Skillfully handling a small craft in a heavy sea is an art, and like any art, its fascination is the elusive nature of its mastery. There is not a seaman alive who can claim to have got the better of every sea state, or overcome every challenge the ocean has to offer. That being so, successful passage making in difficult conditions starts with the acknowledgement that one’s environment stands alone in terms of strength. Nevertheless, power the sea and elements may have, but brains they do not, and it is this which gives the helmsman his greatest single advantage.

Skill and thinking ability employed behind the wheel of a rigid inflatable can go substantially further than most combinations in successfully coping with the most demanding of sea states. Such can be illustrated not only in the offshore environment, but also within coastal navigation. For example, I recall some two years ago making an 80 mile return coastal passage in early April during a stiff force 7 offshore blow. ‘Delta Gallant’was then running in company with Alan Priddy’s ‘Never Enough’. Our course was set from the Cornish port of Fowey, with ‘Delta Gallant’ returning to Exmouth, Devon and ‘Never Enough’ a well found 6.5 Ribtec, making for Hayling Island, Hampshire.

Whilst the sea remained on our port beam, all was well, with a good cruising speed being maintained of some 20 knots or so. However, with the wind shifting onto our port quarter and the line of the coast determining a relatively small but crucial alteration to our heading, the sea soon began to take on a quite different character. Although visual contact was desirable, the conditions dictated that this was impossible. Both boats had to continue as if alone, making decisions independently of one another, whilst remaining conscious of the other craft’s safety.

‘Never Enough’ being the larger boat pulled away and gained a substantial lead by the time Bigbury Bay, east of Plymouth, was reached. An hour or so had passed since our departure from Fowey, but as ever mile was gained, the seas grew larger, until upon our closing the Bolt Tale headland off Salcombe, the swell had reached a good twenty foot right on the nose. We pressed on alone until Prawle Point where the seas were bigger again, but judging the direction of wind and sea, I decided that things would be no better the other side of Start Point. We hove to and checked the Almanac for approach information over the notorious sand bar at Salcombe, where we then decided to shelter for the night. Conditions were safe for entry and we crossed without incident.

‘Never Enough’, on the other hand, continued to press on for Hayling Island, many miles distant. By the time Lyme Bay had been reached, her speed had been reduced to just a few knots, the tide was now also against them, and the sea was a mass of white water. In fact, Priddy noticed that headway was barely being made at all. Ten miles offshore, the fatigued crew agreed they could foresee no sign of a change in the conditions, so the decision was made for a change in course. With thinking ability employed, ‘Never Enough’ cut through the seas toward the land taking the rough on her quarter, and after a lively ride, closed the barren shore of Lyme Bay, within a stone’s throw of the western end of Chesil Beach

It was found that the inner 100 metres or so of sea up to the shoreline provided an easier passage. The wind blowing of the land produced little fetch or rough water over this expanse and with no offshore dangers. ‘Never Enough’ rapidly increased her speed through the shallow waters just yards from the beach. Rounding Portland Bill followed suit, where the well known column of calm water lies inside the race and where for safe passage the rocks need to be passed almost at arms length. Finally, by late afternoon, Hayling was successfully made by a weary crew and a brave boat.

‘Delta Gallant’ set off from Salcombe at 7.00am the following morning with a forecast two hour ‘weather window’ of opportunity that closed prematurely, giving a sfe passage, but a testing one nonetheless.

In ‘Never Enough’s case clear thinking and good seamanship on the part of her skipper ensured her crew were returned safely, and also more importantly, the boat had not been pushed to its limit or been forced into a position of unneccessary risk. Indeed, the goal had been achieved by another means other than brute force. The alternative, in this case, proved more successful in tackling the superior strength of the sea.

Undoubtedly, different individual techniques are aquired and to some extent are based upon one’s location. For instance, a helmsman’s boat handling experience could differ greatly depending on whether he operates out of the isolated west coast of Ireland or the channel waters off the Normandy coast. Though both may be accomplished seamen, each will have gained advantage over the other in certain aspects of technique and knowledge etc. Not only by that, but their perceptions of large heavy seas could be quite different also.

Take for example Ireland’s west coast. Ribsters there are accustomed to thinking of 'big seas' as being at least 30 foot or so. The enormous westerly fetch of at least 3,000 miles between them and the U.S. ensures a formidable ocean rolls unhindered until it meets with their shoreline. Garth Henry, an experienced RIB owner from Portrushy, explains that his diesel powered 7.5m Tornado, 'Ocean Endeavour', although being a sizeable craft, still lacks length to cope with the particular seas they encounter off their coast. For much of the year, the seas are so strong that passage making in a southerly direction is impossible. "Ideally I would like to upgrade to a 10 metre craft, with it's increased ability to 'reach' over the seas," he comments. This interestingly illustrates the all important matter of LOA, and its advantage in terms of rough weather capability.

