Fatal Mistake Onboard 269ft SuperYacht

KIBO Accident report: www.cishipping.com/system/fil...
Join this channel to get access to perks:
/ @superyachtcaptain
Merchandise: super-yacht-captain.creator-s...
The Music we use on the videos:
artlist.io/artlist-70446/?art...
Interested in buying or chartering a yacht? then get in touch:
[e-mail]
If you're intersting in starting your career in the Super Yacht industry but don't now how, then we can help you. Sign up for FREE: www.crewlibrary.com?afmc=1t
If you really enjoy our content and want to show your appreciation then become a Patron: www.patreon.com/superyachtcaptain
Make sure to follow our social media platforms for updates and more content:
superyachtca...
/ superyachtcaptain1
#superyachtcaptain #yachtsales #yachts #superyacht

[@AndyPearo]

The first standout for me was the fact that at chief officer left the worksite whilst having visual contact with the MOB. This is a failing of most basic level of seamanship training. That aside, the fact that this is being openly discussed is without a doubt the best thing that can happen to the industry, Being open and honest allows others to learn from mistakes and helps to improve safety.

[@dhmalcolm]

I can not agree more as it is the first most critical part of any recovery. Once the visual is lost critical time of recovery runs rampant and in this case proved lethal. Before I would walk away I would have jumped in the water with a floatation device that is always handy at the swimming platform!

[@katej3z715]

So much was not right. I think they were all too relaxed, - he had no buoyancy aid. Nodding suggests concussion, this was a full emergency but the time lapse was not good. Incredibly sad outcome.

[@ronpirie]

As a veteran of 30 years in the offshore drilling industry, I can well appreciate the sadness surrounding the loss of a fellow crew member. My thoughts are with all those involved.

[@YachtAddiction]

It's always sad to hear about a fatality. But I think it's great you bring awareness to what can be done differently in these situations to prevent similar accidents from occurring.

[@fjb4932]

Not Always. But 99% of the time, yes. Agreed.

[@TheBeingReal]

Just near 7 years after the incident. Not near a fast enough report to help prevent similar accidents. An AED is useless for this accident. Waste of time. The equipment weight probably pulled him under.

[@briansmyla8696]

I worked as a wind turbine technician. As such, we were trained for working at heights, which included fall protection harness, ascenders / descenders, along with emergency descent training. Helmets were required piece of PPE. If we fell, our fall protection could allow for a free fall of 5 feet or more, and we could expect to be slammed against the side of whatever we fell from. That required helmet would mitigate any injury from a head strike. I'm really concerned about the fact that a worker was allowed to remain suspended and working without another worker constantly monitoring them. While not technically defined as a confined space, the hazards involved with that task, in my mind at least, would meet the definition of a confined space operation, and would call for confined space procedures to be implemented.

[@badcompany3057]

Safety watch never leaves the work location. Over water, a life jacket is always used. When working below a walkable grade, a rated safety helmet is not optional. Any portable attachment point must be rigged so that even at total failure the device remains immobilized and valid anchor point is maintained. Industrial safety 101.

[@ammoalamo6485]

No, industrial safety 101 is this: Engineer out all possible hazards first, then and only then look to protocols, procedures, checklists, planning, training, accessory equipment, monitoring and the human staffing needed to protect workers if and when equipment fails. That rail device should never have been on the ship. The ship builders know that super yacht owners demand constant cleaning, adjustment, and new installs on the sides and upper works, which currently usually means humans suspended over water or over a significant fall height. They could build integrated systems into their boats that provide safe and utterly reliable means to safely get the ship clean, and to do equipment maintenance, repair or replacement at the upper works levels. Possibly a marina could provide a roving boat designed for cleaning the sides of yachts of all sizes. I envision a boat that sends hydraulic support columns to the sea floor, lifting the marina's boat above the water line and providing a stable foundation for an enclosed and movable safety platform, from which deck hands could work with no fear of falling, or of being crushed between boats when conducting such cleaning, repair and refurbishing. Most any decent engineer team could design systems to eliminate the basic hazard here, which was the failure of the system attached to the boat itself.

[@Alfonso_111]

Unfortunately a lot of these boats are run by cowboys. Its an alternative reality where rules often don't seem to apply.

[@RichMcc]

Walkable grade ???

[@pops9190]

As Capt. I've always been the one to tell people not only what they're going to do but how they're going to do it, even though I'll always listen and take-on any new good stuff; it's always my way. I always can see the bad stuff that can happen, and after 50+ years out there I've seen a lot. I still get very irritated at those that pushback, and make joke of my authoritarian my-way-only behavior. My reputation precedes me which is fine by me in this regard. I see so much stupid stuff going on all the time, little things, big things, and everything between. Super Yacht Captains videos are invaluable to all those people that don't see much past their index finger. The more bad stuff people see the better. A+ channel you have there Capt. keep it up.

[@dollypickles2795]

This is my favourite Super Yacht Captain because he has a heart and is professional and that combination makes a perfect Sea Captain so he is my number one Captain.

[@Me-xu4kb]

30 years ago when I first went to sea, it was ALWAYS standard practice to wear a buoyancy aid at the very least when working outboard.

