PAN-PAN-PAN, Torshavn radio - No maneuverability & no engine!

[@micheldevries7975]

as a former dutch navy communication operator I can only say that your way of communicating with the emergency services was just professional. You stayed calm, you didn´t exxagerate the situation but still informed them about the changing currents, you said your position clear and accurately, you spelled your boats name using the maritime alphabet. In fact I would say, maritime schools could use this video to show their students how situations like this should be communicated and handled. Don´t be too humble, you did everything right

[@thomasgraf9257]

I fully agree and admire Juho for his calm collectedness! You are legend! But shouldn't it be "PAN PAN - PAN PAN - PAN PAN" rather than "PAN PAN PAN"? At least this is what we were taught in the SRC course...

[@jonnenne]

@@thomasgraf9257 It at least used to be PAN-PAN-PAN in a course I attended years ago in Finland. It might have changed and Juho might still live by that old rule. I don't actually know whether there is a big difference.

[@allornothing7957]

It's alphanumeric alphabet in English 😊

[@darrenjones3681]

@@jonnenne three times is internationally correct just like “Mayday, Mayday,Mayday “ is three times , for clarification of the call to emergency calls

[@thomasgraf9257]

@@darrenjones3681 Yes, exactly. In fact this means three times "PAN PAN"!

[@johntaylor6300]

Videos like this are such a valuable tool for learning. Being able to watch another sailor's experience is worth sooo much more than reading it or hearing it. Humility is strength of character and thank you very much for sharing this. I love your channel, and keep up the great content!!

[@bambitakesflight7345]

This guy is a legend!

[@TheEstampe]

I agree. Going through such a detailed debrief is indeed valuable for everyone, including Juho to begin with. Not sure everyone would do the same. 👍

[@AlluringArctic]

Thanks for watching and remember to subscribe if you want to see whether we ever make it to Iceland! FAQ below, feel free to ask more 😉 Why did you not just simply sail away? See the end of the video for explanation about the understeering problem. To put it short, when this video was shot Arktika wasn't really maneuverable with just sails. Also at that point we were under the 300 m (900 ft) tall cliffs and there was either no wind or just random gusts coming from different directions. Why didn't you immediately check the fuel day tank for fuel quality / level? Accessing the day tank inspection hatch requires unbolting a table and cabin sole. Why didn't activate your emergency beacon or the DSC alarm on your VHF, that would transmit your location immediately? Because it was not a life threatening situation. Why did you not rig a jerry can and take diesel straight from there? The fuel hoses are not long enough / suitable for this, I thought it'd be faster to change the filter. In hindsight, since we weren't certain of the problem, a jerry can might've been a better choice since that'd be almost a certain way of solving any fuel line problems. However it would've taken more time. Why didn't you spend more time solving the problem before calling for help? Since we weren't sure of the problem, we thought it might possibly take a long time to fix. We weren't sure of what the currents would do to us (currents up to 8-9 knots in the area, maybe 4-5 knots in this specific spot), current was changing as we were drifting. Anchoring probably would not have been successful (too deep close to shore). We also had no idea how good the rescue/towing services here were and how much time they'd need to reach us. Why are you saying "pleasure craft" Arktika on VHF? Our AIS is sending our boat type as "pleasure craft".

[@tazmun]

This business about calling yourself a pleasure craft at first glance doesn’t seem important but sailboats do enjoy navigational advantages/right of way over powerboats since they can generally alter course easier to avoid collision.

[@stevenr8606]

🤔 once you include 'pleasure craft' or 'sailboat' into a Pan Pan Pan, the response time does seem slower, if at all.👍 good to see & know they responded. You did well!

[@benmac940]

Making a pan pan call was right thing to do, and exactly what pan pans are for, alerting that there is a developing situation but not a full emergency. As for the fuel system I much rather have separate day tanks for each engine, with cross connects in case of tank problem. But if that's not possible at least have separate suctions and lines from the 1 tank.

[@Gottenhimfella]

Is the daytank fitted with the long dimension across the boat? If so, given that Arktika is a motor sailer, it seems to me you either need to fit two outlets outboard, one to each side, and ideally a (heavily damped) pendulum operating the changeover valve via a simple linkage, so you don't have to configure it every time you tack. It also seems to me preferable to fit either a reliable sight glass which can be seen without disturbing any furnishings (it can be remote from the tank as long as it's on the tank fore and aft centerplane), or a diptube style sensor (eg "Tank Tender" ... but it's easy enough to design your own) which is failsafe, in the sense that if it has problems it understates rather than overstates the level.

[@goutvols103]

A half mile offshore from a rocky shoreline, drifting in a strong current with no maneuverability, unable to anchor, for me, would be an emergency condition.

