Sinking of SuperYacht Yogi (Part 3): Q&A
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- čas přidán 8. 07. 2024
- #superyacht #superyachts #yachts #boats #superyachtYogi
IN part 3 of this series, we look at the unanswered questions from the report. I take some of your questions from the comments in the previous videos and try to answer them. And we look at some information that was not included in the previous videos.
If you didn't watch the first videos in this series please find them below.
Brand New SuperYacht Sinks in Aegean Sea... But why?
• Brand New SuperYacht S...
Yogi: Largest SuperYacht that ever Sank - Part 2
• Yogi: Largest SuperYac...
Super Yacht Captain
/ @superyachtcaptain
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I’m an ex Chief / build engineer on commercial ships and then large yachts,now a marine casualty investigator. I’ve really enjoyed the videos you have put together. Well researched and presented! Kudos
WHY no opinion on the story ,it's right up your ally (minus the loss if life) .
rogue warr fortunately not all casualties end up with a loss of a life.
Everyone’s maritime expertise here is fascinating. Enjoying the dialogue. As a former squadron airman aboard USS Enterprise, being a “passive” maritime participant, this content is fascinating. When I was 21 I never realized the magnitude of what was involved in all aspects of the Enterprise mission from a maritime perspective. Frankly we used to dismiss ships company. Now I have a vast appreciation for the complexities. I was young, dumb and full of ______.
Based on your experience, in this accident, I imagine this thought crossed your mind? Behind schedule WITH major redesign. Pressure to deliver. Perhaps the hope of calm seas and finishing IT/sensor/hardware refinement (or final install even) upon delivery in France? Launched under dicey seaworthiness. Builder CEO suicide? Owner/Rep demands/leveraging delivery incentives $$$? I believe in "follow the money". But many comments suggesting scuttling for insurance is the wrong trail. Doesn't make sense. My sister is a (25 year) federal fraud & security investigator & in my younger days as a pro diver, I salvaged more than a few large vessels with "funny holes" & open seacocks. My gut is this ain't one of those. There's no question the Builder was pushed to deliver. They always are. All silent corporate walls echo with calculated risk. As a foreman on a $60 mil. house here in Hawaii, my PM one day in his office discussing subs, smiled when he said, "We call it 'turning the screw'". Deepwater Horizon anyone?
I doubt it would be done for the financial “gain” - why not just sell the yacht? It is odd that the stern door was not tested and inspected by class. I do have some general thoughts on crew training for flooding mitigation/ damage stability - it is not generally covered in the basic training for yacht crew, but would definitely be a good addition IMHO. Lots of yachts with stabilizer fins, shell doors and a higher potential of uncontrolled water ingress. VDRs also not needed on the Great Lakes whatever the size of ship.
I have been following this series very carefully, being a lover of all types of Mysteries, both old and new. I firmly believe you have found a calling. You should seriously consider making other videos about other sinkings or mishaps at sea.
You are very thorough in your research, don't jump to conclusions, and do a great job explaining things without being boring. Great Job!
Thanks very much. I’m planning on doing some others in the future. It takes a lot of research and time to gather all the info so it’s a job for when I’m not at work n
Absolutely! His research and presentation are spot on.
Yeah do the edmund fitzgerald first
Do the Titanic, explore Miles Mathis work on it, then watch everyone rebel and go batshit crazy as they are faced with the devastating reality that the existing Titanic narrative has a whole lotta holes in it.
Prediction: if you did this, be warned, the believers will not take kindly to anyone disrupting their beliefs.
@@mcm4981 Have you seen the documentary a few years ago that focused on newly-discovered photographs? They were from the other side of the ship, rarely seen before, and showed an on-board fire in the goal bunker in the compartment between the 4th and 5th bulkheads? Basically, it set sail on fire, and the fire weakened the bulkhead, which meant that when the first four compartments were flooded and the front of the ship was much lower, the pressure on this weakened bulkhead at the bottom was too great, which gave way, This was why initially they expected it not to actually sink (because initially only the first 4 compartments were leaking), and then they suddenly realised it was going to sink. Measures were taken to cover up the fire afterwards.
"Chain of errors" ... I agree with you completely. No matter how shady the owner was. Between the lowering of the waterline by added weight, the system failures (where there's one, there's likely to be more), the mistakes/oversights made at the shipyard, the crew not following protocols (no radios, for instance), and the Captain just caning the engines in those seas, it was a disaster WAITING to happen!