[@treywest268]

The Chief Officer should NEVER have left the aft deck while having a visual on the deck hand in the water. She should have immediately thrown a life ring towards the person and scream for help. Once she took her eyes off him and left the chances of finding him again was reduced by at least 80%. Very sad.

[@user-wd3th5wo2e]

never take eyes off person in water.

[@dreed7312]

It seems like a sketchy device. Leaving him alone while tending to other things was negligent. If you have something more important to do then get someone else to stand watch. Both officers left their responsibilities to chance.

[@michellerobinson4293]

Anyone who has family working on yachts will find this so hard to listen to. Gotta say I cried. Devastating to his poor family, the crew and everyone involved. So so sad. Thanks for going through this, both my boys are following our family into yachting and videos like this are so important to learn from.

[@davidhunternyc1]

I cried too. So sad.

[@JyttesTrailCamera]

I had already read this report, but liked to listen to your take on it as well. No helmet, no safety line, no life jacket, and no continuous supervision... 4 mistakes, any one of these measures could have prevented this accident or saved his life. Very sad indeed, and a lesson to all. IMHO safety on board starts in the design phase of any boat already. Proper placement of safety equipment, or (in my book) designing a boat so that daily maintenance can be done safely from the deck, and not - as is now common - with 99% of surfaces only reachable by hanging from a harness overside or topside. This is also why it's vital to have an experienced captain (and preferably other crew members) on your team when you want to design and build yourself a new boat. Hopefully you'll be doing just that, and sharing the process with all of us. Very much looking forward to that! 😊 Thank you for sharing these reports, they are so important.

[@darthkek1953]

I've seen a few - not a lot but a few - deckhands using ropes to clean superyachts and I've never seen one wear a lifejacket.

[@fleur8100]

@@darthkek1953 thus......?

[@darthkek1953]

@@fleur8100 it's standard industry practice, at least from my limited observation.

[@fleur8100]

@@darthkek1953 that's not ok

[@darthkek1953]

@@fleur8100 i'm okay with it - done correctly it is safe.

[@LetsGoOutdoors]

These accident reports and your review of them are a great value to anyone operating a watercraft no matter how small or large. They are tough to watch especially when there is loss of life but hopefully all of us who enjoy boating can take away lessons learned.

[@thereissomecoolstuff]

The fender hook is very heavy. It drug him under. Not throwing a ring and yelling man overboard is where this started to go wrong.

[@sheldon3996]

You are spot on in your assessment; a life ring and other immediate help more than likely would have prevented the loss of life. A genuine tragedy and unfortunately, a lesson that has to be learned time and time again. Never expect someone who fell overboard to save themselves regardless of their swimming ability, overall health, or the temperature of the water. In almost all cases, the rush of adrenaline during the fall is quickly expended leaving the victim extremely weak and vulnerable.

[@timdaniel5395]

Not wearing a life jacket was where it started to go wrong!

[@sheldon3996]

@@timdaniel5395 You’re right of course, a life jacket was definitely in order and should have been required for any over-the-side work. My comments pertained to the immediate assessment of the situation as it were and the incorrect assumption that the deckhand could save himself.

[@gregpfister6991]

@@timdaniel5395 I can tell you that life vest are more dangerous aloft then without. The real problem was not following BASIC man overboard procedures. You NEVER LOOSE SIGHT OF THE VICTIM! Yell man overboard and toss a ring! If the victim is unable to hang on to the ring, then JUMP IN, grab the ring and the victim! These are BASIC man overboard procedures that the chief officer knows and was trained to follow - yet she did not and someone died!

[@suheelbashir1479]

Besides the other lessons learned, the question that has to be asked is should the task have been attempted in the first place. Perhaps there was a better place and time (I.e. when docked). Also when anyone is over the side or aloft there should be eyes-on over watch 100% of the time by a trained 2nd crew member.

[@coolpat71]

i also wonder if the task culd have been done while in the tender? Thr rub line looked cose to the water line so it could have been completed in the tender.

[@brettrun8575]

@@coolpat71 As stated in the video the rub rail was 3 m above the waterline. There is no practical way to clean some thing that high above the waterline from the tender.

[@csjrogerson2377]

This is a routine operation that occurs where the vessel is not underway. This routine is normally described in the Risk Register and annually reviewed. The lack of a HDLJ (hazardous duty lifejacket) or additional safety line was a serious omission. Also the Chief Officer not calling Man overboard on the radio immediately and then loosing visual contact with the deckhand were significant errors.

[@bearlemley]

@@coolpat71 Captain said it was 3 meters above the water line

[@frank.johnston]

Very good video, so important that accident reports are discussed as widely as possible so we can learn from them and prevent recurrence. Sad loss indeed.

[@BlaineWithCurls6]

the moment the 3rd officer saw him fall overboard he should've jumped in right away! while keep visual. this is heart wrenching

[@paulvandriel2344]

Accidents can happen, especially on yachts with relatively inexperienced crew. The chief officer should never have lost sight of the deckhand, certainly not leaving his/her post to get help elsewhere, resulting in no longer being able to monitor the deckhand in the water. If he/she would have stayed in position, he/she could have jumped in the water to assist the deckhand at the moment he lost control (submerged). On an other note, as a captain on a boat of that size, all my crew members MUST wear portable VHF (walkie talkies) at all times. So that in case of an accident (like this) help can be called on the radio without having to abandon position. My general impression of this all is, that there was not much discipline on board (the kind that is needed on a seagoing yacht that size). The chain reaction with accompanied panic of the crew tells it all. Unfortunately, too many still think that a couple of certificates and a fancy uniform makes them able seamen. I wonder if they ever had a MOB drill at all.

