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Man Overboard Procedure: How to React

December 2, 2020 by Travis Turgeon 1 Comment

“Man Overboard!” is the expression given to indicate that a passenger or crew member of a vessel has fallen overboard and requires immediate rescue. Man overboard scenarios account for approximately 24% of all boating fatalities, 90% of which occur in calm water with swells less than one foot in height. Swift and thoughtful action must ensue to reinforce a victim’s safety. Knowing how to execute a man overboard procedure takes time to learn and practice. We outline the essentials below.

There are Six Essential Components of a Man Overboard Procedure:

Keeping the victim’s location known, getting buoyancy support to the victim, alerting rescue services, maneuvering the boat to return and approach the victim.

Recovering the Victim

First-Aid / Rescue Administration

For a quick reference, follow these steps in an emergency:.

Yell, “Man Overboard on Starboard/Portside!” and Sound the Horn Three Times – Immediately assign one of the crewmembers to maintain visual contact with the victim and point at them during the entire emergency. They should never take their eyes off of the man overboard for any reason during the procedure. If you are unsure of the victim’s location, turn off all props on the boat to avoid potential danger until their position is known. The horn will alert any crew members unaware of the emergency.
Activate the “MOB” GPS, and Throw “MOB” Rescue Gear to the Victim – The GPS will mark the MOB position for reference. Throw your boat’s rescue buoy as close to the victim as possible. You can also throw other inflatables to assist, but your best option is the rescue buoy.
If Available, Throw an LED Light and Smoke Flare to Mark Their Position – Throw the flare as close to the buoy as possible. The flare will serve as a location reference while the captain maneuvers the boat for rescue.
Begin to Maneuver the Vessel Back Toward the Victim and Prepare a Throwing Line – Approach the Victim Upwind. The throwing line will assist in pulling the victim to the boat.
A failed execution of IMMEDIATE rescue occurs.
There is no rescue equipment to assist with reboarding, such as a rope ladder or rescue strops.
The swells or currents are anything other than negligible, and there is no rescue equipment available to assist with re-boarding.
Someone goes overboard in the late afternoon or at night.
There is nobody else on board to assist with the rescue.
Pull the Victim to the Boat – Once you have successfully pulled the victim to the boat, use the correct procedures to get them back on board. Choppy seas can make using the ladder a very challenging and dangerous re-entry option, as you risk being drawn under and hit by the stern.

Various factors will contribute to the exact order and execution of these components, explained in the details of the sections below.

In concurrence with getting buoyancy support to the victim, knowing their location at all times is critical. As soon as the victim is overboard, assign a spotter to keep visual contact with them. The spotter should point in their direction without interruption for any reason during the entire rescue. If the victim cannot reach the buoyancy support, the spotter could be the sole resource in directing the boat captain back to their location.

“MOB” GPS Button: If you have a “MOB” button on your GPS, you should immediately activate it. Some GPS units will direct a return course to the victim after maneuvering the boat, while others will display the position graphically for reference.
Light Buoy and Smoke Flare: This piece of equipment is useful because it supports two of the most critical rescue steps simultaneously. After deployment, an LED light flashes on the buoy while sending a colored smoke signal into the air. In poor weather conditions or large swells, both the victim and the boat captain can identify the buoy’s position.

Along with knowing the victim’s location at all times, getting buoyancy support to them is the priority. Depending on several factors such as weather, swells, physical fitness, and swimming abilities of the persons overboard, keeping them afloat while carrying out the rescue could be the deciding factor in life or death. Large swells in the open sea can result in even the strongest of swimmers’ demise.

“MOB” Buoy: Deploy a “MOB” buoy immediately and concurrently with the first step of locating the victim. Buoys may come equipped with LED lights and smoke flares, as stated above.
Throwable Float / Retrieval Line: A “lifesling” is a retrievable floatation device attached to a rope and installed somewhere along the boat’s stern. In the event of a man overboard procedure, the lifesling is deployed – stretching as far back as it can behind the boat. If a victim has only been overboard for a short time, the lifesling will give them the chance to stay buoyant while the crew pulls them back to the vessel.

You should alert rescue services of a man overboard emergency with a “Mayday Call” using the boat’s VHF radio when you cant achieve immediate rescue. Time is the most significant survival factor if the çrew can’t rescue a victim on their own, and professional emergency services could be the only chance for survival. Click the link for step by step instructions for issuing a “Mayday Call.”

Helicopter flies over a group of people in the water while executing a man overboard procedure

Alternative Ways to Signal Distress:

While your VHF should always be the first method for issuing an emergency call, you can use various alternative methods.

The Global Maritime Distress and Safety System (GMDSS) is an internationally agreed-upon search and rescue system. Specific GMDSS safety procedures, equipment, and communication protocols make communicating and identifying your location easier in the sea’s more remote areas. Although not required on recreational vessels, the following GMDSS equipment is available for installation:

Emergency Position-Indicating Radio Beacon (EPIRB): Communicates with satellites to indicate rescue coordinates.
Navtex: Issues navigational warnings, forecasts, and search and rescue notices.
INMARSAT: Global satellite network.
Digital Selective Calling (DSC): Ship to ship, ship to shore, and shore to ship radiotelephone.

Use Digital Selective Calling immediately if it’s available, as other nearby vessels might be able to offer rescue assistance faster than emergency crews.

While a cell phone likely won’t be of use, it’s a quick way to call for help when cell-service is available.

Additionally, you should keep low-technology resources on board to signal an emergency. These include flares, flags, horns, flashlights, and signal mirrors – to name a few.

How to best maneuver towards a man overboard victim during the procedure will depend entirely on how well you know your boat. There are differences for boats using an engine instead of sails, and extensive practice specific to a vessel is necessary for a boat captain to properly navigate a rescue scenario.

When using a motor to execute a man overboard procedure, there are a few added safety steps:

The engine must be out of gear before approaching a victim. Better still, turn the engine off entirely during the re-boarding process to avoid further injury via the propeller. The noise and fume reduction will also help the crew to communicate and focus on the rescue.

During a rescue, remember to always bring the boat upwind of a victim. A quick stop is easier executed this way, and there is less risk to the man overboard.

Man Overboard Procedure Boat Maneuvers:

Quick Turn – The Quick Turn is the traditional, simple response used in a man overboard procedure on a sailboat. If there are few hands on deck to assist with a rescue, this is the preferred reaction. The maneuver is executed as a figure eight and allows for the boat captain to keep the victim in sight during the entire process.

Execution:

Change your course to a beam reach, and hold for approximately 15 seconds.
Heading into the wind, tack and leave your jib fluttering.
Veer the vessel into a broad reach.
Turn the vessel upwind until it is pointing at the victim. The vessel will be on a “close reach.”
Come to a stop with the victim on the lee side.

Anderson Turn – The Anderson Turn is used to maneuver the boat full-circle to reach the same point that a victim went overboard. Use this method with both powerboats and sailboats, but only when the victim remains visible. If the victim is not visible, use one of the maneuvers below. The Anderson Turn is the quickest method of recovery.

Stop the engines.
Fully pull the rudder towards the victim.
When you clear the victim’s vicinity, turn your engines to full power.
After deviating from the course by 240 degrees, slow your engines down by about 70%.
Stop the engines when the victim is about 15 degrees off of the bow.

Williamson Turn – Powerboats and sailboats alike utilize the Williamson Turn to bring the ship back to an exact point it has already passed. The most appropriate time to use this turn is at night or in low visibility conditions.

Pull the rudder towards the victim entirely.
Stop the vessel 60 degrees from its original course by pulling the rudder in the opposite direction.
When you’re approximately 20 degrees short of the reciprocal, put the rudder mid-ship so that the vessel follows the reciprocal course.
Bring the vessel upwind, with plenty of space between the victim and the propellers.

Scharnow Turn – This maneuver is used to bring a ship or sailboat back to a previously passed point – but it isn’t ideal for an immediate action scenario. Use this method when the victim is significantly further than the boat’s turning radius. If a quicker reaction is needed, use one of the previous maneuvers.

Pull the rudder hard to the side of the man overboard.
After deviating 240 degrees from the vessel’s original course, shift the rudder hard to the opposite side.
About 20 degrees short of the reciprocal course, put the rudder mid-ship to follow the course.

Recovering the Victim During a Man Overboard Procedure

Once you have the victim in the vessel’s range, it’s time to get them to the boat. The most commonly used and simplest way to do this is with a retrievable line device such as a lifesling. Simply throw the device to the victim, and pull them in.

However, once near the boat, you may realize that getting them on board is not an easy task.

Man overboard procedure in action as a man stretches his hand out to someone struggling in the water

Using the boat ladder or bathing platform will prove dangerous if the swells are even minimal, and a victim will need to be sure they don’t get swept under the hull. If a man overboard has been in the water for even a short time, they may not have the energy to pull themselves up a ladder.

Having specialized man overboard emergency equipment on board is essential and can include the following:

Emergency Rope-Webbing Ladders
Various Recovery Slings and Strops

Emergency rope-webbing ladders reach down the side of the boat, allowing the victim to pull themselves up with little to no assistance. In many scenarios, though, a victim will not have the strength to do this – especially in cold water.

Recovery slings and strops are the best options for onboard recovery equipment. Although training is necessary, these devices allow you the leverage to pull conscious or unconscious victims from the water. They’re available in a variety of styles, although they all serve the same purpose.

Once you have a victim back on board, you’ll need to assess their condition.

Depending on the water temperature and how long the victim was exposed, hypothermia may have set in. During the recovery process, assign a crewmember to gather heat blankets and prepare a space inside to warm the victim.

If a victim is unconscious, begin performing CPR and prepare emergency oxygen if it’s available.

Tips for Survival If you Fall Overboard:

Make Yourself Visible – Without exerting too much energy, splash around and make some noise. Doing this will help the crewmembers identify you in the water and hold your position.
Don’t Swim After the Boat – Instead of swimming after the boat, save your energy to reach the rescue buoy. The boat will maneuver to you, so just try to get buoyant.
Keep Clothing On – Instead of ditching your clothes, keep them on. Try to trap air inside of them to help create positive buoyancy.
Remove Non-Buoyant Objects
Use the “HELP” Position – In cold water, the “HELP” position will conserve body warmth and prolong the onset of hypothermia. Curl your knees into your chest, and wrap your arms around your legs. Lean back slightly, and try to float by breathing slowly without releasing all of the air from your lungs.

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Reader Interactions

December 1, 2021 at 8:23 am

My dad plans to purchase a second-hand yacht when he retires as it has been his to sail around the states. Thanks for this comprehensive boat safety guide and it’s very helpful to learn about the “HELP” position wherein you curl up to your knees up to your chest and put your arms around it to prevent hypothermia. I think if he decides to sail on his own, he should first get some proper training so he can be more equipped.

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Man Overboard Procedures

Sailing is a highly enjoyable sport and, with the proper RYA training, it is a great way to relax in your downtime. Like any sport, it does have inherent risks and one of these is a man overboard situation.

When you complete our RYA training courses you learn the correct procedure for this emergency situation. However, as time goes by you may not have the opportunity to practice this on a sailing yacht. We’ve put together a reminder of the methods used on S/Y Chao Lay to retrieve a man overboard, both under sail and under power.

Man Overboard Procedures Under Sail

Diagram of Man Overboard Procedures for Quick Stop Under Sail

Credit: oceannavigator.com

Keep your eyes on the man overboard and order a crew member to point at them.
Bring yacht head to wind.
Allow headsail to back and further slow the yacht.
Keep turning with headsail backed until wind is aft of the beam.
Head on beam to broad reach course for two or three lengths then go to nearly dead downwind.
Roll in the headsail while keeping the mainsail centred. Ensure the job sheets do not trail in the water.
Hold the downwind course until the man overboard is aft of the beam.
Approach the victim on a course of approximately 45º to 60º off the wind. If the engine is in gear, ensure it is in neutral as the man overboard is approached.
Establish contact with the man overboard and throw heaving line.
Tie the casualty to the yacht and effect recovery from the water.