[@GeoffreyMH]

Relief that you were not in any serious danger. I totally understand the difficulty in dealing with emergencies. Our minds always leap to complicated problems. In my experience, 20 years of cruising, the solutions are generally extremely simple. 99 times out of a hundred it is the simplest problem! So we now have a rule on our boat that we begin at the beginning when troubleshooting. So if a fuel issue-do we actually have fuel? If electronic most things can be traced to a contact problem so out with the can of switch cleaner! What you did right was not to panic-far harder than it sounds. Well done. You had a problem, you followed safety protocol and ultimately you fixed the problem yourselves. Well done.

[@GordDiv]

As you rejig the fuel system consider dual parallel fuel filters on each line where you can switch between them without stopping the engine. I don’t remember if you guys ever replaced or conditioned the old fuel which was onboard but you should consider doing it as a visual inspection can only tell you so much As a former Canadian Coast Guard deck officer I can assure you that many people faced with similar difficulties go into a panic mode and compound the problem. While this is all fresh sit down with your crew and create a troubleshooting checklist with assigned task (including scripts for whomever handles communications) I assume all your safety equipment is up to date including flares. When you have a plan for each eventuality print and laminate it and store in a prominent location with something you can use to check off the steps taken. During an emergency is not the place to start randomly guessing what to do. Make a comprehensive plan and follow it including what to do if you ever have to abandon ship. I agree that your ice protection is overwhelming your steering but consider perforating it rather than eliminating it. Ice can get drawn under a boat and multi year ice is as hard as concrete Keep your spirits up. Boating offshore is fraught but careful planning will make it safe and pleasurable

[@BrassLock]

I'm amazed that ice continues to accumulate on rudders from year to year, thus forming as hard as glacial ice. Seems to be a business opportunity for de-icing equipment to be retrofitted to ships that freeze for years in a row, like aircraft leading edges are protected.

[@edwardkemp7246]

This is an excellent video because it gives an honest assessment of an operational incident, its causes, what was done well and what was not, before, during, and after. So that all of us can learn from it. It is not an easy thing for a skipper to do. Respect to Juho therefore for doing this so thoroughly, honestly, and indeed publicly. Additional respect for identifying the leadership aspects as well as the technical ones - lots of skippers would not have thought of these, or would not have had the honesty to highlight them. Thank you indeed Skipper.

[@koosgrobbelaar2000]

I must endorse firmly Edward's comments above. Thank you Juho, for your very frank and honest explanations. I have to say my respect for you as a sailor is in no way diminished.

[@davidbarton3361]

This is a fantastic video, and I loved the post incident review. It's really courageous to post something like this on KZbin and be candid about what you did wrong, what you did right, and how you could do better. It really helps others and I believe also helps your own growth. A lot of people would have skipped that part, so congrats on airing the "non-sexy" but most useful part of the event.

[@ackgeezer9754]

Having a drift “sea anchor” rigged and ready to deploy can sometimes make a big difference. Also, being able to manually measure fuel and water tank levels with a stick marked appropriately, is something I have used to the exclusion of mechanical gauges. Your videos are wonderful.

[@Bor1945]

Hi. Do u mean slow down boat by sea anchor even that this not wind, but currency? Thanks

[@DavidTangye]

@@Bor1945 You are thinking correctly. A sea anchor would be no use in this situation. When the tiday current started the boat and anchor would just move in the current. At least the current would not have pushed them towards land, but mostly parallel to it.

[@Bor1945]

@@DavidTangye thank u david

[@hexhex7220]

beyond impressed with your handling of such a stressful and critical situation this video is not only useful as a teaching tool for sailing, your "methodical debriefing" of the event, is an example for others to have successful debriefing brilliantly done. also, your mastery of the English language and its vocabulary is beyond excellent.

[@benoitk8882]

Thank you for sharing your experience so honestly with us. I think you handled it very well. Glad all turned out well. I bet that you WILL make it to Iceland this year still 🙂

[@AlluringArctic]

thanks benoit, and I hope so as well!

[@markaquilina1108]

This was a great video Task saturation is a real thing. I deal with this during emergencies at my workplace. (I deal with Nationwide communication). You cannot always rely on your subordinates, therefore you must learn to priortize between task and dealing with what important most.

[@johnwest7993]

Ultimately, it's always a good idea to have a simple backup for anything electronic. In this case something like a clear piece of fuel-line or some such that is an utterly reliable sensor.

[@kevgermany]

2 things for me You're all well and no damage. You learnt from it. We all look back and think how things could have been better. For me you handled it well. Must have been scary. Update. Suggest you make sure that all crew can handle emergency calls/situations. Next time you might be injured/incapacitated.

