Another electronic helm system fails to work? (video)

M.Y. "Unforgettable" was captained by an ex Norwegian Merchant Master with many yrs of commercial Azipod experience. Not only could he not control the Schottel pods in two long videos depicting the Lyford incident but he didn't sound the horn once as I would think that he would have needed ten arms in a situation like that dealing with communicating with crew and the engine room all the while hitting the thruster using the pod controls. Horn in this case is irrelevant. Correction on my post #40, Albany Marina is on New Providence Island and not G.B. / My bad, My mistake, was still on my first cup of coffee.

Well, not all of us.

A report of sorts will get filed, but we all will have lost interest?

I'm glad that you found my contribution entertaining.
At least that's some result, as opposed to reiterating something everybody already agreed with, myself included.

Ref. my silly measurements, I did that only because I had already checked out that spot before Capt J posted his estimated distance, and I was puzzled by his numbers - nothing else.
It took me three minutes, if that.
If in my boots you would have taken an eleven hours flight to go there and measure by hand, well, THAT is what I call silly, if you ask me.

As I read this thread, two thoughts come to mind.
- In aviation, we’re taught to FLY THE PLANE. Point being, in an emergency, it’s easy to get bogged down into the minutia of whatever problems are causing the emergency, running lists, diagnosis, etc... Innumerable examples of letting a perfectly flyable plane impact the ground while heads down in a problem. Fortunately, aviators get to train for the most likely failures and proper reactions; makes it a “little” easier.
- In a very dangerous or life threatening situation, one doesn’t really “know” how they’ll react until it’s their time. The reactions I’ve seen range from almost instant laser focus to going EEK and freezing. You NEVER know who’s going to eek-out

Because of lack of feel in the controls with these big boats (I assume), I suspect figuring out what to do when something like this happens is very difficult. In aviation, when an engine is lost, we pilots know immediately through control pressures and yaw and clear cut instrument indications. If a control surface jams, same thing. Immediate feedback through the yoke or rudder pedals. Plus our training is exhaustive and comprehensive. Yachts are apparently more complex AND more difficult in a failure than I thought. And probably much more difficult to train for various malfunctions.

And yet pilots when faced with issues of such malfunction, react in many different ways and occasionally make mistakes as in the cases of the 737 Max's.

The feedback is one thing, determining a solution is quite another. There was no simple corrective action in this case. The crash was unavoidable. Think of it a bit as failures on take off, occurring at just the timing that it leads to a crash.

If I had a nickel for every time someone stepped on the wrong rudder in the sim.....

The other thing, is the Captain, which has 35 years of experience, has only 10 days experience on this vessel. He might not have even run this yacht before. Not to mention Captholli's post mentions that these controls are very problematic at best. Sometimes yachts should stick with yacht systems.

I guess what I was saying is that the yachting world is more challenging than I thought. And more impressive when conducted safely.