seaworthiness. Before any passage, check that all through-hull fittings have accessible seacocks and that softwood bungs are tied to each seacock in case a hose fails.

Preparation is the key to surviving heavy weather. Reef early — it is much easier to shake out a reef if the wind does not increase than to reef when it is already blowing hard and the crew are tired. Check all safety gear is accessible: lifejackets on, harnesses clipped in, and jackstays rigged. Stow all loose items below and on deck, close and secure hatches and washboards, rig lee cloths on bunks, and brief the crew on the plan.

When conditions worsen beyond the ability to make progress safely, several tactics may be available, but none produces one guaranteed attitude on every yacht. A heaving-to arrangement may use a backed headsail, reduced mainsail or trysail, and helm position, but the resulting angle, drift, loads and protection depend on hull, keel, rig, sail balance, loading, wind, waves and sea room. Practice and record the vessel's behaviour in moderate conditions before relying on it offshore.

Lying ahull can expose a yacht beam-on to breaking seas and is not a generic safe default. Running off, streaming warps, using a purpose-designed drogue, or deploying a sea anchor each introduces substantial loads and equipment-specific rigging and recovery problems; none can promise to prevent broaching, pitch-poling, capsize or gear failure. Follow the vessel and equipment guidance, protect attachment points and crew, preserve sea room, and choose the tactic for the actual yacht and wave direction.

Crew management matters as much as boat handling in heavy weather. Keep watches short, ensure off-watch crew rest and eat, and prevent seasickness spreading through the crew. Monitor everyone for signs of fatigue, fear, and hypothermia. Know the limits of both your boat and your crew, and do not be too proud to seek shelter early or call for assistance if the situation is deteriorating.