[@karaDee2363]

I'm so happy that everything turned out well in the end, and that you learned from your mistakes, by doing so that makes us better prepared for the next time. What happened was your fuel line got vapor locked after it sucked air. I don't know if it's practical for you to do, but on my boat, I have a small mechanical fuel pressure gauge on the engine plumbed into my fuel line on the pressurized side after the fuel pump. What that does is it allows me to instantly see if I have fuel going into my engine or not. It would also help everyone on board if you had a special binder for troubleshooting and emergency procedures, setup so anyone with even limited knowledge could handle any situation in emergencies. Commercial airline pilots use a similar reference for troubleshooting and communications during emergencies. Good luck and safe travels💖

[@AlluringArctic]

hey Karen, thanks for the comment. Yeah a fuel pressure gauge would be nice, but then on the other hand it's yet another thing that can break! For sure not going to make the same mistake again ;)

[@karaDee2363]

@@AlluringArctic true, it's another thing that could break, but not likely and if it did, it won't stop the engine from working. We all learn from our mistakes, which is why I'm so smart , because I've made plenty of them LOL

[@MotorSailingforOldDudes]

Never trust guages. Dip tanks or keep a fuel log is a lot better option. Glad it all ended well.

[@blueskyredkite]

Thank you for sharing so much of this passage. It would have been so easy to have not shown the problems you experienced, and just shown leaving Torshavn, and arriving in Vestmanna, and the viewers would not need to know there were problems. It is very brave to expose yourself like this, but your handling, and analysis of the problems shows great seamanship and strength of character. This video is a learning opportunity for all of us who put out to sea.

[@geniexmay562]

Thanks for such a clear eyed analysis. I think laminated work flow sheets for emergencies are very useful. Helpful reminders for novices and very tired, stressed or injured people. ( Hoping they would never be needed )

[@thomasblasche9503]

You forgot to mention your biggest mistake: Normally you keep a logbook in which you also keep the time under machine. You also know how high the consumption per hour is. So you have as a skipper a feeling for how full the tank is (without a display). If the display then shows that the tank is still half full, then you as a skipper should have realized immediately that something is wrong with the display. You should also have been skeptical before setting sail. For this situation, a reserve canister with 25 liters of diesel would have been the solution.

[@ghhammer3498]

Your SeaFaring skills are recommendable Juhu and Sopvi.

[@stevedunford7632]

If you can it would be best to take 3 outlets from the day tank...one for each engine then one for the heater. Also fuel filter housings are not too expensive so fit 2 filters to each engine. On each engine you will have a valve to switch between the 2 filters. For normal running one filter would be doing nothing but would be primmed. If you had a situation where you thought you had a blocked filter you simpley switch the valve and would be running on a fresh one without getting tools out or making a mess. From time to time switch filters for a few minutes running so you are confident your back-up is ready to go.

[@hanspersson9451]

Phew, what a scare! Well done in managing to remedy your problem. I do not think this could have been handled in a better way. And thanks for your debrief, really interesting discussion.

[@kellychamberlain2396]

Don't leave port without filling your tanks. Very simple.

[@Dethcrush]

I called maritime rescue once because the motor wouldn't start and I was in the middle of a shipping lane. Before they arrived, I found out the problem: throttle was not on neutral.

[@dougbrodie2482]

Been there, done that!

[@stephenburrows4250]

Lol…, thanks for the honesty and sharing this (great lessons in terms of what we all rely on, electronics!) - and thank goodness you’re all safe - a good practice run on safety that hopefully you’ll never need to repeat… 😉 …, stay safe… 🙏 - some great lessons learnt and shared.., very useful insights… 👍

[@chaswarren7239]

Great analysis. Don't be too embarrassed, I had a similar problem on my boat. Electric fuel guage on the day tank & ran out of fuel. In my case on a river, so no rescue & drifting, but was able to pump in more fuel, bleed & go fortunately. So my solution was to disconnect & forget the electric guage, but fit a sight glass tube (protected by brass bars & heat proof glass), so now I can see the level in the day tank. Nothing to go wrong. I can also see the clarity of the diesel, any slime, water or sediment. Personally when I had twin engines, I had entirely separate tanks, fuels, batteries, etc. I could start either engine from either battery by an extra change over switch & wiring. Ideally fit twin filters to each, so you can change one filter with the engine running on the other, in case you have bad diesel or water / sediment stirred up in bad weather. I have fitted glass bowls with drain plugs below each filter, so again I can see the fuel & easily drain a sample off, if in doubt. I don't know your boat design, but ideally I would want twin rudders too, one in each prop stream & maximum redundancy. But that is maybe too major a design change now. Also of course emergency tiller steering to back up the wheel.

[@jimmytjomsland6132]

Another thought: draw a diagram of fuel tanks, their location and use, how they feed the primary tank, where the diverter valves are, and the valve positions to feed and isolate the primary tank. Further You might should work on education with the Crew, on how to communicate with Rescue, how to read vessel position from GPS, Pan is not Mayday....

[@AccidentalScience]

Thank you for this really instructive and useful video. As one who designed electronic sensors for fluids I'd be curious to know what caused the fault of that sensor.

[@Jacobbosland]

This might have been your best video so far. Very educative. Your communication was very professional during your communication with shoreside. Respect to you Captain!

[@FredGallefoss]

Good handling. But since you have two engines there should be some kind of redundancy, do a reconfiguration.

