Home Forums Hunting & Shooting Alaska Homer charter capsize testimony

2nd most active tides in the world, I have been off anchor point trolling against the current and going backwards over the ground.

The current rips.

Yep. Keep in mind that high water alarms fail. Much more now that no mercury in the switches. [bleep] usually hits the fan when multiple things fail at the same time. That why you set up a routine set of checks that doesn’t rely on everything working.

Sounds like this was a typical ‘ Six-Pack ‘ charter operation as such this is not an Inspected vessel so the USCG is pretty lack about regulations on things like watertight bulkheads, stabilty or incline certificates, etc. The Captain needs a Six-Pack license and he and if there is a mate they both must have current drug testing compliance certificates. I’m not sure how many were onboard but the Captains Wife probably sails as the mate so max would be eight persons.

Safety equipment would require a 8-10 man canistered raft with a Hammer release switch and link installed so the raft can release without being fouled upon the masts, spars or rigging. Though cold water operators really should have eight cold water immersion suits very few operators do as they run &3-400.00 each so eight or more preservers both adult and child’s are generally carried. There should be a EPIRB emergency beacon, visual flares or beacons, horn, etc etc. A good raft will include food, first aid, signaling aids plus more. When I was in the inspection surveying business doing large ‘ T ‘ and ‘ H ‘ class passenger and ferry vessels I was a stickler for safety gear and always had problems with Six-Pack vessels operating in cold waters without cold water immersion suits. Without them most people expire in 1- 2.5 hours. I almost always insisted on an emergency radio battery on the bridge so emergency broadcasting was possible even when the house battery bank was submerged. I pissed off a lot of owners but they’re still alive.

Too much information lacking in the report link such as the time line which can reveal a lot. Bilge pumps are necessary with auto switches and audible and visual helm alarms. But understand the typical Rule or bottom sucking pleasure boat bilge pumps are easily choked off by debris washing around below in a flooding hull and even the bigger capacity 12V pumps are good for about 3500-3700 GPH. A severe hull skin violation will overcome almost all of these pumps except a 2” engine driven impeller pump and even then if water ingress is too much or delayed too long the engine (s) will injest water and stop. Sometimes it’s just necessary to cut your engine’s seawater intake hose and let it help out. I’ve known commercial fishermen having to cut both engine intake hoses until the USCG could drop them a pump. Trying to locate the source is tough if not impossible with much water coming in and with interferences such as furniture etc blocking access. Back to time line it may well be the crew was perhaps inattentive of too slow and let flooding get to a level where they should have immediatey abandoned ship wupit life jackets on, emergency May Day broad cast keyed to repeat and deploy life raft. The Captain however should have felt loss of steerage, slow roll and general loss of stabilty. Nobody should know better than the Captain if the boat is acting odd

Why the lost passengers were allowed below into the cabin is a mystery. Even with life jackets on they are bulky and hinder movement especially below and if they tried to crawl through an escape hatch it would be almost impossible except for a small child. My guesstimate on cause depending on time line again is that perhaps a shaftlog, rudderport or strut let go which would allow up to 100-150 GPM or more.a minute depending. . Had it been a collision with a log or piece of large flotsam everybody onboard would have felt impact especially an aluminum hull. A torn or separated thru-hull hose of course would allow serious flooding but these are typically 3/4 to 1” in diameter and the Captain and crew would have, should have, known their exact location enough to reach or dive into the water to close the seacock and finally older aluminum hulls are very susceptible to corrosion and wasted thin hull skin plate if it let go would be the end. I’ve seen an aluminum whale watch boat ( 80-90’ ) that somebody forgot about an old bronze Jabsco Wash down pump laying in the bilge in a wet decomposed atop the hull plating that through galvanic corrosion ate its way right through the hull.

Anyway not enough info and depending on depth and location underwriters may elect the raise it for answers. Unless the vessel is a threat to navigation I doubt the USCG will spend to money and time to retrieve the hull

Rick

Eight people aboard a 26' boat (28' LOA?) is crowding things a bit.

It sounds as though the boat sank stern first and the family of four stayed inside the cabin. The cabin on these size boats is accessed through the door leading to the aft deck. Once that door became partially submerged, the family was trapped, and the floatation provided by their life jackets would've made it very difficult to get out. If they then tried to open a forward hatch to exit, this likely would've created a large vent which would allow the air trapped in the cabin to rush out and consequently make the boat sink much much faster.

The captain should've not allowed them to stay inside, better to be on top of the cabin. I wonder if during the stress of the situation if there was conflict and the two families went with their respective "tribes?" All the captain's family survived while all the guest family perished. This seems unlikely just from chance.