Man Overboard Procedures Under Power

Diagram of Man Overboard Procedures - Figure 8 Under Power

Start the engine at first opportunity.
Position the yacht so the wind is cornering across the beam. Start counting slowly to 5.
Tack the yacht through the wind leaving the headsail as it is.
Once on the new tack, line up the man overboard with the leeward shrouds and regulate speed by filling and spilling wind from the mainsail using the mainsheet.
Approach the man overboard, reducing speed until approximately one boat length away. If the engine is in gear, ensure it is in neutral as the man overboard is approached.
Heave to by turning wheel to windward and release mainsheet to spill wind from mainsail. Ensure you do not hit the man overboard!
Throw heaving line situated on pushpit, making sure it is thrown across the man overboard’s drift. Tie the man overboard to the yacht and affect recovery from the water.

Retrieving a Man Overboard from the Water

Credit: ds.boatingmag.com

It is not easy to lift a casualty out of the water as muscles lose their strength quickly in cool water. Do NOT rely on help from the man overboard and provide as much assistance and support as possible.

Ensure the casualty is securely fastened to the boat with the heaving line which is located on pushpit. If the casualty is unconscious, lassoo them with a line.
Ensure any rescuers are securely fastened to the boat with a safety harness.
If the casualty is conscious, rig up the safety ladder on the leeward side by attaching to the webbing strops. Open the guardrails. The safety ladder is located in the cockpit locker.
If the casualty is unconscious or exhausted, hoist them out of the water using the boom and mainsheet fed to a sheet winch. If more height is required, release the vang and winch up the topping lift.

The casualty will be cold, shocked, frightened, and may have swallowed salt water. To give immediate first aid follow these procedures:

Change casualty into dry clothes and keep them warm.
If possible, place them in a thermal protective aid (TPA).
Use the VHF radio or phone the closest hospital/doctor for medical advice.
Head for the nearest port.
Monitor their condition until you get them into emergency medical care.

RYA Resources

Keith Colwell’s excellent book on Sea Survival is available in paperback or eBook . This book is the official text for the RYA Basic Sea Survival Course and the RYA/ISAF Offshore Safety Course and supports ISAF approved Offshore Personal Survival courses. It also highlights the importance of having the correct safety equipment and will also give you the knowledge of how and when to use it, making it invaluable for anyone who takes a boat offshore for racing or cruising.

Man Overboard

Man overboard

The exclamation ‘man overboard’ refers to a crew member or a passenger falling into the water and needing immediate rescue.

Wide shot of man who has fallen in the water

Research by the Maritime Accident Investigation Branch (MAIB) has shown that crews have, on average, less than 11 minutes to recover a crewmate who has fallen overboard into cold water before the victim becomes unresponsive. This time decreases as the water becomes colder, or the sea state rougher. In some cases, crew had just four or five minutes to coordinate a complex recovery under extreme pressure. Sadly more than 40% of man overboard occurrences reported to the MAIB between 2015 and 2023, tragically led to a fatality. A startling reminder of the importance of getting all your crew trained and having a well-practised plan. Read on for more information about prevention, and how to prepare for a man overboard occurrence.

Man overboard prevention

Before setting off, ensure all crew receive a thorough safety briefing. This should include, moving along the high side of the vessel, keeping one hand for yourself and one for the boat, and clipping on . When clipping on, use a tether that’s the right length and secured to a purpose made strong point or jackstay.

If conditions deteriorate, reef early or slow down if on a power or motorboat. Consider directing crew who are less experienced or agile, to remain in safer areas such as the cockpit or cabin.

Provide clear directions and guidance to those who may need to venture out of the cockpit for hoists, drops, anchoring, and other tasks.

closeup example of someone clipping while on boat

Man overboard whilst attached

A safety line offers the advantage of keeping a casualty attached to a vessel. This avoids the need for a search and any potentially challenging manoeuvres to reach the man overboard. However, being attached does come with its own hazards.

Where a casualty is attached to the boat and in the water, the priority must be to stop the boat altogether. Any movement through the water, even at very low speed, must be avoided as it risks forcing water into the casualty’s lungs.

If unable to stop the boat or remove the casualty from the water, carefully consider cutting the tether and coming back to them with the boat at a standstill.

Man overboard unattached

In this situation, time is of the essence. In water of 15 degrees Celsius or less there is a risk of cold water shock , which can result in cardiac arrest or other medical issues.

When faced with a man overboard situation in which the casualty is unattached, the first step is raising the alarm to the crew.

Appoint a spotter to maintain visual contact with the casualty and deploy a danbuoy or life rings to mark the spot and provide buoyancy.

Press the man overboard button on the plotter to provide a last known position and issue a MAYDAY or DSC Alert. Try to stop the boat or reduce your speed to avoid further man overboard situations.

Prepare your recovery equipment and reassure the casualty that you will be returning to them.

Think through your approach to reach the casualty. Aim to position your vessel upwind of them, so that as you slow down the vessel is blown towards them. Always ensure the crew is properly briefed on your next steps during recovery.

someone waving to yacht after they have fallen overboard - man overboard

Alongside and recovery

Once alongside the casualty, it’s important to ensure that engines are left in neutral or switched off. Whether or not you switch off the engine depends on weather conditions, your vessel, or a variety of other factors. Regardless, risk to the casualty from a spinning propellor must be avoided at all costs.

If the casualty is conscious and can assist in their recovery, throw a heaving line to help recover them. A scramble net, rescue ladder, boarding ladder, or swim platform on the stern (calm conditions only) can be useful in helping to recover a man overboard.

Depending on your vessel, you can use a halyard, block and tackle from the boom, dedicated lifting device or a davit coupled with a lifting strop. Recovery can also be aided with the inflation of a life raft or over the side of a RIB or tender.

demonstrating how to help someone out on water off side of yacht

Unconscious casualty

Where the casualty is unconscious, the recovery becomes far more challenging. A crew member will need to secure a lifting device to the casualty’s lifejacket or harness.

In this situation, other crew members will be at risk reaching overboard or being lowered towards the casualty to make contact. This is an extremely challenging situation for a skipper and crew, involving decisions that should not be made lightly.

When lifting a casualty onboard, they should remain in a horizontal position to avoid the potential medical complications caused by hydrostatic squeeze. However, drowning remains the primary risk, therefore recovery onboard is the priority.

Onboard casualty management

Once the casualty is onboard, they need to be carefully monitored. First aid needs to be provided and for non-breathing or unconscious casualties all the appropriate steps should be taken.

Conscious casualties or those who have recovered themselves are at risk of shock, hypothermia, secondary drowning, and injuries incurred during their fall or recovery.

Wet clothing should be removed, and the casualty should be warmed, carefully monitored, and transported to a medical facility for review.

Get trained

It’s important to prepare for the unexpected. If the man overboard is the skipper, is anyone else onboard properly trained to take control and manage the recovery?

Anticipating what could go wrong and then practicing is the best form of preparation to avoid emergencies and keep you and your crew safe.

However, if you lack the confidence to develop these skills yourself, RYA specialist training courses can equip you with the skills and knowledge to save a life.

The RYA’s Helmsman , Competent Crew and Day Skipper courses are the perfect way to build your confidence and enhance your skills.

For more information on staying safe on the water, visit the RYA safety hub .

Man Overboard: Navigating the Challenges of Open Waters

Man Overboard: Navigating the Challenges of Open Waters

In the vast expanse of open waters, sailors encounter numerous challenges, one of the most critical being the possibility of a man overboard situation. The effective handling of such scenarios requires not only skill but also a well-practiced procedure to ensure the safety of everyone on board .

Introduction

Definition of man overboard.

A "man overboard" situation refers to the accidental fall of a person from a boat or ship into the water. This perilous situation demands swift and organized action to prevent serious consequences.

Importance of Man Overboard Procedures

Understanding and implementing proper man overboard procedures is crucial for any sailor. It not only enhances the safety of the individual in distress but also prevents panic and ensures a coordinated rescue effort.

Man Overboard Procedure

Basics of man overboard drill.

The fundamental drill involves a coordinated response from the crew to mark the location of the person overboard, deploy life-saving devices, and execute a rescue operation. Training in this basic drill is essential for all sailors.

Single Turn Man Overboard Technique

A key maneuver in man overboard situations is the single turn. This technique involves a swift turn of the boat to return to the location where the person fell, allowing for a quicker retrieval process.

Shouting Man Overboard - Why Communication Matters

Clear communication is vital during a man overboard scenario. Shouting the alarm immediately alerts the crew, initiating the response protocol and ensuring everyone is aware of the situation.

Life preserver hung on the railing of a ship

Sailing Methods

Overview of sailing techniques.

Successful sailing involves mastering various techniques. Understanding the principles of sail control, wind direction, and boat balance is crucial for navigating open waters safely.

RYA Man Overboard Procedure in Sailing

The Royal Yachting Association (RYA) provides specific guidelines for handling man overboard situations in sailing. Familiarizing oneself with these procedures is essential for every sailor.

Man Overboard Training and Its Significance

Regular training sessions focusing on man overboard scenarios prepare sailors for real-life emergencies. These drills enhance response times and ensure a coordinated effort when it matters most.

Man Overboard Retrieval

Techniques for retrieving a person overboard.

Various techniques exist for safely retrieving a person overboard. These range from deploying lifebuoys to specialized retrieval equipment designed for swift and secure rescue operations.

Man Overboard Maneuvers for Different Situations

Different sailing conditions may require adjustments in man overboard maneuvers. Adapting to variables such as wind speed and sea state is crucial for successful retrieval.

Boat Overboard Scenarios and How to Handle Them

In some cases, the boat itself may be at risk of drifting away. Understanding how to handle boat overboard scenarios is integral to preventing further complications and ensuring the safety of everyone on board.

Read our top notch articles on topics such as sailing, sailing tips and destinations in our Magazine.

Sailing Tactics

Essential tactics in sailing.

Navigating open waters demands a strategic approach. Understanding essential tactics, such as tacking and jibing, contributes to overall sailing proficiency.

RYA Tactics for Effective Sailing

The RYA provides a comprehensive guide to sailing tactics, covering everything from navigation to strategic decision-making. Integrating man overboard awareness into these tactics is crucial for a well-rounded approach to safety.

Integrating Person Overboard Awareness in Tactics

Sailors must incorporate person overboard awareness into their tactical decisions. This involves considering the potential risks and taking preventive measures during maneuvers.

In the unpredictable realm of open waters, a man overboard situation can quickly turn into a life-threatening crisis. By mastering man overboard procedures, integrating them into sailing methods, and understanding effective retrieval techniques, sailors can navigate the challenges of the sea with confidence and ensure the safety of all on board.

So what are you waiting for? Take a look at our range of charter boats and head to some of our favourite

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Handling Emergencies: Man Overboard

By: Zeke Quezada, ASA Safety

Every man or woman overboard situation should be treated as a very serious matter, even in seemingly balmy conditions. In cold waters or cold weather, in restricted visibility or at nighttime, or in rough seas, the chances for a positive outcome diminish. Any delay in recovering the person in the water stacks the odds against his chances of survival. the best advice is to do all you can to prevent anyone from ever going overboard, but be prepared to handle the situation if it does occur.

Focus on Recovery

If somebody does go overboard, the entire crew must focus on one goal: getting him back in the boat. To do that, you have to do four things as fast as possible but without causing further risk to the boat and the rest of the crew.

Keep the person overboard in sight.
Throw him a life ring or some other type of buoyant device.
Get the crew prepared for the recovery, return on a close reach, and stop the boat to windward of him and close enough to retrieve him.
Bring him back on board.

Sailors have developed several techniques for returning to a man overboard (MOB) and in any situation, the exact one chosen will depend on the experience and skill of the crew, the number of crew on board, the type of boat, weather conditions, and perhaps other factors. In the end, all recovery techniques are more similar than different, as they all share the four key components mentioned above.

First response: “Y, T, P, S, C”

Yell to alert the crew.
Throw a Type IV or any other buoyant device toward the MOB.
Point to keep the MOB in sight.
Set the MOB button on the GPS.
Call on VHF 16.

After that, everyone’s attention (apart from the spotter, whose job it is to keep the MOB in sight) turns to the goal of getting the boat to the MOB, attaching the MOB to the boat, and bringing the MOB back aboard.

Watching and pointing to the MOB is crucial because as soon as the boat turns to begin the recovery maneuver, the crew, busy at their stations, will lose their orientation with respect to objects outside the boat.