[@ariecanarie0774]

I've had air in the diesel engine a few years back it stopt working while entering a harbour full of expensive yachts. Luckily we managed to dock by sail with minimal damage. After a few hours of tinkering (filter replaced, vented pipes, etc.) the engine continued to run irregularly at full throttle. Even after replacing the fuel lines, this problem returned once the bunker tank was at about 25%. Since then I have had a day tank above the engine on my boat, never a problem again.

[@luuk341]

Good old gravity! No fuel pump needed :)

[@elmerexpress]

Here is an idea - I'm even not sure if it is a good one, but what da heck: Bilge pumps have this simple, mechanical level switch which get them going at a certain liquid level. Introduce one such unit put near the bottom of the tank or at a defined "crisis level". Set it to activate an alarm buzzer. It will be active whether the rest of the system is active or not, like any bilge pump. In this way all the other fuel installations would stay intact (= minimal setup changes, I.E. simplicity). Something to think of? BTW love your stuff as always.

[@davidpearson8954]

Great debrief. Thanks.

[@Beorninki]

Erittäin hyvää analyysiä tilanteen jälkeen. Tehkää TURVALLISUUSSUUNNITELMA jossa on muutama mahdollinen skenaario ja käykää miehistön kanssa säännöllisesti läpi ne. Kullekin miehistön jäsenelle on määritelty tehtävät eri tilanteissa jne. Tämä vähentää stressiä kun jotakin tapahtuu. Lentokoneiden check listat ovat hyvä malli.

[@bfs007a]

It you have an an active AIS sender, your position will usually be broadcast well enough, so you don’t have to explicitly read out the numbers, just what boat you are. Also it can be sent by DSC by most modern VHF units.

[@dustyroads834]

If you were flying an airplane you wouldn’t want to have some appliance connected to your fuel line to the engines. Lol. Pretty close comparison. Great video.

[@digitalta]

I was told the same thing about the emergency app when I fucked up and got a rope stuck in my propeller a couple weeks ago. Luckily the border partrol boat that came to assist me had a younger officer on board and he was keen to show off his aptitude to the older guys so instead of them giving me a tow he went in the water and actually got the line out without even cutting it.

[@Gottenhimfella]

My only PAN call has been due to the same circumstance, in gale conditions but at the entrance to somewhat sheltered waters, but to my surprise i was able to wind it off the saildrive prop by turning the crank handle with the (single cylinder diesel) gearbox in reverse. I think it was only possible because the motor had not been in gear. The prop must have been turning only slowly and with no real force, due solely to oil drag in the gearbox (which was cold, as we had until then been under sail only). A jib sheet had washed overboard as we dropped the sail, and floated under the hull before I could get to the engine stop button. I was able to get an anchor down before even making the call, which I cancelled as soon as I resolved the problem, but they opted to turn out anyway (for practice). It was also great moral support. I had only one crew, inexperienced and very young (not yet teenage) but he did a fantastic job of handling the engine controls and tiller when it came time to weigh anchor. It was fairly important we did not set off on the wrong "tack", because there was limited searoom in that direction, and over against the land, the wind was strong enough in the gusts that we might have struggled to bring the bow into the wind. (While there was room to leeward to wear about if necessary, I didn't want the rescue boat to panic, thinking we were intent on heading out to sea!) By prior arrangement, I just pointed my arm in the horizontal plane every time I wanted him to change the tiller angle, and in the vertical plane when I needed him to change the (single lever) engine control, and he faithfully copied the angle he saw. I hope he was proud to do so well in front of a critical audience. I had to do the foredeck work because the boat does not have a windlass, and it carries a big anchor and chain.

[@ciaranbyrne62]

What app? Cheers

[@Freerider19]

This just goes to show how easy it is to run into a serious problem... for what its worth, you don't sound like your craping your pants in the video😂 like most people would be.

[@pfeif1312]

Excellent video, lessons learned for us all! Thanks - we recently had a similar problem, air in the lines. However we were fairly close to home port. Not as perilous as your situation. Patience and not panicking are key!

[@williambunting803]

Some one else on another vlog installed a backup electric fuel pump, and my plan when I get to doing engine things is to install a backup electric raw water pump to prevent over heating. With the electric fuel pump you would know from the sound of the pump that there was no fuel for it to pump (continuous running). Another option would be to put a sightless ahead of the fuel injectors, that way you can see both dirty fuel and no fuel. Will I take my own advice? Yes I think that I will. Definitely the fuel pump, and the water separator will act as a sight glass. Your procedure was excellent though, and when I get to doing check lists will refer to your notes. But now you have a more detailed “engine down” check list, and that is very good. Another separate item for the sailing check list from my cousin sailing in the Whitsundays off Australia at present is to turn off the electric water pressure pump while sailing. They had rough weather and in the turmoil the galley lever type water tap got bumped and they lost all of their water unnoticed because of the noise of the weather outside. I am going to be upgrading my Galley and head hand and foot water pumps.

