how to be a yacht master

• Certificates of Competence
• RYA Yachtmaster

What is an RYA Yachtmaster?

The RYA Yachtmaster® Certificate of Competence is often the ultimate aim of aspiring skippers. It is a well known, highly respected qualification worldwide, proving your experience and competence as a skipper. Unlike other qualifications in the cruising programme, there is no formal training course to become an RYA Yachtmaster. Instead, provided you have sufficient experience, certification and seatime, you can put yourself forward for an exam to test your skills and knowledge. There are a number of RYA navigation courses that will help you prepare for your exam. Many RYA Yachtmaster candidates also choose to book themselves into an RYA training centre for some specialised exam preparation training, but this is not compulsory.

You are capable of coastal passages

You are competent to undertake passages up to 150 miles offshore

You have the knowledge and experience to sail worldwide

• Arranging your exam

The Coastal and Offshore exams are practical tests afloat, and the Ocean is an oral exam. Find out more about qualifying passages, exam fees and how to book. 

With an RYA Yachtmaster Coastal, Offshore or Ocean Certificate of Competence you can start a career at sea.

You'll need to have the appropriate qualification for the vessel and area of operation.

If you want to work commercially, you'll need a commercial endorsement.

Find out more about other RYA professional qualifications.

• Getting the most from a Yachtmaster Fast Track course

Can you really become an RYA Yachtmaster in as little as 14 weeks? Check out our top tips for getting the most from a Yachtmaster Fast Track course...

A guide to the Rolex Yacht-Master

Over the years, the Rolex Yacht-Master watch has grown significantly, becoming one of the most diverse ranges of Rolex watch available.

The evolution of the luxury brand’s classic sports watch has extended beyond imaginable parallels, offering the avid collector various choices in bracelet style, bezel material and case size over three entire decades. As such, the Yacht-Master continues to prove itself a valuable and dependable mainstay within the manufacturer’s current catalogue, despite many models having become discontinued over the years. To define the Yacht-Master by Rolex, one would categorize it as a luxury sports watch, yet the collection can be broken down into two watches that remain incredibly similar to one another, despite a slightly different name.

. One is the Yacht-Master - a watch that can be considered the original sports model designed by Rolex, intended for setting sail with and enjoying whilst sailing aboard a luxury yacht. The Yacht-Master II, however, is designed for more precise functionality. Equipped with all the technology to enable an individual to record regatta timings, this younger distinction of the model is classified as a watch for racing a yacht as opposed to enjoying alongside a ride on one.

Whether wearing a Rolex Yacht-Master for aesthetical or practical reasons, however, its sleek looks and refined qualities are characteristics that are sought after far and wide amongst Rolex fans. Like with every Rolex, however, there are some factors to research and consider before investing in your very first Yacht-Master and these include pricing, history and features amongst many others.

What are the differences between the Yacht-Master and Yacht-Master II?

To break down the key differences between the Rolex Yacht-Master and the Rolex Yacht-Master II, here are a few quick facts. The Yacht-Master is available in sizes of 29mm, 35mm, 37mm, 40mm and 42mm and is manufactured in Rolesium, Everose Rolesor, yellow gold Rolesor, solid 18ct yellow gold, solid 18ct white gold and 18ct Everose gold. The watch offers running hours, minutes and seconds and features a date function at 3 o’clock. A bidirectional rotating bezel has a 60-minute scale upon its surface and each model promises a water resistance of 100 meters. The models are offered on an Oyster bracelet or Oysterflex bracelet. The Rolex Yacht-Master II, however, is available in a 44mm size and is offered in a solid stainless steel version, as well as Everose Rolesor, 18ct yellow gold and 18ct white gold. Function-wise, the models offer running seconds with an adjustable countdown timer with a mechanical memory. The watch also features a ring command bezel, along with 100-meter water resistance and is fitted on an Oyster bracelet.

A brief history of the Rolex Yacht-Master watch collection

A brief history of both the Rolex Yacht-Master and Yacht-Master II watches is beneficial before investing in a model from this range. Though not introduced until 1992, the Rolex Yacht-Master watch had foundations secured for its release much earlier than that. The brand had partnered with the New York Yacht Club back in 1958, laying down the roots to its heritage in sailing long before the iconic sports watch was conceptualized. By this point, Rolex had ready developed its first waterproof watch thanks to the 1926 Oyster case.

In 1966, the Gipsy Moth IV yacht was sailed 29,600 miles around the world by Francis Chichester, who wore a Rolex on his wrist amongst very few other measuring tools including a sextant and nautical chart. Thanks to the Rolex Oyster Perpetual watch he wore during his journey, time could be tracked amongst rough conditions for an entire 226 days whilst at sea. It put Rolex officially on the radar of seafarers as a manufacturer capable of producing robust and reliable tools for facing the challenging conditions experienced at sea.

In 1992 the world’s first official Rolex Oyster Perpetual Yacht-Master was released and was crafted entirely from 18ct yellow gold, cementing its status as a luxury tool watch. Over the next 15 years, Rolex would experiment with various case materials until in 2007, the first Yacht-Master II was born. Sportsmen could utilize this tool watch whilst regatta racing – its chronograph features stood out clearly and legibly across the surface of the dial. A programmable countdown timer enabled the individual to measure the countdown time before a race commences for improved precision and a better start to the competition. With flyback and fly-forward functionality, synchronization with the Race Committee was a breeze.

Current Popular Rolex Yacht-Master models

As mentioned, it is the Yacht-Master’s affinity with the sea and its diverse range of styles and case materials that make this collection so widely sought-after within the Rolex watch stratosphere. Paired with cutting-edge technology and primed for yacht race competing, the series has much to offer any luxury sports watch fan. Here are just a few Rolex Yacht-Master watches that have proven their popularity as both a tool and an investment since their release.

Rolex Yacht-Master ref 126622

Rolex Yacht-Master watches made from Rolesium make for an interesting talking point to wear with elegant attire and often make for sophisticated gifts to mark an anniversary or wedding day, especially for those who prefer their wristwatches to exude a very classic look. That said, Rolex packs a lot of modern technology into the design of a Yacht-Master watch such as the model 1266, which not only offers a very compact and manageable case size for those with a slender wrist but has also been forged from a material that is exclusive to the Yacht-Master watch range itself. Stainless Steel and platinum are materials chosen for their robust, corrosion-resistant and luxurious properties, whilst the three-link design of the oyster bracelet creates a timeless look whether paired with elegant or casual attire. Polished middle links and brushed outer links create a unique look against the wrist, especially when you consider that these finishes differ from those seen in the Rolex Submariner and Sea-Dweller models, which instead offer a fully brushed bracelet finish.

Rolex Yacht-Master ref 116680

One of the most popular Rolex Yacht-Master watches has to be the ref 116680 with a blue ceramic bezel. Rolex had begun equipping its watches with Cerachrom bezels back in the year 2005. This model was made available in stainless steel, two-tone Everose, or yellow gold, and since it belongs to the Yacht-Master II collection, measures a broad 44mm diameter. As of 2019, Rolex Yacht-Master II watches were equipped with the Calibre 3235 – a trusted workhorse for many of Rolex’s models. Framed inside this striking blue bezel is a white dial adorned with a small second sub-counter in blue at 6 o’clock, along with a countdown that can be programmed for a duration of between 1 and 10 minutes. The programming is memorized by the mechanism so that at a reset it returns to the previous setting and once launched, can be synchronized on the fly to match the official race countdown.

Rolex Yacht-Master ref 116655

The Rolex Yacht-Master ref 116656 is, without a doubt, one of the most coveted and popular models from this series of luxury sports watches. The model not only features a matte black ceramic bezel but features a set of two-textured, highly polished and raised numerals upon its sandblasted surface. The watch is fitted to an Oysterflex bracelet, promising all-round comfort and thanks to its unusual choice of contrasting rich black and luxurious pink gold colours, can be enjoyed by both male and female Rolex fans alike. An Everose case and gold serrated ring complete its look, combining nicely with the elegant black bezel, whilst on the display itself, cathedral-type hands and a cyclops date window reside.

The Rolex Yacht-Master II ref 226659

Slightly larger in size is the 42mm Rolex Yacht-Master II watch with the reference 226659, which features a stunning 18ct white gold case and bezel with a striking black Cerachrom bezel inlay for precise tracking of elapsed time. The Oysterflex bracelet is just one of the many appealing features of the Rolex Yacht-Master series. Although creating the aesthetic and sporty look of a rubber strap with its outer elastomer rubber shell in black - inside the structure of the bracelet is a series of flexible metal inserts. The Rolex Yacht-Master II ref 226659 debuted in 2019 with the desirable Calibre 3235 secured to the heart of its case, creating plenty of power reserve for those occasions when taken off the wrist, promising superior reliability and accuracy. Its classic black and white gold colourway make it easy to pair wot formal, casual or elegant attire.

There will always be plenty of reasons to invest in a Rolex Yacht-Master watch. Having been equipped with a reliable movement and a set of unique features that enable superior regatta timings out on the water, there is little else on the market that matches the supreme craftsmanship and instantly recognizable aesthetics of the iconic Rolex Yacht-Master watch. Whether you have any use for the polarizing watch’s regatta timer feature or not, it is one of the most niche complications watches imaginable. The Yacht-Master will always be a timepiece that holds its value, symbolizing a brand of significant provenance and value.

More Rolex guides

To find out more about which Rolex hold their value you can read more of our guides where we cover all Rolex Nicknames or our classic guide to the Day Date models and our comparision with their sister brand: Rolex vs Tudor .

Subscribe our newsletter for more news related content and find our quick comparitive guides to help you d ecide which watch you should buy next:

Breitling vs Rolex

Cartier vs Rolex

Audemars Piguet vs Rolex

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How to pass your Yachtmaster Practical Exam

• Theo Stocker
• August 22, 2024

Theo Stocker is put through his paces on an RYA Yachtmaster Offshore prep week, before taking the exam itself. Find out how he got on

The RYA Yachtmaster Offshore has long been the qualification that cruising yacht sailors, both amateur and professional, have aspired to. Quite aside from the fact that it is the gateway to working in the yachting industry if the desire so takes you, it is good to know that you have mastered the sweep of skills and experience necessary for you to be deemed competent at skippering a sailing yacht.

I’ve wanted to test myself and see if I was up to scratch for years, and I finally got the courage up to put my skills under the spotlight earlier this summer. I was going to be taking the test with my friend Andrew, as we’d been talking about doing our Yachtmaster for two decades.

Last month I shared my experience of preparing for a Yachtmaster exam to get our rusty skills and knowledge back up to standard, and to check that there weren’t any major holes in our repertoire. Now that the RYA Yachtmaster scheme has turned 50, we were also interested to see how things have changed with technology.

Things like chartplotters and mobile internet have made some areas massively easier, but bring their own challenges, and in the first part, we discovered that navigating these systems and knowing what information to trust requires just as many skills and as much judgement as the old methods.