We mentioned earlier that a rigid inflatable in the hands of a capable skipper represents a very seaworthy craft. Indeed, even if the chap behind the wheel isn't so experienced, the RIB will continue to be one of the safest and most forgiving of boats afloat. But in terms of the advantages the RIB possesses, its manoeuvrability and power must be high on the list of considerations.

Skillful use of the throttle enables one to 'place' the boat. In other words, by reading the sea, you can either advance rapidly to a section of moderate water, then even halt if necessary, to allow a dangerous sea to pass clear. Remember though, your actions and use of the throttle must be definite. Avoid the tendency to be indecisive, even if the seas are intimidating, it's dangerous to dither. Better to be positive in your actions, even if they are wrong occasionally, for unless you respond decisively the sea has a nasty tendency to overtake one rapidly.

The inherent lateral stability of the RIB is well known, but although it is perhaps most obvious at rest, it is when underway that it becomes even more effective, particularly in heavy seas. In beam on waves, if the power is really kept well on, the combination of centrifugal force created by the boat's forward momentum, coupled to the stability the sponsons provide, will allow one to make very good headway, even in big, steep seas. But remember, such can only be gained safely by positive helming and the ensuring of sufficient forward speed.

Whilst decisive helming can produce a lively ride, it should not be confused with aggressive driving. The sea will not relent by means of it being attacked. In addition, if you think of your RIB as being female, you will know no woman appreciates being treated harshly. Finn, but sympathetic, you need to be, and to get the best out of her, amidst all the drama of the moment, endeavour to listen to what your boat is telling you and consider the effect your driving might be having on your crew. As we said, a RIB is a very forgiving partner, but at times her actions might feel quite alarming, due to the necessity of keeping power on.

Until you have thoroughly got to know your craft in a variety of sea states, you may feel uncertain as to whether some of her more elaborate movements are unsafe, or simply the norm. It is true to say that things often feel more extreme than they actually are in reality. For instance, the sight of a rearing bow from the position of the helm seat can at first be quite frightening. You may even feel that you have come to within a few degrees of the vertical! But although I've seen this in cases of over enthusiastic driving, I have to say it rarely happens under normal circumstances, or even in very heavy seas if the RIB is driven correctly.

With regard to a RIB's lateral movements, in rough conditions, every now and then you will likely hit, or even miss, a sea that sends you falling on your side. But here again, you would be surprised at what angle it takes for even the sponsons to actually come into proper contact with the water, where they then act like a shock absorber. When underway, the greatest danger involved in severe lateral movement is not capsize, but rather injury to crew members, or even possible ejection if there is a lack of foot straps, hand holds or secure seating.

Though not wishing to cover boat design, I will say that a well balanced RIB is crucial in coping with rough conditions. Many RIBs lack sufficient weight in the forward section, thus they handle very bow light. If fuel tanks, seating pods and helm console are set aft, you must consider the need to compensate for possible imbalance. This factor, of course, is all the more emphasized by the fact that most RIBS, even if they are 7 metres in length, are still small craft and therefore proper weight distribution is crucial to good handling and performance. Indeed, it is quite notable just how much forward ballast is sometimes required in steep head sea conditions. In most craft, a 15 gallon ballast tank is still a relatively small amount of weight.

In conclusion, it could be said that there is nothing like experience. By taking the opportunities to get to know your RIB thoroughly, you will begin to build confidence in her strengths and start to acquire an informed knowledge of her weaknesses. If possible, expand your horizons by going out in company in more demanding sea states, under controlled circumstances, i.e. 1) if a short passage is decided upon, choose a section of coast you know well, or 2) if no passage is planned, an area of water that allows you to scurry back to safety if you so wish - this might be useful from the point of view of analysing things, a quick break in sheltered water, before having another go to see if you can improve on your last attempt in terms of technique, or perhaps seeing if the RIB handles better by shifting weight or ballast.

 Such trials will afford you the advantage of gaining invaluable experience, so that if you are ever caught out or encounter conditions that are testing, you will have a better understanding of how to maximise the advantages of your RIB and its equipment against the challenge of the sea. In all, remember that even though the brain has a tendency to grind to a halt in a difficult situation sea - it's the thought that counts! HMS