I've seen far less quality reporting from actual news. Well done!! Thank you!
Why would you call it actual news?
@@jongrover8763 do you not know the definition of news?
That's like saying you are " minimally competent" at your job... Mainstream "actual" news is a farce... Its fear porn masked as "journalism".
That being said the quality of the reporting here was in VAST excess of that shown on the "actual news" well done.
I would have to agree with your assessment, I think it is unlikely that any member of the crew would risk his life to deliberately scuttle someone else’s boat for them😏, but I will say if it was discovered that the crew were all working on that same owner’s new boat............that would be cheeky!! Good to see your well and enjoyed this series!!😀😀👍👍
Money talks man, everyone has a price...
Thanks for the update. I appreciate the time you spent on this. I find it fascinating. I don't think it was insurance fraud but I do think the crew were derelict in their duty and should have been held to account. I think the error of not saving the ship's log was probably intentional too when they probably realised they had made some fundamental errors. They had 4 hours before rescue to remember that they hadn't got the log, it's not like it was a rush exit. I really enjoy your delivery and knowledge.
Yes the captain should be charged with negligence imho
No sea test prior to going into substantial weather indicates poor judgment. What was the rush?
I spent many years at sea for the military and have assisted in some accident investigations. In all instances, it was a combination of many factors, sometimes up to ten, that had a single one NOT occured, the tragedy would have been prevented. There was never a single failure responsible.
Sounds like you're trained in finding the second story in matters.
What happened to Yogi's sister ships? Where are they now? Has their resale value been destroyed by Yogi sinking?
You are the best Esyman.
Original engineered design was (more or less) solid and calculated to a high safety factor, but the late in production decision to add height and ballast to the ship, changed the engineering design dramatically, effecting that safety factor.
Very good comment.
Kinda reminds of the Boeing 737 Max 8...
Concur. Just 27! extra tons of ballast would incur extra dousing of all three doors at stern
I was for several years an Inspector for the services with the Home Office and reported Nationally on many issues inspecting bath operating efficiency and also serious incidents many involving loss of life. I previously worked in the forces for a decade and Civil Law for a decade.My experience suggests that your material it is convincing and balanced as well as entertaining to see reporting from someone else's area of experience. Thanks
Sixteen knots plus, clearly underpowered and over throttled. No matter how large an engine is , it's possible to overwhelm its cooling systems with aggressive throttle settings. Your thorough reporting has earned you an additional subscriber. Thank you!
The sinking of Yogi would make a great movie!
“Seaman’s Discharge Book” - lol indeed!
All the pages are stuck together!
That brought out the twelve year old in me. HaHaHaaa...hard to ignore.
I bet the Brasillian pages will be a hassle to go through
Haha,😆.I was in the merchant navy albeit for a short time. And basically I reflected upon the name of the discharge book every time I looked at it.Which was many times.😀😀 Just a young guy at the time. Now only memories!🤣🤣 I had only just got married at the time.My darling late wife could never get the joke!! I had to explain it to her.Not sure she got it even then😂😂😂
Yeah, they could have named that thing anything they wanted. This official document was named for a laugh.
Thank you for doing this series of videos on Yogi. It has been very interesting. Also give your lady friend 2 thumbs up for her assistance and research and for the haircut she gave you. She did a really good job!
Thanks for the follow up, eSysman. I've really enjoyed this series.
I’ve been fascinated with your last two videos about Yogi. You’re a wonderful investigative journalist! Thank you for your stories!
Nicely presented, all three parts. I felt fairly & impartially informed, not misled and i enjoyed your part 3 q&a a great deal. It added context and addressed well thought out questions and some interesting opinions. Nice job, and thank your lady for her assistance. Well done!
Every time you untie the line and head out to sea, You take a chance! And you never know! Thanks for sharing!
May I congratulate you on the clarity of your storytelling, the thoroughness of your research and the fairness of your conclusion, seems with all the weight that was added that it was an incident waiting to happen and thankfully not a tragedy waiting to happen.
Well I've watched all 3 of your videos and I must say you have earned my subscription. You gave what I thought was good information and fair information. You did not 'lead" me to what I think happened, which is a relief, most people would have tried to fry the crew and you did not even imply that. Thanks for a good fact finding story.
Like you I believe it was a bunch of little things that sank this boat.