It also sounds like the captain was unaware that the boat was taking on water. He clearly should've been. Indicator lights for the bilge pump should've let him know something was amiss, and a high-water alarm that there was a big problem. The bilge pump may have been faulty (very common for float switches to fail) and chances are good that there wasn't a high-water alarm installed. As was said, the electrical systems on boats often become a real mess as owners add and/or replace things.

The captain may have noticed that the boat's handling was sluggish, but may have thought it was due to the large load (8 people plus their gear). I'm guessing that that number of passengers wasn't the norm, and half that or less would be more usual.

Calvin is absolutely right about checking the pumps manually. I had my primary bilge pumping system fail when I was bringing my boat up from Washington. The pump and float switch were okay but the discharge hose failed when it came loose and got a hole chafed in it. The pump would pump, but the water just exited the hole in the hose and went right back in the bilge. It wasn't a big deal to fix, but could've been a big problem had I not been paying attention. Among my spare parts and pieces, I always have a couple of spare pumps, float switches, hose, wire and tools onboard to do the work.

First of all how do you know the LWL in 26’ ? But more important do we have any information on her displacement and design. Both of these elements mean a lot more than LOA. I’ve surveyed lots of Sub Chapter ‘ T ‘ boats many around 60’ with USCG COI’s permitted to carry 20-30 paying passengers or fishermen. So running the LOA numbers and passenger capacity the way you’re thinking doesn’t make much sense does it. So it comes down to displacement, design and stabilty by inclining test. So what about the companionway door into the cabin, well we really don’t know if this door was “ Partially Submerged “ do we. We don’t even know how this door was constructed. But we do know most gradual flooding sinkings do occur stern first where bow is the last thing you see as the water forces the entrapped air out . Think engines and tankage weight aft of the beam. As was pointed out opening the forward escape hatch would have created a big release for trapped buoyancy air, not good.

Had the vessel been equipped with high water alarms regardless of automatic floppier switches the vessel should have had manual override switches at the helm to activate pumps. Relying on flipper type auto or vertical pole & float or electric eye switches might work for weekender pleasure boats but I can’t tell you how many times I’ve seen oily bilge scum render them inoperable.

So after nearly forty years building,and inspecting vessels right now we don’t have enough information

Rick

Woodpecker,

This was not a charter operation. This was a private vessel.

Yep, 26 - 28 foot private boat, multi generation family owned.

The two families were related and were out fishing, no charter.

Sounds like the boat was kept in Sterling and trailered to homer.

Had a head, so likely one through hull fitting and maybe a wash down sea cock.

And of course the garboard plug, which is easy to forget when trailering, especially with 8 people running around and 4 kids.

Lots of excitement.

The drain plug is my guess, went to Seldovia and trolled, gear wasn't working so decided to go further for halibut, one engine started acting up.

Suspect this was or could have been the first indication of a possible problem, like water in the fuel.

Twin outboard powered, NO SHAFT SEAL or rudder post on this boat.

When engine #1 acted up, they decided to anchor up and fish that spot, now 12 -13 miles sw of the spit.

Soon one of the scuppers was not draining, engines would not start, a mayday call on vhf and cell went out, anchor was partially pulled.

Boat was filling fast and starting to roll.

The Maynard's never got out of the cabin and likely disoriented and trapped.

The batteries worked, no reason for the bilge pump to not work, unless pure coincidence that it picked that time to quit. Maybe it didn't work?

Perhaps thats why Weston didnt try to turn it on, pulling the anchor would not be my first reaction.

I know I hear mine when it comes on, was the music on?

Sad deal, captain seems potentially negligent... IMO

Lots of guesswork here but as I said before there isn’t enough information and may not be even after the USCG issues their findings and the official NSTB is issued since it doesn’t look like underwriters or the Feds want to salvage the hull. My initial comments stating this was a Six-Pack charter boat was based on the OP’s thread title that says “ Homer Charter Capsize “ so I responded as such. In addition survivors called him the “ Captain “ and I realize captain is a title loosely used these days but given this thread called this a charter operation I assumed the captain was a captain.

