'Impossible' for me means something similar to: you can't handle the ship any more, so that as just your smart management ended up being maintaining it undamaged and afloat, the effect is it's damaged and basins.
There are too many things incorrect with this scenario for me to analyse...
[Update - detail included by questioner to simplify that sinking is probable - thank-you.]
Fundamentally, do not be anywhere at the same time when a gale or violent storm may come through when your vessel cannot survive without your help. A sailboat sinks since it is dismasted in addition to reduced roll inertia makes it vulnerable to capsize, in the conditions that caused the dismasting, then deck or hull fittings such as hatches, ports in addition to companionway hatch collapse, or even keel is detached (contemporary fin keelers, built inexpensive), then vessel floods and sinks.
Numerous ships are at risk of this, to a specific degree, as they are weekenders: coastal cruisers that can alllow for port if the weather condition blows up. To be honest, I don't have too-much belief in more high priced boats offered as passage producers, when you look at the modern age, for instance.
In a storm weekenders are like an automatic washer inside, utilizing the entire interior a churning size of junk, water and fuel given that locker doors break open and also the tanks burst their particular fittings or come free. Provided sufficient wind and wave, the mast goes, then your watercraft is rolled, together with companionway hatch ruptures. After that the watercraft is fully gone.
A heavily-built older watercraft is more more likely to endure mismanagement, you need to give it the equipment to do the job: a good companionway hatch which lockable from inside and powerful adequate to survive liquid force whenever inverted, and ports / hatches that won't smash in. Also keep in mind seat lockers, which must-have strong, lockable covers. Companionway hatches are often simply half-inch ply or a GRP panel that'll deform and pop out, therefore survival after inverting the motorboat is a little of a lottery. You may lose definitely every little thing on deck except the winches in the event that weather condition is bad sufficient.
Voyagers who want to reduce danger purchase a watercraft that can survive hell offshore, and fit it so are there no unexpected situations. If you are a singlehander, your whole watercraft plan might well be based around the concept that when things get too bad, you are going down below and leave the vessel to maintain itself. This is the only thing that works well in extremis anyway; you are not likely to be within the seat in a storm. Or otherwise not indeed there for long. Clearly, there must be a strategy for how the vessel will don't be sunk: a way it'll hold itself around weather; powerful hatches on deck; powerful lockers and tanks an such like below.
Some individuals utilize parachute water anchors, some usage stern sea achors (and operate slow), some use operating drogues (and operate fast). These have all worked for many sailors. You'll heave-to naturally, but eventually conditions can become also severe with this and boat are going to be rolled and dismasted. Once it really is dismasted, it's going to be rolled over and over repeatedly (the roll inertia provided by the mast has-been lost: much fat large above the deck prevents the vessel becoming rolled ). Consequently heaving-to is perfect for a rest when things aren’t also bad, but a very bad concept in a storm - drogues and parachute water anchors are the only solutions after that.
In terms of in which never to be whenever a gale or worse hits, in Europe we avoid the western English Channel entrance, referred to as Western Approaches; the Bay of Biscay; together with north-west tip of Spain (although everywhere on a western coastline in northern Europe is a nasty lee shore as soon as the south-westerly gales and big seas come howling in). The typical denominator you have the rack, and the ones locations are the worst bits. Gales offshore are not almost since bad as gales experienced regarding the side of the shelf. Huge waves overseas will get truly high before they break, plus they need countless wind in it, a counter existing, or cross-seas tripping them, to split. In an ocean the currents generally choose the wind, since the wind creates the currents; but if you can get a stronger wind blowing resistant to the prevailing existing, waves can break. This might be more often seen with tidal currents inshore.
In the side of the continental shelf, though, huge waves start to have the bottom, and break viciously. This is basically the wrong location to maintain a gale.
The wrong destination within wrong time can place you when you look at the teeth of a howling south-westerly with 40 base breaking waves with no harbour for 100 miles. Even it might be some small fishing harbour you cannot enter at low wave in an F3. Searoom saves, and you will do not have enough. Sufficient searoom in cold weather in north Europe indicates off soundings: from the shelf and outside territorial restrictions. The only real worse place i understand of may be the Agulhas Current off southern South Africa in wintertime, where these are generally believed to have ship-breaking waves 90 legs large with a huge opening before all of them, that break on vessels and break all of them in half. There's a narrow present running down the coast from northeast, of 3 knots and perchance up to 5 knots. A south-westerly gale blowing against it does increase big, high waves. Plenty of traffic takes the current to obtain a lift along the coast, but it is somewhere to prevent in a blow.
Therefore, you ask whenever 'impossible' arrives. Let me tell you just how a beneficial friend of mine died.
He was moving his vessel between countries, for the period, and had been off the north-west tip of Spain, regarding the side of the rack, when a gale hit. The ship had been a decent dimensions, powerful sailboat, but for some reason that they had steering failure and motor failure. That they had no violent storm success gear eg a hurricane jib, ocean anchor, running drogue, ultratough windvane steering, companionway storm hatch, etc. Just the regular roller genny, electric automatic pilot, etc.
The staff had been all not known to him, delivery staff which signed on the travel. They were entirely not capable of working with the problems - steep, 45 base breaking waves, because reported by another vessel - and after hours of discipline couldn't simply take more. These people were crying and begging my pal to deliver a mayday and get them down 'before they sunk', therefore fundamentally he cracked and performed therefore.
In Spain they use big sea-going tugs for relief, because they typically wish to save the vessel (its smart for the relief). So, in absurd problems, they all needed to leap in to the ocean in order to wash to the tug downwind and acquire hauled aboard (a GRP sailboat going alongside a seagoing tug in big seas, even to leeward, will likely to be dismasted first then smashed and most likely sunk).
The skipper moved final. They all managed to get except him - he was lost. Scarcely astonishing in those problems - the miracle is the fact that any of all of them made it. The tug did not try salvage in those problems.
The vessel ended up being discovered seven days later, perfectly alright - not really dismasted - and some body salvaged it. My pal's human body ended up being found a few weeks later on.
There are numerous lessons becoming learnt from that.
 It may be counter-intuitive but a heavy body weight well over the deck helps to end a sailboat becoming rolled. Both main elements that make a sailboat far less dangerous than a powerboat of the same size offshore in a gale would be the mast and keel. The keel is much body weight suspended below the vessel, as well as the mast & rig are a heavy body weight fixed above the deck; collectively, these loads on a prolonged lever arm (especially when it comes to the rig) work to get rid of a roll becoming started.