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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:. Even though these men are gone, their memory will live on forever. A month later, Wilson's attorney maintained that, whatever had happened, the boat owner bore no fault.
So the legal liability was limited to the value of the vessel. Darrik Seibold had left behind a son, Eli, then 3. Dylan was there with his and Darrik's mother, Gayle Andrew, to negotiate for the boy. Through the course of a long day, they watched the mediator come in and out of their suite with a spreadsheet that outlined a tentative settlement. Dylan and his mother found the whole process disturbing. They felt isolated from the others, pushed too fast and too hard to settle.
Through the walls, they heard piercing cries. It was Kai's mother, Judy Hamik, who later said the proposal reflected a stinging lack of respect for her son. Why do you have to beg from other families for more money?
At the end of that Thursday, the families could not agree on what was fair, and reunited to discuss their next move. Wilson said no. And Friday morning, with no agreement among the families, his lawyer announced the out-of-court settlement offer would be withdrawn.
Wilson threatened to file a federal action asserting that no money was due the families, according to a court document filed on behalf of one of the crew's estates. That prompted a flurry of phone calls and emails between families and their attorneys to try to come to terms.
Judy and her husband, Tom Hamik, still wanted to hold out. They were warned this could mess up the deal for other families. Reluctantly, they said yes. There were songs, remembrances and a slideshow on a gentle warm day for this man who had worked aboard the Destination for more than 20 years. O'Grady was a longtime friend of Wilson's.
The two had December birthdays and made a tradition of going out to lunch each year to celebrate. For Dylan Hatfield, the first year after the Destination sinking was a marathon of grieving, flying back and forth from his home in the fishing community of Petersburg, Alaska, to the Lower 48 for a group memorial and individual services.
In Petersburg, he tried to console his mother over the death of his brother, Darrik Seibold. Dylan feared he would be defined for the rest of his life as "former crew member of the doomed Destination. He watched videos that his friend Kai took of seasons on the boat, and scanned hundreds of pictures filed away in his computer. In an eerie display of remembrance, he hung six pairs of bib rain pants, each marked with the name of a lost crewman, on the bronze fisherman's memorial statue at the Petersburg dock.
Why was he alive, and not his brother? Dylan had left the Destination for another vessel that offered more money and then helped his brother, Darrik, to fill his slot. As Dylan drifted off to sleep -- his body clenched.
Again and again, he found himself back on the boat as water poured in, and the crew fought for their lives. In the mornings, Dylan was exhausted. Like he just climbed a mountain. The Bering Sea grave of the Destination lies more than feet down on the ocean floor. The Seattle-based crab boat lies on its side, many of its pots apparently still on deck.
The vessel went down quickly on Feb. Six men died in the worst Alaska crabbing accident in more than a decade.
The Coast Guard launched a Marine Board of Investigation to determine, as much as possible, what happened and to look for evidence of misconduct, negligence or willful violations of the law.
The site of the wreck -- seven miles from the Pribilof Island of St. George -- was confirmed by sonar imagery taken on July 8, , by the crew of a federal research vessel. The Destination faced southwest, and there was a scour line more than feet long where the boat appeared to have dragged along the sea bottom riven by strong currents.
The crew was never found. Investigators lined up on a dais to question witnesses under oath. The lead witness was Destination owner David Wilson, then He spoke softly, a silver-haired man in a blue blazer and collared shirt who didn't quite look the part of a trailblazing Northwest fisherman.
Wilson had dropped out of school in Sand Point, Alaska, after eighth grade, then went to sea. A skipper by his early 20s, he owned and operated boats in the intensely competitive Bering Sea crab harvests of the s and '80s.
When federal fishery rules changed in , the catch history of Wilson's boats gained valuable rights -- year after year -- to a percentage of the overall harvests. His share could be caught by crews he hired on his boats. Or, he could sell or lease his crab-harvest rights to other operators. By the time the Destination went down, Wilson's seagoing days were over. Former crewmen described him as a very involved owner -- nicknamed "the landlord" by Jeff Hathaway, the Destination's captain.
Wilson frequently checked on the progress of the harvest from his Edmonds home, helped with supplies and other shoreside support, and knew what it took to keep the boat stable and safe.
But in his testimony, Wilson often seemed unfamiliar with the details of the boat's operations. Wilson said he was unsure how Hathaway set up shipboard wheelhouse watches. He didn't know the weight of the pots used to catch the crabs. He was not familiar with Hathaway's loading routines before the start of the season or the details of the Destination's stability booklet that set the maximum number of shipboard pots in winter.
