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Small boat jumps BIG WAVE Pantera Boats Offshore Race - ����� ������ Sep 14, �� Boats vs ANGRY WAVES at Haulover InletAnother rough day at Haulover thanks to an out going tide with a contrary wind. With that being said, some of these Boa. If you�re steering into the waves, and in a hurry with 15 knots of boat speed, you�re meeting big walls of water at 30 knots (just under 35 mph). The air is getting under your hull, and you�re flying a bit. That is a lot of energy your boat has to absorb when you hit the next wave. A lot of wear and tear on the boat and the bodies myboat059 boatplansg: youtube. Jul 12, �� Boat Handling in Rough Water: A number of emails addressed the issue of losing control of the boat while running with the seas. Comments ranged anywhere from concluding that their boat had a dangerous defect, to whether they should have bought a catamaran, to whether they shouldn't be considering some other type of boat that will handle myboat059 boatplansg: youtube.
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The classic example is the trip back home from Catalina Island. You left the mainland early on Saturday, and it was flat with no wind, so you zoomed over zoom speed is relative � maybe six knots from the Yanmar in the sailboat, and 30 knots from the twin Volvos in the cruiser.

The crew may never get on the boat again. Then you gain the confidence to try it yourself. Going into the waves, while often scarier, is easier on the boat and the driver when you do it right. Not steering at your mark seems counter-intuitive, but any racing sailor can tell you that it works. You do. Heading downhill requires more touch, and more attention to your helm. The basic design of most powerboat hulls has a broad, usually flat, surface for the following wave to push on, along with a more or less square corner the quarter.

This means that when that big wave comes at the stern, it lifts the stern while pushing on that flat surface. This can make for some interesting or even dangerous moments. Sailboats do the same, but with a less exaggerated motion. When steering off the wind, some of the math works for you.

Even the best of boats won't overcome the lack of knowledge and seamanship skills. One could easily take a 29' Blackfin sport fish out in the Gulf Stream and sink it as a result of inadequate piloting skills. Boats that are designed for rough water operation will perform better, but they do not negate the demand for skillful operation. Broaching is a dangerous condition. There are times when wave conditions will affect any vessel to the point where running downhill presents the danger of broaching.

The only way to avoid this is to alter course to a new course where broaching is not a threat. Once waves reach a certain height, it becomes necessary for the operator to match the speed of the vessel with the speed of the waves, whether he wants to or not. That means slowing down a lot. One cannot stuff the bow into the backside of the wave ahead, without risking the possibility of broaching and losing control. If you permit the boat to go zooming off the front side of the wave, you have to consider the consequences of what happens when you quickly meet the back side of the wave ahead.

Would you drive your car 50 MPH down a road full of foot deep potholes? The analogy is an appropriate one here. You'd end up tearing the wheels off the car, losing control and crashing.

When the wind blows, the water becomes full of potholes. And worse. This is one circumstance where broaching and losing control presents an unusually serious threat, for loss of control can mean crashing into a jetty or going aground or ashore. Severe tide rips occur when an outgoing tide meets incoming seas.

The result is very steep waves with a short distance between crests. But it can also occur at places where promontories generate strong currents, or even bottom features below the surface cause unanticipated conditions. Dangerous conditions that occur without warning, unless, of course, you have been educated as to how to anticipate these.

Sure, having a well designed boat helps, but you've got to bring yourself up to speed with equally good seamanship skills. Either that, or risk becoming yet another story on the evening news.

When approaching an inlet with a nasty tide rip, it is best, whenever possible, to approach it as close-in as the water depths will permit. That means approaching the channel from the side. The last thing you want to do is chug through a mile or two of tide rip as many people are prone to do.

To do so safely means that you have to know your water depths outside of the deep channel, and whether or not there are any obstructions. Once you're into the rip with nasty following seas behind you, it's a matter of good seamanship to keep the boat at the right speed and under control.

Finally, be wary of crowded inlets under poor conditions. If there is too much traffic, don't be in a big hurry to join the fray. Wait until traffic lets up some. One of the things that makes boating so very interesting is that there is so much to be learned.

Another is that it can be dangerous, which, for the adventurous just adds some spice to the banquet. The socially oriented recreational boater is unlikely to ever learn much in the way of seamanship; he owns a boat as an avenue for Small Boats Big Waves Youtube 4k recreation, something to do with family and friends.

It's a whole different ball game for the true boater, for whom boating is a hobby or avocation. Him we can call the true yachtsman whether he owns a small outboard or a mega yacht because his real interest lies in challenging the sea, be it an ocean, bay or river. One major problem that the boat owner has is that most will never have the opportunity to operate enough different boats to be able to discern the difference between a good handling boat and a poor one.

The most common complaint is that a boat rolls too much. More often than not, this is the perception of the inexperienced. All boats roll, and in big waves they roll a lot. If you are on a boat with a flying bridge, keep in mind that the higher up you are, the greater the range of motion will be.

It's like sitting on top of a flag pole: that pole does not have to bend many degrees in the wind for the pole sitter to experience a violent range of motion. A person sitting in the cockpit, though he is experiencing the same number of degrees of roll, is moving far less because he is sitting at the base of the radial arm, while the person at the far end of that radial arm is being flung around violently.