I’m glad you did this update! It sort of cleared up a lot of confusion in a very muddy pool , in fact it’s as clear as mud, we will probably never get to know what really happened 🛳. Great video 👍🏼
Thanks so much for the extra information. You always do such a good job expaining things to your audience.
A cascading failure is a failure that grows over time as a result of positive feedback. It can occur when a portion of an overall system fails, increasing the probability that other portions of the system fail. Often these failures give rise to conspiracy theories.
Loving this series!
Great video, one of your best! Thanks for taking the time to research it all. BTW i think you’re right, nobody in there right mind would deliberately sink a ship when there’s no guarantee of safely getting of board for him and the crew. And if everybody on board knew somebody would end up talking about it. Stay safe
My thoughts exactly. I would not risk it.
I do not agree with that. I'm sure they have the most modern rescue equipment, as we saw them with their survival suits and sure they had on board good liferafts. If the sinking was planned they knew the boat woukd think slowly, as she have many waterproof compartment. The storm was not so big and the storms in agea sea are often short time phenomenon.
philou017 and you think everybody aboard will be Ok with that? I wouldn’t except that for 1 million euro’s. A crew wouldn’t risk there lives so the owner can defraud his insurrance. And getting in to a liferaft in 5 meter waves is still extremely dangerous.
Being a former US Navy SAR swimmer the rescue scene brings back some fun memories.
Wow balls of steel! I never liked helicopters in the military, I couldn’t imagine dangling out of one like that.
eSysman haha. As we used to joke: “why are we jumping out of a perfectly good helicopter”. Really have enjoyed these videos. Very interesting and incredible insight.
@@dlvox5222 - I was once informed by a military helicopter mechanic that there's no such thing as a perfectly good aircraft. There's always something wrong with it.
@@dlvox5222 IS there such a thing as a perfectly good helicopter?
wickedcabinboy so true. 100%
Great video and overview of the questions. Im with you on why it sank.
I have experience of a new build from Turkey. It was a technical disaster, my C/E convinced the owner to go straight into refit after the first cruise, so many systems failed in that first 2 weeks. We came to the project, following the resignation of 4 previous teams, at the sea trial stage of the build, and refused delivery for 9 months. However, I am shocked at how the intact stability of the vessel was compromised so quickly. The added weight to the sun deck must have been miscalculated and must have been a significant factor.
Absolutely brilliant!!! Totally agree on it being a series of errors that was the cause
I agree with you. A series of mistakes. Intentionally sinking it they Capt had no guarantee that he and the crew would survive.
I was thinking the same, til he mentioned 2million payday, not worth your life...Then my mind ran. Maybe too many movies, however what if it wasn't money? It was something like dirt etc where the crew and captain already figured they wouldn't have a life whether they did the job or not? 🤯😱
Wrong! Survival was not a question mark here. Watch the video with more attention. And if you have any experience on the high seas, you'll know.
About the crew
Well, this shows that the whole system of RYA/MCA and STCW qualifications do not give any guarantee about the professionalism of the crew. Going to sea in large and technically complicated vessels requires a certain mindset that can only be obtained with a very long track record at sea, and in which one is tested under extreme circumstances (functioning properly in heavy storms for a prolonged time, not being prone to seasickness for example) for many times. It also requires a disciplined and creative mindset under stress and while facing possible death. And , although many are good in their job while cruising along in favourable winds, it is in these kind of conditions that the men are separated from the boys.
Taking your smartphone and crew documents, but failing to take ships logs and other important information carriers is in my opinion a pointer to a crew that expected this to happen and prepared for it, not being interested in saving the possible proof of incompetence (or worse) is an other one that is at least remarkable.
The fact that the captain's recollection of events is not consistent, indicates he either didn't kept a cool head (being not experienced enough) or he damn well knew what what was going on but didn't work enough on his cover up story.
It is remarkable that so many safety and communication systems failed to work. Remarkable in the sense it sounds quite unlikely. But...all we have are the words and statements of the crew. Any proof of the opposite lies on the bottom of the sea.
About the owner
Insurance fraud? Well, seeing that the owner had to pay back a dodgy loan of 143 million and there is no sign of him commissioning a new yacht.......what do you think? It's a simple follow the money story.
I wouldn't head to sea with a yacht of any size that has so many loose ends and technical problems already in the port. I would have turned around when the failures of equipment started to show. An experienced captain can see the omens in that and will make the proper decisions. There is no shame in keeping your vessel and crew safe. The captain is at all times responsible for what happens to his vessel and crew. No agents or owners can ever force a captain to abandon that principle. How many captains out there have enough spine to stick to that principle?