[@_JudgeDredd]

What's the deal with not using the radios I wonder? I'm completely ignorant btw

[@paulvandriel2344]

@@_JudgeDredd If all crew on duty are wearing radios, the chief officer could have kept eye contact with the victim while using the radio to call for assistance from other crew members. In that case, the chief officer could have jumped into the sea to assist the victim as soon he went under, preventing him from drowning. The ship also should have easy to get, under hand reach, lifebuoys to throw at the man in the water to help him keep afloat, or to help with the chief officer's attempt to save him. Having said that, it amazes me why the crew member was not ordered to wear a slim automatic inflatable lifevest while working on the outside of the ship's hull. In conclusion: 1. Radios would have made the immediate call for help to other crew members possible, without loosing sight of the man in the water. 2. Lifebuoys placed in strategic places around the ship are a no-brainer, and the first thing one should throw towards the man in the water to hold on to. It would also have helped the chief officer if he/she had to jump into the sea to assist the drowning victim. 3. All crew members on duty, and involved in work that contains a risk of falling overboard, must wear automatic inflatable liefevests at all times. A captain is responsible for making sure these measures are in place at all times, the crew is trained and ordered to follow those rules at all times, and at regular intervals he/she should check whether the crew implements these rules. In my opinion nobody involved in this disaster was or is professional enough to serve on a ship in any position. Basic safety measures were clearly ignored, due to inexperience. Things that dinghy sailors already learn at a young age. It tells us that all the certifications (from STCW to MCA/RYA licenses) mean very little other than serve bureaucratic purposes put in place by overzealous insurance risk managers, not interested in the life of crew members but only in the material damage they might have to cover.

[@mikemurel1917]

Your obvious intense attachment to the victim like he was in your charge shows your worthiness as a captain.

[@davidlagares9621]

Great reporting, Tristan. I know how sad and angry you must have felt learning of this terrible and avoidable accident. You have shed some light for all of us to see. Keep up the good work!

[@pediclescrew]

Great report. Very sad to hear of the loss of life. Two things I'd like to mention. When the deck hand fell into the water and the chief officer asked called to the deck hand asking if he was okay, and he "nodded", and he asked if he was okay again, and he "nodded", that should of been a sign that he was in trouble. If he wasn't in distress, he should have been able to call out, "yes, I'm fine". Drowning victims are always quiet. They're not yelling or thrashing. They're not talking, because they're trying to keep their head above water. The 2nd point is this: Never lose site of someone in the water. The chief officer repositioned himself and in doing so, lost sight of the deck hand. This added confusion to the situation and added minutes to the rescue.

[@tmmtqoe]

The Chief Officer should have immediately helped the MOB. Taking her eyes off him was the fatal mistake.

[@ammoalamo6485]

People keep talking about bits and pieces of the failure, such as lack of life vest, lack of a watcher, lack of a helmet, the CO failing to dive right in (which might have caused a second death), and etc. But all that does is miss the primary system failure that will continue to cause future problems if not properly engineered out of the mix. That system is what has been called a "Fender Hook", or could be called a sliding support line, or any of a number of similar names. If it had been properly engineered, there would have been no possibility of the deck hand falling into the water, with all that went after being just sad results of the main hazard.

[@Jason_M]

@@ammoalamo6485 I completely agree, the "fender hook" is not and has never been a suitable device for usage with hoisting or holding a human. the fact that it uses cam cleats as the rope securing mechanism shows that it is not a secure device (cam cleats are designed deliberately so the rope can be released easily without and difficulty). you are absolutely spot on that the "fender hook" should not have been used in such a way. the rest of the failings that everyone else are sighting are just add-ons to the incompetency of the person who made the decision that that device should be used. I'm glad someone else saw that other than me.

[@MapleCookieYacht]