Furthermore I didn’t read this vessel was powered by outdrives and not sure where this information comes from. I might have missed it. If this was a trailer boat OD’s are much easier of course and more common but custom trailers for inboards is also fairly common and aluminum hulls being much lighter can be towed easy enough. But nobody knows if the boat was trailered, do they ? Anyway it’s obvious there is a lot of details missing any of which could contribute to why she sank. In reading eye witness comments it certainly appears that nobody knew she was flooding until almost the last minute so as Johnn says this could be an instance of negligence. The bilge or drain plug is a possibility and from my experience not that uncommon but these plugs are usually no bigger than 1 1/2” to 1 3/4” so I would like to think the flow, the sound and bilge pump (s) could have controlled flooding somewhat and certainly set off alarms. I’ve handled.lots of accidental boating and commercial craft deaths caused by everything from icing roll overs, hundreds of rock or ledge groundings, heavy seas, planking failures you name it. But accidents like this with small kids trapped below is tough to take

Rick

Everyone wants to salvage the hull.

They can’t find it.

Re: trailered - yes, it was trailered.

Make/model of boat remains unknown. Your use of "outdrive" is confusing...I'm not sure whether you intend to say "I/O" or inboard/outboard (ex. mercruiser or volvo penta engine and outdrive), or outboard (ex. twin yamaha F150 outboards).

Off the Oregon, Washington, BC and Alaska coasts, trailered twin-outboard-powered aluminum sportfish boats ranging in length from 24ft to 30ft with 8'6 to 9'6 beam are extremely common and prolific. For a private aluminum boat owner in southcentral alaska, there are very high odds (80% plus) that the boat is a trailered 24 to 26 footer made by one of four makers...Hewescraft, Raider, Almar, North River. Lower probability Fishrite, Alumaweld, Bayweld, or one of the kenai peninsula customs like Hatton. Configurations are similar...Forward cuddy, pilothouse, large rear cockpit, high transom (same height as gunwales), and outboards on a bracket.

You'll find some weird stuff on any of those. Almar will have aluminum standpipes connected to nylon seachest ball valves, located below waterline and accessible by hatches. This for marine toilets and washdown. Hewes might have a big ball valve connecting the fishbox to the transom, below waterline, with older large Hewes having a deck at/below waterline and no scuppers (everything on the deck drains to the bilge). Rigging hatches on outboard brackets might range from none at all, to plastic, to expensive dogged/welded aluminum. Top surface of motor bracket will be near waterline and subject to wash from waves at all times. Lots of opportunity for water ingress.

Like Calvin mentions, lots of these things are out of sight/out of mind...if they fail and you're taking on water, you might not know unless you equip yourself with multiple alarms and lights. Similarly unless you've crawled around in all parts of your boat's bilge, you might not know where to look for leaks. If you let it go as long as these folks did, your leak will no longer be evident due to high bilge water level.

Recreational users range from top tier knowledge and ability, to completely clueless. I'm not ready to indict the survivors yet, because I've been "in the same boat" with the same type of crew. Over and over again.

No OD just stands of outdrives in the business but like you say there are a number of configurations including stand alone engine (s) with reduction gears and Jack shafts. But my point was no shaft logs or packing glands or seals, no struts, no rudders or rudderports just gimballed outdrives with lower units and transom mounted
stern assemblies. Guess I should have been clearer since there are obviously lots of fishermen boat owners here.

You guys sound like you know a lot more about this boat than I’ve read. Mind you I haven’t tried to dig in and research this casualty but if the boat was trailered as somebody mentioned then maybe you can fill in the blanks. My USCG contact at Sector Puget Sound Marine Safety Office went and retired on me but last night told me the case is now officially closed but with fatalities there will be a MSO ( Marine Safery Office ) and a full NTSB report someday. They take their time. As I was told by my old USCG hull inspector friend there is no requirement by the Feds to try and locate or raise the wreck nor marine underwriters unless the boat owner carries some unusual wreck removal coverages. As I understand it there is a volunteer group trying to locate the wreck but they have very limited funds and even if they locate and mark it depending on depth and weather-sea conditions I doubt she will be brought up. Actually the only conditions that drive deep sea wreck removal are as follows

1.If the wreck obstructs navigable channels, navigation markers or shoreside operations
2. Under Federal Pollution Act the wreck pollutes state or federal territorial waters then
Underwriters must respond first and if inadequate the Federal govt. can fund private
salvage and clean up contractors
3. If the wreck lies in sensitive environmental waters or sanctuaries
4. Removal or mitigation efforts to be limited to historic or actual weather conditions
5. Wreck removal is necessary for military operations
6. If within a states territorial waters and said state mandates removal

So if the wreck does not meet the criteria I don’t think anybody will step up to find and remove this wreck, she belongs to the sea now.