[@andrewtrip8617]

If that were a good plan I would expect all of the seasoned sailors to be doing it by now .regular checks and servicing is the chosen alternative .

[@tabriff3832]

Excellent video. Problems are not the problem, it is the possible consequences that are the problem. If your engines had started then choked, while you were still docked , there would be no consequences, other than delay and irritation. Under the pressure of possible consequences, everything changes. Observers will always say, you handled it wrong, if you don't solve it at the first attempt. Hindsight is a wonderful gift. The system faults you've identified, and intend to rectify, far out weigh any embarrassment you might have felt. You have also resolved to cure the understeering issue. The situation you found yourself in, made you change your assessment of the steering from 'It's not ideal' to 'It's a safety issue'. The outcome of this episode, is a safer boat, and a better preparedness for any future situations, because you didn't shy away from a critical self review.

[@theosphilusthistler712]

Well handled in the end. It had the makings of a "seconds from disaster" episode, where small problems compound. Can't help but wonder how much good those lifevests could have done... maybe for jumping to a rescue boat.

[@douglascampbell9809]

Cell phones are super useful for emergencies. I know of some climbers who called to be helicoptered off of Denali (6,190 m) before bad weather stranded them on the summit without proper gear. Denali is located in Alaska and is the highest mountain peak in North America.

[@peterabild1123]

A very educational video. Thank you.

[@leo169]

Excellent assessment and breakdown of what happened. It is very helpful for myself and others to see you go though this process. Thanks for posting it. :)

[@x--.]

Crew management and handing off the comms is an excellent insight.

[@mikesomeone1204]

Ok so you have nailed it down. The fuel system needs work. Separate fuel systems need to be set up. Also a visual way to check fuel levels. I am impressed that you were in communication with EMS right away.

[@tobiasneumann7089]

That's an awesome video.

[@dcallan812]

Great lesson not just for you but for anyone in this situation. Good news that everyone is safe and well.

[@csr0321]

Thanks.... This is a very useful video! Excellent... The post mortem breakdown of your response is particularly useful. You should be proud of your response to the situation.

[@jeffw.6821]

This is an excellent sailing video for novices and skilled sailors alike.

[@SVBlownAway]

As a retired coxswain of a daughter craft on a Norwegian research ship (that’s done an Artic winter) - one engine one tank - two engines two tanks. NOTHING should effect BOTH engines - I know the boat isn’t yours it’s chartered but you should think about altering that. I’m glad you figured out the problem and we have always enjoyed your channel but that boat worries me. Ian

[@jimmytjomsland6132]

So, the tank you opened up was nearly empty. Your fuel gauge said it was full? I assume this primary fuel tank is fed from other feeder tanks?? So, as a learning situation, could you have a rough gallon per hour consumption rate like five gallons per hour at standard cruise?? Knowing when all tanks are full or isolated via valve shutoffs you can run so many hours before this primary tank is empty, then the fuel gauge becomes a backup not a primary indicator of fuel supply?? Love Your site and as half Norge I am thankful to have met You!!

[@philbox4566]

All I see are excellent decision making processes. No one died. You worked the problem.

[@desemgroup9]

Chin up, great job in the end. Learning from our own errors is key to life.

[@fransdriesen1311]

This video is an outstanding teaching tool.. Stuff does happen and the most important thing is to have a "process flow" of actions to be taken.. etc.. Now the so called "debrief" after the facts is also very important to define "what and why things wends wrong" and "what and why things went right" .. This is indeed the "lessons learned" phase with the corrective/improvement actions to be taken.. This makes you the better skipper,.. as the saying goes "there is no substitute for knowledge"... Thanks for sharing...

[@Jeff-hb1qq]

Don’t blame yourself. You did everything perfectly ..most of the time there’s air in the lines when diesel engines stop running or won’t start. can fix by bleeding the lines.😊

[@autoculto7629]

Treat each engine as a single entity. Independent fuel tank per engine and use the day tank for the heater. Any fuel issues will then only knock out one engine. Not having all your eggs in one basket is always beneficial. You could also have put a crew member in the dinghy and started pushing Arktika (weather / sea state permitting). It'd be slow going but it would have bought you more time

[@leobard7767]

I saved my 12m yacht in 4m seas, 15mi from shore with a 3hp dinghy motor lashed to the transom. 2kts/hr self-rescue. We were being swept into the open Pacific in a gale. I now keep a permanently mounted bracket ready for the dinghy's 8hp, as auxiliary propulsion. It offers 4kts. The revs must be kept low, as the prop can be kicked out of the water repeatedly in a swell. Best life raft is a hard dinghy with the right maintenance and equipment on board. I anchored in 80m of water once to prevent drifting towards land. It worked well with 40m chain and 60m rode.

