Man Overboard

(a) The master shall conduct sufficient drills and give sufficient instructions to make sure that all crew members are familiar with their duties during emergencies that necessitate abandoning ship or the recovery of persons who have fallen overboard.

(b) Each abandon ship drill must include:

(1) Summoning the crew to report to assigned stations and prepare for assigned duties;

(2) Summoning passengers on a vessel on an overnight voyage to muster stations or embarkation stations and ensuring that they are made aware of how the order to abandon ship will be given;

(3) Checking that life jackets are correctly donned;

(4) Operation of any davits used for launching liferafts; and

(5) Instruction on the automatic and manual deployment of survival craft.

(c) Each abandon ship drill must, as far as practicable, be conducted as if there were an actual emergency.

(d) Each rescue boat required in accordance with § 180.210 of this chapter must be launched with its assigned crew aboard and maneuvered in the water as if during an actual man overboard situation:

(1) Once each month, if reasonable and practicable; but

(2) At least once within a 3 month period before the vessel gets underway with passengers.

(e) Onboard training in the use of davit launched liferafts must take place at intervals of not more than 3 months on a vessel with a davit launched liferaft.

(f) Abandon ship and man overboard drills and training shall be logged or otherwise documented for review by the Coast Guard upon request. The drill entry shall include the following information:

(1) Date of the drill and training; and

(2) General description of the drill scenario and training topics.

The action taken in the first few seconds after a crewmember falls overboard decides the success of the recovery. An alert crewmember can do much to save the life of someone who might otherwise drown. First actions should be swift and certain.

The first thing every crewmember needs to learn about recovering a person- in-the-water is how to prevent it in the first place. It is every crewmember’s responsibility to protect themselves and their fellow crewmembers from falling overboard. Some things to pay particular attention to are:

(01) Ensure lifelines are up and in good condition. (02) Keep decks clear of trip/slip hazards. (03) Repair/replace cracked or damaged stanchions. (04) Ensure two persons are used when conducting an evolution that might result in falling overboard (anchoring, towing, etc.). (05) Ensure safety belts are worn during inclement weather. (06) Communicate changes in speed (COMING UP!) or direction (COMING TO PORT!). (07) When changing speed or direction, boat crewmembers are reminded to hold on (reference point) to the boat when possible. Remember: “One hand for you, one hand for the boat.”

Another important piece to the safety of the crew is ensuring that everyone onboard is wearing appropriate PPE. If someone should fall overboard, proper PPE will keep him or her afloat if unconscious, prolong exposure time in the water, and provide signalling devices that will assist rescuers in locating the person.

NOTE

More information concerning PPE can be found in BCH - Survival Procedures and Reference (n).

If a person enters the water, the first crewmember to realize that someone has fallen overboard should follow these procedures:

Once the alarm has been sounded, the coxswain has several tasks to complete in order to successfully recover the PIW. Though a quick recovery is preferred, at times it is better to slow down, assess the situation, and ensure everything is done properly the first time. Not every PIW recovery is the same. It is always better to make a correct approach slowly and recover the person on the first attempt rather than an incorrect fast approach resulting in the need for a second try. There is no single correct order in which the steps below should be executed. Everything depends on the situation at hand. Starting a turn to maneuver back to the PIW is a common first step, but if boat traffic in the area is heavy, turning the vessel might endanger others. Each task is important in its own way and needs to be conducted to ensure a successful recovery.

NOTE

Remember…assess the situation before rushing to action! Increasing speed during the recovery turn is not always the best maneuver! A sudden burst of speed or a rougher ride from going faster through the water can make for an unstable platform. Instead of just one person in the water, there could end up being more. Always operate at a safe speed!

If someone falls overboard, the boat may have to be maneuvered for a pickup. In most cases, it starts by turning in the same direction the person fell overboard. Turning towards the same side the person fell overboard will “kick” the stern away preventing the propellers or waterjets from injuring the PIW. If the person falls off the bow, the turn should be in either direction to kick the stern clear. If the person falls off the stern, in some cases, the eddy current located off the transom can hold the PIW tight against the stern. Applying additional power while turning sharply to either port or starboard will push the PIW clear. In some cases, turning the boat is not possible due to vessel traffic or a narrow channel. In these cases, slowing down and stopping are other options. Once the boat has stopped, the PIW may swim back towards the boat for recovery or after slowing to bare steerageway, spin the boat around and recover the PIW. An increase in speed is not necessary during the turn. Recovering the PIW as soon as possible is important, but sometimes an increase in speed by the coxswain will catch the remaining crewmembers off guard and possibly eject them from the boat. If operating at high speed when the PIW takes place, it might be best to slow down before starting a maneuver. The coxswain should carry out the turn at a safe speed to ensure a more stable platform for the recovery crew.