If anything, they also bring more opportunity for distraction from the real world with plenty of potential for making navigationally serious mistakes. The standard for passing the RYA Yachtmaster Offshore exam is just as demanding as it ever was.

Having looked at safety briefs, marina boat handling, navigation and pilotage, it was now time to move onto boat handling under sail, the more critical safety manoeuvres, as well as some of the softer skills involved in skippering a crew. The exam was looming…

The Yachtmaster crew (L-R): Matt Sillars, Andrew Eastham, Row Staples, Theo Stocker

Skippering the boat

Part of the reason for having our supercrew, Row, on board for the prep week was that it’s all well and good sailing solo, but a skipper needs to be able to lead and manage a crew safely, and ideally create an atmosphere on board that is harmonious, effective and enjoyable, striking the right balance between being clearly in control, facilitating everyone to play their part, and enjoying life at sea.

A huge part of this is around good, early communication in the inevitable form of briefings. Now, this isn’t patronisingly sitting everyone down and telling them to do things they are totally capable of doing, but of communicating what you want to happen, before it happens.

Briefings can be brief and on-the-go, as long as they are clear and you are confident your crew understand. It also demands some degree of foresight and competence on your part – if you haven’t anticipated something, you can’t brief for it. Whether it’s leaving a berth, setting sail or fighting a fire, everyone having a job and being equipped with the skills to do their jobs should engender a satisfying sense of competence and achievement for everyone involved.

Article continues below…

How to prepare for your Yachtmaster Offshore exam

Many very competent and highly experienced yachtsmen and women don’t have any qualifications at all and are content to keep…

Andrew and I were struck by how much we’re both used to just getting on and doing stuff on our own boats, either by ourselves, or without making sure the crew know what we’re thinking. Talking out loud was a helpful habit during the week. In marina manoeuvres, we tried to warn crew on the foredeck that we were about to turn, or go astern, so as not to unbalance them, and our coming alongsides were a lot smoother when everyone knew what order to get the lines across in.

Make sure there’s cake and coffee – especially during your exam

Soft skills

Whether you’re sailing with strangers you’ve never met before, or with your family who know your flaws only too well and are occasionally good enough to point these out to you, managing interpersonal relationships on board is a skill that’s hard to teach but critical to a safe and happy crew. The more competent and in control you feel, the easier this will be, and thinking ahead will help you keep your stress levels down.

Under the eye of an instructor or examiner, we were of course on our best behaviour. It helped that all of us genuinely enjoyed our time on board and each other’s company, but thinking through what your crew may be feeling or thinking will help. Swallow your pride and do some of the jobs others might not enjoy.

As long as the boat is under control and you’ve got some capacity, make everyone a cup of tea and offer the choccy round. Give people things to do, but let them rest when they need a break too. Make sure they’ve all got suncream on. Keeping an eye on their wellbeing isn’t always easy when you’re nervous, stressed, or don’t quite know where you are.

Briefings can be informal, as long as your crew is clear about what’s happening and what to do

Command and safety

At the same time, you are responsible for keeping the boat safe. There will be times when you need to make it clear who is in charge, and what you are and are not happy with on board. Andrew and I are used to scampering around a boat, but reminding each other to clip on before going forward for a man overboard, or finding a safe way to adjust the mainsail leech line was a useful reminder to err on the side of caution. Demonstrate that you can pre-empt risks and avoid or mitigate for them.

Boat husbandry and housekeeping

Serious problems on board are more likely if you don’t keep on top of the little things. We worked hard to make sure the boat was in a good state during the week; tidy the galley up and stow the crockery before you set sail, coil the halyards and lines away once you’ve finished reefing. A snake’s wedding in the cockpit is going to lead to jammed lines and tangled feet. If you’re happy with the picture of where the boat is and how she’s sailing, look around you to make sure the details are right too.

Shout man overboard and point at the casualty. Crash tack to stop the boat

Man overboard

Man overboard is just about one of the most serious events that can happen on board a cruising yacht at sea. Getting them out of the water as quickly as possible is of paramount importance. When I last did a sailing course nearly two decades ago, the drills were the same as they’ve always been – choose whether you want to get back to the MOB under sail or engine, do your manoeuvre, then fish out the fender and bucket with a boathook.

I’ve spent some time for the magazine testing not only the sequence of actions in this manouevre but how you then actually get the casualty out of the water, and was chastened by just how hard it really is to lift a dead-weight casualty from the water onto deck, especially if they are incapacitated.

I was encouraged, therefore, that the RYA’s approach to MOB training has moved on, breaking it down into three areas: preventing man overboard in the first place, getting back to the casualty, and getting them out of the water.

The usual points of minimising time on deck, clipping on in rough weather or when alone on deck, only going forward on the windward side, and all the other precautions, are something to drill into your crew, and as skipper, it’s important to ensure a safe culture on board.

You can still practise with a fender, but getting back to it is only half the job

Man overboards are no longer taught exclusively under sail. Yes, we practised sailing back to a fender in the water, but this should only ever be as a backup to the fastest and most reliable way to get to your MOB, and on boats with engines, that is under power.

The order in which we did the drill during our training was as follows:

• Raise the alarm – Shout man overboard and point at the casualty.
• Stop the boat – Stop the boat by crash-tacking to heave to, and ensure crew don’t release the sheets. At this point you are close to the MOB and under control.
• Mark the mob – Throw in the horseshoe and danbuoy, then allocate someone to point at the MOB. At this stage you should also be able to communicate with them.
• Make a distress call – Someone can then go below to hit the VHF DSC distress button and to mark the MOB on the plotter, but don’t bother with a voice Mayday call at this point – it’s too slow unless you have a large crew.
• Start the engine – Check the lines are clear, start the engine, furl the jib and centre the main.
• Prepare for recovery – As you motor round, the crew can get the MOB recovery kit ready – a grab bag in the cockpit locker contained a 6:1 handy billy with a sling already attached.
• Rig the handy billy – The handy billy is hoisted on a spinnaker halyard, and guyed forwards to stop it swinging – we used the spinnaker pole downhaul, but a clip to the shroud might also work. The tail can be taken to a primary winch via a turning block if extra power is needed. Before crew go forward, they should clip on to prevent a second MOB, so have tethers in the bag too.
• Depower the main – Once downwind of the MOB, come onto a close reach and the main can be eased out with the deck crew forward of the shroud, and if a topping lift is fitted, scandalise the boom to keep it clear of heads. If you’ve got lazy jacks, you could drop the main, but don’t drop the main onto deck where everyone will be working.
• Approach and attach – As you come to the MOB, aim upwind and drift down. A loop of rope can be thrown over the casualty, which will be easier than trying to catch them with a flimsy boathook.
• Hoist them aboard – Get them to put the sling on if they can, or use the loop of rope secured to the handy billy to hoist them. A floating loop of line pre-attached to their lifejacket, like the MOB Lifesaver, would also speed things up here. If they’ve not been in the water long, and you’re only doing a short lift, focus on getting them out of the water rather than keeping them horizontal.

Stop the boat by crash-tacking to heave to without easing the sheets. You should then be stopped, under control and close to the MOB

Practise alongside

It’s a highly informative process to try out this last part whilst alongside in the marina, with the ‘casualty’ a real person lying on the pontoon. While they would be wet, heavier and needing lifting further in real life, this is a very safe and controlled way of practising with your system and adjusting it until everyone is happy they know what to do.

Having done this exercise now, I am keen to do a full man overboard drill at the start of every season and at the start of every trip so that everyone on board knows what to do – it is this practice that is the deciding factor in whether you can get an MOB back or not.

Once you’re used to lassoing, it’s almost easier than using a boat hook

Manoeuvres under sail – picking up a fender

Sailing back to a fender is a good skill to have, were your engine to fail during a MOB – a line wrapping around the prop, for example – or just to get back to a favourite hat or fender that’s gone overboard. It’s like sailing onto a mooring, but easier in many ways without having to factor in the tide.

The basic principle is that you want to approach on a close reach with enough space to slow down and arrive under control, able to spill all the power from the main. There are two slight variations in that you can bear away on a broad reach to start with as you sail away from the fender, or you can reach away, then dip downwind after the tack. If you do the latter, the dip down will need to be a significant bear away.

As you’ll be sending crew forward to the shrouds, you’ll still need to furl the jib and scandalise the main on your final approach. I managed to get myself confused once or twice and went to put the fender on the windward bow like a mooring, which isn’t going to work.

Picking up a mooring under sail is a satisfying skill to master. Put the buoy on your windward bow so it doesn’t drag you into a gybe

Mooring under sail

There are a few manoeuvres that everyone should be able to do. While you may rarely sail onto a mooring buoy, knowing how to do so is a good skill to have should you have engine trouble or just for showing off. At the same time, it’s a good indicator of a sailor’s feel for the boat and how it will respond to the elements.

When approaching into wind and tide together, our Jeanneau Sun Odyssey 37 from 2008 had a fairly shallow forefoot, so as soon as our speed dropped off, the bow tended to pay off quickly.

You don’t want a flogging genoa over the crew on the foredeck either, so furling the genoa away is a good option, but you will sail slower and with more leeway, so need to be slightly higher upwind than you first anticipate.

With wind and tide opposed, you would clearly approach under genoa alone, but with wind and tide at roughly right angles, you’ll need to judge which approach is needed. There were two factors that caught us out a couple of times, interestingly more important in lighter airs.

The first is that as the boat slows down the tide becomes proportionally more important, and secondly, at the same time apparent wind will decrease and move aft, further filling the mainsail. The lesson was to prepare for a wind-against-tide approach much more readily than we might otherwise have done.

You may find yourself having to sail back into harbour with engine problems.

Sailing onto a pontoon

You are unlikely ever to sail into a marina finger berth and I wouldn’t advise trying. You may, however, find yourself having to sail back into harbour with engine problems. While a Pan Pan call is pretty ubiquitous these days, a Yachtmaster should be able to deal with engine problems at sea, and if not, to sail themselves back into harbour rather than depending on being rescued.

Most harbours will have a pontoon or berth with a relatively open approach, and it’s reasonable to expect to be able to sail onto it. The calculation of which approach to use is much the same as for picking up moorings under sail, though with other boats around and a solid pontoon to hit, the consequences of getting it wrong are higher. Handling a boat in confined waters means you’ll need to keep control at low speeds, and be thinking ahead about escape routes if it’s not going according to plan.

For us, sailing on the mid-river pontoon opposite Warsash at the bottom of the Hamble river offered a good open approach, and just enough wind to get away with a wind-and-tide together approach, though a genoa-only approach may have been safer.

A properly guyed pole is a more seaworthy setup than just clipping the pole onto the sheet

Sailing downwind

The dangers of a crash gybe are well known, particularly from the mainsheet and boom scything across the boat, with a high potential to damage both crew and boat. I had sailed a bit close to a gybe with the jib collapsing earlier in the week, and when I had intentionally gybed, I hadn’t fully centred the main.