[@dnswhh7382]

I‘m a sailor and a Diesel car driver for many years, here‘s my recommendation: You have a low pressure fuel pump, which will suck up the diesel and push it through the filter towards the high pressure injection pump. When you now put one mechanical pressure gauge measuring the underpressure between tank and the low pressure pump and one gauge measuring the pressure right before it enters the engine pump/system, you can see by noting down the values, when a filter ist starting to become dirty. Or if the system sucks in air, because the pressure gauge will show this.

[@ohrandy]

You did a good job. You stayed calm and brought everyone back safely. However, you forgot to say, “Hello KZbin” at the beginning of the video. 😂

[@AlluringArctic]

damn, my biggest mistake! 😆

[@jerrytugable]

Thanks, very interesting. My boat is Marihøna. I did a Pan Pan off Lindesnes, S.Norway. No engine and I blew out my jib, (a gaff cutter can not sail with no jib) then I got knocked out by the boom. When I woke up, I Pan Panned the coastguard, and they sent a rescue boat.

[@matiasmatis1886]

Hermoso Barco y hermosos videos !!! SALUDOS DESDE SAN LUIS ARGENTINA !!!!!!!!

[@jginmt]

Great video. It was helpful to hear your thought process and list the good a bad things.

[@Sabhail_ar_Alba]

As an equipment engineer, the first question I would ask: Is the fuel going to the engines? Check fuel flow gauge (if present). Check for burst pipes and fuel loss. Is the pump working - listen, feel for vibration. Can I see the fuel flowing through the lines (transparent) - if not, disconnect the fuel line and turn on pump instantaneously to verify - bleed line. Change filter, check for fuel line blockages between tank and engine. Suggestion : Get rid of the single point of failure. Create two independent fuel delivery systems with flow switches on HP side.

[@theislandpackrat]

If there big tanks just carry a round dowel to stick into the tank. My main is 100 gallons I filled it 5 gallons at a time and marked it on the stick so I know how much is in the tank. I can also switch tanks and fuel filters turning three way valves. I also have two 65 gallon tanks. I have one that I hooked up to the stove only so if not that good of fuel I put in that tank. You'll always find things to fix or change on a boat! Cheers Vern.

[@AlluringArctic]

hey, thanks for the suggestion, we've used a dowel after this small accident ;) Even better would be a sight glass gauge..!

[@PitkinPickin]

Echoing all the previous comment: this is an incredible display of how to stay calm, and communicate clearly when in a potentially dangerous situation. The honest point-by-point debrief is an invaluable model for what to do afterwards, regardless of a positive or negative outcome. Well done and thank you!

[@rogerc4196]

Thanks for sharing this -- always good to see the bad times along with the good.

[@terrysmall1421]

thanks so much for sharing this....much for us all to learn...you were very calm and considered under pressure.."ice man"

[@JohnJohn-hy9rk]

Listen, you're great and I think I've seen all of your videos. I'm subscribed (through my other google/KZbin account) but can you please just stop talking? More sailing, more work on the boat, more skiing or hiking, or more drone footage. No offense, but less you talking.

[@garyseaton4619]

Some of the scenery could be Hawaii although I know you're near the Arctic Circle. It's beautiful. I'm adding new locations to my "bucket list"... Juho, at the beginning your hair was down. First time I'd seen it.

[@simonhjc]

Task saturation- we had very bad bushfires here (called the Gospers fires), and we and a few neighbours were pretty much on our own from end of oct 2019-25th dec 2019. Not to bore you but this will make sense. We border the Wollemi nat park and we have a hobby orchard. I bought a small fire truck at auction to water the trees. Because the govt ran out of assets we were on our own fighting gires on our place and the neighbours. I took charge and tried to do everything myself for weeks. Like you i should have given my OH and son more responsibility. Because it went for so many weeks and i had little sleep, not eating properly etc i had an utter meltdown right at a critical moment. Im bleesed to have a son and wife who are stoic and calm. My son simply asked “have you finished? If so donyou wantvto put out fires or have a melt down?”. We spent the next 24 hours fighting fires. I learnt a lot about myself. My limitations and stamina (inused to be an a id bushwalker). So, thank you for your videos

[@karstenboyenielsen4576]

Fine seamanship

[@johnwishart7950]

very educational thank you for not making a mountain out of a molehill

[@GorgeGeorg]

Do you not keep a Log Book with manual tracking and calculations for fuel (filling and estimated usage while motoring) - among other things? After motoring for serveral hours (or at end of day) compare estimated fuel usage with fuel gauges. Do you not have a backup portable motor? Can your dingy motor not be mounted on the main boat as well for emergency situations? If your rudder does become damaged, do you have a portable rudder (and mount) that you can install? You travel a lot in very isolated areas and should have sufficient backup systems if help isn't available for whatever reason. In such cold weather, how much condensation does your fuel accumulate? All kinds of checks and balances to put into your log book.