It's not the boat's fault, it's his fault for wanting to sit up so high. Seamanship is the ability acquired by a seaman to pilot his vessel skillfully under adverse conditions. It's a skill that involves understanding your boat, wind, waves, tides, currents and geography. Nowadays, operating a boat is regarded as little different than driving a car: just get in and steer the boat around. We see this casual disregard for the need to acquire any kind of boating skills whatsoever on every single weekend at the local marinas where we can observe dozens of boat owners who have yet to learn even how to dock their boats with any degree of skill.

Spending a few hours on Sunday at the local gas dock watching the antics of unskilled boaters can be some of the best free entertainment available. But it's a lot less funny when you happen to be out on the ocean with one of them. Amazingly, I see this all the time with "licensed" captains who have been hired by brokers to operate boats for the day on a survey.

These are often young men who have studied the navigation books and have passed a test. But books and tests can't give you hands-on experience, and these young fellows often have little. This is so clearly illustrated when they often head straight out an ocean inlet, directly into a tide rip. A tide rip is a condition in which the tide is rushing through a narrow channel against the direction in which the waves are moving, causing the waves to become taller and steeper, with less distance between crests.

You do not head directly into a tide rip unless there is no other way to avoid it. To avoid a tide rip you have to know your water depths around the inlet. Just because the channel is marked doesn't always mean that you have to stay in the channel. For example, the Port Everglades inlet at Ft. Lauderdale has adequately deep water to the south outside the channel. However, it is easily avoided by leaving the market channel to the south, but very rare is the captain I see who ever does this.

Instead, they subject us to heavy bashing and plumes of spray for nearly a mile beyond the jetties. A deep water inlet with a strong tide rip and moderate seas can produce conditions like this. Do you know how to handle it? What would you do if encountering a situation like this? Why do they do this? Well, because they are not familiar with this famous inlet, though they will surely tell you they are. That, you see, is a fundamental ingredient in this thing called seamanship. It doesn't begin and end with just boats and waves, but also understanding how weather and topography affects the movement of water.

Any sailor worth his salt, understands that the contours of the bottom under the water is just as important as knowing shorelines and channels. These are the kind of things that are only taught in master seamanship courses by those who are truly master seamen.

Consider this: It can more comfortable, and safer, cruising in twelve foot waves than six foot waves under some, but not all, circumstances. How can that be?

Well, if you have any understanding of waves at all, you know that it's not the height of the wave that is most important, but the distance between waves. If the distance is very far, as with swells, they can be very large indeed, but not be threatening or causing undue discomfort. Yet a steep four foot chop can be downright dangerous or make your time on the water miserable.

Waves are peculiar things. If you've ever taken the time to actually observe them, you know that the water making up the wave doesn't actually move in a linear direction. No, the water in a wave actually moves in a vertical circle and similar to the way sound waves move through the air or AC current travels through a wire: it undulates. It is caused by friction of the wind on the water surface, obviously. But water is heavy, and does not want to move. Waves rise up because of this resistance of the water which is not pushed around easily.

The point to understand here is that a single wave can weigh dozens of tons, usually much more than your boat, and though water is fluid, it resists the movement of your boat through it. Good seamanship involves choosing the best pathway through the waves, even though that usually doesn't take you in a straight line to your destination. In going from point A to point B, you have to decide whether pounding the boat straight into the waves is preferable to choosing a more comfortable course.

Sailboats cannot sail directly into the wind; instead, they have to tack back and forth at angles in order to travel upwind. A wise motor boat pilot often does the same thing rather than subject his boat and passengers to such abuse. The trick is in figuring out the best angles relative to wave direction, tides and currents.

When waves become large enough, like around four feet for a foot boat, all choice in the matter is lost as the waves determine what direction it is even possible to travel in. As waves get yet larger, the distance between crests increases relative to boat length and it may become easier to navigate. Sea state is the term used to indicate, not only wave height, but is also a description of wave life. As winds are increasing and building up wave height, as at the start of a storm, waves will be shorter and steeper.

The shape of waves is determined. Waves will remain steep as long as wind speed is constant or increasing, but as soon as the wind slackens, wave height and duration will begin to decrease. These waves will be far more comfortable than the waves while winds are constant. The next most important factor affecting waves is current. If you ever get the chance to fly over the Gulf Stream, just look down and you can clearly see the effect of the northward flow on the pattern of waves.

At each point of the compass, the effect of the current on the direction of the waves is different. The real seaman will understand how this affects waves from all directions. If the wind is in the same direction as the current, not only will wave height be lower, but distance from crest to crest will increase, making for a more comfortable ride. While winds directly opposite current will make waves short and steep, winds perpendicular to the current will create confused or highly irregular waves that can be equally dangerous.

Here, the current works to scatter or break up waves. Wave height will be inconsistent and when winds are very strong, will create what are called "rogue waves. If you've ever seen two wakes of boats traveling in the same direction come together, then you know exactly what a rogue wave is: it's two waves coming together at oblique angles to form a single, yet larger wave.

This is why currents around promontories or sudden changes in bottom topography can create very dangerous conditions. Cape Horn, Cape of Good Hope, Cape Hatteras are all famously dangerous promontories that create very dangerous conditions because they divide two large bodies of water that converge. Thus the waves and currents also converge. But the conditions caused by the topography of a Cape Horn can be just as easily created on a large bay or lake by a similar topography.

Hence boaters can get into big trouble on the likes of Chesapeake Bay as they can those other famous trouble spots.

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