Experience Feedback
An offshore support vessel planned a routine launch of the rescue boat whilst at sea. A risk assessment was conducted and a permit to work was issued. The 2/O then left the bridge to brief the deck launching team (ABs 1& 2), and the boat’s crew (deck cadets 1 & 2) on the procedures. The conditions were ideal with a light breeze, near-calm sea state and no traffic. Prior to launching, the 2/O held a toolbox meeting, reviewed the procedures and completed all pre-launch checks. It was visually confirmed that the painter was secure and that the painter release mechanism was locked.
However, the outboard motor was not started prior to launching, as it had been been tested on muffs (a portable cooling water connection) the previous day. The 2/O gave clear instructions to deck cadet 2 that he was to stand by the painter and operate the release only after the engine was started in the water and the fall wire was unhooked. The vessel was on autopilot on a steady course of about 2.5 knots, and after ensuring a good lee, the Master ordered the boat to be launched. However, as the boat entered the water, the painter release mechanism was operated prematurely, with the engine still to be started and the fall hook still connected. The rescue boat started to trail astern rapidly on the fall wire and the Master ran back into wheelhouse to stop the headway. When the deck crew noticed that the painter had been prematurely released and that the boat was being dragged by the fall wire, they shouted down to the boat party to operate the fall wire hook release mechanism.
To aid the quick release of the hook, they continued to pay out more length of fall wire, but due to the vessel’s residual headway, the rescue boat continued to trail further astern. Instantly, the boat canted away from the vessel, and after a few seconds of being dragged sideways through the water, capsized, trapping the three crewmembers onboard. The two cadets managed to get clear of the boat quickly. However, the coxswain (2/O) struggled for some time before he was able to release the seat harness buckles. He was further hampered when his lifejacket inflated and snagged on the controls. Fortunately, he soon managed to surface and all three persons were safely recovered and given medical attention.
Result of investigation
1. A photograph taken immediately before launching the rescue boat confirms that the painter release mechanism was apparently locked;
2. However, the spring-loaded activation lever of the painter release mechanism was not in the ‘fully home’ position, and a simulation at the manufacturer’s workshop showed that, in this position and subjected to cyclical forces from different angles, the hook holding the painter would open under load; i.e. the painter release mechanism was practically in the open position when the boat was launched contrary to the photographic evidence;
3. Further, as the boat was being swung out, the vessel’s movement caused the rescue boat to swing appreciably, despite the light sea conditions. It is possible that when the deck cadet stationed in the bow held the grab rail fitted on the boat’s bow cover to steady himself, he inadvertently also pulled the wire lanyard that was lying under the grab rail and unknowingly operated the painter release.
Source: Mars/ Nautical Institute