The sea is a beautiful, monstrous beast. Unforgiving to those that don't belong there, an ever lasting playmate for those that do. The real seafarers will instantly understand what I mean. The others will object.
Paul van Driel - So True!!!
I really agree with you
Well said/written Paul
I must go down to the seas again, to the lonely sea and the sky,
And all I ask is a tall ship and a star to steer her by;
And the wheel’s kick and the wind’s song and the white sail’s shaking,
And a grey mist on the sea’s face, and a grey dawn breaking.
I must go down to the seas again, for the call of the running tide
Is a wild call and a clear call that may not be denied;
And all I ask is a windy day with the white clouds flying,
And the flung spray and the blown spume, and the sea-gulls crying.
I must go down to the seas again, to the vagrant gypsy life,
To the gull’s way and the whale’s way where the wind’s like a whetted knife;
And all I ask is a merry yarn from a laughing fellow-rover,
And quiet sleep and a sweet dream when the long trick’s over.
@@jazldazl9193 Nice!
Love your content! This channel has really grown to be one of my regular must watch breaks.
Great job. Really enjoyed all three videos. I will stick to my comments in the earlier videos. Too many changes in the boat’s original design, which led to serious stability issues. A crew with very little working knowledge of the boat, which led to serious delays in responding to system problems/failures. Combine these issues with severe weather and you have the chain of events that build to the loss of the boat. The stability issue is the most critical variable leading to the loss (e.g., the added ballast dropped the shell doors below the waterline). The shipyard, by going out of its way to please the customer, went too far with the changes. This allowed the boat to be operated outside of its maximum design performance envelope.
This series has been your best videos so far, more videos like this please were your expertise is brought to bear. I'd also really like your take on some of the more vessels that are a bit different, the 'explorer' super yachts such as Paul Allen's Octopus, or unusually conversions like the vintage tug you briefly mentioned a few weeks ago.
Well done and balanced set of videos. The only people who really know what happened left MY Yogi via helicopter at her sinking and it's clear they aren't saying more than what's found in the reports. Great content as always!
Thanks for taking the time for this series. Very interesting and informative. God bless and stay healthy
Watched all 3 segments...very well done! You’ve reported facts, no conjecture, truly an unbiased report from someone that knows his “s@#t”.
I've always enjoyed your sharing of your knowledge of the superyacht world and these three videos were a great addition to the normal content, really interesting. Wishing you all the best :)
Tony & Susan here, I agree a culmination of mistakes sank this vessel. Many believe there was someone on the grassy knoll , but sadly it was one well trained ex/ US Marine that was indoctrinated into believing in Communism, he was sick and demented but there was no conspiracy other than the facts . And you have done well sir explaining the facts . I am a USMM licensed captain and a private pilot, all through my years of training instructors have always explained how accidents are a chain of failure's not a single event.
You've got me hooked on this mystery. Before I had seen this series of Videos I had already concluded that a massive deluge of water must have occurred that overwhelmed the bilge pump. There are only a few possible causes of such an occurrence. In the engine room it could be a catastrophic leak in the underwater exhaust caused by the stand pipe breaking at the hull weld, or a complete failure of the silicone flexible coupling which usually has a shutoff valve between it and the hull standpipe so you can close it in the event of the flexible coupling failure. Only two events could have caused the flexible coupling to melt which I believe will start to occur over 400 degrees. The first is a massive rise in exhaust gas temperature caused by excessive strain on the engine or starving the turbos of air. EGT,s of 1200 degrees have been reported with inadequate air supply at full revs. The other cause of high exhaust temperatures are lack of water at the spray ring which can be attributed to a failed water pump or pump starvation by a blocked sea chest. I would like to read the watchkeeper's account of observed engine and EGT temps before the coupling failure and we're they having trouble with the engin room ventilation system prior to the incident. On the diagram you supplied of an engine underwater exhaust system it appears to show the flexible coupling below the waterline and no shut off valve. Was this a generic system or specific to the Yogi. I have seen systems with no valve but the exhaust standpipe welded to the hull extends above the waterline for obvious reasons. With the stability problems and the addition of all that extra weight did it lower the waterline enough to submerge the coupling. Also was the vessel full of fuel as they seemed to be in a rush to get to Cannes and probably would have a lot of fuel to prevent stopping enroute and by the sound of things to provide extra help with the centre of gravity. A final point. Do you no what stabilization system they used.