[@aaronfranklin324]

We had a tense experience a couple of weeks ago sailing the 13 ton 12m stone Hartley ketch Wanderlust, 300 nm from Thames to Great Barrier Island and Tauranga. With the engine inoperable the whole trip. At 10pm In darkness we surfed 2.5m breaking waves over the Pauanui bar into the Tairua harbour entrance. It is narrow with vicious rocks on one side and a savage bar across the surf beach on the other. Just after crossing the bar the steering cable snapped. The other side had gone out at sea earlier in the day, and I fixed it with a rope. The pulleys were too small and the bimetallic corrosion with bronze pulleys had embrittled them both. Wanderlust gybed hard around and was doing her best to get out to sea beating into the wind across the beach through 2.5m breakers. Surprisingly comfortably, despite a little foam over the top. But without any steerage. My mate rang 111 emergency and grid to get them to transfer us to coastguard. NEVER ring them in New Zealand. You will get a brain-dead operator who will try to engage you in half an hour plus of form filling and has no knowledge of local places or geography. I had to shout "phone down! Anchor down now! - the auto winch was not functioning either. There were much larger waves 100m ahead. We got sails and anchor down but the incoming tide at 5 to 6 knots immediately swung us to broadside. I ordered below and closed hatched as the waves were coming over broadside, got on the net and found the number for the Tairua coastguard. Explained our situation, then we had to get back in the fray, as it suddenly went quiet except for scaping on the bottom noises. 3.5 ton anchor rope had snapped like a piece of dental floss. Quick deployment of the other anchor, and we were calmly anchored in the calm of the entrance channel. Return call from coastguard, and they turned up 30min later. Were relieved, that we had retrieved the situation, and praised us for our crew work in getting two anchors deployed in such a short time and tight pinch. They only had to guide us back to a visitor's buoy 100m further into the channel. I was not too concerned, she is a 1.4m draught full fin design and if we had beached, it would have been high side to weather on a soft sand beach, with relatively easy refloat in daylight high tide next day. My inexperienced bowman was panicking however and needed calm but simple and firm instructions. We repair the rudder cables with much stronger and more durable ropes, and got away to finish the trip a few days later when the bar had calmed down. Not a bad trip, done the old fashioned way, but for a 55lb electric trolling Motor powered by solar electric, which proved ideal for entering and leaving sheltered anchorages, and the difference several times between being shoveled, becalmed onto dangerous capes by the big heaving Pacific swell and making it round them at a slow strolling pace. I strongly recommend an electric hybrid system, in case you have a motor problem. After seven years without a serious run, I found it preferable to not have the diesel running. Too easy to get into a situation, that could destroy you if you are trusting it to work and suddenly it doesn't. It started and ran beautifully, with some rewiring, once here in Tauranga, but the gearbox turned out to need a rebuild. Something that could have killed us and the vessel on a seriously tricky piece of rugged and remote coast. If we had made the mistake of trusting it. You should NEVER out yourself in a situation where backup systems can't retrieve the situation, should something like your diesel fail. I realise that Arctica is seriously underigged, but she looks like one of your kite rigs flown from the bow could fix most of that.

[@scomo532]

I’m a bit confused. Why didn’t you unfurl your sails and keep the boat underway? Also, don’t you keep a log of how much fuel you take when you fill up and estimate how much you burn from the time you steam? That would immediately tell you how much fuel you have onboard, forget about the idiot fuel gauge. Is it one of those LCD status bars? They’re worthless. I’ll bet you’ll keep a fuel log after this incident.

[@persimonsen8792]

Thank god, you weren't between Iceland and the Faroe Islands. Remember all problems are simple.. to solve, not to find.

[@cousinjack2841]

Great video. Calm and collected under pressure and an effective analysis session after the fact to see how to improve systems / crew training for next time; which will come. I worked as a commercial fisherman and can fully appreciate your situation. Nice one.

[@jimmytjomsland6132]

Finally, You all did well!! This is an opportunity to learn/prepare/improve. I think You all are doing excellent and life is just sharpening You Up!! CHEERS

[@fredio54]

Put a fucking hammer through your gauges, even if you bought brand new ones, and get yourself a dip stick. This is a boat and you're in a remote location. It's not a joke and you won't always be able to call for help. On top of dipping your tank, log, at least in your head, how much motoring you've done and how much fuel you have left in theory so you don't have to reply on gauge or dip stick. Jesus, I do this in my cars! Sorry for the rant, but that's inexperienced dangerous irresponsible behaviour, especially there.

[@jamesmorton7881]

Much like piloting a small plane. No stress here. the three Cs (embarresing but they work ) Climb Confess Conform and keep the aircraft flying

[@sailingelectricgitana1286]

And THAT is why I will always have redundant engines, completely separate wiring and separate fuel and separate batteries for each...my videos are boring though so no ad revenue.