Although no harm was done, the boom did clatter across noisily. Matt gave a stern warning about the dim view an examiner would take of this – a potential instant fail – and we agreed that looking at rigging for downwind legs would be worthwhile, including both preventer and poling out the genoa.

Rigging a preventer

Rigging a preventer is relatively straightforward. We chose the longest, strongest line we had on board in the form of a spinnaker sheet. This was led from the end of the boom, where it was secured with a round turn and two half hitches – both a strong knot and easily released under load – then forward outside everything to the bow fairlead, and then aft to a cockpit winch.

It takes a little bit of rigging, but if the result is a much safer and more manoeuvrable setup, then it’s worth doing, even on relatively short legs

When poling out a headsail in the past, I’ve always set the pole using the pole uphaul and downhaul then clipped the sheet into the end then unfurled the headsail. This works fine in settled conditions for short legs clear of shipping. Were you to need to gybe, change course, or furl away the headsail quickly, however, it would leave you with the dangerous proposition of a loose, heavy pole potentially swinging freely on the foredeck that also prevents you sheeting the sail in for an upwind course without first unclipping it from the pole.

Coming up with a solution

Matt set us the task of rigging the pole in such a way that it could be locked in position whether the sail was set or not, and that the headsail could be sheeted in for upwind sailing without going forward to unrig the pole. After a bit of head scratching, we found a solution.

The pole could be held in position by the pole uphaul, the downhaul, which served to pull the pole forwards and down, and an additional aft guy, which was an extra line taken from the pole end to the aft mooring cleat. We attached a third sheet, in the form of a spinnaker sheet, to the jib’s clew, through the pole, and aft to a spinnaker block at the stern and then onto a primary winch.

The result was that chafe was minimised, the pole could be locked in position whether the sail was set or not, and if we did need to gybe or sail upwind, the normal jib sheets still had a proper lead, albeit the pole would need to be held aft and the headsail with a couple of reefs to keep it clear of the pole.

With examiner Andy Wright aboard, the exam was finally underway

The day of the exam

The exam starts a day or two before the examiner turns up, in that he or she may want to see a passage plan you’ve prepared in advance. If this is the case, the examiner will have passed the information to you via the school providing the training.

It’s best to do this two or three days before the exam so you haven’t got a last-minute panic, but not too far in advance that you’ve forgotten the sums you’ve done and why you made the choices you did. I was set a passage from Bembridge to St Vaast on the Cherbourg peninsula, giving me a potentially fiddly drying harbour at either end, though the forecast given was a conveniently favourable Westerly Force 4-5. With passage plan complete, and some last-minute swotting up on lights, shapes and sounds, Andrew and I retired for an early night.

After the windless drizzle of the day before, Friday dawned bright and breezy with a forecast of a good Force 5 from the southwest and plenty of sunshine – enough that we’d have to be on our toes, but at least something we could get our teeth into. Matt had reassured us that making mistakes wasn’t the end of the world during the exam, if we showed competence in getting ourselves back on track.

Andrew gives the crew an on-deck safety briefing, including the MOB recovery kit

Minor mistakes are to be expected and it’s more important how you respond to your own mistake. The only sorts of things that would probably be an outright fail, other than flunking our lights and shapes, are safety critical things such as a collision, running aground, an inability to navigate and pilot, or an uncontrolled gybe.

We were joined at 0900 by our examiner Andy Wright, an RYA Yachtmaster instructor trainer, examiner and centre inspector, an MCA Master 200 who works as an RNLI area lifesaving manager and who also volunteers with the Rona sailing project. There’d be no ‘getting away with it’ here.

We began the day with a coffee and chat, and Andy spent some time asking about our reasons for taking the exam, before laying out what he would be looking for. ‘I’m not going to be trying to catch anyone out, but what I want to see you demonstrate is that you can skipper the boat, navigate the boat, handle the boat under power and handle the boat under sail.’

Andrew talks examiner Andy through his pre-prepared passage plan

The safety briefings

We began, as we had with our prep week, with safety briefs, with Andy and I splitting above and below decks.

With the engine bay open, Andy took time to probe our knowledge of engine troubleshooting, asking us to point out various parts of the engine, the different significance of blue, black or white smoke from the exhaust (incomplete combustion, burning oil and overheating, by the way), and how to change filters, impellers and belts and how to bleed the fuel.

On deck, we were asked to explain when and why each kind of flare would be used. None of it felt overly pressured, but it was certainly an in-depth examination of our knowledge.

During the day, these conversations continued as he drew information out of us in areas that were not being practically demonstrated on the day – 15-20 minutes on lights, shapes, sounds and collision avoidance, including how we’d handle different scenarios in traffic separation schemes.

Andrew points out where the MOB handy billy and sling is during his safety brief

He asked us to talk through our passage plans, and then went further to see whether we knew if the boat we were on was legally allowed to do so, and what the administrative and immigration requirements would be on either side of the Channel – a tricky one given the ongoing chaos and confusion that surrounds small boat crossings these days.

Being tested underway

In between these chats, we got underway. First with our marina manoeuvres in and out of a selection of increasingly tricky berths, putting the boat into positions that we might not have chosen, including a berth two space into a gulley with a yacht moored either side of the space and a boat opposite. Ferry gliding in bows-first wasn’t too tricky, but with wind and tide pushing us on, getting out again was harder. I opted to use prop walk to pull the stern out against a bow line – slightly unconventional, and it needed a bit of oomph to keep our bows clear, but I got away without a collision.

We then had half an hour or so to each prepare a short passage plan and pilotage from each end, this time from Hamble to Portsmouth and back. As these weren’t Andrew’s home waters, he was relieved that I was going first.

Navigating the boat, piloting into Portsmouth, and recovering a MOB kept Theo on his toes

I know Portsmouth well, but hadn’t been in for a while. With a plan complete, Andy asked me to explain the route I’d chosen. While I had the route in the chartplotter, I’d picked waypoints near easy-to-find buoys so I could see I was in the right place from the cockpit, and I’d elected not to cut the corner over the shallows off Hill Head to keep us clear of a lee shore.

I’d also have to use the Outer Swashway on the way in, as we’d be close to low water and lacking depth by about 0.3m to get in via the Inner Swashway.

Emergency on passage

Underway, and with Row on the wheel, I had decisions to make about how many reefs to put in, and I was torn between sailing the boat properly and being overly cautious. Starting with one reef, with the breeze creeping upwards, life was comfier with two reefs in. I had to stop myself from any gung-ho attempts to tighten leech lines, electing for a quick heave-to to sort them out. Coffees needed to keep on flowing during the passage, and lunchtime was upon us before I knew it.

We needed to devise a rock-solid passage plan

While the pasties were heating in the oven, there was time for a fix on the chart, or would have been had the fender not fallen overboard. We went through our drill and I was relieved to get back to the MOB first go. Andrew and Row looked at me to see if we were doing ‘the whole thing’ and as Andy hadn’t flinched, we rigged the handy billy, attached the fender to the sling and hauled away until it was safely aboard – it’s a complex process that really does need practice, but it had gone well.

A sense of relief

Once safely in Portsmouth Harbour, it was my turn to find and pick up a mooring buoy under sail. Tied up and handing over skippering duty to Andrew for his turn in the hot seat, I suddenly felt a wave of relief that my passage, pilotage and handling seemed to have gone okay. It was only early afternoon, however, and we wouldn’t be finished until we’d done our night navigation.

There was a fresh breeze from the southwest for the passage to Portsmouth

Andrew’s passage went well, too, in a building breeze that was more on the nose on the way back, while I was below wrestling with getting a tray of meatballs and sauce into a wildly swinging oven. I’m ashamed to say that when it was Andrew’s turn at MOB, despite a flawless approach, I messed up the lasso and missed the fender. Sorry, friend.

Night navigation

By the time we were back on a mooring inside Calshot Spit it was time for dinner and a brief respite, before plunging on into our night nav exercises.

Much like earlier in the week, we were asked to navigate to unmarked locations and Andy gave us a bit of time to prepare these. While we were doing this, he also checked our knowledge of how the radar worked for collision avoidance and for navigation, and how to extract relevant information from both the chartplotter and the AIS.

My night nav began well, using multiple sources of position information as requested, and just about making sense of my hastily drawn sketch and notes, looking for the characteristics of particular lights (you’ll need to know how quick VQ compared to just Q really is) and using the radar to plot our course.

Andrew plots a visual fix as the sun starts to set

As it was top of the tide, however, every ship in Southampton seemed determined to set sail, including the maiden voyage of the Queen Mary cruise liner with attendant tugs, police launches and party boats following behind. Cowering at the side of the channel, my plan was thrown into disarray and I lost the plot on radar, and we were blinded by disco balls and oil terminal lights alike. Luckily, Navionics is by no means banned, and a quick range and bearing in the palm of my hand gave me a course and distance to my imaginary point. Another step closer.

Still, Andrew needed to pilot us up the Hamble River, where Hamble Point’s sector lights can be easily lost in the welter of shore lights, and I was asked to bring the boat alongside, stern first at the end of a long gulley, giving me another chance to mess things up, right up to the last minute.

Back at Calshot darkness falls ahead of the night navigation exercises

But with the boat tied up and put to bed, Andy took each of us off for a quick chat on the pontoon. Fortunately, he was pleased with how we had done and broke the news that we had both passed. Phew – mission accomplished!

We could finally open those beers and enjoy what we had just achieved. Both of us had found the week intense, all-absorbing and demanding – perhaps unsurprisingly. As a result, we felt that we’d been forced to up our game when it came to our sailing and skippering, and our skills had been updated by a decade or two.

We were now much better-rounded skippers than we’d been before. There were lots of learnings and some new skills to take back to our own boats, too, but we had also had a fun week along the way.

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The Watch Of The Open Seas: History Of The Rolex Yacht-Master

Instagram: @rolex

In the year 1992, Swiss watchmaker Rolex would debut a new model line at the Baselworld show that was strikingly similar to the already-popular Submariner. It featured the same 40mm Oyster case with a rotating bezel, the same chronometer-certified caliber, and the same Oyster bracelet.

Seemingly the only difference between the two was the white dial of that first Yacht-Master, a style which has never been an option on a Sub, and the inferior depth rating of 100m when compared to the Sub’s 300m.

Yet, the Yacht-Master was well-received upon launch, and with the passing of time, the yachting-inspired model has evolved and pioneered its own path within Rolex’s catalog.

Read on with us as we go back to the beginning and track the catalysts that paved the way for the most recent Yacht-Master release, the Yacht-Master 42 (226659), to become one of the hottest sports timepieces of the year.