Thanks for follow up from other 2 videos. Love your content great job.
Training versus drilling is a significant difference. Drills are often scenario based. Training is the "how to" component of equipment, techniques and practices associated with that equipment. The challenge to mariners is receiving training on all the equipment. Firefighting scba is a classic example. They are functional but often don't know what to do when things go wrong. That's where training comes in. Unfortunately the people responsible don't know about the equipment either. Very easy to have a training vacuum. How do you teach/train on something you don't know anything about. Mariners are amazing people. They routinely manage crisis with limited resources and equipment. God bless all souls that sail the seas.
Now 60, in my 20's I was 1st Mate/Divemaster on a 70' live-aboard dive boat in the Caribbean with lot's of friends working super yachts. Surely this alone isn't squat compared to your experience. However, my latter career (30 years) as a high-end finish carpenter/foreman here in Hawaii, including 8 of the top ten most expensive homes in the state - with a Global who's who of "Forbes List" VIP's. One of my lone punch lists was 11 months long. I walked away from the last nightmare I was on. I was sent in mercenary fashion, instructed to "..help them off their ass & get it done!" by our regional president whom I worked directly with. It was a $35 mil. estate - 3 months late & $3 mil over budget - being run by three millenials out of Seattle, all under 40, obsessed with drone footage & Yoga lunches! Relying on my strong belief in Occam's Razor, & experience in "the site trailer" & conference meetings, this disaster might be summed up thus: The conflict of altering a highly complex structure, perhaps in this case as an afterthought, with a tight demanding schedule to get it delivered. I can just imagine the builder CEO who killed himself months earlier in his office in an exchange something like this, CEO: "We need more time to iron out these alterations you've demanded." OWNER'S REP: "...look just launch the damn thing! Need we remind you of your contractual date of delivery bonu$$$$$? And that your legal department overlooked RFI extensions? Come on, man, you can finish the install, telemetry, & IT boot-up of sensors/systems & adjust hardware & mechanical issues when we get it to France." CEO (with his VP & secretary later, wistfully looking out his window): "Let's pray for calm weather...". And Voila! a ticking time bomb goes to sea. I'll be happy if I never work on a mega-structure again. Old world craftsmanship, modern complex systems, & young corporate hubris don't mix.
Interesting topic. Thanks for sticking with it and bringing viewers up-to-date.
For the meeting between the crew and the manufacturer, it sounded like one side was preparing for the "First Story" (telling of accident for the purposes of assigning blame) when the manufacturer may have wanted the "Second Story" (telling of an accident in order to identify what and how things failed that led to the event in order to identify ways to prevent it from happening in the future.). First stories rarely get to the heart of the matter, since everyone involved in such a story is defensive and protective. But we humans love First Stories because it fills our need for drama and to "burn someone at the stake", even if it's only in literary effigy.
Here are some things a second story for this event might have uncovered:
- Difficiencies in or requirement for crew training: Emergency management for both bridge and engineering crew. Adverse weather conditions for the captain.
- Updated requirements for ships of that size and/or class: Addition of sensors and alarms where they could have helped. Positions of outer doors (both side and transom) so they exist above the waterline. Redesign of wet exhaust to prevent air infiltration into the system during rough conditions.
- Updates and/or changes to procedures and checklists: Update checklists to include vital communications equipment for sail/no sail decisions. Updates to checklists for goverment inspectors before issuance of seaworthy certifications.
If you want a good explanation of First and Second stories, check out this video by Nick Means for Lead Dev: czcams.com/video/1xQeXOz0Ncs/video.html
Very nice follow-up. I'd agree with you, just a series of mishaps that ultimately doomed the vessel. Luckily, nobody got hurt or worse.
In the first video I thought it sounded like insurance fraud but I now think your right about it being a series of errors. I've really enjoyed this Yogi series of vids, top notch content.
A lot of things adding to the perfect storm, the only thing that is a question mark is the leaving of log books when they had time to retrieve their personal information. Really enjoyed your take on it !
Great series on Yogi's demise. I always enjoy your videos - great topics and always well done. btw, nice mention of SYC, I also follow Tristan's channel. Actually, yours and his are the only yachting channels I follow with regularity. I have no doubt that you, too, will reach 100K. Thanks again for the Yogi videos.