[@jsvnm]

read description before watching. "In the end I feel very dumb indeed" oh nice, empty thank then. let's see. .. yup, empty tank :)

[@JustMe-ln5je]

Hi Juho and Sylvia, I’d like to comment on two areas. I'll start by saying, I have not watched the entirety of this video though I have watched the entirety of all the other of your videos I have watched. I did skip forward in small steps of this video and as such I'm sure I have missed a few of your comments and efforts. The reason for this is that your videos in general are long maybe too long. From a stand point of viewers wanting to start a video, it might get you more viewers if they were shorter or even broken down into multiple parts. Enough on that. After watching many of your videos and seeing a repeating theme, I think you would benefit from having some check list. The same as an aircraft pilot has. You could benefit from having check list for any number of problems that might occur. I certainly don’t mean to come off sounding like a know-it-all or make disparaging comments about you or your videos as I do find them most entertaining and educational and let us not forget professional. I wish you best regards, fun and safe boating to you both

[@annmaulder4106]

Hi, you made it to Iceland, well done my Ship Tracker app showed you stopped just inside west side of faroe islands for 24 hours, out of range for the app. Ray.

[@BRuas9080]

I ran into a similar issue down on the South American coast, you know, because of the low-quality diesel they sell there. Ever since, I always carry an extra gallon of diesel, with rubber hoses already connected to this gallon, so if necessary, I can quickly feed the engine from this gallon in an emergency.

[@vegarhl]

I Have lived 8 years in a sailboat now in Tromsø,Norway, and been in a couple of "exciting" sitvations in those years. Good communication, a cold head and a good plan for troubleshooting is key to survive. Panic kills you faster in cold water and bad weather. Thank you for sharing, much better to pressing the emergency button once too much and in good time ! Can quickly take time before you get help, and delays can quickly cost both vessels and lives when bad things evolves.

[@gunghoadventures871]

Not a nice place to be in trouble Juho . Pleased to see all is safe and ready to rock and roll again. Mark - SV Gung Ho

[@ThunderboltDragon]

What was the reason to why you couldn't get VHF contact? If your mobile phone signal was strong enough surely the VHF would work too or was there some kind of radio shadow for the VHF?

[@hubcap3738]

Great video. Wouldn't it be better with two engines to have separate fuel tanks and fuel lines so they are independent from each other. Edit...sorry I spoke before I'd finished the video.....good work

[@kellychamberlain2396]

Can't believe you left Faro without filling your fuel tanks. Never trust fuel gauges. P.S. ten year old fuel, are you kidding?

[@lorenzom7237]

Nicely done. Cool as ice .

[@bobhoven3959]

Verry nice , but you have to check everything 😎 regularly, I also have 3 simple water alarms. Then I am on time 😅👍

[@douglasthompson2740]

It is imperative that you never leave port without pressing up your tanks. There are any number of reasons why you might need the range so it just makes sense. When it comes to equipment a fuel totalizer and management gauge is cheap and indispensable for knowing at a glance fuel status. It tells you history as well as future conditions of your fuel inventory. By logging the amounts used you should be able to spot an impending problem. It will also tell you how much is left and the range you have left. For what you are doing in areas of bad reception (Remember VHF is close range) a single sideband while several hundred dollars is a potential vessel and life saver. The fuel totalizer is also a good maintenance tool as it lets you know when your consumption changes. Also it allows you to maximize range by balancing the gallons per hour reading with your speed. One final note is that by keeping your tanks topped off you reduce condensation in your fuel.

[@denismcgee1691]

Great teaching/learning moment and captured nicely in the video. Excellent post incident analysis and to your credit Juho, you were very calm and calculating during the incident and your communication was concise and comprehensive even though you had to go to plan B. Can't wait for the rudder mods in your next video and when you eventually get to Iceland.

[@offpro]

On my boat I have a separate line on the diesel for the engine and webasto. The line of the webasto is located higher in the tank than the line of the engine. When the webasto stops working, I have around 20 liters of diesel left.

[@michaelcarron3418]

How big is the dingy on your boat? Need 10 horse engine to pull Articka with a stout line. You might check the Air intake and filters on both engines to see if there is a blockage. Check fuel to see if it's clear and not clogged filters. Check throttle linkage for loose fittings. Check engine temp, did it overheat?

[@morkusvandezee9475]

Little confused about the way you called Pan-Pan, these calls are international and the correct procedure is Pan-Pan, Pan-Pan, Pan-Pan (3x Pan-Pan and not Pan Pan Pan) - glad it all worked out in the end.

[@BristolPilotCutterCarlotta]

Extreme adventure needs thorough planning. Your mistake risks the lives of others.

[@michaelcarron3418]

In your boat is it possible to dipstick the tank from the fill hole? If yes make such a dipstick gauge. Modify the fuel line to accept a jerry can in the future in case the main tanks get sturred up in rough sailing weather. Do you have a drag chute anchor for rough weather?

[@bornfreefreedom4900]

You all did amazingly 🌟🌟🌟🌟🌟🌟🌟🌟 Forever best wishes to all of you ⛵️🙏🌟🌎☀️

[@sirnippy453]

I have had to “mayday mayday” once, and “put on your life jackets” once. Learning took place. We laugh about it now! Great channel.