The next day, former crewman Dylan Hatfield was called to testify. He had spent six years on the vessel and helped his brother, Darrik Seibold, and close friend, Kai Hamik, get jobs on the Destination. The investigators questioned Dylan for hours.
Finally, they asked if he wanted to make any last remarks. Dylan gathered his thoughts amid a long silence. Then, he cut loose. I'm deeply hurt. For what? So that a guy on the beach can get a check a couple of weeks sooner. You know, it's really disheartening. And if I was a boat owner, or a quota holder, I think I would take a good hard look in the mirror and do some serious soul searching, because those were supposed to be your boys.
During the hearings, Dylan spent some of his nights at a ranch near Port Orchard. Though it was his first time there, the corrals, riding stable and pond were familiar. On the Destination, skipper Jeff Hathaway had described all of it and more as he talked about the place where he and his wife raised their daughter, Hannah.
Now his widow, Sue Hathaway, was enduring her first summer in decades without her man, tending to the horses and, like Dylan, struggling to understand what happened to sink the Destination. She knew firsthand the risks of Bering Sea crabbing.
As a young woman, she worked as a cook on a crab boat, and told Dylan about her own maritime disaster when she caught a ride on a vessel that rolled over. She spent hours in the water in an insulated survival suit until she made it to a life raft. Her husband likely had no time to put on a survival suit. Even if Hathaway and the five other crewmen had managed to escape, they might not have been able to reach the life raft. As a boat goes down, the life raft is supposed to break free.
The Destination's was never found, so it may have stayed secured on the vessel. That is huge," Sue Hathaway said.
He drank too much. He gained weight. His hair grew long and stringy. Still, in October , he had every intention of working the Bering Sea king crab harvest.
For the past three seasons, he had crewed aboard the Seattle-based Kari Marie for the skipper Jon Forsythe. He had prided himself on being a reliable crewman. A guy who always showed up, did the job. But he thought his return to crabbing would be selfish, further stressing his mother, Gayle Andrew. Her son Darrik's death was a second shattering loss to the sea. In , the same year Dylan began his crabbing career, her longtime boyfriend, Tom Lewis, a halibut fisherman, went missing.
It is a great life. But one day it is not so wonderful. They don't come home. And there is no closure. You never know what happened. When the day came to fly out to Dutch Harbor for the start of the season, Dylan's bags were packed. But he felt paralyzed. He couldn't go to the airport. He stayed in his room in Petersburg, and broke down in tears that flowed for days for the Destination dead and his own inability to return.
The Coast Guard retrieved a single crab pot -- battered and rusted -- from the ocean floor near the sunken Destination.
Investigators weighed, measured and photographed the pot, then turned it over to captain Jeff Hathaway's widow, Sue, on Dec. As she loaded it on to a truck for the trip back home to her ranch near Port Orchard, two scallop shells fell out of the pot, along with a sea-bottom stone. The scallop shells fit together with a tear-shaped hole in the middle of one. The stone bore a remarkable resemblance to Priest Rock, a towering crag near Dutch Harbor burned into Sue's memory more than 35 years earlier when the boat she was riding on went down.
After she was rescued, this was the welcoming landmark she saw on her way back to port. And in the many years that followed, Jeff would be sure to give a call home as the Destination passed by it.
For Sue, the pot had delivered precious gifts, sent from the deep by her husband. The 7-foot-long pot now sits on a platform outside Sue's front door, a statue of a guardian angel by its side. It is super raw. After the Destination went down, David Wilson transferred the crab shares held by his company -- Destination Inc. So the company keeps earning profits from the Bering Sea king and snow-crab harvests. On shore, Wilson has added to his real-estate holdings. The purchase galled some family members of the Destination crew.
Wilson, who declined repeated requests for interviews, continues to grieve. The first report on the sinking of the Destination became public in July The report concluded the captain, facing a forecast of freezing spray, didn't do enough to ensure the boat's stability.
Then he failed to remove ice that was assumed to have built up on the boat. The Coast Guard has not released its full investigative report. But a key document -- a stability analysis also made public in July -- raised questions about the oversight by Wilson and those he paid to watch over the Destination's safety.
Hathaway's loading of the boat was guided by a stability booklet developed nearly a quarter-century earlier by naval architects, maritime experts who conducted tests to develop the maximum loads allowed on deck. The Coast Guard analysis indicated the booklet was flawed or badly out of date.