This is nice, thank you. My diagnosis: where there is smoke, there is 🔥.
That was extremely interesting to listen to and when you talked about the changing of the waterline level! For me with my limited boating experience, after your comment that the side doors were under the water level re the seals? It all made sense, when you made you finally comment so to speak! Sadly it was all a catalogue of problems to make the perfect storm! When we used to cruise the coast of England I found that when I filmed our trips, the sea, it never looked as rough as it was! I know what you meant! Keep it up and if there is going to be a Part 4 I cannot wait, but if not? I still cannot wait to see the next one Good luck and hope you are both safe too!
*”Semen’s discharge”* 🛳🍆💦
*Love it* 😆 👍
Thanks! Be well. 🌞
NOt sure if anyone else has mentioned, but consideration should be given to the fact that electrical connectors were also replaced during the warrantee visit - this could account for warnings not being activated if the new connectors were not fully checked for reliability and functionality. Seems too many failures occurred in the way of the lack of warnings, from no warning of the overheating, no bilge warning, etc etc. I suppose there is no way of finding the truth without recovering the vessel, but by now, most evidence would be rusted away 500m below the ocean. BTW: thanks for this series, a very interesting look at the disaster indeed.
Very well thought out answers. Thanks for the video.
The failure of the internal telephone system between the Engine Room and Bridge was pretty inexcusable. Communications are vital at all times for safe shipboard operations, the very fact that this vessel left port with that not working says something about both the quality of workmanship at the shipyard and the ships crew, in short they shouldn't have left port until it was fixed.
Great video. Thanks. Fascinating and not at all as clear cut as I’d thought. The yard said ballast shouldn’t be added, yet it was. Presumably the owner initiated the additional work which raised the weight and centre of gravity. Presumably the French inspectors knew about all this? Thanks again.
No joke. I used to work in Washington Heights Manhattan and there's and intersection that's Seamen st. & Cumming Ave. I swear to God!🙏
Thanks for taking the time to explain some of the circumstances involved I the sinking of the Yogi. A friend and I were discussing the sinking recently and were frustrated in the lack of information regarding this event. As a Yacht engineer with 40 years experience, I am still surprised by the lack of real experience in the yachting industry. By the way I always keep my passports and credit card on me when going to sea in a double ziplock bag and encourage others to do the same especially when traveling on Yachts of dubious manufacturer of which there are many. From an engineering viewpoint most of the discussion was focused on the ultimate event and not on what initiated what was obviously a series of failures. The flooding in the beach club and that new drainage system that was installed in Italy. Why did both the hydraulic steering pumps fail at the same time when they had power right up until the end. Only electrical failure due to flooding or a total loss of hydraulic oil could have led to such a failure. The engineers should have been able to détermine this from a two blown breakers that would not reset. The steering gear is fitted with a low oil and temperature alarm so the bridge should have been aware immediately of the exact nature of the steering issue. The location of the steering pumps would also be a factor. Were they located just under the hatch that was opened with water pouring down on them. Once they lost way through both engine failures and the vessel was broadside onto the waves pushing it over to Starboard the side and rear door seals probably failed. Given the documented stability issues this would have proved fatal. Water would have come in faster than the bilge pump could keep up with. Faults rarely show up in calm seas. Another issue is the age and experience of the engineer who should have known enough about the vessel to mitigate at least some of the issues. When I was 35, I had a lot of engineering experience through refits and heavy chartering but just because you have a big engineering licence it does not détermine real life situation awareness.
Good one. They also could have used the bow and stern thrusters to keep it with the bow in the wind/waves. Watertight bulkheads were apparently not there or not shut.
I didn’t realise it was going to be a follow-up i.e. number three and that was very well put together again and I thoroughly enjoyed watching it in fact I watched it twice and paused it on occasions so I could take in all the detailed information that you were giving on your video the only bit I found unusual was that your Siemens booklet defines what you have done in the past work wise and it’s so easy if you wanted to lose it I’ll get a new one Thank you again for that wonderful video past three
Brilliant work!
A great video! You answered a lot of question, but many questions remain.
I'm ex Air Force and would normally agree with Vera Woods until the USN's utter incompetence was shown when two modern destroyers collided with container vessels in Asian waters a couple of years ago. I refused to accept the obvious until the reports came out.