History Of The Rolex Yacht-Master

We’ve broken down our overview of the Yacht-Master into the following segments:

• Release Of The Yacht-Master

The Submariner/Yacht-Master Theory

• Mid-Size & Ladies’ Yacht-Master
• Platinum (Rolesium) Yacht-Master

The Maxi Dial Yacht-Master

• Two-Tone Rolesor Yacht-Master

The Yacht-Master II

• Six-Digit Yacht-Master

The Oysterflex Yacht-Master

Keep scrolling to read this guide from its beginning, or use the links above to jump down to a specific point.

Browse Bob’s Watches Rolex Catalogue

The Release Of The Yacht-Master

The first Yacht-Master watch was launched in 1992 under reference number 16628. It featured a yellow gold case, a bidirectional graduated bezel, and a matching full-gold Oyster bracelet. Its dial was white with black hour indices, while at center were gold Mercedes hands, and beating inside was the 3135 movement.

Rolex ref. 16628. Instagram: @m_j_watches

Previous to the Yacht-Master’s introduction, Rolex had not released a new model line in a quarter century. So, why did they go with the Yacht-Master, a design that risked being a detractor from their existing Submariner? Let’s take a look at the inspiration.

The sport of yachting is one which demands precise timing and extreme coordination of the entire crew for optimal performance, particularly in offshore competitions.

Prototype Daytona Yacht-Master ref. 6239. Image: Christies.com

Rolex believed their waterproof and chronometer-grade timepieces to be more than qualified to handle the knocks of a regatta and keep ticking accurately. The brand is also notorious for their marketing prowess, which led them to act quickly in establishing an association with the sport.

Beginning in 1958 with their first sponsorship of a race, the relationship has endured until today, when the brand sponsors over a dozen international yachting events.

Nevertheless, it’s hard to deny that there exists a large gap between first contact in 1958 and the release of the yacht-inspired timepiece in the early ’90s. Why wasn’t the Yacht-Master released earlier on?

Well, Rolex played around with the idea of yachting chronograph early on, though it never materialized. All that’s left of these trials are an extremely limited number of Daytona ref. 6239 chronograph prototypes with a 39mm case (vs standard 36mm) and modified regatta dials.

Unfortunately, the Yacht-Master concept was scrapped and would not reappear until decades later.

When it did return, none of the previous Yacht-Master’s DNA was there. Furthermore, the 1992 Yacht-Master was bizarrely similar to the 16610 Sub of the time.

Interestingly enough, Rolex folklore tells of a time in the ’80s when the brand sought to update their Submariner . What resulted was less of an update and more of an overhaul, manifested as what we know now as the first Yacht-Master.

Apprehensive of the repercussions that making such aggressive design changes to their staple offering could bring, the brand chose instead to release the watch intended to be a new Submariner as the reborn Yacht-Master instead.

The move worked, and the new Yacht-Masters started flying off the shelves. The Yacht-Master was perceived as a more luxurious Sub, though its bidirectional bezel proved useful for on-the-fly countdowns which are critical in sailing competitions. The waterproof nature of the Oyster case further cemented the Yacht-Master as the ideal first mate.

Mid-Size & Ladies’ Yacht-Master

In 1994, just two years after the debut of the 16628, Rolex would introduce the same design but in smaller case sizes. These were:

• Ref. 68628: Yacht-Master “Mid-Size” in 35mm
• Ref. 69628: Yacht-Master Ladies’ in 29mm

This marked the first time that Rolex ever offered one of their sports models in a smaller case size; all previous instances of case size changes were increases as opposed to reductions. It has been speculated that the smaller cases were intended for the Asian market.

Yacht-Master ref. 16628. Instagram: @thewatchcentre

In the same year, Rolex also offered the same 16628 but this time with a deep blue dial. Blue dials tend to make for broadly-liked watches, and coupled with the gold case and bracelet, the new version was once again a hit.

The Platinum (Rolesium) Yacht-Master

The next update to the model line would come in 1999 with yet another home-run: the Rolesium Yacht-Master. The new watch featured a stainless steel case and bracelet with a platinum dial and platinum-insert bezel. Rolesium, a term registered by Rolex back in the ’30s for a combination of steel and platinum in a watch, was finally put to use.

The new platinum Yacht-Master ref. 16622 was not only more accessible than the previous all-gold varieties, it was also more versatile. This would lead the 16622 variety to become the face of the Yacht-Master line.

In fact, many online resources erroneously label it the first Yacht-Master ever; this should offer an idea of how emblematic it is in the watch industry.

The 16622 also presented a new dial and hand style that would mark Rolex as a whole through to the modern day. The new Yacht-Master boasted what is now recognized as the “maxi dial”.

Rolex Yacht-Master 16628 w/ maxi dial. Instagram: @kellokonttori

The maxi dial is characterized by oversized hour indices as well as larger hands at center. To the untrained eye, the difference may be difficult to spot, though experienced collectors will note the change instantly.

The maxi dial became the style of choice for all modern Rolex sports watches, though it got its start in the 1999 platinum Yacht-Master. A Submariner would first feature a maxi dial in 2003, with the release of the 50th anniversary Rolex Submariner “Kermit” (16610LV).

All versions of the Yacht-Master produced after the introduction of the maxi dial would also feature the new dial design. This included the blue, gold, and white dial versions from years past.

The Two-Tone (Rolesor) Yacht-Master

Six years after the Rolesium Yacht-Master came to be, Rolex would once more put on display their mixed-metal Rolesor style in the two-tone Yacht-Master 16623.

Yacht-Master ref. 16623. Instagram: @v.davidofftimepieces

The 2005 debuts possessed a 40mm steel case, a yellow gold bidirectional bezel, and a two-tone Oyster bracelet. As far as dials, many of the previous styles were also available like the black-on-white, though mother of pearl version were also introduced.

It was during Baselworld 2007 when Rolex would introduce the Yacht-Master’s younger and much larger sibling, the Yacht-Master II. Whereas the original Yacht-Master was very close functionally to the Sub, the Yacht-Master II was completely the opposite.

It can be said that the only overlap between the YM and the YMII is be the name, as the second iteration looks like a whole new watch. This time, though, it’s clear that the watch has been designed with the needs of yachting professionals in mind.

The first Yacht-Master II were marked by a 44mm Oyster case, an Oyster bracelet, a white dial,  and a blue Cerachrom (ceramic) Ring Command bezel. The first two references, 116688 and 116689, were made of yellow gold and white gold, respectively.

Powering the YMII was another innovation – Rolex’s in-house calibre 4161. It features the COSC-chronometer certification and 72-hour power reserve that are today’s standard, though they were industry-leading at the time. Most notable, though, was the 4161 movement’s functions.

The new caliber boasted a “ programmable countdown with mechanical memory and on-the-fly synchronization. ” Naturally, the programming of the movement required the use of the Ring Command bezel, a feature which had also never been encountered on a Rolex watch before.

In later years, Rolex would go on to release Rolesor and full-steel versions of the Yacht-Master II, both of which have been relatively successful. The Yacht-Master II has certainly earned a spot in the brand’s catalog, and is sure to stick around for next couple of decades.

The Six-Digit Yacht-Master

Yacht-Master 116622

Twenty years after it debuted as the 16628, the Yacht-Master would see in 2012 the modernization that had been sweeping Rolex’s other model families.

Aside from receiving a new six-digit reference number (116622), subtle aesthetic changes were also present, as was an outstanding new dial option – the Cobalt Blue dial.

The case was now a “super case”, which retained the 40mm diameter but was styled differently. The bezel was now completely platinum, where previous versions were made of steel with a platinum insert. The Oyster bracelet had likewise been upgraded.

A platinum bezel / platinum dial option was still part of the collection and therefore received the same upgrades. Unfortunately, this iconic “albino” look would be completely discontinued in 2017.

The subsequent and most recent significant change to the Yacht-Master family took place in 2015, when Rolex first introduced the Everose Yacht-Master 40 ref. 116655.

Rolex Everose Yacht-Master on Oysterflex bracelet

The newest iteration of the YM possessed some new features. The case was made of Everose, and the bezel now boasted a black Cerachrom insert. Securing the watch to the wrist was another Rolex first – the Oysterflex rubber ‘bracelet’.

Before the 116655, no Rolex watch had ever sported a rubber band. The brand still refers to it as a bracelet given the metal elements within the band, but these are not obvious even with the watch in the hand.

This same style of Yacht-Master would receive the next update in 2019, when Rolex introduced the Yacht-Master 42 in white gold.

What’s Next?

With the recent changes that the Yacht-Master line has had, it is clear that Rolex intends to keep this model family alive and well for years to come. Consumers are likewise responding to each new release, offering plenty of feedback with their pocketbooks.

If you’d like to read up on any of Rolex’s other model families, make sure to check out some of our extensive watch guides below:

• History Of The Rolex Cosmograph Daytona
• Overview Of The Most Luxurious Pilot’s Watch: The GMT-Master
• How Did The Day-Date Become The President’s Watch?
• Review Of Rolex’s Longest Running Watch Model
• Rolex Watches That Could Become The Investment Of A Lifetime

"I have always been a fan of the Yacht-Master, but I had no idea that it didn't exist until the 1990s. Thanks for the information, and thanks for keeping it entertaining. Well done!"

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Yacht-Master

THE WATCH OF THE OPEN SEAS

The Oyster Perpetual Yacht-Master, the emblematic nautical watch, embodies the privileged ties between Rolex and the world of sailing that stretch back to the 1950s.

Launched in 1992, the Yacht-Master was designed specifically for navigators and skippers. Embodying the rich heritage that has bound Rolex and the world of sailing since the 1950s, this Professional-category watch provides a perfect blend of functionality and nautical style, making it equally at home on and off the water.

ROTATABLE BEZEL WITH RAISED GRADUATIONS

The Yacht-Master is easily recognized by its bidirectional rotatable 60-minute graduated bezel made entirely from precious metal – Everose gold or platinum – or fitted with a Cerachrom insert in high-technology ceramic. The raised, polished graduations and numerals stand out clearly against a matt background. This characteristic and functional bezel – which enables the wearer to read time intervals, for example, the sailing time between two buoys – plays a full part in creating the visual identity of the watch. The bezel can be turned with ease thanks to its knurled edge, which offers excellent grip.

CHROMALIGHT DISPLAY

The Yacht-Master offers great legibility in all circumstances, even in the dark, thanks to its Chromalight display: the large hour markers and broad hands are filled or coated with a luminescent material emitting a long-lasting blue glow – for up to two times longer than traditional phosphorescent materials .

THE YACHT-MASTER, SUPERLATIVE CHRONOMETER CERTIFIED

Like all Rolex watches, the Yacht-Master is covered by the Superlative Chronometer certification redefined by Rolex in 2015. This exclusive designation attests that every watch leaving the brand’s workshops has successfully undergone a series of tests conducted by Rolex in its own laboratories and according to its own criteria. These certification tests apply to the fully assembled watch, after casing the movement, guaranteeing superlative performance on the wrist in terms of precision, power reserve, waterproofness and self-winding. The Superlative Chronometer status is symbolized by the green seal that comes with every Rolex watch and is coupled with an international five-year guarantee.