Hi Tristan Thanks for posting this video. I think that this story has so many elements that apply to all mariners. My comments are in no way meant to be criticism of the crew. It sounds like they did a very professional job after the individual fell overboard. Over the last 35 years, I have held a variety of senior positions in shipyards and Oil & Gas construction in Canada, UK and the Middle East and have learned more than I ever wanted to about how unsafe acts can go un-noticed or perhaps even unchallenged and made it my mission to turnaround safety culture and performance. My observations are follows: The good thing with Permit To Work system is that it can focus attention on risks. The bad thing is that if it is a fairly standard job, often people will not think carefully about what it says and will not likely challenge it. In many parts of the world it becomes a form that no-one reads, they just put ticks in the boxes. In my view, it can be considered by some as a means to justify (perhaps subconsciously) the delegation of safety responsibility to the Permit Issuer. In my view, a “state-of-the-art” safety management system would include what is often called a “Field Level Risk Assessment” (FLRA). This is a combined simple task list, risk assessment & mitigation, filled out by the person doing the job, and then vetted by his/her supervisor. It makes people really think about what their own risks are at the time and place the job will actually be executed. A standard Permit may well miss the specific risks and mitigations as conditions change. A good FLRA would have flagged the risk of falling in and would have required some mitigation. For shipyards I have run, this would include lifejacket and rescue boat in the water, either of which would have probably changed the outcome. You mentioned that the same job had been done the same way may times. I once conducted a safety investigation on a serious injury where the supervisor and all the team knew that they were not following safe practice but did it because they had done it that way before and nothing ever happened. Most people think experience keeps us safe, but all too often, the opposite is true. Mario Vittone, an ex USGC rescue swimmer and now a marine safety consultant made this abundantly clear in the 59 North podcast here: www.59-north.com/search?q=mario&f_collectionId=555b6556e4b03c13f86c6a8e. A fascinating and eye-opening view. My final thought is on safety culture. It sounds like many people on-board passed the work location, but no-one stopped to raise any concerns over the methods used. I am not au-fait with normal practice on big yachts like this one, but my gut reaction would be not to hang myself off a cam cleat - that’s just not what they are designed for. I noted that you seemed to think that hanging from a fender hook was not common practice as well. Changing this behaviour typically takes an insanely had push lasting a couple of years, perhaps more. It demands relentless example-setting and positive re-enforcement of the senior figures. (Senior managers often tell their teams that safety is the most important thing, but their actions often give a different and more powerful message). The ways and means to do this depend on many factors including people’s background, nationality, work culture etc. Anyone in a position of authority shoreside or afloat who thinks that this sort of thing would never happen in their team because they are experienced is too complacent. Time for us all to do some soul searching.

[@erickamekonapeper4007]

I must say as a Professional Detailer in Seattle I have extensive experience doing and dispatching others to do this very same job. I believe it’s dangerous to do it like this. In Seattle we use a flat bottom inflatable with a plywood deck and two crew. In this situation we would start aft and string a long line aft cleat to amidships Spring cleat and work with one of the Crew tending the line holding the inflatable in position as the other works standing safely. As you complete the area you can reach you adjust your line from Amidships spring to the farthest forward cleat that it will reach while being deployed at 2ft or so above the water so you can stretch it behind the Crew working the line. He sits facing the Hull with the line across his back and his hands pull the boat side to side he just leans back against the line to pin the inflatable in position against the hull. (It may be necessary to add towels as fenders to protect dark color Hulls 😏) and you get the picture from there. It’s required to wear a certified PFD and nobody works in the boat alone. I have polished the Hulls of multiple 80 plus Yachts over the years where we had to “Float the Hull on the water side.” It’s just a factor in the Detailers life around Seattle and especially in Roach Harbor where they are enjoying their time on their Yachts and they need services while using them. I would not ask one of my Men to do this job like this especially hooked to an adjustable Fender Hook that slips frequently under loads in the Locks in Seattle or at the dock on a windy day. I think I would have spoken up about my perceived imperfections and hazards to how they decided to do this usually very safe to do job if done differently. They have a tender right? They probably have a good raft too possibly even better a small floating dock with fenders laced around it 🤔. I don’t know. 😌 in a perfect world…God Bless. 🤙🏼

[@csjrogerson2377]

Your solutions are fine but sometimes yachts are wedged in tight and there is no room for a pontoon. Secondly they might be at anchor as in this case and its too lumpy for a pontoon/tender. Thirdly the upper rub rail on very large yachts is too high above the waterline to reach from a pontoon. Only solution is to dangle from a bosuns chair. Problem here was the ISM was lacking and procedures for MOB were not carried out correctly.

[@thomasw5430]

Great reminder. I just have to ask, where were the lifesaving rings? I’ve been on plenty, I would have at least thrown one of them to the crew member that fell into the water. Granted it would have been u necessary if they had a personal flotation device.

[@Simon-ho6ly]

Im wondering this too....

[@4englishlies875]

Thank you for sharing the info on this accident. I feel bad giving this video a thumbs up but the lessons that this will fix is good to keep in mind.

[@franzfuls610]

Thank you. Please continue sharing yacht incident reports. It helps learning.

[@ammoalamo6485]

As a former safety professional for a manufacturing unit of a large international corporation, I can see that failure of the rail device to hold to the rail as designed was the proximate cause of the accident. Whenever an accident occurs it is often wrongly seen as a need for more personal protective equipment (PPE), which is why the captain was speaking about buoyancy devices, life vests, helmets, etc. But what was lacking was a secure holding device, engineered in such a way that it could not fail to hold the weight it was designed to hold, at the position it was designed to hold it at. With a secure rail holding device or its equivalent properly engineered into the boat, it would not have mattered if the worker was in his deck shorts, barefoot and bareheaded, with a rope tied through his belt loops, assuming the belt loops and rope would hold his weight in a position where he could lower or raise himself to safety. I think the yacht manufacturers should step up to the plate and build those expensive boats in such a way as to allow all the extensive and nearly continuous cleaning they get without creating a hazard to deck hands. With a boat costing many millions, adding a few tens of thousands for a well-engineered and integrated deck rail holding device system should not bust the budget. Always look for the proximate hazard, in this case a deck rail device that failed to support the load it was meant to support. The reasons for such failure are immaterial, other than as points of interest to guide the engineered solutions needed to eliminate the hazard. Adding layers of PPE sounds great, but in fact just adds more points of potential failure, perhaps failure to have the correct PPE on hand, or a refusal to wear the PPE for personal comfort or to 'save time', or inability for whatever reason to wear the PPE properly, or keep it in good repair, etc. PPE is a secondary safety measure, meant for use when one can't engineer a solution to eliminate the hazard. The worst safety measure is orders, policies, and procedures, because they are the easiest to ignore or forget or get wrong. Employees, contrary to common belief, generally want to do a good job and save time for their employer. They will cut corners on safety procedures in the interest of saving time, and think they are doing management a favor. Safety professionals must work hard to break down such a common but hidden and unspoken culture, and instill the attitude that management does not want employees to cut corners, not even if it costs the company money. In the long run it is much better to keep all the workers safe and sound. I could write for hours about the need to engineer safety solutions rather than trying to patch things up using rules, orders, procedures, PPE, or other imperfect solutions. Even the engineered solutions are imperfect; if they are cumbersome for the operator to use, within days the safety device(s) will be unbolted, the interlocks defeated, and the safety cover(s) will be moved off into storage, never to be seen again.