We won't talk about some of the USAF's greatest hits... LOL. BTW I am ex-USAF and currently active duty Navy, and no branch is perfect. How many 1.2 billion dollar single incident losses has the USN experienced in the past 20 years? How about that B-2 bomber in Guam... Just saying.... And I think that in general the USAF is better than the USN, but don't throw stones living in a glass house.
As a Seafarer for 40 years who worked on FPSO`s for 20 years and have been involved in some major incidents (gas turbine explosion) done accident investigation courses as well , you learn that a accident is usually the outcome of a series of incidents before hand, I do not believe this was a insurance scam for the simple reason that I dont think that you would put you're own live at risk as well as others in a stormy sea`were the outcome might be your own demise. I have seen many instances why certain devices were not installed on ships to make it more safe for monetary reasons even doe the company`s were making millions of dollars profit.
@@wisecracker3343 Yes, Theo is not really giving me confidence in the "accident investigation" department. If you look at the events, at which moments were they in real, life threatening danger? I didn't see any of those moments. There might have been a moment of anxiety when the helicopter didn't show up in time and when some had to jump overboard to get hoisted out, but real life threatening moments? No. Just look at the seas in the rescue video! That's not even a rough sea in my opinion.
I'm just a marine engineer with 12 years experience (after being an engineman in the US Navy for 4 years) and millwright but the level of incompetence in the crew is astounding. I've been involved with inspection and certification of several vessels and I wonder how the marine architect failed to design better and include standard watertight systems. I was trained in MANUAL stability calculations for ballast and fuel trim so having to rely on software also shows that the crew, especially the captain was incompetent.
What every vessel should have are inflatable liferafts, even Libyan registered vessels, the worst standard in the world require them. So where were they that the crew couldn't use them and thought they only could be evacuated.
I have multiple other questions about this vessel and crew that the French incompetent investigators should have done as common sense. A cluster F all around.
As per the weather, I have been in MUCH worse in both the Pacific tyohoons and Gulf of Mexico hurricanes on 140 to 230 foot vessels and had waves braking completely over the vessel and it just staggered up through to surface time after time for hours... BUT the vessels were designed by competent marine architect using centuries of knowledge base and so could handle storm conditions.
Several of these vessels had wet exhausts and no temperature sensors but did have water pressure alarms for the supply pump. How cheap was the builder to not have even that cheap an alarm?
Also, every vessel had better bilge pumps and dewatering systems than this one seems to have had, again, bad engineering / design.
The lack of watertight integrity for the small boat welldeck should have been irrelevant if the compartment was watertight to the rest of the hull, if it was designed correctly then again, did crew incompetentance leave this vulnerable to flooding the rest of the vessel?
Dear Sir, if you think that a person would not put themselves and others at risk for fraudulent gain you are mistaken. There are those that would slit their mothers throat for tbe right sum.
All modern vehicles can be hacked by backdoor access... was the accident political (thus, mafia)...?
Theo De Vries - How is the builder making profits relevant?
This sounds as though the owner made changes too late in the design and build phases and the yard tried to accommodate him resulting in the vessels stability being seriously affected and lowering the stern door and side doors to greater and constant pressure from the sea as they were now lower in the water at the stern and below water constantly at the sides which the original designs where not meant for.
Great videos as always and thank you for the hard work
Fascinating! Worthy of a movie! Thanks for bringing us such an interesting and perplexing story!!! Something definitely 'rotten' somewhere!????
Once again, very informative. Thank you.
Thank you for doing this!
Nice job on reporting it. I had read a lot about it years ago.
Love your content, I also follow SYC, both your channels are very educating and interesting, Keep up the excellent work, and I wish you the very best.
I was shocked to learn that a luxury ship had sunk. So I was interested in what would have caused this accident. In an aeronautical we say that have to meet nine conditions to happen an accident. I understood that in this case there were also several events that contributed to the sinking of this ship. Thank you for the explanation. Greetings from Brazil.
Very interesting series of articles. My views as to what probably happened kept changing. However, for me the clincher was at the very end of video 3.
From what I can understand, it would appear to be irrefutable that the vessel was seriously compromised by the changes made to the original design.
For me,that raises a series of questions which I believe need answers.
Surely the yard through computer modelling etc. should have been aware of just how close the changes were pushing the vessel towards its limits.
Were the owners (or representatives) made aware of this? Presumably if they were made aware, they would have been required to have signed off on this, or even a reputable yard should have refused to make those changes.