The precision of every movement – officially certified as a chronometer by the Swiss Official Chronometer Testing Institute (COSC) – is tested a second time by Rolex after being cased, to ensure that it meets criteria that are far stricter than those of the official certification. The precision of a Rolex Superlative Chronometer is of the order of −2/+2 seconds per day – the rate deviation tolerated by the brand for a finished watch is significantly smaller than that accepted by COSC for official certification of the movement alone.

The Superlative Chronometer certification testing is carried out after casing using state-of-the-art equipment specially developed by Rolex and according to an exclusive protocol that simulates the conditions in which a watch is actually worn and more closely represents real-life experience. The entirely automated series of tests also checks the waterproofness, the self-winding capacity and the power reserve of 100 per cent of Rolex watches. These tests systematically complement the qualification testing during development and production, in order to ensure the watches’ reliability, robustness, and resistance to strong magnetic fields and to shocks.

THE OYSTER CASE, SYMBOL OF WATERPROOFNESS

The Yacht-Master’s Oyster case, 37 mm, 40 mm, or 42 mm in diameter and guaranteed waterproof to a depth of 100 metres (330 feet), is a paragon of robustness and reliability. The middle case is crafted from a solid block of Oystersteel, RLX titanium or 18 ct gold. The case back, edged with fine fluting, is hermetically screwed down with a special tool that allows only certified Rolex watchmakers to access the movement. The Triplock winding crown – fitted with a triple waterproofness system – screws down securely against the case. It is protected by an integral crown guard. The crystal, with a Cyclops lens at 3 o’clock for easy reading of the date, is made of virtually scratchproof sapphire and benefits from an anti-reflective coating. The waterproof Oyster case provides optimal protection for the movement it houses.

CALIBRES 2236 AND 3235

Yacht-Master models are equipped with calibre 2236 (Yacht-Master 37) or calibre 3235 (Yacht-Master 40 and Yacht-Master 42), self-winding mechanical movements entirely developed and manufactured by Rolex. Consummate demonstrations of technology, these movements carry a number of patents. They offer outstanding performance, particularly in terms of precision, power reserve, convenience and reliability.

Calibre 2236 is fitted with the patented Syloxi hairspring in silicon, manufactured by the brand. In addition to resisting strong magnetic fields, this hairspring offers great stability in the face of temperature variations as well as high resistance to shocks. Its geometry, which is also patented, ensures the movement’s regularity in any position. Calibre 2236 includes a paramagnetic nickel-phosphorus escape wheel.

Calibre 3235 incorporates the patented Chronergy escapement, made of nickel-phosphorus, which combines high energy efficiency with great dependability and is also resistant to strong magnetic fields. This movement is fitted with the blue Parachrom hairspring, manufactured by Rolex in a paramagnetic alloy. In addition to resisting strong magnetic fields, this hairspring offers great stability in the face of temperature variations as well as high resistance to shocks. It is equipped with a Rolex overcoil, ensuring the calibre’s regularity in any position.

The oscillator of these two calibres has a balance wheel with variable inertia regulated extremely precisely via gold Microstella nuts. It is held firmly in place by a height-adjustable traversing bridge enabling very stable positioning to increase shock resistance. The oscillator is also mounted on the Rolex-designed, patented high-performance Paraflex shock absorbers, further enhancing the movements’ shock resistance.

Calibre 2236 and calibre 3235 are equipped with a self-winding system via a Perpetual rotor, which ensures continuous winding of the mainspring by harnessing the movements of the wrist to provide constant energy. Calibre 2236 offers a power reserve of approximately 55 hours, while the power reserve of calibre 3235 extends to approximately 70 hours thanks to its barrel architecture and the escapement’s superior efficiency; moreover, since 2023, its oscillating weight has been fitted with an optimized ball bearing.

The Yacht-Master’s movements will be seen only by certified Rolex watchmakers, yet they are beautifully finished and decorated. Since 2023, calibre 3235 has also been marked with the words ‘Chronometer Perpetual’ and ‘Superlative Adjusted’ engraved respectively on the oscillating weight and on the bridges.

BRACELET AND CLASP: SECURE AND COMFORTABLE

The Rolesium versions (combining Oystersteel and platinum) and the Everose Rolesor versions (combining Oystersteel and Everose gold) of the Yacht-Master 37 and the Yacht-Master 40, as well as the Yacht-Master 42 in RLX titanium, are fitted on a three-piece link Oyster bracelet, equipped with the Easylink comfort extension link. This system, developed by Rolex, allows the wearer to easily increase the bracelet length by approximately 5 mm, for additional comfort in any circumstance. On the Yacht-Master 42 in RLX titanium, the bracelet includes ceramic inserts – designed by Rolex and patented – inside the links to enhance its flexibility and longevity.

The Yacht-Master 37 and Yacht-Master 40 in 18 ct Everose gold, as well as the Yacht-Master 42 in 18 ct yellow or white gold, are fitted on an Oysterflex bracelet, composed of two flexible, curved metal blades – one for each bracelet section – overmoulded with high-performance black elastomer. This Rolex-designed, patented bracelet is furnished with the Rolex Glidelock extension system, also developed by the brand and patented. On the Oysterflex bracelet, this inventive toothed mechanism has six notches of approximately 2.5 mm, allowing the bracelet length to be effortlessly adjusted up to some 15 mm.

The Oyster and Oysterflex bracelets on the Yacht Master models are equipped with an Oysterlock safety clasp, designed by Rolex and patented, which prevents accidental opening.

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What is an Ocean Yachtmaster

What is an ocean yachtmaster and how to become an ocean yachtmaster.

The RYA/MCA Ocean Yachtmaster Certificate of Competence (CoC) is the highest level certificate in the RYA scheme. It can be used by blue water leisure sailors and by commercial skippers and crew. Under the MCA Codes of practice the Ocean Yachtmaster Certificate of Competence holder, (with relevant commercial endorsement etc.) can skipper a vessel;

• Up to 200 tonnes
• Carrying up to 12 passengers
• Anywhere globally (i.e. beyond the 150 miles from a safe haven limit imposed upon a Yachtmaster Offshore ).

Furthermore the Yachtmaster Ocean CoC Exam is required for the Chief Officer 3000 Certificate of Competence  (for yachts over 200 tonne).

There are 5 stepping stones to becoming an Ocean Yachtmaster CoC holder. Steps 1-4 can be taken in any order although the order presented below is the most logical. Step 5 can only be completed once the first 4 steps have been completed.

• Yachtmaster Offshore Certificate of Competence

RYA Ocean Yachtmaster Shorebased Course

Ocean qualifying passage.

• Sights and Compass Check by sextant at sea

RYA/MCA Ocean Yachtmaster Certificate of Competence Oral Exam

It is technically possible to take the Ocean Yachtmaster CoC Oral exam without having previously completed the RYA Ocean Shorebased Course but not advised as it involves an additional written exam and you would require all of the relevant knowledge taught on the course. Further information is detailed the relevant 5 steps below;

Becoming a Yachtmaster Offshore Certificate of Competence Holder

While you can proceed towards the RYA Ocean shorebased course and the Ocean practical steps (qualifying passage and sights) you can not proceed to the Oral exam without first holding the Yachtmaster Offshore Certificate of Competence .

This is a 40-hour theory course. It can be taken;

• Over 5 consecutive days face to face in the classroom
• Over 13 evenings face to face night school in the classroom
• Over 5.5 days face to face using zoom
• Online in your own time.

Whichever format you choose the course culminates in a written paper.

The course concentrates on astro navigation, i.e using a sextant and the heavenly bodies (sun, moon, stars and planets) to fix your position. The course also devotes time to ocean voyage planning and worldwide meteorology.

Full details can be found at Ocean Yachtmaster Shorebased Course

While you don’t strictly need to be a Yachtmaster Offshore before taking the Ocean Yachtmaster Shorebased Course , the following knowledge is assumed before the Ocean Shorebased course starts;

• Use of plotting instruments (plotter, dividers etc.)
• Latitude and longitude, knots and nautical miles
• Variation and deviation
• Application of UT, DST
• 2/3 Point fixes and angles of cut
• Dead Reckoning / EP (and ideally the Running Fix)
• GPS and other electronic nav aids
• Coastal/offshore voyage planning
• Sources of forecast information
• Synoptic charts
• Low pressure systems
• Coastal communications /distress comms. (Navtex, VHF, EPIRBs and SARTs)

Is the Ocean Shorebased Written Exam Invigilated?

If you take a face to face Ocean Yachtmaster Shorebased Course then the written paper is invigilated and marked by your Instructor.

If you choose to take the Online or Webinar RYA Ocean Yachtmaster Shorebased Course then face to face invigilation may be required (see table below).

What qualifies as a RYA Yachtmaster Ocean Qualifying Passage?

An Ocean Qualifying Passage must have been taken in the last 10 years. Sea time prior to this date does not qualify. The passage must meet the following requirements

Ocean Candidate’s Role On Board

For your qualifying passage you should be either the skipper or mate in sole charge of a watch. You must have been  fully involved in the planning of the passage, including selection of the route, the navigational plan, checking the material condition of the vessel and her equipment, storing with spare gear, water and victuals and organising the watch-keeping routine.

If the skipper changes role at any point during the passage, then neither skipper can use the passage as a qualifying passage.

It is our opinion that it is impossible for multiple Ocean Yachtmaster candidates to use the same passage as their qualifying passage as you can not all fit the definitions above. More than two candidates would be highly unlikely more than three impossible.

The passage has several minimum requirements

• Departure and arrival ports must be more than 600 miles apart by the shortest navigable route
• Minimum non-stop distance of 600 miles must have been run by the log
• At least 200 miles of that passage must have been more 50 miles from land (or charted objects capable of being used for navigation/position fixing, such as an offshore oil rig)
• The vessel must have been at sea continuously for at least 96 hours

Passages such as recognised races which may not comply exactly with these requirements may be submitted to the RYA for consideration before the voyage.

Examples of Ocean qualifying passages (non stop passages)

• Trans-Atlantic ARC Rally (Canary Islands to St. Lucia/Caribbean)
• Between Azores and anywhere in mainland Europe/UK or the Canary Islands
• Between Bermuda and any of; Bahamas, Caribbean, Canada or most of USA (parts of North Carolina fall below the requirements)
• Between Bermuda and the Azores or Europe
• Solent/UK to Cascais/Portugal,Algarve, Southern Spain or Gibraltar (assuming you follow the rum line or stay offshore when crossing Biscay)
• Trans Pacific Passage (excluding passages between Alaska and Russia, on or close to the Bering Sea)
• Atlantic Germany (Elbe) to Scotland, where the 200 mile run is impossible due to oil rigs)
• Gibraltar to Northern Lanzarote where the mileage falls slightly below 600
• RORC Fastnet Race which does not follow the shortest navigable route or have the 200 mile run
• Northern Spain to Majorca, although well over 600 miles, very little of the passage is over 50 miles from land

If you still are not sure about whether a passage qualifies, then check out the RYA’s definition of a qualifying passage .

