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Darrik left in his teenage years to live with his father in Washington state. Though eight years younger, Dylan was the more seasoned hand. He found Darrik could be hard to get know and had "trust issues. A crewman's career can be short. The life is grueling.
Many quit as their bodies wear down. Dylan wanted to make more money and looked for more lucrative pay on another boat. He could tell the Destination's captain, Hathaway, was hurt by the decision.
By then, the brothers, during a summer of commercial salmon fishing, had made their peace. Darrik appeared to be letting his guard down and reaching out more to the family as he embraced fatherhood. His son, Eli, was born in February On Feb. Kai's back was ailing, and when he woke up, he couldn't feel his hands. During one exhausting hour stretch, Kai texted his parents that he'd slept only six hours. Once, he was so tired, he keeled over in the galley, lacking the energy to climb into his bunk.
They had spent nearly three times longer fishing for cod than the year before. And the money wasn't nearly as good as for crab. In a call during a port stop in Sand Point, Alaska, he told his mother fatigue had dragged down crew morale. Born in Alaska, Kai had spent his early years in Sand Point, a treeless island fishing port at the eastern entry to the Bering Sea, where his father had worked as a commercial fisherman.
The family moved to Arizona, but Kai returned to Alaska to catch salmon and later, in , to work on the Destination. He seemed to have boundless enthusiasm for the job, enduring long stretches at sea with grace and humor. Through his years on the boat, videos Kai made -- often set to rock and rap -- chronicled the crew's lives, from harrowing scenes of sending pots overboard in high seas, to silly dance moves performed on pitching decks.
He was loyal, once rejecting an opportunity to go to work on another crabber where he likely could have made more money. But Kai, at the age of 29, was tiring of life aboard the Destination. Before the start of the season, he told his mother it might be his last year. Kai and his girlfriend wanted to move into a house in Western Washington, and he would trim back his time in Alaska to summer salmon fishing. For now, though, there was more crab to catch. The cellphone call dropped, but he was able to text an emoji of a face blowing a kiss.
The next day, the Destination arrived at Dutch Harbor in the Aleutian Islands to take on squid bait and fuel. There, the boat hosted a visitor, Dylan Hatfield, a former crewman who'd spent six years aboard the Destination and was giddy with anticipation about this reunion. The crew included his brother, Darrik Seibold, and Kai, one of his best friends. There were hugs and stories of crab seasons past as the men broke open an pack of Rainier beer.
Dylan had been on a crab boat that already had caught its share for the season. He wanted more work, and asked if Hathaway knew of any openings. The captain gestured toward Darrik: Dylan could replace his brother.
Dylan thought the captain was making a bad joke. He brushed off the offer. Dylan would later learn his brother had reason to get off the boat. Darrik had hurt his hip during the recent cod harvest, according to texts that Kai had sent back home.
Still, Darrik was not going to give up his place on the Destination. He stayed silent about his injury. In the evening, Dylan joined the crew for pizza at the Norwegian Rat Saloon. Dylan wanted to party, down a few shots. His friends looked haggard, still beat down from the cod season.
The Destination faced a dicey weather forecast as the boat left Dutch Harbor at p. The National Weather Service called for nearly 40 mph wind gusts over the next two days, up to foot seas and temperatures down to 18 degrees.
At that temperature, ocean spray would coat the vessel and gear in ice. The added weight, if not removed, would increase the risk of capsizing. Hathaway had encountered plenty of icing in his 23 years as captain of the Destination. He understood the hazards. He had lost friends to boats that went down. But the captain was under pressure to leave Dutch Harbor because the boat -- after the long cod season -- was getting a late start on snow crab, which would be caught off the Pribilof Islands some miles to the north.
The Destination had to deliver its catch to Trident Seafoods on the island of St. Paul; the plant planned to shut down crab processing by Feb. On the radio with another skipper, Hathaway fretted it would be hard to catch the boat's quota by then. Hathaway is assumed to have the filled the deck with some pots, stacked five high. This was more pots than some other skippers say they would carry -- especially with freezing spray predicted.
But it was typical for Hathaway for the start of the season. He wanted plenty of pots to catch crab, and any elevated risk would not last long. In a few days, he expected to lighten the load by dropping the baited pots overboard at the harvest grounds. Hathaway might have taken assurance from the boat's onboard loading guide. The stability booklet was developed in by naval architects hired by Destination owner David Wilson to scrutinize the vessel and develop safe operating procedures.