The Destination, as loaded for the final voyage, failed to meet federal stability standards. Specifically, the vessel's righting energy, the ability to stay upright as waves rock it from side to side, fell "far below" the required minimum levels, and had been further impaired by a modification -- called a bulbous bow -- intended to improve fuel efficiency, according to the analysis. The bulbous bow was designed by Kraftmar Design Services.
But he noted "our understanding" that a new stability test would be done by the end of that year. The test would have enabled the shipboard booklet to be updated. There is no record that Wilson followed through with the test, according to Coast Guard investigators. If the Coast Guard analysis had been available during the negotiations over the insurance, Dylan says, he would have pushed for the families to go to court. Not strike a deal. Dylan wonders how many other stability booklets have not been updated.
The Coast Guard in the fall checked the weights of pots on more than 40 other boats, and found many were significantly heavier than assumed in the booklets. Dylan hopes the Coast Guard will step up oversight. But he is ready to move on. He has resumed his fishing career, joining a Petersburg-based crew to catch halibut, black cod and salmon. Last summer a fierce wind storm kicked up, and so did Dylan's emotions.
He worked through his fears and completed the season. They hadn't talked since Dylan failed to show up for the king-crab harvest. Dylan was still embarrassed. Forsythe gave him a hug, and said there was no need for apologies. The crew missed him and wished him the best. In the fall, Dylan also helped bring the Petersburg boat -- the Odin -- down to Washington to prepare for the Dungeness crab harvest.
In January, the ocean Dungeness crab season, after a series of delays, finally opened. Just before the Odin left Westport, Dylan got another reminder of the perils of the work: A crab boat capsized off Newport, Oregon, killing all three aboard as they tried to cross a bar on their way into port.
He told them he was OK, and headed to the Pacific to catch crab. Originally published by The Seattle Times. Subscribe Customer Service.
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Print article. A haunting dream. Over and over, Dylan asked: "What the hell happened? Another fishing boat came to the rescue. I'll stick to trout," she declared. But Alaska crab remained key to the family's prosperity.
Each fall and winter, he headed north. The captain, Jeff Hathaway, could be intimidating. Hathaway's bravado was mixed with pain. Dylan learned early what could happen. His brother takes his place. Aboard the Destination, the brothers were an awkward pairing.
And Darrik didn't like taking orders from his kid brother. After a year, Darrik left the boat. He proposed that Darrik return and take his slot. Judy Hamik was surprised by her son's dour mood.
Judy Hamik urged Kai to get some sleep. Another safety risk resulted from the Destination's design. Still, Prout didn't think much of this radio report. The transponder track shows the Destination slowed down. That report also did not cite evidence of a disastrous leak. He kept calling the Destination's radio. How much is the life of a Bering Sea crabber worth? Wilson's wife attended the service. The boat owner did not. But he could not let go of the vessel and its crew.
Always, the question returned. What went wrong? After the hearings, Dylan returned to Petersburg. As the date approached, Dylan was wracked by indecision. Dylan was sickened by the Coast Guard findings. The strains of commercial fishing are familiar to Daher Jorge.
It was at St. They could've anchored up there and gotten some ice off the boat. In a fishery that's made huge safety strides in the last two decades, U. Coast Guard officials say crabbers have taken the sinking to heart. Almost 50 boats participated in a voluntary safety check last year to review their stability criteria, and there were no fatalities during this winter crab season. View the discussion thread.
This Sunday, Feb. While the cause remains a mystery, memories of the lost crew are inspiring fishermen to stay safe this winter. Starting Monday, the U.
All six crew members died when the crab boat disappeared in February near St. George Island, marking the deadliest accident in more than a decade for the Bering Sea crab fleet.
Three months ago, a crab boat went missing in the Bering Sea with no mayday signal. Three days after that, responders called off their unsuccessful search. The boat and its six crew members were fishing for snow crab when they disappeared on February The National Oceanic and Atmospheric Administration NOAA announced this morning that two of its research vessels have found and confirmed the location of the Destination.
The U. Coast Guard has called on its most rigorous investigators after a crabbing vessel and its six crew members went missing in the Bering Sea earlier this month. After nearly three days, the U. Coast Guard has called off the search for six fishermen missing since Saturday, when their crabbing vessel disappeared in the Bering Sea.
Searchers have found the emergency beacon of a commercial fishing vessel that went missing Saturday morning in the Bering Sea. The Coast Guard launched an air search at a. Share Tweet Email.
National Oceanic and Atmospheric Administration.
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