Method for recovery of MOB (Man Overboard)

The Figure-Eight Method

You begin this maneuver by sailing away from the MOB. This may feel wrong, but the crew needs time to prepare the boat and recovery equipment and distance to be able to approach at the right point of sail, slowly, in control, and equipped to retrieve the MOB. While one crew prepares the line with the bowline, another can put in place some means of recovering the MOB, such as a boarding ladder.

Bring the boat onto a beam reach and continue sailing away from the MOB. A distance of four to six boat lengths (20 to 30 seconds) should be sufficient — the distance will be shorter in lighter winds and longer in higher winds. While the boat is on a beam reach, the helmsman, guided by the spotter, glances back at the MOB two or three times while preparing the crew for the next maneuver.
Tack the boat and sail back on a broad reach aiming a few boat lengths downwind of the MOB. Ease the jibsheet to reduce power.
Sail to a point from where you can head up onto a close reach aiming just slightly to windward of the MOB. Knowing exactly when to turn onto your final approach will take practice. You need enough distance on the closereaching approach to slow the boat significantly before reaching the MOB.
Just as you did in your slowing drills near a buoy, sailing on a close reach, luff the mainsail to slow the boat to a crawl, but re-trim it to pick up speed if you are falling short of the MOB.
Come alongside the MOB at a speed of less than one knot, a very slow walking pace. Keep in mind that your ability to maneuver is limited, and once the boat stops altogether, you lose complete steering control.
As soon as you have gotten close to the MOB, your highest priority is to connect him to the boat with a line. Get the line with the bowline around his torso. DO NOT allow the boat to move away from the person in the water — the time expended making a second maneuver and approach could be costly.
Once connected to the MOB, turn the boat farther upwind to slow the boat and avoid blowing over the MOB. At this stage, the boat will be hard to control. Expect a certain amount of chaos on board and stay focused on the priority of bringing the MOB into the boat.

Placing the boat just to windward of the MOB is considered the safest approach in most conditions. It will offer him some shelter from the wind and waves and make it easier to throw him a line. If you have overshot, luff the sails and the boat will blow downwind toward the MOB. Be especially careful, though, that you don’t allow the boat to be blown on top of the MOB.

Additional MOB recovery methods are covered in Sailing Made Easy : The Official Manual For The Basic Keelboat Sailing Course. These tips are directly from the text of the ASA 101 course.

Practice, Practice, Practice

Despite the variety of techniques for the middle stage as the boat turns back for the pick up, any MOB drill aboard a sailboat begins and ends with exactly the same steps. The methods share more similarities than differences. You will learn more options as you progress with your sailing instruction, and they are discussed in Coastal Cruising Made Easy . But reading instructions for dealing with an emergency will only get you so far. Practice, with the entire crew, is crucial. Remember, the sooner you get back to your MOB, at a very slow speed and with the crew prepared for the retrieval, the better.

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Simplest Man Overboard Recovery Procedure

My favourite mob recovery: first 3 steps.

This blog post demonstrates my favourite, simplest Man Overboard (MOB) recovery procedure. In sailing, there is a saying "between five skippers there will be six opinions". This applies to MOB recovery procedures. It's important to have a few techniques at your disposal and to be well practiced in this. If you as the skipper can rise to the occasion when it happens, you could save a life.

The above video demonstrates my favourite method of the crucial first part of MOB recovery in most conditions. This is further detailed with diagrams below.

We'll use the traditional term Man Overboard (or MOB) here as opposed to Crew OverBoard, but they are one and the same thing.

The Royal Yachting Association recognises the large variety of opinions and simply mandates to teach a safe and effective method. They focus on rigorous training for their instructors and at the same time realise that there are too many variables to mandate a one-size-fits-all approach. We agree.

I am an RYA Yachtmaster Instructor based in the British Virgin Islands. I'd like to explain to you my favourite method. One that you might not have seen before.

One little caveat, this is not the only method we use, it is just the simplest method I know. And when things go wrong, it can be nice to keep things super simple. With that said, it's a method that I haven't seen in the sailing literature.

Thanks to S/V Delos for this rather dramatic image

Man overboard.

You're sailing along, it's a lovely 20 knot breeze, and it happens. You hear someone shout "Man Overboard!". You see them pointing towards the MOB like they were briefed.

There's a good chance it was unexpected. As the skipper you're now acutely aware of your responsibility for every decision you make.

Truth be told, the last time you did a man overboard drill was, let's see, a while ago. And it was on a different boat to the one you are sailing right now.

You recall the diagram in your skipper course showing how elegant a figure of eight pickup looked, with its crash tack, reach, gybe, reach. Or was that tack, reach, tack? Or put in a sudden heave-to?

All these things are going through your mind.

So let me put your mind at ease. The method below requires you to do just three things before you actually start the pickup procedure. Here they are:

Step 1 - Throw an Aid

First, throw something that floats at your MOB. Ideally it is an approved device such as a horseshoe and a Dan Buoy to make it easier to locate them.

Realistically it just needs to be something that will assist them while you are manoeuvring the boat to pick them up.

If you need to think laterally, do so. If it is a fender, or even the dinghy if you're towing it, then leave that with them so they are assisted, and so it is easier for you to locate them.

Step 2 - Crash Tack

Second, after at least two boat lengths past them, crash tack. Turn into the wind on full lock. It's important to get at least two boat lengths away. The last thing you want to do is unwittingly run over your MOB.

Step 3 - Pull In Main Sheet

Third, and this is important, pull in your main sheet when you are into the wind. At that moment when your boat is into the wind, there is zero weight on your main sheet, so your grandmother could pull it at this point.

Now keep your wheel locked hard over and you'll find your boat will do 360 degree turns.

Your jib fills, then backs, as does your main. It makes a bit of a racket, particularly if its blowing, but as long as you have the right amount of canvas (ie. reefs in your sails), then you'll be fine.

Even if you're a bit overcanvassed, provided your main sheet is hard in, you should be fine, you'll just heel a lot more.

Importantly, your boat is drifting at more or less the same pace as your MOB. So you're not moving further away from them as you try to remember what that perfect manoeuver was again.

Now, while your boat is pirouetting, you can decide what you'd like to do.

Pull in the jib? Good idea. Do it.

Turn on the engine? Great. Go for it.

Have someone radio for help? If you think it is required. When the water is cold (such as the UK) it is at least a Pan Pan call and possibly a Mayday.

Now you can think about your approach to the MOB.

Again, every skipper has an opinion here.

Personally, in most conditions I like to pick up my MOB from upwind of them. That's right. Put my boat upwind of the MOB, perpendicular to the wind, and drift towards them.

You need to find balance, countering the forward force created by the sail with some reverse in your engine. Naturally you need to be careful to have your boat in neutral when the MOB is close by. This is a skill. This whole manoeuver needs to be practiced. And, ideally, taught by an instructor. If you're thinking about getting someone to instruct you, this blog post tells you what to look for in a sailing school.

The theory for the boat-upwind pickup (and for that matter, practice) says that the boat has windage (ie. is being pushed down wind) and the MOB doesn't. So rather than almost pick them up and be pulled away by your windage, you drift towards them. And you give them a little bit of calm as you are showing your boat's lee side to the MOB.

Are there risks to this approach? Most certainly. But then again, when you are in an MOB recovery situation, by definition you are balancing out the risks as best as you can.

There is no perfect method of MOB recovery. This is one method that we particularly like, and that is not shown in any literature (that we know of). So here it is. Have a practice. See what you think.

Sailing Virgins runs Island Adventure Courses and Fast-track Bareboat Skipper Courses out of its bases in the Caribbean (British Virgins Islands, Martinique and the Grenadines). If you're looking to buy a boat check out this blog post.

Thanks to Chris Hilger for filming the piece in the BVI and to Guy Bottomley for feedback.

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Man overboard: prevention and rescue

Don’t let the cry of “Man overboard!” send you into a panic. You can react swiftly and calmly by learning what to do if it happens, but your best option is to learn how to prevent it in the first place.

People fall overboard even during perfectly calm conditions. Those who aren’t in good physical shape may not withstand the shock of being tossed in the water. Wearing a life jacket could be critical to their survival.

How to prevent falling overboard

If you must be on deck during dangerous conditions, use a tether and jack line. While underway, do not allow passengers to stand in small boats or sit on foredecks, gunwales, engine boxes, seat backs or transoms. Bare feet have poor traction; wear deck-gripping shoes instead.

Keep your weight low and close to the centerline when moving around in a small boat. Equip your sailboat with through-bolted lifeline stanchions. In bad weather, have crew members wear harnesses and attach to jack lines when on deck. Watch crew members, and frequently check to ensure all hands are accounted for. Finding and recovering a man overboard can be difficult, especially in poor visibility or in rough water.

In the pre-departure briefing, make sure everyone aboard understands what to do in the event of a man overboard, from initial alarm call to recovery and aftercare. Practice man overboard retrieval under normal conditions in calm waters away from boat traffic. Your throwable flotation aid makes an excellent teaching aid to simulate a man overboard, allowing you to practice maneuvering your boat alongside and recovering the man overboard. Toss a life jacket over the side while moving to see how long it takes to stop the boat, turn and retrieve someone lost overboard.

Rescue procedures

In the event of a man overboard situation:

Shout “Man overboard!” and make sure the helmsperson hears you. If available, press the “MOB” key on your GPS, which will guide you back to the location you were at when the key was pressed. Be sure the retrieval object you will toss into the water is tied to the boat.
Assign someone to point at the person in the water and never let the victim out of sight.
Stop the boat immediately; on a sailboat, drop the sails, and start the engine.
To avoid running over the man overboard, approach against the wind and waves or current. Carefully come close aboard, or alongside, the person in the water. Shift into reverse to stop forward motion.
Turn off the engine in gear to keep the propeller from turning; propellers can easily injure someone in the water. It’s safer to trail a life jacket on a line astern and circle the person in the water until the victim can grasp it.
In a boat with low freeboard, bring a person aboard over the transom, but be alert to the presence of hot outboard motors, exhaust pipes and carbon monoxide. This recovery method can be dangerous during high seas, sending water into a low freeboard vessel, especially one with the stern pointed into the seas. Be aware that a pitching stern could slam down on someone in the water, especially from the overhanging aft section of some sailboats.
In boats with high freeboard, use a swim platform or ladder to retrieve the man overboard. You could also rig a sling, rope ladder or knotted line. As a last resort, send a strong swimmer over the side to help a weak person in the water, ensuring that the swimmer wears a life jacket and has a safety line attached.

In a sailing vessel with no power, sail toward the wind when approaching the victim. If the boat has a centerboard or daggerboard, lower it all the way to stabilize the boat. In larger sailboats, try to pull the person onto a sail lowered into the water. Use the sail as a sling and roll the person into the boat. If you have one, a winch makes this task easier. You can purchase man overboard retrieval equipment that’s especially effective for sailboats.

Prepare for any crisis

Learn how to handle any emergency while underway by taking our Emergencies Onboard seminar.

Yachting World
Digital Edition

How to recover a man overboard

October 17, 2022

Man overboard recovery is a key drill for Clipper Race crews. Winning skipper Chris Brooks shares some key tips on the process with Andy Rice

After 45,000 nautical miles racing in the Clipper Round the World Race, skipper Chris Brooks was relieved that his crew on Qingdao never had to put their well-rehearsed Man Overboard (MOB) drills into practice.

With Clipper Race crews covering thousands of sea miles there are strict rules to avoid MOB situations. “It’s a race for amateurs, many of them with very little prior experience of sailing, so there are a lot of rules we abide by on the boat. When the wind is over 15 knots, we’re clipped on at all times. At night, we’re clipped on at all times. So people get used to working quite efficiently with their tethers, unclipping out of one place and clipping on in another place smoothly and quickly. Like anything, with practice it becomes quite a skill,” explains Brooks.

There is also the relentless training of MOB drills. “People get four weeks of training before the start of the race, and pretty much every day of the training we’ll practise a MOB.

“We use a 50kg dummy, which is not as heavy as most sailors but still heavy enough for people to understand how difficult it is to lift a body out of the water, especially when all the clothes are sodden and their boots are full of water.