[@qwerty13380]

Your post is exactly why I read the comments after watching a video. Inevitably, someone makes an insightful, and knowledgeable post where I really learn something, in this case life-saving. Thank you very much.

[@ruthking8243]

."

[@davidhunternyc1]

Complete tragedy. I'm in tears.... and I could tell you're a great captain. The alarm and concern and sadness in your voice is apparent.

[@69spaks]

Captain thank you for this video. Now we can avoid this mistake. My deepest condolences to the family.

[@rebekahlow8375]

Such a heartbreaking story.Very difficult to hear but important to learn from the experience.My heart goes out to the deckhands loved ones. Love from Vermont

[@jeremyfowler8530]

Tristan, thank you for a professional review of this "teachable moment". It is certainly always troubling to look back on they "why" of an incident and consider the grief of those closest to the victim, but it is necessary to review, so that the accident isn't repeated. On thing that stood out to me was that the medical care provided must have been excellent under the circumstances; more than 13 minutes submerged, and they were able to resuscitate the crew member who was in the process of recovering when Pneumonia took him some time later. While there are several operational items that led to the accident becoming as serious as it did, it sounds like many folks made a valiant effort of recovery.

[@paullandreville5394]

Thank you Captain. I appears the crew and medical response was spot on once the gravity of the situation was recognized. A sad lesson learned.

[@seantwomey396]

Thank you for teaching us all. This is a sad situation and one that I would have thought was safe other than wearing a buoyancy device. Tragedy is always unexpected.

[@billknudson6620]

Thank you for sharing. Good learning experience for all watchers. My condolences to his family.

[@m1t2a1]

The aviation set have blancolirio to review aviation incidents. I'm glad someone is going over this too.

[@vincelardner330]

Sympathies to the family, friends and colleagues of the crewman lost. Yet again, a fatal accident which resulted for a collection of minor mistakes and bad practices all coming together as one. All mariners please remember that the sea can be a dangerous place even when undertaking routine tasks in good weather. Thanks again for the insightful video Tristan.

[@davedavids9619]

Sad story, but am truly wondering why the chief officer left the deckhand out of sight when he was in the water. And why on earth does the chief officer demand someone else to jump into the water ? It is everyone's responsibility to help people in need, there is no hierarchy involved here. You DO NOT loose sight of a Person in the Water and if necessary you yourself jump into the water. The chief officer could see the deck hand did not wear a life vest, so that should have been a no brainer. The rest of the story sounds a lot like 'keeping up appearances', where the officers were not willing to deviate from procedures. A lot of mistakes were made in this accident, some I can understand very well, but when something happens all hierarchy should be out of the window, it should be rescuing the person in distress first, hierarchy comes later. Sad that someone had to pay with his life for this error.

[@Simon-ho6ly]

Also, on a small yacht "small" like awol, every crew member has a radio... why did the officer not use theirs?

[@Rob_Moilanen]

First rule, you NEVER leave a worker unattended, whether they are over the side or down in a hold, period. Somebody, should have been there at all times, without exceptions! Its sad to hear about these accidents Tristan, but we very much need to be reminded that these things do happen. And I do appreciate that you have also survived a very serious boat fire yourself, and were very candid in talking about it afterwords. Life is short enough as it is, but to lose it due to negligence or otherwise shortsightedness, is totally unacceptable!

[@dailydoseoflife4907]

The Sad truth is that the "Rub Rail's" was probably already shiny enough and didn't require any cleaning🤔

[@Agent0range67]

A similar thing happened on Royal Caribbean ship. Were the the entire washing basket got derailed and fell down in the water with the AB attached to the basket thru safety line. However the AB was equipped with PFD. So the basked was dragging him down and the PFD was lifting him up. But lucky for him he had a knife and cut the safety line.

[@6r4metroman]

Such a sad loss, lets hope procedures can be changed to avert this in the future...

[@MrJamesdCarter]

Thanks for this very informative video. Everyone learns by mistakes of the past so that they can be prevented in the future.

[@fjb4932]

JC, Not "everyone". Sadly ...

[@MrJamesdCarter]

@@fjb4932 Thanks FJB...corrected.

[@jaquigreenlees]

The lack of any personal flotation, safety helmet and the big kicker that was likely to be what dragged him under, attaching a BUCKET to the safety harness instead of a line to the rail.

