Formerly known as Victoire, winner of the 2013 edition of the race, Porco Rosso (currently for sale through Race Yachts) entered the 2024 race with a seasoned crew, some of whom had joined recently but brought deep Hobart experience. The navigator alone had completed 22 previous races. The yacht was comprehensively prepared, and the crew had bonded over demanding Tasmanian coastal sailing in the lead-up.
Safety Briefings and Gear That Mattered
Before the start, Boat Captain Luke Watkins conducted a detailed safety briefing. The crew were each issued high-spec gear: Spinlock Deckvest Vito 12 lifejackets with Harness Release Systems (HRS), plus a personal bumbag carrying an Ocean Signal PLB1, MOB1 AIS beacon, and a glow stick. This gear—and its correct use—would become crucial within days.
The yacht had a clear protocol: lifejackets and tethers were mandatory at night or in winds above 20 knots. Luke described how he even slept in his safety kit. The seriousness of the team’s approach to safety was obvious.
Into Heavy Weather
After rounding the Sydney seamark, the team set the A4 masthead kite but began reducing sail as conditions intensified. By the time the wind reached a steady 35 knots, Porco Rosso was sailing hard but in control with a two-reefed main, Jib Top, J5, and a storm staysail. Boat speeds regularly exceeded 20 knots, with bursts over 25. The crew made reefing calls early and stayed ahead of the conditions.
Watch Roster and Helm Setup
The crew ran two watches of four people, rotating every three hours. Two primary helmsmen overlapped both watches, coming on an hour early, steering for 1–1.5 hours, then handing off to backup drivers—four helm-capable sailors in all.
Darkness and Disorientation
That night was moonless and pitch-black—disorienting to even seasoned sailors. “One of the most difficult nights helming I’ve ever experienced,” said one crew member. With no horizon and confused seas, judging course and heel was tough. Instrument lag didn’t help. The team recalled a previous rough night off Tasmania, but that one at least had moonlight.
Porco Rosso was well offshore, passing Green Cape on a fast starboard tack when disaster struck.
Crash Gybe and Chaos
At 0300, a large wave hit the boat. The helmsman, though tethered, was thrown off the wheel. Another crew member was washed across the deck. Both ended up pinned against the lifelines. The yacht crash-gybed violently, with the canting keel still canted 80% to starboard. This pinned the boat flat. Below deck, one sailor feared the keel had detached; another suspected the rudder had gone. It was instant, violent, and with no warning.
MOB Realised – Too Late
An internal MOB alarm triggered—likely inadvertently. A sat phone call from Race Control advised a PLB signal had been received. All appeared to be onboard, so the alarm was initially treated as a false positive. Then the navigator picked up an AIS MOB alert on the laptop running Expedition. No range or bearing was given, just a location. Using the cursor on a small-scale chart, he estimated the MOB’s position.
Then came confirmation: AMSA had picked up Luke Watkins’ PLB. Suddenly it was clear—he wasn’t aboard.
Luke’s Ordeal in the Water
Before watch change, Luke’s lifejacket had accidentally inflated. He swapped it out with a spare per race regulations. Although Spinlock vests are designed to resist false activation, five had inflated since the start—possibly due to rough conditions and frequent deck wash.
At the time of the crash gybe, Luke was helming, clipped in on the windward side. Thrown underwater, pinned by his tether, and running out of air, he released his HRS. The inflated lifejacket dragged him clear of the lifelines, and once at the surface, he immediately activated his PLB and AIS beacon.
Holding the beacons upright in his left hand, he fought to keep them out of the water. The AIS signal was intermittent—possibly from being submerged or not kept fully vertical. But the fact that it was received at all meant he was conscious and in control. He attempted to use the sprayhood but abandoned it to maintain visibility. With the moon rising, he tried to gauge where the yacht might return from.
Recovery Under Pressure
Onboard, the crew recovered the two men washed to the stern, reset the keel, and assessed rig damage. It took 20 minutes to motor-sail back towards the MOB. AIS indicated the boat was 2.5 miles from Luke. As they closed in, glimpses of a light—either the Deckvest’s inflatable pylon or Luke’s head torch—were seen from two miles out. Luke had drifted roughly 1.2 miles, often rolling off wave tops due to his jacket’s buoyancy.
Final Approach and Retrieval
Two recovery attempts were made. The first—a classic upwind approach—failed as the bow fell away. The second was a modified pass, allowing a crew member to throw a rescue bag. Luke, conscious and responsive, caught it. Lifelines were cut and he was hauled aboard using the lifting strop on his lifejacket. He’d been in the water for nearly 50 minutes.
Medical Response and Retirement
Luke was taken below and stripped of wet gear. A fellow crew member joined him in a bunk for warmth. The yacht retired and diverted to Eden. A PAN alert had been issued and was later cancelled after recovery. Race Control, Marine Rescue Eden, and NSW Police vessel Nemesis were informed. AMSA had launched an aircraft, though it hadn’t yet arrived on scene.
This incident was a sobering reminder: no matter how experienced the crew or seaworthy the boat, conditions offshore can change rapidly. The crew of Porco Rosso showed that preparation, training, and the right gear—especially the ability to independently release from a tether—can be the difference between life and death.
Note: The following article is based on details published in the Rolex Sydney Hobart Yacht Race 2024 Review Committee Report, dated 15 May 2025.