“I used to try and do the MOB drills at night with a spinnaker as well. What’s the most likely and most difficult scenario that we might encounter for a MOB situation? The answer is windy conditions at night with a spinnaker up. So that’s what we practised.”

Man overboard check sheet

Keep a check sheet for your MOB process at key places around the boat. On Qingdao we had laminated copies in the heads, at the nav station and in the galley too. So when you’re using the heads, you’re seeing the check sheet right in your eyeline, and it ensures the process becomes ingrained in your memory.

Blow the tack

Some skippers believe that you should get the gennaker down the most efficient way possible, others believe that in a MOB situation you should cut all the halyards and sheets and let the gennaker go as quickly as possible. But my concern would be, what if the gennaker – now in the water – wraps around the keel or even worse, the propeller? So we tried immediately blowing the tack line, which instantly takes the power out of the gennaker and reduces your speed from, say, 11 knots to 7 knots.

Because of the length of the legs in the Clipper Race, and the infrequency of our manoeuvres, we’d always set up a drop line through the boom, so that we could do a ‘letterbox’ drop. At the beginning of every watch, particularly in strong weather, I’d make sure that everyone was briefed as to who was doing what position if a drop was required. We did that anyway from a race standpoint, but it also meant that everyone knew what to do in an emergency situation.

Leeward pick up

So once we’ve got the engine on, the headsails dropped and away, we’ve checked for lines in the water, we’re making our way back to the MOB with mainsail only. The safest approach is a close-hauled position.

For some there is the question of whether to pick up a MOB from the windward or leeward side of the boat. I’ve had quite a few people from a dinghy sailing background suggest that it’s much nicer to have them on the windward side, because in big conditions you don’t want the boat going up and down in a seaway and potentially injuring your MOB.

But in my experience, having trained with the Clipper Race in various conditions, I think one of the biggest likelihoods of a fatality in a MOB situation is simply losing your man overboard, failing to make contact with them. So if you’re picking up on the leeward side, the movement of the boat is such that it’s more likely you’ll make contact with that person. You’re also sheltering them a little bit from the sea conditions. They’re not going to get washed by the water against the boat, so it could be argued there is less likelihood of them being injured than if they were on the windward side.

Have a rescue swimmer

On the Clipper yachts we have a rescue swimmer, a crew member who is attached to a halyard and waits by the leeward shroud, ready to jump into the water to aid getting the MOB back on the boat, particularly if they’re unconscious. But of course we have a minimum of 14 crew on a Clipper boat, so we’ve got people working in very dedicated, specific roles. If you’re on a smaller crew, and certainly if you’re double-handed, you’re not going to have the luxury of being able to allocate such niche roles. So make sure that your procedures are tailored to your specific boat and circumstances.

Man overboard process and practise

Racing sailors are really focused on honing all their skills to make the boat go faster. The more you refine and practise those processes, the better you get. The same applies to MOB drills. The most important thing is process and practice. I think it would be good for more grand prix race teams to be as serious about practising their MOB procedures as they are about dropping a spinnaker one boat length from the mark, or driving the boat hard downwind.

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Man-Overboard Retrieval Techniques

What is the best mob rescue tactic for your boat and crew.

The term Man Overboard (MOB) has been caught in the tide of political correctness, and terminology like Crew Overboard (COB) and Person in the Water (PIW), the U.S. Coast Guards latest designator, have changed safety semantics. Regardless of the phraseology, it remains a cry that every sailor hopes to never hear.

Practical Sailor has looked at this important topic on several occasions over the past few years. There was a comprehensive two-part report on gear and tactics in November 2005 and January 2006. In May 2006 and April 2007 we looked at throwable rescue devices. And in May 2008, Practical Sailor Technical Editor and marine safety expert Ralph Naranjo compared a variety of electronic man-overboard becons and alarms.

Photos by Ralph Naranjo

This update focuses on a key element to a safe recovery: seamanship. Our findings-some of which contradict or amend current thought on the subject-are based on analysis of a series of on-the-water drills on Chesapeake Bay. The drills were carried out earlier this year under the direction U.S. Naval Academy Sailing Master Dan Rugg and with the participation of the Philadelphia Sailing Club. Naranjo was invited to observe.

By taking a close look at how the crews from the Philadelphia Sailing Club members (aboard a J/37, representing mainstream racer/cruisers) and midshipmen from the U.S. Naval Academy (aboard the McCurdy performance-oriented offshore sailors) react to overboard situations, Practical Sailor hoped to develop some valuable insight into what works most effectively in any given condition and how to optimize a crews chances for success.

Anatomy of a Recovery

The wide range of variables that can come into play cannot be overstated. It is clear that factors ranging from crew skill and size to the vessels behavior under different sea states affect the challenges involved in a rescue and define the right maneuver to use. However, some common denominators stand out.

First and foremost, the success of any man-overboard drill will depend on a clear chain of command. This may sound militaristic, but in a crisis, the most capable person needs to be making the calls. Naturally, the person at the helm at the time of the incident must be able to carry out the initial steps in the maneuver, at least until the skipper or watch captain decides whether to step in. Regardless of who is at the helm, command resides in one person, and its their job to clearly direct the rescue process.

Providing a victim with flotation is part of the first phase of every overboard response, even if the victim is wearing a life jacket. The additional floating cushions and other throwable rescue gear can also make the victim easier to spot. Marking the location with an MOB pole, light and drogue-equipped horseshoe, or a man overboard module-type device (MOM) is also an imperative part of the early response.

This is one point where Practical Sailor s view diverges from some other accepted guidance. U.S. Sailing, the governing body of sailboat racing in the U.S., advises that such poles and spars be reserved for later deployment. In Appendix D of the ISAF Special Regulations that govern offshore racing, U.S. Sailing prescribes: “The pole (strobe and dan buoy) is saved to put on top of the victim in case the initial maneuver is unsuccessful.” This blind assumption that the first maneuver will bring the crew closer to the victim is a leap of faith thats unwarranted and dangerous, in our view. In numerous incidents, the initial sighting of the victim being left astern was the last sighting.

Man Overboard Modules

Our two-part series in 2005-2006 delved into the pros and cons of the MOM 9 (man-overboard module), a popular, self-contained, inflatable pole and flotation device that can be deployed to a person in the water. One advantage is the ease with which it can be released. However, during independent testing in 2005, a unit repacked by an approved vendor opened with its lines snarled around the vertical spar, causing it to kink in half. The ease and speed with which a MOM can be deployed outweighs the snarl issue, and it is a viable option, especially for shorthanded crews. Deploying a MOM or similar pole/strobe/flotation combo should be a part of any overboard routine. Since it is expensive to rearm and repack the MOM 9, mock deployment can be simulated with a faux pull-handle taped to the top of the MOM.

The Right Stuff

Each crew member should be able to execute a recovery maneuver. Naturally, it makes most sense to have the best helmsperson on tiller, the person with Chuck Yeagers 20/10 vision acting as spotter, and the agile ex-lifeguard ready to help the victim, in or out of the water. But the situation seldom sets up so conveniently, so role-playing must remain fluid. For example, the person closest to the overboard gear should launch it, the person nearest the GPS hits the MOB button and shouts that the position has been recorded. Scribbling a lat/lon position in the log or on the margin of a chart is also good practice.

Perhaps the most important task of all in a man-overboard recovery is the job of continually spotting the person in the water. If there are enough hands on board, the designated “spotter” should concentrate only on this task. In this high-tech age, spotting can be assisted by night-vision equipment or image-stabilized binoculars. An infrared-reading thermal imaging system can also help in locating a warm spot on a cooler sea surface, although these are extremely expensive. (FLIR, the company whose fixed thermal imaging camera we reviewed in June 2008 recently unveiled a portable unit for $3,000.) These aids can be used alone or in conjunction with one of the signal-beaming pendants like the Mobi-Lert (www.mobilarm.com) that Practical Sailor reviewed in May 2008. New 406MHz personal locator beacons (PLBs) are also a promising technology. Ultimately, the best fix of a person in the water remains a visual one, and the crew that stays closer to the victim has a much better chance of completing a successful recovery.

Recovery Maneuvers

At this point, all on board are up to speed on whats happened and the helmsperson has begun the recovery maneuver. The crew has been assigned key roles, and each member knows what must be done. The ultimate goal of all under-sail recoveries is a well-aligned close reach that brings the boat back to the victim just as the boat speed drops to zero. Racers have an advantage: the more trained hands working together, the better the chances of success. Cruisers face a serious handicap: too many tasks and too few hands. Success of the shorthanded crew will rely greatly on the speed and coordination of the response, as well as close familiarity with the various rescue maneuvers. Another key component is the type of recovery gear onboard. Illustrations and capsule summaries of the most common rescue maneuvers appear on the facing page, but the following observations that emerged from the Chesapeake Bay exercises should also be taken into consideration.

For the shorthanded sailer, the challenge lies in steering the vessel while keeping the victim in sight, and at the same time coping with the sails, recording the MOBs position, and other steps in the routine. In such cases, the Lifesling can be a valuable aid, helping to streamline the recovery process. Profiled in our 2005-2006 report, this horseshoe-shaped flotation device can be deployed early in the maneuver. Unlike the life ring, spar, or dan buoy deployed immediately, it stays connected to the boat by a safety line.

The Lifesling-assisted rescue allows for less-precise boathandling. It can be used in tack-only type maneuvers (Figure 8, Fast Return, Deep Beam Reach) or in those that incorporate a jibe (Quick Stop), with one important proviso: Although the Lifesling2 instructions say “circle the victim until contact is made,” this is misleading. As any waterskier knows, a circular pattern is not an effective way to get the line into the hands of the skier. To bring the rescue line attached to the Lifesling into the hands of the victim, a button-hook approach is much preferred. During testing, the optimum Lifesling delivery always included passing closely by the victim prior to a sharp turn on the final approach. A wide turn that leaves the victim in the center of circle-as many published illustrations suggest-sharply reduces the chance of success.

The Lifeslings floating poly line should not be coiled into its bag. Beginning at the point furthest from the float, the line should be shoved to the bottom of the container. If a snarl occurs during deployment, it usually can be coaxed out with a couple of tugs. If a tack-to-recover type maneuver is used, the Lifesling is not deployed until the tack has been completed and the return to the victim begun.

If the Lifesling is deployed using a modified Quick Stop (Figure 1, page 8), theres a jibe involved and reducing speed becomes imperative. Center the mainsail early, and as the boat bears off, furl or drop the jib. Reducing sail area is key, because once the victim slips on the horseshoe float, dragging them through the water can be fatal. If the jib has already been furled or dropped, turning the boat to windward and dropping the mainsail halyard will stop the boat in its tracks. Once the boat is stopped, the victim can be hauled or winched in, and a ladder, swim step, parbuckle, or halyard can be used to bring them back aboard.

The fully-crewed race boat faces a very different challenge. Theres an ample number of able crew available, but the boat will likely need to be quickly slowed down prior to any rescue maneuver. This is especially true of a modern lightweight racer that simply can’t shift from a planing reach to a Quick Stop turn in a boat length. Consequently, the first part of their recovery maneuver is a counter-intuitive sprint away from the victim. Because of this inevitable and distressing separation, the appeal of locator beacons and direction-finding equipment has gained ground among racers, as has harness and jackline use.

Power Assist

No extra points are given for rescuing a victim under sail. Its true that a spinning propeller is dangerous, but far more lethal is the boat that never gets back to the person in the water. Starting the engine, keeping it in neutral, and after checking for lines in the water, using it as needed to help control the final approach is prudent seamanship. In some shorthanded scenarios, a Lifesling rescue under power may prove to be the best option available. Naturally, the engine needs to be in neutral as the final approach to the victim is made, and as soon as contact is made, the engine should be shut off.