[@rwech]

Also we can't overlook the fact that no flotation devices were thrown into the water after he was discovered. As is often the case so many things, anyone of which could have been done differently would have prevented this mishap from becoming a tragedy.

[@jaquigreenlees]

@@rwech Yup, there is also the old truism: hindsight is 20/20. Afterwards it is easy to say what should have been and wasn't, in the heat of the moment it is not always easy to focus on what needs to be done right for the majority of people.

[@gregpfister6991]

@@rwech The chief officer would have been trained and certified on BASIC man overboard procedures. They where NOT followed and thus the cause of death.

[@jaquigreenlees]

@@gregpfister6991 Yes and no, the chief officer got the training but there is no required frequent repeats to develop it into reflex. First responders retrain constantly to handle emergency situations so many of the actions become reflex to them. The big drawback is how the majority of people do not handle emergency situation well even with training. Those few who can and do are often the ones that will be directly credited with saving a life or multiple lives in a situation. I know that with zero training I saved one person's life after he punched a window. He still spent 3 weeks in hospital he had lost so much blood but I stopped the bleeding and got paramedics on the way which kept him alive.

[@gregpfister6991]

@@jaquigreenlees The policy of this vessel was MOB every 3 months. The most recent MOB exercise occured 25 days prior to accident as per accident report. Shipboard personnel are considered "first responders" because of the very nature of sea going vessels (i.e. you cannot call the fire department to put out an engine fire while a thousand nautical miles from the nearest land).

[@ThoughtfulWander]

Thanks for reporting this! Condolences to the family and friends of the fatality... Sheesh you blink and tragedy...

[@fountainvalley100]

I’m surprised there wasn’t a more through job hazard analysis. Had a basic one been performed the crewman would have been wearing a flotation device, a secondary device would have been on deck ready to deploy, a crewman would have been designated a rescue swimmer/rescue climber, a supervisor would have provided continuous supervision of the climbing operation, there was no remote man over board device to activate the vessel’s man over board plan and finally that the securing device was not tested for minimum loads.

[@seantwomey396]

Tristan please do a video on what safety equipment a captain recommends be on board and not merely what is by code. This ship appears well equipped but many smaller vessels may not have the oxygen or AED.

[@brianboyle8390]

Tough course to follow Captain! I felt your pain.

[@rexstiger6090]

Sad and tragic. Lessons learned by others can hopefully prevent this and other accidents in the future.

[@csjrogerson2377]

This is the point of Risk Management within the International Safety. You dont need to wait for someone else to cock up before you learn. You do your own risk management to bring the risk to As Low As Reasonably Possible (ALARP) and review it annually (or after an event) to make sure you haven't missed anything. Then you make sure that procedures are carried out. It really does work as a system.

[@walkaboutclive]

The k you for sharing the accident reports.. they are a great training aid ..

[@leonardovilla8843]

Hey Tristian, you should do a video about M/Y UTOPIA 4 that had a fatal collision with a tanker ship in the Bahamas in December would really love to see the video. Keep up the hard work! Love your videos!

[@philbodden4981]

Greetings from the Cayman Islands, nice detailed report, thank you.

[@pboperations]

Good video. Great to see these written reports being brought to life in this way similar to some aviation content. Life jacket would have obviously saved him. Questions: why didn't the woman through a lifebuoy? And why did the casualty who was apparently swimming suddenly loose the ability to do so?

[@gfrizzleshizzlemanizzle]

Concussion, shock, shark attack, bad swimmer? May they rest in peace.

[@englishruraldoggynerd]

@@gfrizzleshizzlemanizzle Orbital fracture, likely concussion and shock. Poor chap, a complete breakdown of good practice and procedures by the staff who directed him in the task, and who he in effect trusted with his life. It’s a very sad story, and I hope that this report brings some peace to the family as it exonerates him completely in my opinion.

[@TheCritic-MMA]

One note on AED: only used for fibrillation. Flatline (asystole) would be the same NO SHOCK indication as any other non-fibrillation rhythm. Everything on TV/movies is wrong--chemistry is needed to restart a heart: adrenaline or other drugs, usually administered by a paramedic (who is allowed some actions a nurse is not).

[@Renegade040]

As soon as I seen they were using a fender hook, I just knew what was going to happen, so sad for the loss of life.

[@user-qw7fn2kb2v]

Greetings from South Africa, enjoying your videos

[@markl8111]

The buddy system should be considered for any work requiring crew suspended from side of the vessel. Terribly sad

[@ejs129]

This is one of the reasons why I am a firm believer that all deck hands, engineers and stewards must be lifeguard certified no exceptions. It’s a premium to pay for such certification by owners but it’s nothing for mega rich owners in comparison to a priceless life. Pay for your people to get the instruction they need because they may one day save an owners life.

[@larrykaufman8100]

Prayers for the family and crew!

[@fjb4932]

Larry, Yah, that'll do a lot of good ... Maybe it was God's will ... ?

[@olivierbolton8683]

i was working over the side on an old cargo, chipping rust, when a massive piece of rust/iron detached itself from the ship and plummeted between a plank i was sitting on and the hull...i almost lost my legs. Sadly accidents happen so quickly...only experience helps in prevention.