Vessel used for Ocean Qualifying Passage

The yacht (or vessel) must be;

• Minimum size 7m, LWL
• Maximum size 500 tonnes (If the vessel is over 24m LOA then the candidate would need to hold an OOW 3000 Certificate of Competence to act as Officer of the Watch on the passage).

Sights and Compass Check by Sextant at Sea

You are required to provide your Ocean Examiner with a minimum of’

• Sun Run Mer Pass (or sun run sun, sun run planet etc.)
• Compass check carried out using the bearing of the sun, moon, a star or planet

Sights are usually taken on the qualifying passage however in some circumstances (such as lots of cloud cover) this is not possible. If sights have been taken on another passage then the following requirement apply to this passage.

• The vessel must of been out of sight of land and charted objects when the sights are taken/used.
• The vessel must be on a passage by the shortest navigable route. You can not therefore simply head offshore take sights and return to departure port.

We always advise candidates to present the examiner with more than the minimum required sights. If you present the examiner with additional sights and your preferred set suffers from errors you still stand a chance of passing the exam.

Prior to the exam you will need to provide the examiner with;

• A narrative account of the planning and execution of the qualifying passage providing all relevant details.
• Navigational records, completed on board a yacht on passage, out of sight of land showing that the candidate has navigated the yacht without the use of electronic navigational aids. The records must include as a minimum, planning, reduction and plotting of a sun run meridian altitude sight and a compass check carried out using the bearing of the sun, moon, a star or planet.

During the oral exam you will be required to answer questions on all aspects of ocean passage making in a yacht, including passage planning, navigation, worldwide meteorology, crew management and yacht preparation, maintenance and repairs.

If you already hold the RYA Ocean Shorebased Course Certificate , the exam typically takes 1.5 hours although examiners can continue questioning considerably longer. If you do not hold the Ocean Shorebased certificate then your exam will take considerably longer as you will also have to take a written test.

Does the Ocean Yachtmaster Qualifying Passage have to be on the same type of vessel as I took my Yachtmaster Offshore Exam on (i.e. power or sail)?

Most candidates will qualify in the same kind of vessel as they passed their Offshore exam, however it is possible to qualify as a Yachtmaster Offshore (power) and then comlpete the Yachtmaster Ocean requirements on a sail vessel (or vice versa).

I hold a OOW (Yacht 3000gt) CoC but not a Yachtmaster Offshore CoC

If you passed the Yachtmaster Coastal Certificate of Competence Exam instead of the Yachtmaster Offshore Certificate of Competence Exam as your entry requirement into the OOW 3000 CoC then you will not be eligible to hold the Yachtmaster Ocean Certificate of Competence. On passing the oral exam you will receive a pass confirmation certificate.

How do I commercially endorse the Yachtmaster Ocean Certificate of Competence?

Those working under the MCA Codes of practice will require a commercial endorsement. Information can be found at RYA Commercial Endorsements . If you already hold a commercial endorsement on your Yachtmaster Offshore CoC then it is simply transferred across.

Do I require any other certificates to operate commercially as an Ocean Yachtmaster?

To operate a coded sailing yacht in Category 1 or 0 waters (i.e. Over 60 miles from a safe haven) you will additionally require a RYA Diesel Certificate .

To operate the mandatory GMDSS radio equipment on a commercial vessel in Sea Area A2 (more than about 35 miles offshore) you require either a Long Range Certificate (LRC) or STCW General Operator Certificate (GOC) .

To skipper a coded vessel in Category 1 or 0 waters (i.e. Over 60 miles from a safe haven) you will additionally need to hold  STCW Proficiency in Medical First Aid and Proficiency in Medical Care , unless there is a current qualified nurse practitioner (or higher) on board.

If working aboard a vessel in Category 1 or 0 waters (i.e. Over 60 miles from a safe haven) you will need a ENG1 Medical certificate.  The alternatives which are suitable further inshore such as ML5 Medical Certificate  are not valid in category 1 and 0 waters.

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Bayesian divers ‘reach master cabin & head for guest rooms’ after robot joins search for Mike Lynch & missing Brits

• Ellie Doughty , Foreign News Reporter
• Published : 9:28, 21 Aug 2024
• Updated : 14:59, 21 Aug 2024
• Published : Invalid Date,

RESCUERS searching for the six people thought to be trapped inside the sunken Bayesian have reached the master cabin and are close to the guest suites after three days of rescue efforts.

Divers are getting closer to a possible rescue as fears grow for billionaire tycoon Mike Lynch and his teen daughter Hannah, who are among the four missing Brits .

Rescuers have been hampered by time crunches, narrow entrances and floating debris on the boat as they battled to get inside the rooms where they believe the six people are trapped.

Rescuers reached the "master cabin" late this morning - possibly where the captain stayed - Italian outlet Giornale Di Sicilia reports.

Later reports said they had reached the area near the passenger cabins, but were not yet inside.

They today deployed an underwater drone robot to assist in the search mission with pictures showing divers operating it from a boat on the surface.

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The 184ft Bayesian sunk was struck by a twister-like waterspout during extreme weather early on Monday morning and sank some 164ft to the bottom of the sea.

Rescuers, struggling to get inside the wreck, cut a hole in the hull of the yacht on Tuesday and were able to reach the living room but not the cabins.

Their desperate efforts are made harder by time limits, with each diver only able to hunt for 10 minutes when they go under.

As the coastguard is deployed off the coast of Porticello Harbour near Palermo in Sicily today, officials sent in a remote-controlled robot to assist, Giornale Di Sicilia reports.

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The Italian coastguard later confirmed they would be using a remote-controlled underwater vehicle (ROV).

It can remain underwater for up to seven hours at a depth of 300m, recording images and video that the team can use for search efforts and their investigation.

Fifteen people were rescued from the doomed boat as it sank, with the yacht chef later found dead and six still missing.

The boat's 264ft tall mast was hammered by a swirling twister-like cone of air, known as a waterspout, which experts said appeared "out of nowhere".

It then capsized, with investigators believing it took on a hefty amount of water causing it to sink in just a few minutes.

One British superyacht expert said the industry has "never faced anything like this" while another classed it a "black swan event" - meaning a freak weather occurrence.

It comes as...

• 'UK's Bill Gates'  Mike Lynch  & his daughter Hannah, 18, remain missing on the wreck
• Also missing are  Jonathan Bloomer , Judy Bloomer,  Chris Morvillo  and Neda Morvillo
• Lynch's wife revealed  how she was awoken by a 'tilt' as the yacht sank
• The  captain of the Bayesian  broke his silence on the horror storm
• Experts believe the yacht's ' tallest mast in the world ' may have contributed to the disaster
• Pictures showed the  tiny raft that saved up to 15 people
• Frantic text messages  from the survivors revealed the chaos

Design engineering and mechanical lecturer Dr Jean-Baptiste Souppez, from Aston University, told Mail Online that divers "may be looking for a banging noise at regular intervals".

He even compared the Bayesian wreck to the doomed Titan submarine which imploded last year, saying the same technique was used by divers working to find those who went missing then as well.

But Dr Souppez added: "Whether air pockets formed on the Bayesian is simply impossible to predict."

Meanwhile specialist cave divers, possibly including those from the UK's Marine Accident Investigation Branch who were sent to help, are working from the opening they made inside the vessel.

Some had to smash a hole in the 3cm-thick porthole window on Tuesday to get into the boat.

Patrol boats and helicopters are also at the scene assisting with the search.

The Italian coastguard has vowed not to give up until it finds the six people feared dead inside the sunken yacht.

Spokesman Vincenzo Zagarola said of the missing six yesterday: "We think they are still inside the boat, that is our very hard idea.

"Of course, we do not exclude that they are not inside the boat, but we know the boat sank quickly.

"We suppose that the six people missing may not have had time to get out of the boat."

It comes as officials have launched an investigation into the tragedy to establish whether crew on the boat are criminally liable .

One expert at the scene in Sicily told reporters an early focus would be on whether the access hatches into the vessel were closed before the  tornado  struck.

Luca Mercalli, president of the Italian Meteorological Society, also said that, in light of the weather warnings, the crew should have woken the guests and given them life jackets.

Prosecutors will also examine whether measures such as the use of yacht's retractable keel, which adds extra stability and acts as a counterweight to the large mast, were deployed.

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Ambrogio Cartosio, the chief prosecutor of Termini Imerese, and his team are expected to begin interviewing the 12 survivors.

They will also gather evidence from emergency workers, divers, fire personnel and Coast Guard.

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Five bodies found on sunken luxury yacht off coast of Sicily

Three body bags were seen being taken to the port of porticello on wednesday..

Five bodies have been found inside the wreck of a luxury yacht that sank in a storm off the coast of Sicily.

Three body bags were seen being taken to the port of Porticello on Wednesday afternoon following the sinking of the yacht at around 5am on Monday.

The head of Sicily’s civil protection agency Salvatore Cocina said that four bodies had been recovered and efforts to bring a fifth to shore were “ongoing”.

He said there will be an investigation in due course, but the priority was to find those who are still missing.

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As the three body bags were taken back to the port of Porticello, dozens of emergency services staff were waiting, and one was seen being put in the back of an ambulance.

The Italian Coastguard previously did not rule out the possibility that those missing, including technology tycoon Mike Lynch and his 18-year-old daughter Hannah, may still be alive, with experts speculating air pockets could have formed as the yacht sank.

Among those also missing are Morgan Stanley International bank chairman Jonathan Bloomer; his wife, Judy Bloomer; Clifford Chance lawyer Chris Morvillo; and his wife, Neda Morvillo.

Inspections of the yacht’s internal hull took place on Wednesday morning.

A team of four British inspectors from the Marine Accident Investigation Branch (MAIB) also arrived in Porticello to look at the site of the sinking.

The MAIB is looking into what happened because the yacht Bayesian was flying a British flag, it is understood.

The Italian Coastguard said the MAIB is not involved in the search for the missing people, and that it has not been requested to assist.

A helicopter was drafted in to help the search effort, as divers from the local fire service were seen entering the water with torches attached to their headgear.

A police boat and divers were also seen entering the water on Wednesday afternoon.

Fire crews from the Vigili del Fuoco said they have been accessing the vessel through natural entrances, without making openings.

Remotely controlled underwater vehicles are being used, with naval units and cave divers also taking part in the search, the Italian Coastguard has said.

Bayesian was moored around half a mile off the coast of Porticello when it sank at about 5am local time on Monday as the area was hit by a storm.

Vincenzo Zagarola, of the Italian Coastguard, previously said the missing tourists are feared dead.