The Final Approach

All too often, in the rush to quickly return to the victim, the boat sails right by the person in the water at 3 knots or more, making rescue both dangerous and unlikely. The helmsperson and sailhandlers work in conjunction to slow down during the final close reach approach to the victim, arriving with about a half-knot of boat speed. On the ocean, the pitching moment can kill forward motion too soon. Conversely, in flat water, the helmsperson must start slowing down much sooner. This is why practice should take place in all conditions in which the vessel will sail. Ideally, a sailboat completes a rescue maneuver by nudging alongside the person in the water, a line secures the contact, and he or she scurries aboard on a swim step or ladder. More often, however, a rescue quoit, life ring, or boat hook is needed to make contact. A thrown Lifesling or life ring can cover short distances, but if neither is available or the distance is greater, a rescue quoit like the Marsars 2-in-1 (reviewed in May 2006), can be put into action. Weighted at the end with a floating ball, a rescue quoit is preferred over a one-shot throw rope for this purpose because it can be more easily re-deployed. Regardless of what device you use to make contact, all crewmembers should practice its use.

Civilian Sailors and Midshipmen

Training makes a big difference, and after observing both the USNA midshipmen and members of the Philadelphia Sailing Club execute crew-recovery maneuvers, some important observations can be made.

Both groups quickly learned to cover the requisite aspects (shout, throw, steer, fix) of the recovery drill. The biggest common problem was simultaneously keeping track of vessel movement, true wind direction, and the person in the water. Many misjudged the true wind, and attempted to return to the victim on a deep reach, making slowing down impossible. It was interesting to note how quickly some of the sailing club members adjusted to the J/37s responsive helm. Its ability to turn on a dime surprised sailors accustomed to more traditional sailboats. The bottom line: It takes a familiarity with close-quarters boathandling to place the boat where it belongs in MOB maneuvers.

Another important variable noted was leadership. The best helmsmen displayed both an ability to effectively steer and lead, informing the crew what would happen next, and who should have a lead role in each aspect of the recovery.

One of the key issues stressed by USNAs Rugg was that the practice conditions were optimum, in broad daylight, flat seas, and fair weather. He also noted that because the participants knew the exercise was a drill, they didnt experience the usual shock and stress. He emphasized that only through periodic training with a regular crew can you be fully prepared for an actual event.

The Philadelphia Sailing Club members found that the Quick Stop maneuver-while suited to youthful midshipmen at the Naval Academy and appropriate for many “round-the-buoys” sailors-is not always the best bet for everyone. On one hand, it keeps the crew closer to the person in the water. But it requires an abrupt stop, a jibe, and can be complicated by double-digit speeds, spinnakers and running rigging like backstays and preventers. Shorthanded mom-and-pop crews are certainly better off with a Lifesling. Regardless of the recovery process chosen, its vital that all crew members are on the same page and have spent time training together with a specific maneuver.

Conclusions

We went into this project hoping to find a recovery procedure that could be given a “one size fits all” nod of approval. U.S. Sailing favors the Quick Stop. For their constituency, sailors aboard fully-crewed, highly maneuverable race boats, it makes a lot of sense. But even the pro racer sees problems when their boat speed approaches that of a planing Boston Whaler. Under such conditions the prospect of an abrupt turn into the wind spells big trouble.

The mom-and-pop crew cringe at the thought of the quick tack and impending jibe just when their crew number has been reduced by half. Add to this the challenge of coming alongside and nimbly getting hold of your partner before the bow falls off, and the prospect of being lost at sea turns into the potential of being drowned by the boat. In short, the Quick Stop has its merits, but it does not rise to the “one size fits all” rescue technique. Thats why U.S. Sailings Training Committee includes Reach-Tack-Return (Figure 8) maneuvers and under-power Lifesling approaches in their textbooks.

The Figure 8 and its tack-to-return cousins eliminate the jibe and are easier to accomplish, especially in heavier winds, but there are several inherent pitfalls. The most significant is the initial necessity to sail away from the victim. Its tough enough to minimize this dangerous separation in optimal conditions. However, in 20-knot winds at 0300, keeping the separation distance to just a few boat lengths is impossible. A two-minute spinnaker takedown can leave a victim a quarter-mile away.

Each iteration refers to sailing off just a couple of boat lengths, but in real life, a windy, dark, storm-tossed night at sea can tally up more boat lengths of separation than desired. Losing sight of the person in the water is a big deal and the helmsperson must be ready to execute the tack in a timely fashion.

A key moment during the “tack-only” maneuvers occurs when the vessel is head-to-wind, midway through the tack, and the victims location is noted. At this point, the helmsperson can carefully note the true wind. The most common problem in all types of recoveries is found in the final approach when a helmsperson has not maneuvered far enough downwind and must approach on a beam reach that eliminates the ability to de-power the boat.

The Fast Return and the Deep Beam Reach, with all sails up, may be fine in lighter winds and flat water, but not in heavier conditions. This is why Volvo Ocean racers and many other high-velocity ocean racing programs are looking closely at electronic beacon technology.

Vessel design plays a big role. The long keel, high directional stability of a classic cruiser means it wont spin on a dime, nor will it bleed off boat speed quickly. The deep high-aspect ratio foils of a modern race boat deliver the nimbleness needed for the final approach, and can accelerate and decelerate quickly. However, the easy-to-steer race boat may have luff-tape sails that are hard to douse and harder to keep from going over the side. The bottom line is that each boat differs and how a rescue maneuver is implemented must take underbody design and deck layout into consideration.

Ultimately, sailors need to test each of the alternatives, not just on a light-air Sunday afternoon, but at sea in varying conditions and at night. A fender lashed to a milk crate with a strobe tethered to the makeshift Oscar can play the role of a person in the water. After these sea trials, settle on the technique that best fits the handling characteristics of your boat and the skills of your crew. Let each person take a turn at different responsibilities, except of course, the “victim” who is sent below to think about what it would be like in the water. Finally, recognize that preventing an overboard incident is the only alternative that comes with a back-on-board guarantee.

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Yachting Monthly

Digital edition

Man overboard: tactics that really work for couples

Toby Heppell
June 12, 2020

The YM team get wet to see how well the MOB process works for shorthanded sailing. Here are our findings...

A sailor going man overboard in the Solent on a grey cloudy day

A man overboard is one of the biggest fears for most sailors. Are you prepared for a shorthanded retrieval? Credit: Richard Langdon/Ocean Images

Before we headed to Hamble Point Marina, where Hamble Point Sailing School had kindly lent us one of their boats for the day, we already had given a fair amount of thought to which processes might need to be removed.

It was clear that we would not be pointing at the casualty for any stretch of time while trying to fulfil the rest of the criteria, for example. It is this thinking ahead that is one of the biggest improvements you can make to your single-handed MOB procedure, as we later discovered.

Finding a process that works

In order to arrive at a process that really works for a singlehanded sailor left onboard, we felt it was important to start with the full list and remove steps from the process on each further attempt in order to achieve what we feel is real-world list of steps in order to best get a single sailor back to a MOB casualty.

We also felt it was vital to understand the experience both from onboard and for the casualty, so I ‘volunteered’ to be the real-life man overboard.

A sailor in the sea with a deployed Dan buoy

We tried a ‘real’ MOB on two occasions, but used a bucket and fender thereafter. Credit: Richard Langdon/Ocean Images

Even in benign conditions, putting a person in cold water in the vicinity of moving boats is a genuine safety situation.

Although we had a safety RIB standing by we felt it would be prudent to keep the number of times we had an actual casualty in the water to a minimum and decided we would make two attempts with an actual casualty in the water but would resort to the tried-and-tested bucket-and-fender as a casualty simulation for the majority of our attempts while we refined our process.

Shorthanded MOB: What needed changing?

Calling for help.

With a casualty in the water, the instinct is to let rescuers know and indeed, a DSC and Mayday call are listed in the RYA process for MOB.

On our first attempt at picking up the casualty singlehanded, we followed the procedure to the letter. Anyone who is familiar with the Mayday procedure will know how long the full script is.

Indeed, just reading through the script with little pause for any potential back-and-forth with the rescue services took a full 50 seconds.

Going below for a Mayday call took far too long, left the boat drifting and meant the skipper lost sight of the MOB. Credit: Richard Langdon

On this first attempt we used the main VHF at the Nav station.

Rushing below and hurriedly reading through the script and heading back on deck took over a minute – during which there are no eyes on the casualty nor anyone controlling the boat.

Coming back on deck it took quite a long time to spot the casualty again.

Eyes on the MOB: Returning from being below was disorientating and it took some time to find the MOB again. Credit: Richard Langdon/Ocean Images

In any significant seaway or breeze, going below would increase the likelihood of losing sight of the MOB altogether.

Best practice is to have either a command mic for your fixed VHF on deck, or a, powerful, fully-charged handheld VHF in reach of the wheel, plus a copy of the Mayday script on deck.

Radio on deck: Either a handheld VHF or command mic for your fixed VHF in reach of the wheel is essential. Credit: Richard Langdon/Ocean Images

Of course, most fixed-set VHF radios have digital selective calling (DSC), are linked to a GPS position, and have a distress button; some handheld VHF radios also have this functionality.

Make sure your unit is set up correctly with your MMSI number and GPS position.

In reality, simply pressing the distress button, ideally on deck, is the easiest way to raise the alarm and summon help while you get on with the manoeuvre.

VHF below: It takes time to get below and either make a distress call or mark the MOB’s location. Credit: Richard Langdon/Ocean Images

The best means of rescue for a MOB is you and the vessel from which the casualty has fallen.

If you do lose sight of the casualty, you need to have marked their position.

If you are wearing lifejackets and these are fitted with AIS MOB beacons, this will be done automatically and will broadcast their position to all surrounding vessels.

Marking position: There are a variety of options available; our test boat had a plotter at the helm with an MOB button. Credit: Richard Langdon/Ocean Images

If you don’t have this, then hitting the MOB button on your GPS or chartplotter will help you return to the casualty.

The test boat had a chartplotter at the wheel which made this step very simple, and this should be pressed as early as possible.

With a chartplotter down below, it creates the same problem as the Mayday call. Consider at what point during the incident you could or would press this in your MOB process.

Keeping close

The more we repeated process, the more it became clear that without someone designated to spot the casualty, keeping them close and minimising manoeuvring was a priority.

We were all surprised by how long it took to spot the MOB again, even after something as simple as furling the headsail.

Sailing away and furling or handling the sails put significant distance between vessel and casualty. Credit: Richard Langdon/Ocean Images

Official MOB procedure gets you to sheet on the mainsail and heave to in order to take way off the boat, but without turning around.

The quickest and easiest way to heave to singlehanded is to crash tack, dump the mainsheet and leave the headsail sheeted on.

This will quickly stop you and allow you to roughly hold station, depending on your boat.

At this point, throw the dan buoy and life ring to the casualty.

We also found we were close enough to the person in the water to consider omitting furling the headsail and circling round.

The first time we tried this process the boat drifted towards the MOB who was downwind and slightly aft of the shrouds.

Second approach: A traditional pick-up with headsail furled is easier but takes more time. Credit: Richard Langdon/Ocean Images

Once we were hove to, we were within easy sight of the MOB and moving little.

We were then able to perform a line check and start the engine.

Astern power helped us position the person in the water off our leeward bow and alternating forward and astern power helped us ‘feather’ the boat downwind.

Heave to: However you go about it, heaving to is key to stopping and controlling the boat. Credit: Richard Langdon/Ocean Images

Several attempts at doing this saw us average one minute from the person going over the side to them back alongside and attached to the boat, all without being much more than a handful of boat lengths away.

This does depend on your point of sail; clearly it may not work if you’re sailing downwind under spinnaker.

Nevertheless, stopping the boat quickly and having control over it once you have done so is a priority.

Issues to address

Crash tacking seemed far more favourable than sailing away, furling a headsail and looping back.

The trouble, however, is that in order to complete the crash tack, keep sight of the person in the water, switch the engine on and get ourselves alongside, there was no time for a Mayday call.

Crash tack: Singlehanded, the quickest way to stop the boat and heave to is to crash tack, leaving the genoa. Credit: Richard Langdon/Ocean Images

Given the difficulties in keeping sight of the casualty, we all felt getting the dan buoy and life ring in the water was key.

We discovered we could throw this to the MOB while the engine was on and we had full control of the boat.

The Mayday call is a slightly more difficult matter.

A skipper about to start the engine of a yacht

Engine on: If you are hove to, after a quick check for lines over the side you can start the engine for added control. Credit: Richard Langdon/Ocean Images

It is not possible to do this manoeuvre and make a Mayday call at the same time.