[@ianbell4816]

So harrowing!! My heart bleeds for the 1st responders and for the deck hand's family.

[@ryankay6716]

Hey Tristan, I can only imagine that being your worst nightmare as Captain. Damage to property can be repaired or replaced but human life can not. I'm sure it always stressed you at sea.

[@darthkek1953]

>>Damage to property can be repaired or replaced but human life can not. Maternity Wards disagree, but there IS a long-build time before they're seaworthy staff.

[@seanward4602]

This a prime example of how quickly a seemingly mundane task can turn into a disaster in a heartbeat. Extremely unfortunate, but hopefully some updated regulations and some more thorough training results. Self advocation is also a crucial part of safety. Even if certain safety equipment isn't required for a task, wear it anyway.

[@sailingwind326]

That's sad so sorry for everyone's loss hopefully it want happen again 🙏

[@davidallen9526]

Accident Reviews are strategically important to form an understanding of each event. Everything has a chain of events. By following those events you can better form conclusions and then change or add to safety regulations and or requirements. It is tragic that a loss of life took place in this event. I salute you in sharing this in a respectful manner while keeping the information accurate and on point. Hopefully someone is watching that will make necessary changes in their own work process to make a safer environment. Thanks again Skipper!

[@robertwallace9215]

Sorrry for the loss of life. I have gotten to about 4:40 of the report and have noted a number of things that created an unsafe work environment. No safety line; floatation device requirement or safety person such as the 3rd officer. The permit work was not properly filled out, complacency maybe… having done similar work on oil rigs I was always told complacency can kill, be diligent about your safety. I am so very sorry someone lost their life, it should never have happened. The Captain through the 3rd officer signed off on that permit, unfortunately. Blessings to all

[@lunes-1]

.Great video, keep it up!⛵💯

[@JoeBribem]

Adjusting the fender hook while standing on the rub rail is an issue also.

[@sflspotter6638]

What a tragic event. And the most important thing to learn from this accident is always use the necessary safety equipment with no excuses. That poor young man lost his life due to the poor choices made. I only say this cause of Tristan stating the proper safety equipment wasn’t used. RIP young man.

[@gregpfister6991]

He lost his life because proper man overboard procedures where not followed. YOU NEVER LOOSE SIGHT of the victim.

[@katej3z715]

Really sad but a good reminder. It is easy to become too relaxed about hazards, he should have had a buoyancy aid in case of concussion/fall. The use of the fender points? Are they weight tested for this? It is so incredibly sad that he lost his life.

[@henrymorgan3982]

How quickly a task becomes a tragedy. Safety, it is there for a reason.

[@FX5067]

Sad story. Excellent video and advice.

[@Slonge92]

Hard to say ‘great video’ for such a tragic occurrence, but thank you. I assume that the deckhand never should have been moving the fender hook on his own while balancing on the exterior of the yacht. Poor process/procedure and lack of constant supervision resulting in a fatal accident. So sorry for all involved. Thanks again.

[@stephenkellie-area51]

Very, very sad thank you for this segment it’s not all Champaign and caviar at sea these crew work very hard . Condolences to the crew member’s family.

[@SD-oi9gr]

What an awful way to go. He must have been so absolutely terrified.

[@fairysox221]

3:18, look at the lambs wool lining of the device making it a loose fit against the highly polished yacht. I can't understand why this isn't getting scrutinized as its obviously not fit for purpose. It should at least have an adjustable rubber clamping face tightening it against the yacht, left unsecured it can and did fall on someone, then act as an anchor dragging them under as it wasn't made to be buoyant. I couldn't have made this part worse if I had tried...

[@Jason_M]

The fender hook is probably fantastic at doing exactly what is designed to do.... hold and allow crew to adjust the fender heights. The person who thought it was a suitable item to dangle a person from should be found negligent. it is not and was clearly never designed for that and I can tell that from just seeing a picture of it. Glad someone else can see that too.

[@cliveramsbotty6077]

when you speak your whole mouth flaps around like you've stuck your head out the window of a fast moving train

[@SuperYachtCaptain]

It wasn’t a train, it was my Lamborghini. How’s your life going?

[@union310]

Sad very sad. Good effort by all, especially the nurse.

[@jamesgraham6122]

In my time as a skipper, I would never have had someone working outside the rail without being monitored 100% by another crew member. A safety line here should have been employed, that's a no-brainer. Why did the CO go looking to find another crew member to go overside to find the lost crew instead of getting immediately into the water herself? That would have, or should have, been an instinctive move, the wasted 30 seconds may well have made a life or death difference. Maybe yes, maybe no.. but fast positive reaction should be instinctive.

[@csjrogerson2377]

James, STCW training does not advocate for putting another person in the water to effect an MOB rescue as you may now have 2 problems and another crew member short on deck. Solution was to throw a life ring and keep the person in view. An exception to the above would be if a designated Swimmer, in wet suit & fins, harness, lifting strop and line attaching him to the yacht was utilised. (This is a modification of standard RN practice and works well in MOBs at sea in rough weather where boats cannot be launched.)

[@powell936]

It is always sad to hear about a loss of life. As a paramedic, I read a lot of serious incident reports. Learn from other’s mistakes

[@shunin88]

Head fracture withstanding, sounded like the line for the bucket of tools was secured to the harness, or even the fender hook and not on its own stay? This was unclear to me. Ty for sharing.