Coming from an underwriting background I would have expected the insurers to have been made aware of this specific shortcoming along with the warning document seen at the very end of episode 3 and would have been very surprised if they hadn't adjusted the premiums or applied strict conditions of the magnitude which could have resulted in a legal claim against the builders.
Regardless of the truth (which we may never know), it does give a warning about making too many significant changes to an existing design rather than starting from a clean sheet (737 max spring to mind?)
Excellent series of videos - thanks,
Interesting thing about French Maritime Officers, they graduate from the academy as with both a deck and engine license. So unlike most countries, its not unusual for French maritime officers to be dual certified.
I also had to laugh at someone who things only the military can do stuff right... We fix stuff at sea that they'd have the ship towed into port to fix...
Sooo we've got; securing financial backing from Bettencourt, purchasing a superyacht, legal trouble regarding Bettencourt funding, superyacht goes down with questionable circumstances, insurance payout for yacht, Bettencourt repayment in one shot, no replacement yacht......hmmmm. I'm not usually one to jump to conclusions but I do believe that a duck just walked by quacking his like crazy wanting to be recognized for what he is. Heh, heh. The only thing that I have difficulty reconciling is the several professional seamen all agreeing to risk their careers and possibly their very lives to help their boss out of a bind. That's a very big stretch for me because it is usually very difficult to get eight people to agree on where to eat lunch let alone an undertaking such as this.
Thank you so much for this very well presented three part story that you must have many hours of research in and I also thank your lady for her work in the project. It was all very enjoyable and interesting.
Who says that the full crew was into it? You only need the Master and the Chief Engineer to set the chain of events in motion. The rest will happen by itself. And even than, if you wave enough money in front of a person they will all soon agree where to lunch. Do you believe that the moral standard in luxury yachting is that high?
@@paulvandriel2344 I suppose if a couple of people at the top were involved everything else probably would fall into place, I could see that workin'. There's still a lot at risk, including if a life is lost especially a non complicit life things would get dicey. I'm one of those people who doesn't believe that everybody has a price...sure lotsa people will do lotsa things but I think that everyone has a line they will not cross. Also, the more people that are involved in something the more probable it is to be found out. Then ya get into "tying up loose ends" and "offers that cannot be refused" heh, heh, heh.
Excellent part 3 Thanks,
Good series of videos, found it fascinating. Keep up the excellent content. Nice credit of Superyachtcaptain too.
Again a lot of very good information and thoughts. As you say often its a chain of smaller faults adding up and are not noticed untill its to late.
I really enjoyed the 3 videos, well done! 👍
I just watched all three of this series (new to your channel). Very interesting and informative. Well done. Even a few laughs. 👍👍
"Decided to part 3 because i couldn't believe how many views they got" :) kudos mate, love the chan, and well presented documentary style for this 3 part Yogi series
Lived this series!
very informative. thanks
I have no knowledge of this stuff but these videos are great. I saw part 3 pop up and I was giddy.
Great job on the detailed information
Very interesting format - 2 parts of presenting the information etc, give people a little time to formulate their views and then part 3 looks at those views to disseminate a little more rationale and info. Worked very well eSysman, congrats.
been a sub fer quite a while simply put ur channel is #1 in my opinion like joe friday said ,nothing but the facts mame. you have always done a yeoman job showing and sharing life at sea.as always thanku safe boating my freind
Well done. Thank you
Do a show about "chasing bubbles"
Much smaller base boat
Great vid.Never in a million years could I afford anything remotely like these vessels.But! I just love boats/yachts,preferably from my point of view,the smaller yacht,cabin cruiser.etc.But! Just a boat nut. Love the vids.
Excellent point all
Q - Every morning, what is in William Shatner's toilet?
A - The Captains log.
great series!
Great job on this video.
Awesome as always!!! Seems you and I have the same conclusion about this incident.
Oh btw...I’m going to have to work on getting me a seaman discharge book!!! 🤪
hi, i’m new to your channel. I am not a boat or ship person at all but i am really enjoying your Videos. You make them very interesting and that you yourself you are a seafarer. Your very experienced way of looking at things makes it also very interesting. I will be following your shows from now on.
Thank you sir.
Great content, very informative
I am new to your channel but been watching Tristan for about a year your videos are good aswel keep up the good work
I watched part 2 was very interesting which brought up tons of questions