Another important step is to record the boat’s position by pressing the appropriate button on the Chart Plotter/GPS receiver to mark the exact position (datum) of the distress electronically. This will give a position to return to if unable to locate the PIW and start a search pattern. All possible means must be used to identify the position (dead reckoning, visual landmarks, radar, etc.), if the vessel is not equipped with a Chart plotter/GPS receiver.

Sounding five or more short blasts on the sound signal, horn, or whistle alerts boats in the area that a danger exists (i.e., a PIW has occured). Boats in the vicinity may not be aware of what the signal means but at least they will realize something unusual is happening.

Any time the “Man Overboard” alarm is sounded, the coxswain shall direct a crewmember to throw the ring buoy with strobe light or anything that floats over the side (see Figure 4-1). This flotation device will serve two purposes. First, the PIW may see the flotation device and be able to get to it increasing their chances of being located and providing additional flotation. Second, the ring buoy or any floating object thrown over the side (if a ring buoy is not available) serves as a reference point (datum) marking the general location of the incident and for maneuvering the boat during the search for the PIW. Datum should not normally be removed from the water until the PIW or search object is found. Time and position of datum deployment should be recorded. The longer datum is tracked, the more accurate the search area will be as time passes. Do not throw the floatable object(s) directly at the PIW. It could cause injury if it hits the individual.

[Illustration in the handbook: Figure 4-1 — Ring Buoy with Strobe/Throwable Device]

Upon hearing the initial “Man Overboard” alarm, the coxswain will assign duties to each crewmember as follows:

(01) A pointer will be assigned to take a position normally used for that boat (if conditions permit). This will normally be the crewmember making the initial report. The pointer will maintain constant sight of the PIW and continually use their hand to indicate the location of the PIW. The pointer will also call out the physical condition of the PIW to affect an appropriate rescue attempt (conscious/unconscious, face up/face down). (02) A recovery/pick-up crewmember will be assigned to prepare a rescue heaving line to be used in retrieving the PIW. If the PIW is reported to be unconscious, the recovery/pick-up crewmember will assist in dressing out and tending the boat swimmer. (03) The coxswain will assign a crewmember to deploy a ring buoy. If at anytime the PIW can no longer be seen, the recovery/pick-up crewmember will be instructed to deploy a ring buoy with strobe light (or anything that floats) over the side

A boat swimmer will be made ready if needed, as well as another crewmember on the tending line(if applicable) to the boat swimmer’s safety harness, whenever the swimmer is in the water. Review paragraph A.30. Boat Swimmer Deployment of this chapter for important information regarding boat swimmers.

The pointer will visually search for the person overboard, and when located, will point to the person overboard at all times. The coxswain will guide on the pointer’s hand signals in maneuvering the boat for the recovery approach. The coxswain should ensure that the pointer is relieved of any other duties that could be distracting.

When the coxswain is ready to commence the recovery approach, he/she must brief the crew on how the recovery will be made, direct or indirect, and whether it will be accomplished on the port or starboard side. The approach will be influenced by:

(01) Wind, (02) Sea/surf conditions, (03) Maneuverability of the boat, (04) Maneuvering space restriction.

When circumstances and time permit, the coxswain must notify the Operational Commander of the person-in-the-water situation. This should be done as soon as possible after the occurrence.

If the person overboard has not been located and immediately recovered and assistance of other boats is needed, the emergency call signal Pan (pronounced pahn) should be transmitted in sets of two for three sets (PAN-PAN…PAN- PAN…PAN-PAN) on channel 16 or 2182 kHz. This should be followed with the boat’s identification, position, and a brief description of the situation. “Mayday” shall not be used. A boat uses a mayday call only when threatened by grave and imminent danger. After returning to datum and completing a quick scan of the area, if the PIW is not found, a datum marker (if one was not dropped initially) should be dropped and a search pattern commenced. The search should be continued until otherwise directed by the Operational Commander. More information concerning search patterns can be found in Reference (j).