We knew that with the speed of the new procedure we had significantly increased the chance that even if we might not be spot on to pick up the casualty immediately, we were close enough to drop in the dan buoy and horseshoe buoy.

Whilst there, it makes sense that if you are close enough to the casualty, you also make every effort to get the MOB alongside.

Even if this didn’t work the first or second time, it did not significantly add to the time of recovery, and increased the chances of a fast recovery.

Control sails: If you cannot get to the MOB on the first attempt you may need to furl the job and motor round. Credit: Richard Langdon/Ocean Images

On one attempt, we missed the first time, then attempted, with the help of the motor, to tack and then tack back, but missed again.

Happy we had the dan buoy near the casualty, we furled the headsail, motorsailed away and back while making a Mayday call and properly lining the casualty up from a distance.

The total time from MOB to properly alongside was five minutes.

Shorthanded MOB: Our conclusions

However much you approach this sort of testing with an open mind, we still had some preconceptions.

We knew that continuously pointing at the casualty was going to fall by the wayside and were certain going below would prove unwise – though we had underestimated how disoriented we would be when returning to deck.

We also assumed we would be quicker returning to the casualty with crew than without.

While this assumption was incorrect, it would be easy to get yourself in a time-consuming tangle if you tried to carry out a fully crewed MOB procedure singlehanded.

When sailing with two remaining crew onboard, our time from casualty going over the side to casualty alongside and attached to the boat was 4 minutes 22 seconds.

Total time with one crew remaining on the boat was 4 minutes 46 seconds, a negligible difference.

The issue is that following the official procedure necessitates a longer time frame for one person.

Our first change, of moving the Mayday call to a handheld VHF, saved some time, though the biggest plus point was keeping the casualty in sight.

What was particularly notable was the difference a bit of practice made.

All those onboard were experienced sailors and all have done MOB drills in the past.

For each attempt, we were also on deck, alert and awake.

If the MOB occurred when the other crew was below or asleep, as is often the case, it is possible their reactions would be much slower, if the alarm was raised at all.

We were all, however, able to shave almost a full minute off our time after a few attempts until we were averaging around 3 minutes 50 seconds to get back to the casualty.

Practice is key and I’ve come away vowing to run through the procedure more often.

Marking the MOB on a GPS is critical, as is getting a dan buoy near the person in the water.

However, we felt that notifying the emergency services should not be done at the expense of the safety of the person in the water, if the recovery can be made quickly.

However, we would only dispense with the Mayday with the following caveats.

If conditions or other factors are such that you do not believe you are likely to get the MOB back onboard, then emergency services should be notified as soon as possible.

We also feel there is time to alert the services if you miss the person on a first attempt to retrieve them quickly.

This method also requires a good degree of skill and care.

Crash tacking and starting the motor all within the vicinity of someone in the water is not without risk and requires caution.

In all our testing, we never got too close to person in the water, as there is the inherent risk of putting a large yacht close to a person in the water.

We do feel, however, that there is more significant risk, when sailing alone, in allowing more separation between the MOB and the boat than is absolutely necessary.

By the end of our day on the water, we had refined a process that we believed to be an effective method to get a casualty back alongside in a shorthanded situation as quickly as possible.

This process worked for us on the day, with the boat and crew we had, and in those conditions. For another boat and crew, with different conditions, the process might vary.

Finally, this manoeuvre requires practice and the ability to adapt on your feet. What is apparent is that trying it out for yourself and making decisions about what to do ahead of a real emergency will save valuable minutes, prevent unnecessary mistakes or confusion, and greatly increase your chances of safely recovering a man overboard.

Yachting Monthly’s shorthanded MOB process

Sheet out and tack.

A man sheeting out a mainsail on a yacht

Credit: Richard Langdon/Ocean Images

Completely let off the mainsheet and crash tack onto the headsail to stop the boat.

MOB button and start the engine

a skipper turning on the engine of a yacht

Press your MOB button on the chartplotter; perform a line check and start the engine.

A man in grey clothing throwing a dan buoy over the side of a yacht

Throw your dan buoy to the casualty to help keep them visible.

Come alongside

A man bending over with a boat hook to reach a fender

Approach the MOB with main eased and genoa backed. You may need the engine to get there.

Get attached

A man in an orange jacket and lifejacket on a boat

Prepare the boathook and a retrieval line and bring the casualty alongside, attached to the boat.

A yacht turning around to pick up an MOB

If you miss first time, motor away, make a distress call and return under engine with a furled headsail.

Kit usability

It should go without saying that safety-critical kit for a MOB situation should be ready to go at a moment’s notice.

Checking this should be a part of your leaving harbour checks.

Throughout the course of the day there were a few things we noticed that were snagging points.

Some dan buoys – offshore variants – have an extending pole. These are often the twist-to-lock type.

Are you familiar with your dan buoy? We certainly threw ours over several times during the day without extending the pole or failing to lock it off once extended.

A dan buoy should be wrapped around itself, not its pole

Also, the dan buoy flag should be rolled around itself (above) and not around its pole, otherwise it will not unfurl once in the water, reducing its use as a visual aid.

Boat hooks go from a useful tool to essential safety kit in these circumstances, as we found it the easiest way to establish a link with a MOB close to the boat, especially if they were unconscious.

A boat hook that is shoved at the bottom of a locker will be hard to reach in a hurry. It is easier if it is stowed on deck within easy reach of the helm, and if it’s telescopic it needs to be easy to use and lock off.

Expert verdict

James Stevens, former RYA chief examiner, says…

James Stevens, author of the Yachtmaster Handbook, spent 10 years as the RYA’s Training Manager and Yachtmaster Chief Examiner

‘It is a good plan to stop the boat as soon as possible by tacking or gybing into the heave to position upwind of the casualty. A gybe is quick for yachts going upwind but more dangerous if there is any crew left on board.

‘Use the engine to drift accurately down to the MOB. If that fails throw over the yellow stuff and go into the quick stop or reach-tack-reach.

‘If you can see the MOB, don’t go below, sail back keeping eye contact.

‘If you can’t see the MOB, press the red button on the ship’s radio and select the MOB function.

‘If your DSC radio is connected to a GPS the Coastguard will know your yacht MMSI, its position and that you have a MOB.

‘Reply when you can but don’t waste time spelling your boat name.

‘Good boat handlers have a greater success rate.’

5 ways to get a casualty on board

Yachting Monthly has tested many different MOB recovery methods . Here are the main options:

A man overboard climbing up a ladder to get back on the yacht

If it isn’t too rough and the casualty is conscious, a bathing or rescue ladder is a quick way out of the water.

In rough weather, going to the stern is a bad idea and a casualty may be too weak to climb out.

Winching someone up a mast is hard work.

Winching a casualty in wet clothing out of the water may be impossible using just a halyard and manual winch.

A powered windlass or winch might be enough.

3. Mechanical purchase

For manual winching, a purchase is essential.

If you have snap shackles on your mainsheet, use this off the boom.

4. Attaching the MOB

Keeping hold of the casualty is essential.

A boat hook helps establish contact, but a line to the lifejacket is best.

5. MOB mat or Jonbuoy

If the casualty is unconscious or has been in the water for any length of time, a horizontal lift is preferable, as a loss of hydrostatic pressure can result in a fatal drop in blood pressure.

The MOB mat works well, as does an inflatable Jonbuoy.

6. Find what works for you

As is often the case, a surprising number of people have safety kit they have never actually used in practice.

Whatever method you intend to use, ensure it is suitable for you, your boat, and your crew.

Shorthanded MOB: the view from the water

A sailor overboard from a yacht in the Solent

Making yourself as visible and as loud as possible will help those on board. Credit: Richard Langdon/Ocean Images

Though the focus of our test was on getting the boat back to a casualty, there were some points of note that are worth flagging up should you find yourself in the drink.

We had three sailors for the day, Luke Hamble, Point Sailing School Skipper, Yachting Monthly editor Theo Stocker, and me.

Luke needed to stay with the boat for insurance purposes and with Theo pulling rank, I was deemed the guinea pig for the day.

There is little you can do from the water to improve the situation for yourself.

Assuming you were wearing a lifejacket (which hopefully you were, as it does make a big difference in the water) then you can at least wave to try and stay visible from a distance.

There are different schools of thought on boots but I found it well worth removing your sailing boots as these tend to be buoyant and will force your feet to the surface.

This makes it much harder to wave or use your hands.

Also, keeping your boots on will just be that much more weight when it comes to hauling yourself out (or being hauled out) of the water.

You lifejacket will act like a sail so that you will be facing into the wind. Credit: Richard Langdon/Ocean Images

Sea state for our test was relatively benign but even with the slight chop on the Solent it was clear that it would not take much bigger waves for them to become an issue, particularly if you are trying to shout.

Your feet will act as a sea-anchor and your lifejacket as a sail so that you will be facing into the wind.

Any lifejacket worth its salt will include a decent sprayhood, a necessity if you are considering any night sailing or passages in windier weather.

We discovered over the course of the day that if you are down below, even knowing we were planning on doing MOB drills, it was almost impossible to hear the splash as a MOB hits the water.

With just two on board, you are reliant on the person below hearing you, so should you be unfortunate enough to go over the side then make as much noise as you can seems important, though this goes against the advice for acclimatising to cold water shock.

Having done the drill on a number of occasions I can safely say that, should I ever go over the side in these circumstances the first thing I will be reaching for is the whistle on my lifejacket.

Clearly an automatically inflating jacket would be important, but even if I had a manually inflating jacket on, in most conditions I would be getting a whistle in my mouth before worrying about anything else.

Finally, it is surprising just how far away the boat can get from you in a short space of time.

And with waves, when you are at water height, even in a short chop, I lost sight of the boat on a number of occasions.

With a RIB standing by, and a boat that knew what to expect and was coming back for me, I could still feel a degree of unease creep in as I watched the boat sail off into the distance. It was easier on the second attempt.

We all know we think more clearly and behave smarter when we are not panicking, and I would advise anyone who had not simulated a MOB to do so in a controlled manner, with safety coverage on a calm day.

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2. Finding a process that works

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How to Sail: Man Overboard Procedure

Although sailing isn’t a hugely dangerous sport, it is of course not without its risks, so it does pay to remind yourself and your crew of the procedure should the unthinkable happen and you have a man overboard incident.

The following is the accepted procedure that is part of the syllabus of RYA courses.

Alert the Crew – shout “man overboard and press the Man Overboard button on the GPS, this immediately marks the position.
Throw a life buoy and also a dan buoy to the Man Overboard, the life buoy can save their life and a dan buoy allows you to better spot them in the water, even better if it carries a radar reflector.
Allocate a member of the crew to maintain sight on the man overboard in the water, and keep pointing.
Send a Mayday and DSC distress alert.
Start the motor if you are under sail, sheet in the mainsail and drop the headsail if you can. Make ready a throwing line and manoeuvre the boat downwind of the man overboard, come alongside ensuring the propeller has stopped.
If the unthinkable happens and your engine fails, then you will need to approach under sail. Sheet in the mainsail and turn away onto a beam/broad reach. Sail away for about 6 boat lengths then tack aiming the leeward side of the boat at the man overboard. Then point the boat back at the man overboard until your mainsail is flapping, you should approach the man overboard on a close reach so that you have control of the mainsail as you slowly approach the man overboard on your leeward side.
Get your line around the man overboard and get them onboard!

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Man Overboard Recovery Maneuver

The crash stop or quick stop.

The man overboard recovery method that we prefer, being shorthanded is called the “Crash Stop” or “Quick Stop”. It works in almost all situations and requires only one crew member and no sail trimming.

The MOB Recovery Maneuver Sequence

MOB – head up to beam reach and go two to three boat lengths
Tack the boat without touching the sheets
Once the jib is back winded turn the helm all the way back as if you were trying to get back on the tack you were originally on.
You will be in the hove-to position, which means that the pressure in the jib will not allow you to tack back and the rudder and jib will cancel each other out and you will be stalled.
Lock the wheel hard over so that you can leave the helm and attend to getting the MOB gear deployed – Once in the hove-to position, the boat will stay like this until you decide to either release the jib sheet, straighten the wheel and start sailing again or alternatively, jibe out of it using the rudder.
On some cats you might have to drop the jib. Then travel the main sheet all the way out and sheet it in tight. All cats are different, so this is something you should practice on your own boat to see what method works best for you.
At this stage you can ease or trim the main to ensure you remain in hove-to position. Note that on most boats all that needs to be done is to release the main sheet and let the sail luff. Once in the hove-to position, everything slows down and allows you to gather your wits to deal with the problem.
At this stage you will be slowly crabbing back towards your MOB at under a knot.
You can now elect to start the engines to maneuver the boat to the MOB or if you are going towards him you can heave a line to him.
If you start the engines, always remember you need to ensure that the boat’s propeller does not injure the MOB.
Retrieve your MOB, severely castigate him for his carelessness, and then treat with rum.