It is always possible for some enterprising salvor to attempt removal but there are a couple of obstacles that must be overcome. First if the insurance company-marine underwriters pay off a claim as a Total Loss they now own it. If for some reason the claim stalls for suspicion or just being insurance bean counters trying to squeeze every nickel out of a claim dollar the the vessel’s owner has to sign papers of Abandonment. This would open the door for freelance salvors but realistically unless there is some hidden value down there it’s very unlikely

Again just not a lot of information here but from what little we can find vessels just don’t flood and sink in this fashion without some indications, as quickly as passengers claim, without hitting something resulting in violating the hull skin or neglect by the operator until it was too late. It’s really sad and I’m glad I’m out of the business when I hear stuff like this . I know this though, Alaska is a big coastline but people up their are few and always seem to know and watch out for each other which is why my gut tells me somebody here knows something about this.


Rick

Just closing out on this thread but I’d just like to say after nearly forty years of surveying, conducting commercial vessel inspections and acting as salvage master from time to time I’ve got well founded opinions on regional boat owner skills. Other than New Englanders with centuries on the water navigating lots of rocks and ledge those who operate in the PNW including Alaska operate out of many hostile inlets, with breaking bars, strong currents and often restricted visibility. So after nearly forty years of working assignments on all coasts I almost always give PNW operators some slack due to regional experience.. I know it sounds like I’m blowing smoke up your butts but that’s the way I see it from years of experience.

Rick

Peckerwood, do you bother to read before responding and just trying to impress us with your all things nautical diatribe?

TRAILERED with outboards, certainly you've heard of outboards.

Edit, did you listen to the captain's testimony before you started typing?

Or the 3/4" plug was left out, it would take a while to fill. The run from Homer to seldovia is not far and good chance any water that accumulated launching and leaving the harbor would likely be sucked out along the way.

Then trolling, water is now running in, fuel system because compromised as one engine was not running or not running very well.

They stop to fish, soon enough water is entering through the scuppers, which are never very high on a small boat. And 8 souls aboard didn't help.

Self bailing decks in small boats are not always what they are cracked up to be.

Why didn't the bilge pump work?


Sorry to be so harsh, but you sure can fill the pages

I am thinking this is a older boat as it belonged to his (Weston's) grandfather.

Suspect he forgot the plug.

They were on hook for close to two hours, according to the testimony. High was roughly 1500 and mayday was 1800, so half-way through the outgoing; current was moving. Not sure about the plug hypothesis given that timeframe.

Yeah, I wouldn't think it would take two hours to fill the hull.up, but....

Well Johnn I did read the original link by the OP and the “ Captains “ testimony “ but is there something in his statement that may reveal what caused this casualty ? He says he fell off the boat and says “ nothing but the neck, I mean, the very, very nose of the boat up” terms I’m not really familiar with but I’m guessing you are. As for your comment that self bailing cockpits aren’t really worth much is a bit different than what the USCG or ABYC thinks but what do they know. As for OD’s or OB’s who cares and not sure I read where any distinction was made. My point was if there were drivetrain fittings or rudders then there are either fastening holes or welds and if fittings like this are hit hard or wrapped up in some fish net or line they can easily rip an aluminum hull skin open. And think about this, hauling back on your anchor in a current without the engine (s) running and in and out of gear to break it free and take strain off the windlass is stupid. This line of guesswork goes nowhere unless like I said somebody knows something about this boat or crew incompetence.

But you busted me. I’ll be honest here and tell you I don’t know squat about boats it’s just
all made up. I did though sell fish sandwiches at McDonalds and we had a real live sea captain drive through all the time. I’m done here this is going to turn into a name calling event without me

How much for a fich sammich?

Lol

I asked if you bothered to "listen" to his testimony.

Maybe it was reported word for word, hearing it is different.

Nose up? Nope, not a familiar term.

OD vs OB, big difference, no big rubber donut to seal the deal.

Typical aluminum boats in the ocean around here are reasonably heavy, especially older ones, not your typical riveted jon boat.

If he hit something, I believe that would have been mentioned.

How long would it take to fill the hull of a 28 x 8-6 hull with the plug out?


Self bailing cockpits are great, if they are high enough and the boat is not overloaded.

I don't know this boat, there can be a lot of difference between say a 26 foot hewes craft at 8-6 and a 28 foot kingfisher at 9-6.

Very possible this boat was overloaded, however, that's not what caused it to sink.

More to follow as that hearing was just
a presumptive death hearing.

The captain ffed up, IMO

Some hard questions will be coming his way.

Seems to me like there is a lot of missing information that would help folks better understand what might have happened. Make of build and size of boat? How powered, outboard with or with out bracket? Age of boat? Was this a welded aluminum hull? All this would be a big help and I am sure the captain could answer those questions. Even with the answers might still never know what happened but should be able to say what was the most likely cause.