Requests for additional assistance may be made by radio or other means of communication.

The two most common methods for recovering a PIW are:

(01) Direct, (02) Indirect.

The direct pick up method involves the boat’s maneuvering in order for the crew to directly recover the PIW on deck – without the use of a rescue heaving line or boat hook. The direct method is usually used when the conditions are calm and the PIW is unconscious.

The indirect pickup method requires the boat to deploy a boat swimmer, or a crewmember to pass a line (rescue heaving line, mooring line, etc.) to the PIW. Once the line is passed to the PIW, the PIW can be safely pulled into the boat. The indirect method is usually used when sea conditions make maneuvering close to the PIW unsafe and only when the PIW is conscious.

The coxswain must select an approach that is suitable for the existing conditions. There are two basic approaches:

(01) A leeward approach (against the wind and current), (02) A windward approach (into the wind and current).

If the PIW does drift aft of the boat, do not back down to effect the recovery. The propeller/waterjets could injure the person.

The leeward approach is performed with the bow facing into the greatest force of oncoming resistance at the time of pickup using the following procedures (see Figure 4-2). This may be the wind, current, seas, or any combination of the three. There are times when the wind and current are from different directions.

[Illustration in the handbook: Figure 4-2 — Leeward Approach]

The windward approach (see Figure 4-3) is performed with the wind coming from behind the boat, when the person overboard is in a confined space, and a leeward approach is impossible. However, a situation where the boat cannot turn into the wind due to superstructure or bow sail area should be avoided. The following procedures should be used for a windward approach:

[Illustration in the handbook: Figure 4-3 — Windward Approach]

Depending upon skill and experience, a combination of the windward and leeward approaches may be necessary. One instance may be in the case of recovering multiple PIWs (see Figure 4-4).

[Illustration in the handbook: Figure 4-4 — Windward to Leeward Approach of Multiple PIWs]

There may be instances when stopping the boat and allowing the person overboard to swim back to the boat, or at least to reach the tethered floating object, is the most appropriate action. This is effective especially if the boat can be stopped quickly after the person falls overboard. The coxswain should always ensure propellers/waterjets are not engaged anytime someone is in the water near the stern of the vessel.

Another option, particularly in a restricted waterway, is to slow or stop, then turn or pivot, then return to the PIW. The turning and backing characteristics of the boat and the prevailing wind and sea conditions will dictate how the approach is made. The coxswain will maneuver the boat to the weather side of the PIW so that the boat is set by the wind or seas toward the person rather than away. In all cases of turning to recover a PIW, it should be completed safely and with due regard to the crew and prevailing conditions. Never have the propeller turning when the person overboard is next to the boat. If it is necessary to add power and maneuver with the PIW in close proximity to the boat, turn the bow toward the person, swinging the stern and propeller(s) / waterjet(s) away and at a safe distance.

During low visibility and night operations, when a crewmember sees another person go over the side, the same general procedures apply. The crewmember seeing the person go overboard shouts, “MAN OVERBOARD!” Coxswain should direct the deployment of a flotation device with strobe (or any other light) attached, if available. They also continue to observe and point to the person overboard as long as possible. The coxswain presses the Save button on the GPS receiver, if so equipped, sounds signals, and goes to the datum using a safely executed turn and approach.

If an individual falls overboard during periods of darkness or restricted visibility, and the exact time of the incident is unknown, use of an installed chart plotter with trackline history can assist in bringing the boat back to a reciprocal course but if the trackline is not enabled or no chart plotter is onboard, a maneuver known as the Williamson turn should be used to search for the person overboard. The advantage of the Williamson turn, when properly executed, is that it will position the boat on a reciprocal course from your original track. This allows the search to commence on the track where the victim fell over, not from a parallel track. Of course, as soon as the alarm is spread the general person overboard procedures will be initiated.