One person can do this entire maneuver. This maneuver stops the boat close to the MOB, which is good for morale and allows you to speak to them. This maneuver can be also be used for reefing, or in heavy weather, or just stopping for lunch.

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4 thoughts on “Man Overboard Recovery Maneuver”

How about a woman overboard? But seriously, I love this technique definitely more practical than figure 8 etc.

Let’s decide not to get man, woman, child or beast overboard! LOL

It doesn’t take a rocket scientist to understand that seafarers have to be super careful while onboard their vessel. Even with the best safety measures in the world in place, you’ll never totally avoid a man overboard situation happening.

Jay, of course you are right. No dangerous situation can totally be illuminated but at least be prepared and understand what needs to be done.

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Man overboard procedure: How to safely recover an MOB casualty

Someone falling overboard is a very worrying situation, so it’s important to know your man overboard procedure off by heart.

There are so many factors that affect how serious it could get: water temperature, sea conditions, location, age, fitness, clothing, whether they are wearing a lifejacket .

By far the best solution is to try and prevent anyone falling overboard by briefing crew on simple things such as holding on, wearing appropriate footwear, not leaving the cockpit underway, wearing a lifejacket. All of this helps, but sadly it does still happen.

So, what should your priorities be if and when it does? How do you position the boat to get back to them, and if you are boating as a couple, how do you get your partner safely back aboard?

Article continues below…

Best lifejackets: 10 of the best lifesavers tested to the max

We tested 10 of the best lifejackets on the market in a full-open water test to see how quickly they

How to: Set up a boat radar system properly

I can’t stress enough how strongly I advocate practising your man overboard procedure, otherwise you won’t know how to cope when an incident happens.

Your first action should be to slow the boat down, not in a mad slam-the-throttle-shut way, but with a swift reduction of speed. Now locate the MOB, they should be behind you and adjacent to your wake.

Once you spot them, keep a close eye on them at all times – if you’re alone in anything more than flat seas you can lose sight of them remarkably quickly.

Your wake acts as a beacon, so make the best use of it while it lasts. Needless to say if you can’t spot them almost immediately, consider putting out a Mayday call or pressing the MOB button on your chartplotter and/or DSC-equipped VHF marine radio .

Assuming you can see them, turn the boat back towards them. You are going to use the wind to drift down towards the casualty, so turning upwind now (i.e. into the waves) will save time.

The 28ft Windy we used for this video drifted beam-on to the elements in an F4 wind at over a knot, so allow for at least 10m upwind as a minimum, even more if it’s windier. This will give you time to judge the boat’s drift and grab a boat hook and line to assist with the recovery.

The only reason I would ever consider starting closer than 10m away is if there is almost no wind or the casualty was face down. Aim to keep the boat beam-on to the wind and waves, with the casualty level with the helm.

You can use small clicks of ahead or astern to keep that position but be wary of using the engine when close alongside them. As you drift closer try to judge their movement and yours so that the MOB ends up alongside at the lowest point on your craft, usually the stern quarter.

I find a boat hook is the best thing to grab them with, then I like to pass a line round them and tie it off so I can’t lose them again. Now is the time to turn the engine off if there is any danger of it being knocked into gear.

Wet people are very heavy, so getting them out can be a challenge. If the casualty is able to assist, then deploying the bathing ladder or rigging a line from a cleat with a loop in it that acts as a step is your best bet. You could also use the hydraulic bathing platform if you have one or even get them to stand on the anti-cavitation plate of a large outboard motor while you raise it.

If they can’t help then you will have to drag them onto the platform. Keep your centre of gravity low as the last thing they need is for you to fall in too. If you can’t get them out quickly, then that Mayday call will be essential.

Jon’s step-by-step man overboard procedure

man-overboard-procedure-video-reduce-speed-credit-richard-langdon

1. Calmly reduce your speed. Slow the boat down, using your wake to help spot and locate the MOB. Then turn upwind to come back around towards and to windward of them.

man-overboard-procedure-video-slow-the-boat-credit-richard-langdon

2. Bring the boat to a standstill. Stop at least 10m upwind of the casualty and roughly in line with the helm position. The boat should be parallel to the waves with the wind blowing across it. Here, I am indicating the MOB with the boat hook.

man-overboard-procedure-video-drift-towards-credit-richard-langdon

3. Let the boat drift towards them. Control the boat’s drift so the MOB ends up alongside its lowest point. Crucially, the boat is sheltering them from the wind and waves.

man-overboard-procedure-video-guide-grab-casualty-credit-richard-langdon

4. Grab the casualty. Once they are almost alongside use a boat hook to grab the MOB. Note how I am keeping my centre of gravity low to ensure I don’t fall in.

man-overboard-procedure-video-guide-how-not-to-do-it-credit-richard-langdon

5. How not to do it! My body position is too upright, the weight of a person pulling on the hook could drag me overboard. I should be crouching right down.

man-overboard-procedure-video-guide-connect-to-boat-credit-richard-langdon

6. Connect them to the boat. Having pulled them close to the ladder, use a line to secure them to the boat before attempting to lift them out just in case they fall back in.

Our How To video series is brought to you in association with GJW Direct.

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‘We had no real plan for how to get back onto our boat’ – lessons from a man overboard

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Man overboard rescue procedure: An alternative approach

David Harding
October 20, 2023

Can rigging your jackstays in a different way really save lives? PBO reader Willem Bijl reckons it can, so David Harding put his ideas to the test

Two men on a boat testing man overboard rescue procedure

By rigging the jackstays along the coachroof, any man overboard will be higher up out of the water. Credit: David Harding Credit: David Harding

One subject that never goes away is man overboard rescue procedure.

And it never should go away, because it’s fundamental to safety afloat.

Any man 0verboard news story can’t help but affect us all and make us think what might happen if we or one of our crew were to go overboard, tethered or not.

Willem Bijl got in touch after reading our test of Oscar Mead’s TeamO lifejacket , that is designed to ensure that, if you’re being towed in the water on the end of a lifeline, you’re on your back and that your head is above water.

You have a much better chance of survival in this position than on your front with your head being dragged beneath the waves, as our testing has shown can so easily happen with conventional harnesses or lifejackets.

The reason for the reference to ‘being towed’ is that, as our various trials have demonstrated, it can be hard to bring a boat to a stop or near-stop quickly enough to save someone who has gone overboard on the end of a harness.

Being towed on our front at no more than a couple of knots for only 60 seconds or so is enough to drown most of us.

Someone who goes over without being seen, or without prompt action from an experienced crew, will probably be pulled along at speed for much longer than a minute.

Having taken part in half a dozen or so MOB-related trials over the years I have been forced to conclude that, in some circumstances, your survival chances would be greater if you’re not on a tether .

You might or might not be recovered, but at least you wouldn’t be drowned almost instantly.

Man overboard rescue procedure: the jackstay solution

Willem Bijl has developed his own approach to the problem on his Waarschip 740 Flotaxe.

Instead of rigging the jackstays along the deck, as on most boats, he has them along the coachroof .

Continues below…

Two people walking along a pontoon as a marina

Man overboard: recovering a casualty from a marina

Rupert Holmes shares top tips on how to avoid the dangers of falling in while in a marina and how…

Video: Man Overboard – recovery under power

Getting back to a man overboard under power

Video: Man Overboard – Quick Stop method

The RORC-recommended Quick-Stop method of getting back to a MOB.

Video: Man overboard – the reach-tack-reach method

‘Man overboard!’ It’s a cry that chills the blood. But most of us go sailing to relax and enjoy some…

This brings them further inboard, reducing the outboard limit of the tether and, says Willem, keeping someone who has fallen overboard higher out of the water.

Reducing the length of the lifeline itself would restrict movement around the boat, so Willem’s lines are the standard 1.75m (5ft 9in) and the positioning of the jackstays allows him to reach any part of the deck.

Since Willem volunteered to have his system tested, I took nFred – the life-size dummy kindly loaned by Aquasafe Powerboat School – to the Blackwater, put him in a conventional lifejacket and set off with Flotaxe to see how it works.

Where to tether

Apart from the position of the jackstays, many other factors play a part in determining the fate of someone who falls overboard.

Higher freeboard and/or falling over from the windward side, especially over the top of the guardwires, might mean being suspended with only your feet in the water – more uncomfortable than life threatening.

A dummy in a lifejacket being dragged by the side of a boat

Being towed under power at 3 knots: From near the bow and below the guardrails, Fred looks to have marginal prospects. Credit: David Harding

On the other hand, falling under the guardwires on the leeward side when a boat is well heeled will almost certainly land you straight in the drink.

Willem’s boat has modest freeboard by modern standards, but with the lifeline led under the guardwires the attachment point on the lifejacket was well above the water when the boat was moving.

dummy being dragged by the side of a boat while doing a test of a man overboard rescue procedure

Downwind under sail: With the boat upright and the lifeline over the guardwires, his head is well above water and things are looking more promising. Credit: David Harding

We tried attaching Fred with the lifeline both over and under the guardwires, forward, amidships and aft, under power at different speeds and under sail on both the windward and leeward sides.

There’s no doubt that rigging the jackstays inboard kept his head further from the water on many points of sail.

A dummy being dragged by a boat as part of man over rescue procedure test

On the leeward side: Even over the guardwires, no one could last long at this sort of speed. Credit: David Harding

On other points (such as to leeward and under the guardwires) it might not make enough difference to prevent drowning, but every inch helps.

Helpful and long-suffering through Fred is, he does sometimes bend in ways that a living human doesn’t, so it can be hard to equate the position of his face (if he had one) in relation to the water with what might happen in real life.

A dummy being dragged by the side of a boat as part of a man overboard rescue procedure test

Over the quarter to windward: It doesn’t look good for Fred given the way he is bending. A real person might stand a better chance. Credit: David Harding

If in doubt, we have to assume that someone would have drowned.

Clipping on to windward

Given Fred’s lack of independent mobility and our limited manpower we were unable to test one of the most significant aspects of the inboard jackstays, so Willem demonstrated afterwards.

Having the jackstays inboard allows him to attach his lifeline on the windward side, walk forward around the mast and work on the leeward side as far aft as the cockpit.

This way the lifeline is long enough not to restrict movement but, if he were to fall over the top of the guardwire to leeward, his attachment point would be anywhere from level with the gunwale to the same height as the upper guardwire, depending on his fore-and-aft position on the boat.

Clipping on to the windward jackstay is therefore by far the safest option.

If the jackstays were rigged along the deck it wouldn’t necessarily be possible, because the tether might then be too short.

a lifeline attached to the side of a boat

Credit: David Harding

1. The lifeline’s attachment point is at the forward end of the cockpit but this still allows Willem to move right aft if necessary.

2. From the forward end of the cockpit it’s easy to hook on to the jackstay and there’s no need to lean outboard

3. Having to pass inside the shrouds is the only restriction, but Willem doesn’t find it a problem…

4… and he can reach all the way to the bow.

a man tethered to a boat with a jackstay

5 Here’s the biggest advantage: Willem can work on the opposite (leeward) side as far aft as the cockpit but couldn’t fall overboard from here.

A boat with jackstays rigged as part of man overboard rescue procedure technique

6. Further forward, the end of the lifeline would be outboard of the guardwires, but that’s hard to avoid. If the jackstays were along the deck you would want to clip on to the windward one too when working forward of the mast.

