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Lying ahull 500 miles offshore in 50 knots, Chris explains why he chose that configuration over heaving-to on his 80-foot, 12,500-kilogram late-1990s round-the-world race boat after a bomb low opened ahead of his planned route home.1:57 A damaged mainsail with two broken snap battens and a displaced batten contributed to the decision, but he argues the choice is correct regardless: at 40–50 knots, bare rigging generates enough windage to act as a sail, and adding canvas increases forces without improving safety.2:25 He distinguishes heaving-to — appropriate in lighter conditions using a backed jib, reefed main, and stalled rudder to create a leaf-falling balance — from lying ahull, which exploits the boat's hull dynamics to shed wave energy.14:01 Drawing on *Heavy Weather Sailing* by Adlard Coles and the Wolfson unit research, he explains how a breaking wave face one-third the beam of a traditional vessel carries enough kinetic energy to roll it, and how keel geometry determines vulnerability.5:21 He contrasts his thin-keel, high-rocker hull with full-keel Colin Archer designs suited to drogues and sea anchors, and cites Skip Novak's Pelagic Australis as an example of a large vessel where drogue forces would be unmanageable.13:43 Mooring loads for the same boat in Nova Scotia — two 5,000-pound concrete sinkers, 180 feet of 1-inch chain, and Dyneema pennants — illustrate the scale of forces involved.4:21 Boat design, not a single universal technique, determines the correct heavy-weather stopping strategy.16:37

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