The Williamson turn is performed using the following procedures:

Figure 4-5 shows how the Williamson turn would look if the 60° turn was to starboard. Point “A” represents the initial course and is illustrated as 000°. At Point B, the compass reads 060°. At this point, the reciprocal course (180°) has been figured. When the compass reaches the 060° mark, the rudder is shifted to the opposite direction (port) of the 60° turn and the boat comes around to the reciprocal. When the 180° course is marked, the boat will continue on this new course and if the person overboard has not been sighted by this time, the boat crew will conduct a search for the victim along this heading. If the individual is not located, the boat should proceed along the track to a point where the member was last known to be aboard. At this point a second datum marker (ring buoy, fender, etc.) is deployed.

[Illustration in the handbook: Figure 4-5 — Williamson Turn]

Speed should not change during a Williamson turn. Any speed adjustments should be made prior to beginning the turn. Speed changes may bring the boat around to the reciprocal course in a different position than the line of the initial course. The danger is that the person overboard may be too far away to locate. The idea behind the Williamson turn is to bring the boat around so that it is on the exact line of the original course, but in the opposite direction.

Once the person overboard alarm is spread, the coxswain turns the boat 60° from the original course to either port or starboard.

Calculating the reciprocal of a given course is done by either adding 180° to the given course or subtracting 180° from the given course. To add or to subtract depends on whether the given course was less than 180° or more than 180°.

If the original course is less than 180°, 180° is added to the original course to get the reciprocal. Example:

Original course 070° Add 180° + 180° Reciprocal course 250°

If the original course is more than 180°, 180° is subtracted from the original course to get the reciprocal. Example:

Original course 200° Subtract 180° - 180° Reciprocal course 020°

Recovery techniques for a PIW are the same for any type of distress. Situations could vary from recovering someone from the crew as a PIW, passengers from a ditched aircraft, fisherman from a sinking boat, someone washed off of a jetty, or any other form of emergency where people are in the water.

NOTE

Training boat crews for Person in the Water Recovery requires the use of a life-like dummy (OSCAR). The recommended OSCAR is a stuffed and weighted (approximately 180 lbs dry) Anti- Exposure Coverall secured at the neck and feet.

The condition of the PIW will dictate the type of recovery procedures used. Once the condition of the PIW can be determined, that is, conscious, unconscious, or injured, the coxswain will select one of the procedures below and assign crewmember duties accordingly. Generally, the pickup is completed at the lowest point of freeboard (recovery well) and away from the waterjets/propellers.

Perform the following recovery method when the person is conscious and able to move freely in the water:

[Illustration in the handbook: Figure 4-6]

[Illustration in the handbook: Figure 4-7]

Recovering the PIW at the Surface of the Water Recovering a PIW Hands Under Armpits

If the freeboard of the boat is too high to recover the victim safely, perform the following procedures:

A person is light in the water due to buoyancy; however, once free from the water, the person becomes “dead weight.” This should be kept in mind and special care should be taken when recovering injured persons.

In the event that the PIW is unconscious or injured, a direct pick up from the boat may be attempted if on scene conditions permit a safe recovery. If conditions are such that a direct pick up would be unsafe, utilizing a boat swimmer to recover the PIW should be considered. An untethered boat swimmer should be deployed only as a last resort! Once deployed, a coxswain has no means to retrieve the boat swimmer should they need assistance.

Boat swimmers are boat crewmembers who act to assist and recover fatigued, unconscious, entangled or injured survivors from the water. Their use may significantly reduce some of the dangers inherent in maneuvering rescue vessels close to survivors. They are not “rescue swimmers”. Their training is accomplished through completion of applicable tasks in Reference (b). A boat swimmer is assigned by the coxswain. Boat swimmers wear the appropriate PPE including a swimming harness with a tending line when available. Another crewmember will tend the harness whenever the swimmer is in the water. Boat crews aboard platforms that do not have tending line and harness shall perform thorough Operational Risk Management (ORM) and exercise extreme caution before putting a swimmer in the water.

NOTE

The Auxiliary does not have boat swimmers.

NOTE

Policy regarding boat swimmers can be found in Reference (a).

Communication between the crewmembers on the boat and the boat swimmer can be impacted as the distance between the two increase. To compensate, tending line commands are used to avoid the need for shouting. The signals primarily assist with communication but when used can also aid the boat swimmer in the recovery of a PIW. The signals are based on the OATH signaling system. A Coast Guard boat swimmer shall NOT go under the water and enter a capsized or submerged object.