‘Prosecutors probing captain of superyacht that sank off Sicily’

Lynch family ‘devastated and in shock’ after bodies recovered from sunken yacht

Final body recovered from wreckage of luxury yacht off coast of Sicily

Coastguard ‘trusts’ progress will be made in search for Mike Lynch’s daughter

Mike Lynch among dead in yacht disaster as his daughter ‘remains missing’

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Rolex Yacht-Master II Ultimate Buying Guide

There are some Rolex watches that are more or less universally loved, with a simple and versatile aesthetic that leaves little room for any sort of animosity. However, there are others within the portfolio that almost seem to have been created specifically to invite controversy, taking the brand away from its traditional design base and into more contentious territories. The Rolex Yacht-Master II collection is one of those watches.

When it arrived in the mid-2000s, the Yachtmaster II was so far removed from anything Rolex had created before that nobody seemed to know quite what to make of it. The watch was a big, bold and extremely expensive addition to the catalog, and while it was obviously slotted into the brand’s Professional Collection, it stuck out like the proverbial sore thumb. However, that was back then. Looking at the brand’s catalog today, it seems that Rolex was simply ahead of the game.

The Yacht Master II’s once challenging looks have matured, and although it is still most definitely a visually striking watch, it is no longer considered completely over the top. Mechanically, it is also incredibly impressive. On its debut, it instantly became Rolex’s most complicated watch, with a one-of-a-kind functionality aimed at about as niche a group as you could imagine. Below we have laid out a complete guide to the Rolex Yacht-Master II with everything you need to know in order to make an informed decision.

Rolex Yacht-Master II

Yacht-Master II Key Features:

– Year Introduced: 2007

– Case Size: 44mm

– Materials: Oystersteel; Everose Rolesor; 18k Yellow Gold; 18k White Gold & Platinum

– Functions: Time w/Running Seconds, Programmable Regatta Timer w/ Mechanical Memory

– Dial: White w/ Luminous Hour Markers

– Bezel: Ring Command, Blue Ceramic or Platinum Insert w/ 10-Minute Countdown Scale

– Crystal: Sapphire (Flat)

– Movement: Rolex Caliber 4161

– Water Resistance: 100 Meters / 330 Feet

– Strap/Bracelet: Oyster Bracelet

– Retail Price: $18,750 – $48,150 USD (Approx.)

For more info, visit our guide on how to use the regatta timer on the Rolex Yacht-Master II.

Rolex Yacht-Master II History

Launched in 2007, the Rolex Yacht Master II debuted some 15-years after its original Yachtmaster namesake. However, the similarities between this watch and the model that first carried the Yacht-Master name are pretty much zero.

Where the earlier model is essentially a more luxurious take on the Rolex Submariner, the Yacht-Master II is a fully-fledged item of luxury professional sailing equipment, designed from the outset to assist skippers keep track of time during the complicated starting sequence of a regatta. That technically leaves the Yacht-Master II in the tool watch category, but this is a long way from the likes of the more utilitarian Explorer II and evidence of that can be found in its release schedule.

The first versions of the Rolex Yacht Master II to be unveiled were the 18k yellow gold ref. 116688 and the even more opulent 18k white gold version fitted with a platinum bezel, the ref. 116689. Quite a bit removed from the brand’s usually conservative styling, this large, gleaming, in-your-face effort that shouted its own name across its bezel, was an immediate opinion splitter. Traditionalists were horrified, lamenting Rolex’s continued straying from its roots, while others who enjoy having their watches noticed, embraced it wholeheartedly.

The financial crash that followed in 2008 altered the landscape for watchmakers (along with everyone else) and called for more affordable pieces to come forward. The Yachtmaster II collection expanded in 2011 with the unveiling of the ref. 116681, an Everose Rolesor model with a stainless steel case and outer bracelet links paired with a winding crown, pushers, and central links in Everose gold. That was followed by the version everyone was clamoring for in 2013 – the ref. 116680 in full stainless steel, which also introduced a new caliber, the Cal. 4161, replacing the former Cal. 4160.

The only other change the watch has undergone since then occurred on its 10th anniversary in 2017, when it was given a facelift so slight that Rolex didn’t even feel it warranted a new reference number. The square hour markers at the six and 12 o’clock were changed to a rectangle and inverted triangle respectively, and the simple stick handset was swapped for the Mercedes type to bring them in-line with much of the rest of the brand’s Professional Collection.

How Much Is A Rolex Yacht-Master II?

When the Rolex Yacht-Master II first arrived, the combination of its exclusively precious metal construction and the extraordinary engineering going on inside its movement meant that it was among the most expensive offerings in Rolex’s catalog . This left many admirers priced out of the picture, but the introduction of stainless steel and two-tone references would soon open the Yacht-Master II up to a much wider range of buyers.

The Rolesor model from 2011 sacrificed some of that wall-to-wall gold for 904L stainless steel and more or less cut the asking price in half, while the full steel version dropped the retail price even further. Today, brand-new examples vary from $18,750 for the full stainless steel model up to $48,150 for the white gold and platinum version. But what about pre-owned prices?

The rather love-it-or-hate-it visuals of the Rolex Yacht Master II means that it doesn’t attract quite the same level of universal frenzy as the Daytona or Submariner. It is not completely out of the question for an authorized retailer to even have a model or two in stock, which isn’t something that can be said about the vast majority of the brand’s other sports watches. For that reason, pre-owned models do command a bit of a premium, but nowhere near as much as some of the other models in the brand’s catalog.

You can expect to pay a minimum of around $18,000 for an unworn steel piece on the secondary market, while the Everose Rolesor edition comes in closer to about $25,000. The 18k yellow gold ref. 116688 also holds pretty steady, with most examples falling somewhere in the $40,000 to $45,000 range, depending on age and overall condition. Finally, the ref. 116689 – the top-of-the-line model in white gold and platinum, is where the biggest discounts can be found. A brand-new example costs $48,150 at an authorized dealer, but an older example on the pre-owned market can often be found for just under $30,000.

Rolex Yacht-Master II Design

The Yacht-Master II is arguably the least “Rolex-looking” Rolex watch ever made, which is the core reason behind why it ruffled so many feathers among purist collectors upon its release. It’s arrival took the brand down previously unexplored experimental paths, a very far cry from the sort of discreetly restrained icons present throughout the rest of its portfolio.

The Yacht-Master II is a hard-working watch with a lot of information to present and as a result, it has what initially looks like somewhat of a cluttered dial. However, a lot of that is down to a trick of the eye concerning the bezel’s 1-10 numerals being mirrored exactly around the horseshoe-shaped track on the face. This is obviously the regatta countdown scale, designed to help yacht skippers synchronize their boats’ movements with the race’s starting gun (we’ll get onto this more a little later).

What it means for the overall styling is a lot of numbers on the watch that you will not be using for the vast majority of the time you are wearing it. But while it may come across as a little jam-packed – particularly when you add in the chronograph hand, arrowhead countdown pointer, and a small running seconds sub-dial at the bottom – once you get used to it, you can’t help but be impressed with how much Rolex’s technicians have achieved with so little. No, it isn’t exactly the Explorer’s 3/6/9 arrangement, but it is perfectly readable with a little familiarity and conveys the information it provides in a clean and legible manner.

Despite only containing four models (all of which have white dials), the series actually covers a good range of tastes. The ref. 116688 could be in the running for most showy standard-production Rolex currently available, its all-yellow gold case somehow making the bright blue bezel pop even more. At the other end, the white gold and platinum ref. 116689 is as low-key and reserved as a 44mm wide, 14mm thick, highly-complicated, solid-gold sports watch can be. The virtual monochrome is lifted only by the red chrono hand and arrowed pointer.

In-between, the stainless steel and Everose Rolesor models do the job of appealing to more middle-of-the-road palates. Their color combinations, along with the mix of brushed and polished elements on the watch itself, keep it all on the right side of overdone, and the two-tone model’s bezel numerals also being filled in Everose gold is a nice touch. Unlikely to ever be described as subtle, any version of the Rolex Yacht-Master II is guaranteed to receive some attention.

Rolex Yacht-Master II Functions

Looks aside, the big talking point around the Rolex Yacht Master II lies in what it can do. There is a strong argument against calling the watch a genuine chronograph as it doesn’t so much keep track of elapsed time in the traditional sense, as it does count backwards from a specific starting point, up to a maximum of 10-minutes.

How is that useful? It is all down to how a professional regatta gets underway. Due to the nature of wind and water, it simply isn’t possible to get a bunch of yachts all lined up at a particular spot in the ocean and have them set off at the same time. Instead, the start of a race goes in stages, with each one marked by a gunshot or other audible signal. The first is usually sounded 10-minutes before the start (although it can also be seven or even five), and the skippers must maneuver their boats back and forth in front of the line without crossing it, jockeying with the other competitors for prime position.

There follows two further preparatory signals at precise intervals, and crews must coordinate their approach so they are as close to the start point as possible at the exact moment the race officially begins. It is that pair of additional signals that call into action one of the party tricks of the Yacht-Master II’s unique complication. Should the watch fall out of sync with the regatta reference clock for any reason, a press of the lower pusher activates the flyback (or fly-forward) function, snapping the chronograph hand to the nearest minute to allow the two timers to match up again. Even more notably, it is the only mechanical watch in the world with a programmable memory, meaning the wearer can reset back to the specified original countdown point at any time.

Giving access to all this engineering virtuosity is what Rolex has dubbed its Ring Command Bezel. This was the first appearance of the concept, with the second generation taking control of the Sky-Dweller’s myriad of functions a few years later. On both models, the bezel is directly linked to the internal movement, and on the Yacht-Master II, it acts as an analogue on/off switch. Rotating it 90° unlocks the functionality and allows for the countdown timer to be set with the crown. Turning it back again locks everything in place, and engages the memory. The watch is then operated as a standard chronograph, with the top pusher activating the starts and stops, and the bottom taking charge of the reset or flyback/fly-forward functions.

For a manufacturer not renowned for the complexity of its watches (quite the opposite, in fact) Rolex’s regatta timer is a seriously impressive performer. It may have been created for an especially select group, but it is truly surprising how useful it can be to count down accurately from 10-minutes, even for those of us who may not own a yacht – particularly if you like your pasta al dente.

Rolex Yacht-Master II Movement

The first run of the Rolex Yacht-Master II was powered by the in-house Caliber 4160. At the time, it was the most component-heavy movement the brand had ever created, but it was essentially a heavily reworked version of the Cal. 4130 from the Daytona. The column wheel, vertical clutch and ball-bearing rotor were all carried over from the brand’s legendary racing chronograph.

Obviously there is nothing wrong with that, and the Rolex Daytona’s movement remains one of the most reliable and accurate mass-produced chronograph calibers of the modern era. However, with the arrival of the long-awaited stainless steel Yacht-Master II in 2013, Rolex also unveiled a new mechanism, the Caliber 4161, the product of additional refinements and some 35,000 hours of development.