The booklet indicated the stack was under the Destination's pot limit for winter. The boat was supposed to be safe to take to sea. The Destination had significant stability problems before it left Dutch Harbor, according to the page report, based on computer modeling.
Investigators questioned basic assumptions made in the stability booklet, which put each crab pot's weight at pounds. That might have been true once. But not by the time the boat departed from Dutch Harbor almost a quarter-century later. A Destination pot -- the only one retrieved from the sea floor the summer after the boat sank -- weighed pounds. The Coast Guard analysis assigned that weight to each pot on deck for the boat's last voyage.
The report concluded the Destination had too big a load to meet federal stability regulations developed for a landmark commercial fishing safety law. Any ice -- or water washing onto the deck -- would only add to the potential danger. Nine ports in the boat's side allowed water to seep overboard. But the holes were too small, less than half the size required, according to the Coast Guard report.
This meant water would drain from the deck more slowly, and the port openings -- in cold weather -- would become more vulnerable to freezing over. Structural changes to the boat also may have contributed to stability problems. In , Wilson paid a shipyard to install a snout-shaped bulbous bow. Grafted onto a boat, this can help a vessel move through the water with less drag, improving fuel efficiency. Some crabbers have been leery about adding a bulbous bow, concerned the change might reduce the number of pots that naval architects would allow to be stacked on deck.
Gisli Olafsson, a Seattle-based naval architect hired by Wilson to design the Destination's bulbous bow, did not call for any reductions in the pot limit. In a Jan. He told The Seattle Times his calculations showed the boat met federal safety standards but said the letter was only valid for a year -- and that he did not know how the conditions of the boat might have changed by The Coast Guard found the bulbous bow had reduced the Destination stability.
Investigators wrote that the righting arm -- the angle at which the boat would roll over -- was decreased, and fell further below the standards required by federal regulations. Hathaway told family and friends he was pleased with the performance of the bulbous bow. Dylan remembers a rocky first ride north after the installation. He said the boat had a different feel -- a hesitation before finishing each roll.
Captain Bill Prout savored a cup of coffee in the wheelhouse of the Silver Spray at the tail end of his winter season catching snow crab off Alaska. At a. Over the marine radio came a Coast Guard call-out: A distress signal had just been picked up from the Destination. The temperature hovered around 12 degrees, which meant sea spray could freeze on boats and add potentially dangerous weight.
He knew the Seattle-based Destination as a good boat with experienced crew. And, the captain, Jeff Hathaway, did things right. Maybe, in trying to shed ice, they had inadvertently knocked into the emergency locator beacon, setting off a false signal. Shortly after a. Could he try to hail the Destination on his radio? Prout remained unconvinced that something was wrong. Maybe the Destination crew -- for some reason -- had turned off the radio. How he could be sure?
Prout and crew changed course to go the 20 miles that separated their boat from the coordinates indicated by the distress signal. The goal was to reach the Pribilof Island of St. Paul, drop off a load of bait, then begin the snow-crab harvest. If the six crew members followed their normal routines, they would catch some sleep between shifts of watch duty, which typically lasted up to two hours. On this northbound journey, the Destination would have ridden in the trough of the waves, exposing the boat -- and its load of crab pots stacked five high -- to the freezing spray.
The National Weather Service was forecasting light, then moderate and finally heavy spray for the last 14 hours of the boat's trip to St. The forecast appeared to be on target, as some other captains encountered difficult conditions. On Friday, Feb. The captain would later report that he stopped the boat four times -- and each time, it took hours to break off the ice.
A transponder tracked the Destination's course and speed, generating data later obtained by Coast Guard and National Transportation Safety Board investigators.
Shortly before 10 p. Perhaps to allow the crew to tighten the chains that secured the load of pots. Perhaps to allow the crew to attack the ice with mallets or 6-foot steel pry bars. Even then, it can be hard to knock ice off big loads of pots. So, in extreme weather, a skipper may drop some pots overboard. Mostly, the boat traveled at speeds that would have made it hard for the crew to get out on deck and remove the considerable ice that -- by the morning of Saturday, Feb.
The best -- and final -- opportunity to clear some of the ice would have come shortly after 5 a. George, an island south of St. The captain, Hathaway, at this early hour, could have been resting in his bunk, with a crewman on watch. He also might have been up -- concerned about freezing spray and surveying the situation from the wheelhouse. Whoever was at the helm chose to forge on. As the Destination motored past St. George, the boat increased its speed to about 10 miles an hour. There was no pause to break ice.