The procedures for deploying a boat swimmer are as follows:

[Illustration in the handbook: Figure 4-8]

[Illustration in the handbook: Figure 4-9]

Boat Swimmer Harness Cross-Shoulder Position

The stokes litter (rigid or folding) is a mobile transportation device designed to safely transport non-ambulatory personnel from the water, onboard ships and boats (Figure 4-10).

[Illustration in the handbook: Figure 4-10 — Stokes Litter]

The basic stokes litter can be configured for hoisting or surface operations. The unit type will determine which Stokes Litter is used (i.e. boat stations will use a surface stokes at a minimum, Air Stations will use a hoisting stokes and a cutter will use a surface stokes at a minimum). Tending lines and hoisting sling cables shall be kept from interfering with patient restraint straps. The gray, black (flotation chest strap), blue, red, and green restraint straps shall be disconnected and secured to the right side of the litter prior to lowering the litter to the water’s surface. The black restraint strap with flotation pads shall be buckled.

When the litter is configured in accordance with the MPC, it will float face-up at a 45-degree angle with the foot end submerged. The top 18 to 24 inches at the head end of the litter will be above the surface of the water. The stokes litter is self-righting. Patients wearing buoyant garments, such as exposure suits or PFDs, will affect and possibly negate the flotation and self-righting characteristics of the litter. Diligent attention to flotation characteristic changes when patients are secured in the litter.

If the patient is secured to a backboard or spinal immobilization device, do not remove it.

When securing the black restraint strap with flotation pads, difficulty may be encountered

NOTE

with patients wearing buoyant garments. Buoyant garments are not to be removed; instead place as much slack in the restraint strap as possible and attempt to connect the buckle.

Use the following procedure to secure a patient in the litter while in the water.

The in-water patient restraint procedure must be trained prior to use. Crew coordination between the swimmer and deck crew is critical to evolution success. Recurrent training of this procedure is highly recommended.

For multiple PIWs, the question becomes which person in the water is recovered first. The answer to this requires the coxswain’s best judgment. An accurate assessment once on scene will dictate the coxswain’s response. Consideration should be given to the following:

(01) Are one or more persons in the water injured? (02) Which persons in the water have on PFDs and which do not? (03) How close are the persons in the water to the beach or jetty? (04) How old are they and what is their physical condition?

When towing a boat astern:

(01) A decrease in speed could cause the towed boat to overrun the towing boat. If the towing boat slows and does not tend the towline, the towline could sink and foul the rudder/s and propeller/s or be sucked into the waterjets. (02) If the towing boat turns sharply to either side, tripping can occur. Tripping is when a boat is pulled sideways by an opposing force. If the towline is out of alignment (not in line) and pulls sideways, the towing boat will heel over, often beyond its ability to right itself.

Tripping occurs more frequently when the towed vessel is larger or heavier than the towing boat.

Current, wind, sea, or swell from astern can cause yawing and add to the problem of the tow overrunning the towing boat. Current broadside to the tow creates difficulty in holding the tow due to side slip, causing the tow to yaw.

NOTE

Bar or inlet conditions will compound all these problems.

Considering the number of potential problems that can occur, the operator should carefully assess all possible situations and conditions to pre-plan steps to take in case of a PIW emergency. Slow calculated moves are better than a “knee jerk” response.

If a person falls overboard during a towing evolution, the initial steps discussed earlier in this section (sound alarm, throw ring buoy) should be followed. The following are additional considerations to take which apply to PIW situations specific to towing evolutions.

(01) If another boat is nearby, get that boat to make the pickup. (02) Since tows are made at slow speeds, it may be possible that the towed boat can make the pickup. If the towed boat still has steerage, have them attempt to steer on the PIW and pick them up when alongside. The towing boat should aid in any way possible by slowing down or steering towards the side the PIW is located. (03) If towing astern, position a boat crew member to manage slack in towline and conduct slow speed turn to regain PIW off the bow. Make approach and recover from preferred side. (04) Be sure to advise the people on the tow that there is a real danger of tripping or broaching if the towed boat shears away violently from alignment. (05) Ensure the towline does not sink and become fouled around the rudder/s or propeller/s. (06) It might be necessary to drop the tow in order to perform a PIW operation. Consider the environmental factors and water traffic when/if dropping the tow to minimize the possibility of a hazardous situation. Have the tow anchor if possible until the towing vessel can return and continue the tow. (07) Never forget that the PIW might be injured if hit by the tow. (08) A person who has fallen off the bow or side can be seriously injured or killed by the waterjets/propellers. Any turns made should move the stern away from the PIW.

