Article by Capt. Steve Katz
On May 14, 2015 at 4:30am, 90-miles east of Ocean City MD, the “Solarus “, a 43-foot boat began taking on water quickly. Owner Noel Sterrett and Captain Bill Kneller quickly assessed the situation and determined a MAYDAY was required.
In a Coastal Fisherman exclusive interview, I spoke with Captain Kneller to learn about the tools and procedures they used to obtain the help that allowed them to arrive at Sunset Marina under their own power the day after the emergency. They were mentally exhausted, but in good physical condition.
The pair was traveling from Charleston, SC directly to Newport, RI, putting them about 90-miles off the Maryland coast in their J/130 sailboat. At about 4:30am in eight to ten foot seas and strong winds, the boat was hit by a submerged object (possibly floating lumber) that punctured the compost hull outer skin (2-inch hole) below the water line and cracked 15-inches of the interior structure. The hole and crack allowed water to rush in faster than the bilge pumps could pump it out. The water quickly rose 6-inches above the cabin floor and the crew was unable to locate the source of the leak and determined that a MAYDAY was necessary.
The pair was prepared for an emergency and put their skills into action. The life raft was brought on deck and the satellite telephone, VHF and EPIRB were prepared for use.
The first MAYDAY broadcast was transmitted using their Standard Horizon GX2150 VHF radio on Channel 16. Interestingly, they used the traditional MAYDAY method and not a digital DSC call. The captain was prepared with all the details: who, what, where, kind of vessel, number and description and was able to clearly give this information to the responders. Captain Kneller got an immediate reply on the VHF radio, from a US Navy ship, the USNS William McLean (T-AKE12), a 690-foot cargo ship. It turns out the USNS William McLean was only three miles away!
At the same time they were using the VHF, Captain Kneller grabbed the Globalstar docking phone equipped with an external antenna to call the USCG directly. Captain Kneller referred to his laminated emergency number sheet that he picked-up in Annapolis at the “Safety at Sea Seminar” and made a direct phone call to the nearest Coast Guard Rescue Coordination Center (RCC). While speaking to the USCG, Captain Kneller told the USCG that he was manually activating the vessels McMurdo EPIRB. The conversation with the USCG was long, with many scripted questions by the USCG. The satellite phone call was dropped numerous times during the conversation and return calls were necessary.
Yes, a lot of purposeful duplication. At this point, the US Navy and the USCG RCC both knew where the boat was and now the Cospas-Sarsat Program was receiving an EPIRB alert with the boats latitude and longitude position.
I asked Captain Kneller why he activated the EPIRB after talking to the USCG and Navy. He indicated that he wanted the USCG to have his exact position and to allow any responders to find his EPIRB using the 121.5MHz homing signal broadcasted by the EPIRB. The EPIRB remained on and transmitting until the Navy arrived on scene and only then did he manually turn off the EPIRB.
It was only 30 minutes after the first VHF MAYDAY call when the USNS William McLean had changed course and headed towards the “Solarus”. Once on the scene, they lowered a tender with 5 crew members and a dewatering pump. The Navy pumped the water out, found the source of the leak and provided materials, 2x4 lumber, nails and a rubber sheet to brace the damaged area and slow the leak. While this was going on, the USCG dispatched a Eurocopter HH-65 Dolphin helicopter from Cape May to assist at the scene. The USCG helicopter brought a dewatering pump, and the Navy provided some extra diesel fuel, to be used during the slow ride to Sunset Marina. Once the “Solarus” was deemed manageable, Bill and Noel headed it west, with the USNS William McLean providing an escort and protection from the wind and waves for about 20 miles until they were met by an USCG Ocean City based 47-foot Motor Lifeboat (MLB). Two USCG crew transferred to the “Solarus” for the duration the ride back to shore, with the USCG MLB close by.
The “Solarus” is at Sunset Marina, awaiting approval to head to Rhode Island for repairs. The insurance company and surveyor have already inspected the boat and Noel hopes to have it repaired quickly so he can participate in the June Transatlantic Race, from Newport to England and the Fastnet race in August.
In past articles, we have reviewed the importance of the VHF radio. In this scenario, the VHF radio was used to communicate with the US Navy and the USCG (boats and helicopter) with ease. Interestingly, the USCG also used the VHF channel 16 to talk to the US Navy. Captain Kneller indicated that the satellite phone was helpful, though it was not the primary means of communication. As experienced boaters, the captain and owner regularly checked their communications gear before each trip and had rehearsed their emergency procedures.
While a VHF radio has a range of 20 to 25 miles, you do not always need to broadcast back to land for help; it may come from another nearby boater who hears your call.
Thank you to Captain Bill Kneller for providing the details about his experience and thank you to the US NAVY and USCG for their efforts to save the boat and crew.
Captain Steve Katz is the owner of Steve’s Marine Service and holds NMEA, AMEI and NMEA2000 certificates along with ABYC Master Technician certification and factory training from many manufacturers.
