Struck by Lightning More Likely to Be Struck Again
A lightning strike is many sailors worst nightmare. Here's how sailor, Nick Charman, handled it
We had overwintered in Oxelösund, south of Stockholm with Fera, our Tanton 43 true cat-ketch. She has unstayed carbon-fibre masts and is very easily handled; a reliable and loved family unit member for many miles, since 1988.
Our commencement trip of the 2022 season had us heading west through the Göta canal. On 26 May we were motoring in very calorie-free southerly winds under generally blueish skies on the big freshwater Lake Vänern. The crew was Stella, my married woman and myself, on watch. Below was Helen, a not-very-seagoing, but close friend who had come up to join us on this trip, on the basis that it would be "safe and with calm h2o". She was playing Connect 4 on the saloon table with the two youngsters aboard.
Around midday at about 58°28'N, 12°31'E, the small squall approaching from ahead had some thunder under it. I was taking the usual precautions of putting the small electronic devices (VHF, mobile phone, EPIRB) in the oven, and I was below in the very human activity of opening the oven door when nosotros were struck past lightning on the foremast. There was an extremely loud crack and bright calorie-free.
I apposite in my heed how to launch the liferaft should it be necessary. Things had taken on some urgency now, and happened in very quick gild.
Was anyone hurt? Apparently non – shocked but not injured.
Many alarms were going off; the engine was nonetheless running – was it OK, or near to seize up? "Information technology must be the charging voltage alarm," I thought.
Was water coming into the gunkhole? Bilge lath up – no sign of rising h2o, thank goodness.
Smoke was coming into the motel from frontwards. Tentatively I opened the access to the foremast foot and the smoke was thicker. I could see conspicuously burned wires, and charred insulation – but no flames, so no fire. I opened the forehatch to clear the smoke.
Was the VHF working? It was; the aerial was on the mizzen and was apparently undamaged.
I checked the bilge again – still no rising h2o. Then I checked the engine – oil pressure was good, and amazingly, the voltmeter showed the alternator still charging the battery. All engine alarms were nonetheless sounding.
The boat'southward class had gone amiss, but Stella dealt with it. She disconnected the autopilot and was hand-steering.
As I did not know what might happen next, I decided to alert the rescue authorities, while I could. Stockholm Radio (Ch 24) took the message simply told u.s. also to telephone call "Sweden Rescue" on Ch sixteen. Sweden Rescue was clear and supportive, promising immediately help if necessary. We both stood on stand past. I agreed to keep to the nearest port to the south – Vänersborg.
It was time to talk to the crew – especially the rather frightened junior members. Interestingly, they had taken much condolement from hearing me discuss our status with Sweden Rescue.
An 60 minutes later we were waiting for the railway bridge to open up to admit us to the acme of the Trollhättan canal, at the southern end of Lake Vänern. I called the marina in Vänersborg, who confirmed that they could lift us out for inspection.
Dick Netterlid was waiting on the quay, but I dared not turn off the engine, in instance the starter motor was damaged, and then he put us in a spot from where he could lift us out. In fact, the engine did kickoff, simply with the alarms going once again.
Simply this is now of academic interest just. Until the boat had been lifted, inspected and checked below the waterline, nosotros could non mayhap consider her seaworthy. Once safely tied up, I called and signed off with Sweden Rescue. And so at that place nosotros were and we stayed until all the damage was assessed and fixed; and as things have turned out, with all the work to be washed, it was the end of sailing for Fera in 2015.
Damage on Fera
Our survey has shown no apparent damage to hull, skin-fittings, or mast, just the electric systems are extensively out of action. It is still unclear whether equipment failures are due to wiring damage or internal impairment.
Also the surveyor was unhappy to laissez passer the masts as undamaged (although no damage is visible on the construction of the mast or mast track) and wants me to have not-destructive testing work done. This would add together months of delays to our cruising plans.
What to check for afterwards a strike:
- Primary mast wiring
- Masthead light
- Steaming calorie-free
- Burgee pole
- Switchboard LEDs
- Tillerpilot
Source: https://www.sailingtoday.co.uk/practical/what-happens-when-a-yacht-is-struck-by-lightning/
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