George Island. The wind was blowing from the northeast as the boat entered a notorious stretch of water roiled not only by the wind but by strong currents intensified by the island land mass. They get real sharp, and they break. The boat jogged to the east. It made a sharp turn and began a final, slow pirouette at a. The red dot marks where the transponder stopped working. Investigators considered that the boat may have had a steering problem, as it sometimes had in the past before a major repair.
But they largely discounted that scenario, in part, because the boat's demise coincided with leaving the protection of the island's lee, according to a National Transportation Safety Board NTSB report released last July. Instead, investigators presume that rough seas pushed the ice-laden boat on its side, perhaps turning it over altogether. From 92 to tons of ice may have frozen onto the vessel, creating a "high probability of capsizing," according to a university study that used wave impact, weather and other information provided by the NTSB.
No time for a mayday call. Even the man on watch could have been down below for an engine-room check typically scheduled around that time. The rudder likely would have stopped functioning, the boat then pushed about by the currents.
At , the transponder quit transmitting. The boat sank to the bottom of the sea. As the Silver Spray headed toward the Destination's last known position, Prout turned on the big, bright sodium lights he uses for nighttime crabbing. At around a. The sun -- now filtering through low clouds -- illuminated the rugged, snow-streaked shoreline of St.
George several miles away. When a boat goes down, the beacon is supposed to float free. But this EPIRB's line had been curiously tucked through the black tape that secured a thick yellow coil of rope. When disaster struck, perhaps someone rigged this up before going into the water, along with a buoy that also was recovered. In hours of searching, the Silver Spray did not find any of signs of the crew or a life raft. They did find a life ring. The waves flipped it over to reveal the lettering:.
The question confronted Dylan Hatfield on April 20, , as he and other relatives of the Destination crew rode an elevator to the 42nd floor of Seattle's Union Square.
The steel-hulled boat had gone down Feb. Dylan's brother, Darrik Seibold, and the five other crew were killed. Dylan had worked on the Destination for six years, and considered himself part of a fraternity that had shared in the hardships and rewards of the boat's fall and winter harvests.
In death, under maritime law, the value of their lives was far from equal. Wives and young children left behind were entitled to much more than was the family of Dylan's close friend, Kai Hamik, a bachelor with a longtime girlfriend. There was good reason to try to reach an accord. Failure risked a court battle with Wilson, the hands-on owner, that could leave them with nothing.
Each family brought a lawyer. They all met together briefly, then went to separate rooms for a mediation organized by Edward "Mac" Archibald, a Seattle attorney who shuttled through the office to try to strike a deal. The losses were fresh. The next day, they would mourn anew at a memorial service for Larry O'Grady, a year-old crewman from Poulsbo. In a March service in Shoreline to commemorate the crew, Wilson was overwhelmed by his emotions and chose not to speak.
Instead, he had a pastor read his words:. Obviously, there has been a lot of speculation amongst the various captains on what could possibly have occurred. Colburn surmises that something "catastrophic" occurred, like "a bulkhead gave way or something and flooded; maybe a weird wave and the vessel capsized instantly.
Fans of Deadliest Catch are aware of the many dangers crab fisherman face on a daily basis. Such dangers as catastrophic waves, a fire in the engine room, or ice building up on the crab pots, creating an unbalanced weight situation, are some of the possible catastrophes that can occur while working the most dangerous job in the world.
The Coast Guard believes that finding this wreckage will help them determine what happened. They plan on sending off a dive team to further investigate, and they plan on having a hearing in August to discuss their findings.
After months of crab fishing, Deadliest Catch captain Keith Colburn spoke to the T ampa Bay Times about watching this recent season after having recently lived it. This loss really hit home for him. Captain Jeff and Larry O'Grady were friends of mine for over 30 years and losing them was hard. The report claims that unsafe stability conditions resulting from the carriage of heavier crab pots that exceeded the weight used in the stability instructions, additional weight and stability stress from bait loaded high on the vessel, excessive ice accumulations from freezing spray, and downflooding from the open No.
Madeau in the report. The report recommended that Coast Guard leadership conduct a targeted oversight audit on all commercial fishing vessels subject to the relevant stability requirements, but Commandant Rear Adm. John P. Nadeau disagreed. Lee Boone, chief of Coast Guard Investigations.
The report indicates that the boat owner, David Wilson, failed to provide the captain with accurate information to maintain the stability of the vessel following the installation of the bulbous bow, the new bulwark at the bow, and the use of heavier crab pots. The Coast Guard recommended civil penalties.
Jones were lost with the boat.
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