[@tippyphil]

The very first thing I was taught when someone goes overboard is to deploy a flotation aid - that’s why they are mandatory equipment,!

[@gregpfister6991]

The Chief Officer had a radio and lifebuoy nearby - never used either one! Further, she took her eyes off the victim to "find someone to go in after the the MOB" - intentionally loosing sight of victim!

[@Tosti3]

In my opinion, all crew members did the right thing, exept for the person who thougt a life-jacket was unnecessary.... Sad story. Well told Tristan!

[@gregpfister6991]

I don't agree. Proper man overboard procedures where NOT followed. First, life ring not tossed. Second, spotter should NEVER LEAVE. In MOST man overboard policies, the spotter points THE ENTIRE TIME until victim is recovered. YOU never loose sight of a victim in the water. If you don't agree, then search for "man overboard procedure" - choose any.

[@Tosti3]

@@gregpfister6991 You are probably right, I am not a profesional. Just giving an opinion ;)

[@boblibra5886]

absolutely and secondly a throwable flotation device on hand. A coast guard regulation here in most if not all places here in the U,S. tho maybe not there.

[@Tosti3]

@@boblibra5886 Again my opinion, but I doubt the USA is more advanced than Eu countries in any way....

[@gregpfister6991]

@@boblibra5886 I just read the accident report. The Chief Officer had a radio and a nearby lifebuoy - didn't use either, and intentionally lost sight of the MOB.

[@carolinajanssen6451]

Sad to read this. It makes us more aware. Thank you.

[@cockneyrebelsteve]

Very sad thanks for sharing.

[@davidmchugh2512]

Captain Tristan, thank you for this splendid fact based video, you present the facts in a clear and concise way, really an excellent video. What I found most astonishing was the lack of a life vest, when working you might have a tool belt or other equipment attached to your body this could in the event of a fall, drag you to the bottom. Also falling could result in head injury and loss of conscience, a life vest would probably of stopped him sinking to the bottom or at worse, slowed down the sinking, depending on the weight.

[@sound_travell3r]

It’s that one time…. RIP deckhand ! By the the time stamps of the cctv the crew seem to be very aware/trained and very quick to respond . Wish all their efforts would had save him .

[@daleyjeeper6188]

Delt with this kind of incident as a security supervisor with rccl, was actually the one that confirmed on cctv a passanger went overboard and location. Hopefully I won't have to ever do that again.

[@williamfielding8302]

Very sorry about the fatal mistake. Prayers for this crew members Family. I can't help but notice the AWOL name on your shirt is this the same AWOL that was used in the Below Deck TV show?

[@BBQDad463]

Add a sufficient number of weak links to a chain and eventually, one or more will fail. May he rest in peace.

[@yellowduck8061]

I know nothing about a boating, but I would think eyes on the person over the side would be a priority at all times!!

[@MikeK02048]

Amnother mistake that was made was when the person left the deckhand to alert other crewmembers that the deckhand needed help. Alway keep the person in the water in view.

[@gregpfister6991]

YES!! Basic man overboard procedures where NOT followed!

[@Simon-ho6ly]

Yeh, like im sure as heck that person had a radar, on AWOL which is a fraction of the size, everyone on duty carries one... also if you dont have a radio SHOUT....

[@gregpfister6991]

@@Simon-ho6ly The Chief Officer had a radio and a nearby lifebuoy. She intentionally lost sight to get someone else, as per the accident report.

[@leslieq958]

While sad, it is important to review these incidents to make sure that are not duplicated in the future, and to reinforce the suddenness of accidents. Be thorough, be aware, and be safe.

[@stevenhenderson1198]

Over never heard of fender hooks beong used as access anchors. Seems like a terrible idea. I'm so sorry to hear of this accident.

[@roypoe1865]

In the industry will call that the silent C. Complacency can kill at any moment!

[@robertfrost1683]

The fender hook was the obvious failure point. He should have also been wearing an inflatable life jacket. Very good actions by the crew to mitigate. Yacht crews including the captains tend to be young and this lack of experience sometimes leads to instances like this. With age does come experience, and there is no substitute for grey hair.

[@1334550]

Very sad , life can change in the blink of an eye condolences to his family

[@nicy4655]

This is insane, working overside with no lifejacket or stand by man permanently on site! Man overboard and the most basic steps are not carried out, keep eyes on the casualty and throw a line? Last thing they do is raise the alarm! Poor man, let down by absolutely ridiculous actions by the mates from start to finish, he didn't stand a chance. They should be held culpable.

[@ammoalamo6485]

I still wonder why no life line was thrown - I see those floatation rings attached to the sides of big boats with at least two per side, or more. But I am sure those involved will be living with the various and numerous failures for the rest of their lives. With cleaning of the boat's sides being such an ordinary procedure, apparently carried out with every visit to a port, I can't but wonder who approved the purchase and use of those failure-prone fender devices. Did somebody go cheap on a boat costing tens of millions of dollars? For shame. Any existing big boat using those fender hook devices should stop using them immediately.

[@dimitartonev2722]

Please could you share the water depth the body was recovered from?

[@JoaoAlves-dt5ny]

Very intense storytelling