Willem’s man overboard recovery procedure

While we had a willing victim in the form of a by-now very dead Fred, Willem took the opportunity to try out his MOB recovery procedure.

a man deploying an emergency ladder as part of man overboard rescue procedure training

1 Fred has gone overboard so Willem immediately heaves to and deploys the emergency ladder.

A dummy being recovered during a man overboard rescue procedure exercise

2. If the MOB were conscious and able to help himself, Willem would manoeuvre him towards the ladder…. but Fred isn’t, so Willem tacks back again, lets the jib flap, removes the mainsheet block’s snap shackle from the car and attaches it to the ring on Fred’s lifejacket.

3. Willem brings Fred out of the water by hauling on the mainsheet while his son, Jozef, uses a fishing net to lift his feet. The net has proved to be a more useful recovery tool than a boathook for all sorts of things.

4. The mainsheet is now block to block…

5… so Fred is lifted over the guardwires and lowered on to the deck

PBO verdict

Any aspect of safety afloat involves multiple elements. I would still prefer to be wearing a lifejacket designed to ensure I was towed on my back because, no matter where the jackstays are attached, there’s always a chance you’ll end up in the oggin.

Willem points out that you’re on a longer tether with the TeamO lifejacket, but I reckon the benefits would outweigh any drawbacks in most situations.

When you’re on deck and trying to attach a recovery tackle to the lifejacket of someone in the water, it’s also easier to reach a lifting point behind the neck than on the chest.

As for the jackstays themselves, running them along the coachroof seems a thoroughly sensible idea.

It wouldn’t reduce the chances of drowning in every MOB situation, but should help in many.

By keeping wire or webbing away from underfoot it might also make an MOB incident less likely in the first place.

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Local News | Sailors honored for heroic September 2023…

Local News | Sailors honored for heroic September 2023 rescue in Wilmette

The U.S. Sailing Association presented yachting’s highest honor to 5 local sailors, who last September rescued a man overboard under trying conditions.

The ceremony was held at the Sheridan Shore Yacht Club at Wilmette Harbor on Saturday, March 23.

Craig Warner, an avid sailboat racer and boating safety advocate with 40-plus years of racing history, nominated the 5 fellow sailors awarded for their heroism and skill.

“Water is a foreign environment and people don’t realize if you want to fight Lake Michigan, you are never going to win,” Warner said.

A photo taken by rescuer John Kennedy during the rescue that awarded him and four others Arthur B. Hanson Rescue Medals. (Photo by John Kennedy)

Saturday’s ceremony is important, Warner says, for racers around the world because it honors those who risked their own safety and provides valuable lessons in prevention to future sailors.

The Arthur B. Hanson Rescue Medal nomination letter noted, the man overboard occurred on September 8, 2023 during the Soling United States National Championship at Wilmette.

The Soling is known as a one design boat, 27 feet long with a crew of three.

Commodore of the Sheridan Shore Yacht Club John Kennedy with David Slaght of Evanston during Saturday's rescue awards ceremony at the Sheridan Shore Yacht Club at Wilmette Harbor. (Photo by Gina Grillo)

On that Friday afternoon, the incident occurred during the day’s second race, in weather with winds gusting to 20 knots, waves 3 to 4 feet and a water temperature of 67 degrees Fahrenheit.

“A wave hit the boat and changed the angle of the boat to the wind, the boom which holds the main sail hit skipper, Dave Slaght, launching him backwards and into the water,” Warner said.

The five sailors who received the Arthur B. Hanson Rescue Medal were Richard Traub of Wilmette, John Kiener of Evanston, John Kennedy of Evanston, Kent Smith of Glenview and Robert Nickel of Evanston.

The U.S. Sailing Association presented yachting's highest honor to 5 local sailors, who last Sept. rescued a man overboard under trying conditions in a ceremony held at the Sheridan Shore Yacht Club at Wilmette Harbor on Saturday, March 23. (Photo by Gina Grillo)

U.S. Sailing Association Board Member Matt Gallagher presented the medals.

“Out on the water we have to rely on each other, beyond good sportsmanship and being a good Samaritan, at sea we are obliged to assist someone in peril,” Gallagher said. “This was a successful rescue, but the situation could have quickly turned dire.”

Warner said the Hanson Medal is sailing’s highest honor, recognizing the efforts made by fellow racers who risk their health or life to rescue another mariner in distress.

Fellow rescuer John Kiener said they first detected trouble when they were about a half mile away.

“Your best resource is to rely on training and a checklist, because things are happening so quickly that your course of action, is being decided while the reality is changing from fuzzy to clear view,” Kiener said.

Warner says with boating season right around the corner, boaters are anxious to get their boats ready and out on the water. This is a good time to take a step back to put a well-honed safety plan in place.

“One thing for sure, you don’t want your first rescue experience to take place during an emergency,” Warner said. “You want to be ready, you just never know when it can happen to you.”

Gina Grillo is a freelance reporter with Pioneer Press.

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IMAGES

Simplest Man Overboard Recovery Procedure
MOB Rescue Procedure using the Sea Rescue Sled
Quickest & Easiest Man Overboard Procedure
Man overboard procedure: How to safely recover an MOB casualty
Man overboard procedure: How to safely recover an MOB casualty
Quickest & Easiest Man Overboard Procedure

COMMENTS

Man overboard: tactics that really work for couples
To ensure we were using a robust man overboard procedure that most sailors will find familiar, we turned to the RYA recommended method for Yachtmaster candidates. ... This broadly breaks down into two sets of instructions; one for the skipper of the yacht and one for the remaining crew, as follows: MOB process - Skipper. Sheet in the mainsail ...
Man Overboard Procedure: How to React
Man overboard scenarios account for approximately 24% of all boating fatalities, 90% of which occur in calm water with swells less than one foot in height. Swift and thoughtful action must ensue to reinforce a victim's safety. Knowing how to execute a man overboard procedure takes time to learn and practice. We outline the essentials below ...
How to rescue a person overboard
1. MOB manoeuvre: Quick Stop or Crash Stop. This method is the most direct and easiest way to return for a person who has fallen overboard. Immediately tack the bow of the boat through the wind without handling the jib sheets, so that the boat is effectively hove to.
PDF Standard Operating Procedure
Man Overboard Risk hierarchy ranking - 1a, the risk of a person falling overboard is slight due to the placement of adequate guard rails around the vessel, minimization of trip hazards and non-skid coatings on deck surfaces. However, due to the cold-water environment of Southeast Alaska, the consequence of this hazard raises its hazard ranking.
Man overboard: How to react and safely recover your crewmate
Drop a lifebuoy/danbuoy/jonbuoy. Get a crew member to point at the person in the water (where the helmsman can easily see them) Press the MOB button on chart plotter/smart watch. By day, throw an ...
Man Overboard Procedures
Keep your eyes on the man overboard and order a crew member to point at them. Bring yacht head to wind. Allow headsail to back and further slow the yacht. Keep turning with headsail backed until wind is aft of the beam. Head on beam to broad reach course for two or three lengths then go to nearly dead downwind.
Man Overboard
The exclamation 'man overboard' refers to a crew member or a passenger falling into the water and needing immediate rescue. Research by the Maritime Accident Investigation Branch (MAIB) has shown that crews have, on average, less than 11 minutes to recover a crewmate who has fallen overboard into cold water before the victim becomes ...
Navigate Safely: Essential Man Overboard Procedures for Sailors
Man Overboard Procedure Basics of Man Overboard Drill. The fundamental drill involves a coordinated response from the crew to mark the location of the person overboard, deploy life-saving devices, and execute a rescue operation. Training in this basic drill is essential for all sailors. Single Turn Man Overboard Technique. A key maneuver in man ...
Man Overboard: Practice Techniques
Shout "Man Overboard!". Delegate a crewmember to keep eyes on the MOB and press the MOB button on the GPS. Deploy the Lifesling immediately before you sail past the MOB. Ease the genoa or asym sheet if needed to maintain 2-3 knots. Gybe over so you end up half a boat length downwind of the MOB.
Handling Emergencies: Man Overboard
Keep the person overboard in sight. Throw him a life ring or some other type of buoyant device. Get the crew prepared for the recovery, return on a close reach, and stop the boat to windward of him and close enough to retrieve him. Bring him back on board. Sailors have developed several techniques for returning to a man overboard (MOB) and in ...
QUICKMANEUVER
In this video, we're going to teach you an essential skill for any boater: the man overboard procedure. Whether you're out on the water for work or play, kno...
Simplest Man Overboard Recovery Procedure
A sound Man Overboard recovery procedure is one that is easy to remember and perform. This is the simplest Man Overboard recovery procedure we know. +1 (415) 619 2704 ... a result of having some incredible sailing seasons in the Mediterranean and Caribbean working for sailing company The Yacht Week. James then worked for and for a while managed ...
How To Sail: Man Overboard Drill
New to sailing? We created this comprehensive basic sailing video series just for you! We know how difficult it is to find solid answers to your questions re...
Man overboard: prevention and rescue
Rescue procedures. Shout "Man overboard!" and make sure the helmsperson hears you. If available, press the "MOB" key on your GPS, which will guide you back to the location you were at when the key was pressed. Be sure the retrieval object you will toss into the water is tied to the boat. Assign someone to point at the person in the ...
How to recover a man overboard
Man overboard recovery is a key drill for Clipper Race crews. Winning skipper Chris Brooks shares some key tips on the process with Andy Rice. After 45,000 nautical miles racing in the Clipper ...
Man-Overboard Retrieval Techniques
Man Overboard Modules. Our two-part series in 2005-2006 delved into the pros and cons of the MOM 9 (man-overboard module), a popular, self-contained, inflatable pole and flotation device that can be deployed to a person in the water. ... We went into this project hoping to find a recovery procedure that could be given a "one size fits all ...
How to recover a man overboard
We show you the best way to stop a boat quickly under downwind sails and remain close to the casualty so you can ensure a speedy and safe recovery. Become a...
Man overboard: tactics that really work for couples
Yachting Monthly has tested many different MOB recovery methods. Here are the main options: 1. Ladder. If it isn't too rough and the casualty is conscious, a bathing or rescue ladder is a quick way out of the water. In rough weather, going to the stern is a bad idea and a casualty may be too weak to climb out. 2.
How to Sail: Man Overboard Procedure sailing skills
Make ready a throwing line and manoeuvre the boat downwind of the man overboard, come alongside ensuring the propeller has stopped. If the unthinkable happens and your engine fails, then you will need to approach under sail. Sheet in the mainsail and turn away onto a beam/broad reach. Sail away for about 6 boat lengths then tack aiming the ...
Man Overboard Recovery Maneuver
The Crash Stop or Quick Stop Cruising yachts are mostly sailed by couples and are essentially short handed when it comes to making vigorous sailing maneuvers. When a crew member goes overboard it is always at the worst possible time and completely unexpected which means that the reaction time to start the correct maneuver is … Man Overboard Recovery Maneuver Read More »
Article
This is the accepted RYA Yachtmaster™ crew drill in the event of a Man Overboard: - Shout 'man overboard' to alert the crew. - Press the MOB button on the GPS. - Throw a life buoy and dan buoy to the MOB. Mark the MOB with a smoke-flare. - Allocate a crewmember to point at the MOB in the water. - Send a DSC distress alert and a Mayday.
Man overboard procedure: How to safely recover an MOB casualty
Jon's step-by-step man overboard procedure. 1. Calmly reduce your speed. Slow the boat down, using your wake to help spot and locate the MOB. Then turn upwind to come back around towards and to windward of them. 2. Bring the boat to a standstill. Stop at least 10m upwind of the casualty and roughly in line with the helm position.
Man overboard rescue procedure: An alternative approach
Willem's man overboard recovery procedure. While we had a willing victim in the form of a by-now very dead Fred, Willem took the opportunity to try out his MOB recovery procedure. Credit: David Harding. 1 Fred has gone overboard so Willem immediately heaves to and deploys the emergency ladder. Credit: David Harding.
Sailors honored for heroic September 2023 rescue in Wilmette
The U.S. Sailing Association presented yachting's highest honor to 5 local sailors, who last Sept. rescued a man overboard under trying conditions in a ceremony held at the Sheridan Shore Yacht ...
Baltimore key bridge collapse: 'Black box' data recorder ...
The US Coast Guard has suspended search and rescue efforts for six people who were on the Francis Scott Key Bridge when it collapsed early Tuesday following a major cargo boat collision. Recovery ...