If a person falls overboard from the boat being towed, the initial steps discussed earlier in this section (sound alarm, throw ring buoy) should be followed. If there is no other boat in the area to assist, dropping the tow to recover the PIW is an option for the coxswain to consider. If the PIW takes place in restricted waters, the disabled vessel should be anchored as soon as the tow is released.

NOTE

Always ensure everyone onboard the vessel being towed is wearing a PFD.

When towing a boat alongside, the initial steps discussed earlier in this section (sound alarm, throw ring buoy) should be followed. Towing alongside allows more freedom to turn. Consider the following points:

(01) Engines, while useful, will not respond as usual. Remember, the engines were designed to propel one boat, not two. (02) When making a turn, turn slowly towards the side with the tow and pivot on the tow. Be careful not to swamp the tow. (03) The best approach is to make the pickup on the free side since the operator can better observe the person in the water and the pickup. (04) Again, consider dropping the tow.

The procedures will remain the same, whether the person falls from the towed or towing vessel.

The effect of each action on all of the boats and persons involved should always be considered. People before property. People’s safety is the number one priority. People onboard the vessel being towed are just as important as the PIW. If the towed boat is not manned, the coxswain may consider dropping the tow! All people and vessels involved should always be informed of every situation. The best way to handle a PIW emergency is to prevent one from happening. Being aware of the crew; knowing where they are and what they’re doing is essential.

The general PIW procedure is put in effect as soon as the alarm is sounded, but the nature of heavy weather/surf adds complications. The coxswain may be required to enter the heavy weather/surf by positioning the boat down swell of the PIW and making the approach as discussed in this section.

If needed, the turn to run down swell and approach will be planned differently in heavy weather/surf. The coxswain may not be able to turn the boat immediately after the alarm is given. Doing so may expose the bow of the boat to the swell enough that regaining control and getting the bow back into the seas might be very difficult. The coxswain will push ahead a safe distance from the person in the water and station keep until the opportunity to turn presents itself. The turn is not made until the coxswain can do so without exposing the beam of the boat to the breaks or excessive swells. This is avoided by timing the turn to correspond with the lull in the breaks. Doing so allows the coxswain to take advantage of any window that may develop. Once the window has been identified, the coxswain turns, either port or starboard, using the techniques described as the split throttle maneuver (Heavy Weather Turn). If the water depth allows, the coxswain continues down swell past the PIW. When passing at a safe distance, an assessment is made as to the condition of the PIW (i.e., conscious and face-up, unconscious and face-down); this will help decide how best to prepare for the final approach. The split throttle maneuver (Heavy Weather Turn) is discussed in greater detail in Reference (k).

While transiting down swell, you should turn your attention to crew communication, condition of PIW, and spacing of your vessel away from or toward the PIW. A properly executed heavy weather turn will advance the lifeboat approximately one boat length in the direction of the turn and this should be taken into consideration when passing the PIW while traveling down swell.

Regardless of weather conditions but with due regard for safe

navigation, you should attempt to stay within fifty to one hundred yards of the PIW.

[Illustration in the handbook: Figure 4-11 — Spacing while Traveling Down Swell]

Initiating a Heavy Weather (Split Throttle) turn on the face of a steep wave can result in a knockdown/ rollover and should be avoided at all costs. Reference (r) contains further discussion of the Split Throttle maneuver.

Once the run down swell is completed, the boat must be turned to make the approach. The turn should be made so as to simultaneously put the bow into the surf/swell and have the PIW directly in front of the boat, keeping in mind the turning radius of the boat and the effect strong winds may have, make adjustments as necessary. This may require some lateral movement down swell of the PIW. The pointer must be able to communicate with the coxswain at all times. Positioning the pointer by the open bridge is recommended. Once down swell, the coxswain must turn the boat quickly and avoid getting caught broadside to the surf/swell. A break taken on the beam may roll the boat. After completing the turn into the swell or breaks, forward momentum is stopped and, if practical, station keep is commenced by using references on the beach, jetty, and/or adjacent structures. Doing this will give you time to consider the following:

(01) Boat position in relationship to the PIW. (02) Set and drift of both the boat and the PIW. (03) Wind direction. (04) Formation of a window/lull near the PIW. (05) Reestablishing crew responsibilities (if needed). (06) Sending a crewmember to the recovery area. NOTE

On a CG standard boat, the crew must stay out of the recovery area until the turn is completed, the bow is back into the swell, and the coxswain gives the command. Do not allow any crew to go forward at any time during this evolution. It puts them in great danger and decreases the crew’s ability to communicate.

When making the final approach, the coxswain must adjust the speed to avoid launching the boat off the back side of a wave. He/she should use the bow bitt or other stationary object on the bow as a sight and aim the boat at the PIW. Speed should be reduced to bare steerageway while nearing the PIW. This approach is made so that the PIW is not in danger of being struck by the boat. Timing is essential! If the coxswain is able, he/she should wait for a lull to make the approach. The crew must keep the coxswain informed of the PIW’s relationship to the boat at all times. This can be done by using reference points on the boat and calling distance off the hull. A breaking wave or steep swell can surf a PIW into the side of the boat or move them astern of it!

Ideally, the boat should be stopped with the PIW at arm’s length from the recovery area. This allows the crewmember to simply reach out and pull in the person for recovery. In the event the person is too far away to reach by hand, he or she may be able to swim or be tossed a rescue heaving line and pulled to the recovery area. All options must be considered, keeping in mind that a person suffering from hypothermia and/or exhaustion may not be able to assist when being pulled from the water. Also, using a rescue heaving line in the surf is very risky. The crewmember tending the line must remain alert to keep the line under control at all times, and advise the coxswain when the line is in the water. A decision to disengage the waterjets on the side of PIW should be weighed very carefully after considering the situation. This limits the maneuverability and power that may be needed.

Recovery of an unconscious PIW from the surf presents an even greater challenge. Because the PIW is unable to swim or hold on to the rescue heaving line, the coxswain must maneuver the boat so that the PIW is taken alongside. Again, crew communication is critical. The coxswain must steer the boat straight for the PIW and as he or she begins to disappear under the bow flair, turn slightly to port or starboard (depending on which side is best for recovery), windward of the PIW if possible. At this point, the coxswain will lose sight of the PIW under the bow flair. It is now the pointer’s responsibility to inform the coxswain of the location of the PIW, the distance off the hull, and how far the PIW is passing down the hull. When the pointer reports the PIW is approaching the recovery area, the coxswain should begin glancing down at the water, watching for the PIW to appear. When the PIW is in sight, the coxswain may need to make a final speed adjustment. Foam or bubbles passing down the hull can help determine the boat’s speed. Having all way- off when the PIW is approaching the recovery area is important for two reasons:

(01) It is very difficult to maintain a handhold on a person when the boat is still moving ahead. (02) Having to back down with the person near the recovery area is dangerous, and the discharge from backing down may push the person farther away from the boat. Again, slow down well before the person is at the recovery area.

To do this, the coxswain may back down on both engines or on the engine opposite the PIW. Backing down on the opposite engine will kick the recovery area toward the PIW. However, the coxswain must not allow the bow to fall off the swell. The use of the boat hook must not be ruled out if the PIW is too far away to retrieve by hand. It is better to use a boat hook and recover on the first approach than to back down or run stern to the surf/swell to make another approach. There may only be one chance to make the rescue – it has to be good! Backing down must be done before the PIW gets to the recovery area so that the boat has no way on during recovery.

Using a boat swimmer in heavy weather or surf is extremely dangerous and should only be used as a last resort. Having a member of the crew enter the water presents different problems:

(01) Reducing crew size of an already minimal crew makes it difficult to retrieve the PIW. (02) The likelihood of the tending line becoming fouled in the jets/propeller is greatly increased.

For multiple PIWs, the question becomes “which PIW is recovered first?” This is a hard question to answer and requires the coxswain’s best judgment. Once on scene, an accurate assessment will dictate the coxswain’s response. Consideration should be given to the following:

(01) Are one or more PIWs injured? (02) Are PIWs wearing PFDs? (03) How close are the PIWs to the beach or jetty? (04) How old are the PIWs and what is their physical condition?

Using the above criteria may aid the coxswain in making this difficult decision.