Made up of over 360 components, including those produced via a highly specialized fabrication process called UV-LiGA which uses ultraviolet light to build microstructures, this dedicated movement provided a crisper feel to the pushers and greater reliability. With that in mind, both the Cal. 4160 and the Cal. 4161 benefitted from Rolex advances such as the blue Parachrom hairspring, as well as providing users with a highly-respectable 72-hour power reserve and a 28,800vph balance frequency.

Rolex Yacht-Master II Bracelet

At the present time, all of the various Rolex Yacht-Master II models are fitted with the three-link Oyster bracelet, as befits a true sports watch. On each version, the inner links have been given a high polish to match the gleaming case, while the outer links receive a satin finish to provide a contrast against the lugs.

As for material, the bracelet is crafted from the same metal as the watch head: stainless steel, yellow gold or white gold. With the Rolesor example, the innermost links are forged from Everose gold, leaving the outer side links in 904L stainless Oystersteel. Tying it all together is the Oysterlock folding clasp, equipped with the brand’s Easylink extension system that allows for approximately 5mm of tool-free bracelet adjustment, completely on the fly and without the use of any tools.

The Yacht-Master II was something of a retaliation from Rolex against decades-worth of naysayers criticizing the brand for the lack of complicated watches in its lineup. Rolex’s rebuttal, while not the most all-encompassing in terms of looks or utility, still stands as a hugely significant piece of technical dexterity. Rolex has always produced tool watches, but as the company continues to make the transition towards being a true luxury manufacturer, the tool watches it produces also take on a more luxurious nature and the Yacht-Master II perfectly embodies this. Large and uncompromising, it is perhaps the most eccentric model Rolex has to offer – and it is always happy to take center stage.

About Paul Altieri

Paul Altieri is a vintage and pre-owned Rolex specialist, entrepreneur, and the founder and CEO of BobsWatches.com. - the largest and most trusted name in luxury watches. He is widely considered a pioneer in the industry for bringing transparency and innovation to a once-considered stagnant industry. His experience spans over 35 years and he has been published in numerous publications including Forbes, The NY Times, WatchPro, and Fortune Magazine. Paul is committed to staying up-to-date with the latest research and developments in the watch industry and e-commerce, and regularly engages with other professionals in the industry. He is a member of the IWJG, the AWCI and a graduate of the GIA. Alongside running the premier retailer of pre-owned Rolex watches, Paul is a prominent Rolex watch collector himself amassing one of the largest private collections of rare timepieces. In an interview with the WSJ lifestyle/fashion editor Christina Binkley, Paul opened his vault to display his extensive collection of vintage Rolex Submariners and Daytonas. Paul Altieri is a trusted and recognized authority in the watch industry with a proven track record of expertise, professionalism, and commitment to excellence.

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Anchoring Masterclass: How to Anchor like an Expert

Want to anchor with confidence and ease? Tom Fletcher shares some hard learnt charter skipper secrets for expert anchoring…

Tackling anchoring.

Have you ever had the Greek Gods of Anchoring displeased with you? I have. I once spent a week on charter with a wonderfully nice father and daughter, on board Sail Ionian’s brand-new Bavaria C50, and it was an absolute nightmare. What’s more, the yacht had just had a new 30kg Rocna fitted, so I couldn’t even blame the ground tackle! Everywhere I went that week I had to have three or four attempts at dropping before the anchor would catch. By the end, I was in tears with frustration, and still don’t know what I was doing wrong. The next time I took her out on charter I had no problems whatsoever.

In the Ionian we rely heavily on our anchor . It can make or break a week on charter so always make a point of checking what the yacht you’re booking is equipped with. Even for a 30-footer I wouldn’t want under 50m of chain. If I was being demanding, as a rule of thumb I would multiply the length of the boat in meters x5, to get the minimum number of meters of chain I would like.

Favoured anchor types will vary depending upon the type of seabed or the area you’re in. Designs like the Bruce or Fluke can be outstanding in sandy areas like the Caribbean. CQRs can be brilliant where tidal flow direction can change, as the design allows them to twist without breaking out. Even fisherman anchors or grapnels can be useful in rocky areas and riverbeds. However, my years of experience in the Ionian have taught me that a Rocna is the best you can get for varied types of seabeds. At Sail Ionian the whole fleet is retrofitted with Rocnas, or their sister the Vulcan which doesn’t have the roll bar.

Make sure your boat handover goes into detail on the windlass and where the trip switch or fuse is. You will want to know how to tighten the gypsy, and how to free drop the chain too. If you can test the windlass by dropping and raising chain, do so. It’s good to see if the windlass is slow or fast, whether it sounds healthy, and if there is any juddering or slipping (which is a good indication of a worn gypsy that should be replaced before you leave).

I have a real bugbear with skippers who don’t realise the importance of their crew on the bow. With a little training and explanation, they can be the yacht’s best asset when anchoring. I have lost count of the number of times I have started training a crew how to med moor , only to find that the bow person doesn’t have a clue what they are doing, and merely responds to shouted direction from the helm. I like to teach the bow person about techniques, types of seabeds, length of chain… all sorts. I guess some people aren’t that interested, but most seem to like to understand what they are doing!  A crew working together in this way is much more effective. When small problems arise, they can then be dealt with quickly. I like to teach some hand signals too, to stop the shouting over the noise of the windlass and the wind. A basic set of ‘drop’, ‘stop’, ‘up’ and ‘down’ are enough to deal with most needs. Knowledge of how to weigh anchor and control the chain when it’s coming in are invaluable too.

Don’t try to anchor on a steep declining seabed

This is one that is peculiar to deep water anchorages, of which we have many in the Ionian! It can be a common situation that you are trying to anchor near the shore, with the wind blowing the yacht off. However, because of the steepness of the seabed you have the bow in 5m of water but the stern in 10m of water! As you reverse and lay out chain the yacht is getting into progressively deeper and deeper water. The anchor just has no chance of holding as it is, in effect, being dragged down a hill. The moral of the story being to consider not just the material of the seabed, but also the bathymetry.

Deep water techniques

It is quite common on an Ionian charter that I will choose to anchor in well over 10 meters of water. The main constraints with depth are firstly the length of chain we carry, and secondly the strength of the windlass motor. At Sail Ionian, a typical 40ft charter yacht will carry at least 60 meters of chain. Using the old maxim of 4-5 times the depth of water, we get a maximum anchoring depth range of around 12-15 meters. Our windlasses can deadlift a substantial weight, but when you consider the length of chain plus the anchor at the end, it is a considerable lift. We usually recommend to guests to always stick under 12 meters, much deeper than that and fuses can start blowing!

When dropping in these depths it is important to remember that it takes time for the anchor to hit the seabed. We often see people reversing as they drop, not realising by the time the anchor catches they can easily be 15-20 meters further away from where they intended the anchor to be. This can cause all sorts of complications, from changes in depth to distance from the shore for long lining. In fact, the most common issue this causes is when long lining; the yacht ends up much closer to the shore than intended, with much less chain out that desired! It’s easy to time your windlass over 10 meters of chain to get an idea how quick it is, then you know roughly how long it will take for the anchor to drop to the seabed.

I would advise positioning the bow where you want the anchor, then letting down 10m of chain, before starting to reverse into the wind, ensuring your anchor is where you want it.

Always look for clear water

The colour of the water is the first give-away of what sort of seabed you’re dealing with, and where in a bay you should drop the hook. A normal Ionian bay will have beautiful clear water and be a uniform mid blue, with patches of light blue. Those light blue patches are usually sandy, without any weed, and are a great spot to aim for. Firstly, you should explore the anchorage at slow speed, keeping one eye on the depth gauge and one eye on the water. Different parts of the bay may be windier that other too. Once you’ve picked your spot, look for those lighter patches of water and aim to get the bow over them. Here is another great example of where you need to reply on your crew on the bow. They will need to direct you to position the bow of the boat over the sand and drop the anchor there. Again, a little communication in terms of positioning and depth, or length of chain, is needed, so that you can get the anchor down on the sand before you start moving in reverse.

Wind directions & local knowledge

Considering wind direction is one of the first lessons to be taught about anchoring. It is, however, complicated by the fickle nature of the Ionian wind. At the mercy of island topography, katabatics, and even time of day, picking a spot that isn’t a lee shore can sometimes be harder than you think. Often a perfect lunchtime anchorage with a light offshore breeze can change to a lee shore once the temperature of the day increases and the afternoon anabatic winds start up.

The first time I saw local Greek charter skippers long lining off the beach in Marmagas on Ithaca I was confused. The morning breeze was light and blowing them onto the shore. I assumed their guests must have asked to be as close to the beach as possible. By the end of lunch though, the wind had switched to a feisty offshore 15 knots, gusting above 20, and my anchor was dragging into deeper water where I had dropped in the middle of the bay. Those Greek charter skippers were sitting comfortably, being blown off the beach, with the strain on their long lines, not on their anchor. It’s always worth keeping a humble eye on what other sailors are doing – there’s always someone cleverer than yourself! 

Free dropping chain vs. lowering on the windlass

As divisive an issue as any in sailing circles! Many who care for their own windlass much prefer to treat it carefully and drop chain freely, by loosening the gypsy, taking the strain away from the windlass motor. At Sail Ionian, we always tell our guests to drop using the windlass though. We feel it gives guests more control, and there is less danger of fingers getting near fast moving lengths of chain. There is also a tendency for the gypsy not to be tightened enough after free dropping. This can result in slipping when weighing anchor, which in turn causes a lot of engineering call-outs and a large fuel bill for a very quick job of tightening the gypsy to the correct tension.

The most important time to consider dropping freely, and quickly, is when you are anchoring in a very windy situation. Sometimes you just want to get the anchor down fast and keep the boat under control using the engine. This can be particularly true for long lining or med mooring in a crosswind. Releasing the chain slowly on the windlass motor can slow the yacht to the point where you lose all steerage.

Whenever free dropping anchor, it is essential to check the bitter end is attached to the yacht securely, and to slow the rate of descent as you approach the end of the chain. Bitter ends are designed to separate when needed, and the speed and weight of a full chain locker dropped without braking can be enough to rip the bitter end d-ring from the deck. I have seen the confused look on faces as the end of the chain follows the anchor to the seabed. Another good reason to train your bow person well! If this ever happens to you, try and note your position in the bay, or hit the MOB button on the GPS quickly. If they know where to look the charter company may be able to dive and find the tackle, saving you a large bill.

Checking you’re well in

Finally, a lot of the issues I see out there could be avoided with a final check to test the anchor. I often see anchors dropped and engine off within seconds, with no attempt to test how well the anchor is dug in. I prefer to sit there with the engine running at least 1000 rpm in reverse for the 5 minutes it takes for the kettle to boil, before I’m happy to relax.

It is a fact of life in the Ionian that there is a lot of weed on the seabed and often anchors can get caught up in this, appear to have set, but break free after a persistent snatch. But this can also be the situation when you have a lot of chain out too. The weight of the chain alone can be enough to resist light winds, or low revs on the engine. It’s only with more force that it becomes clear the anchor is not actually in, and the boat starts drifting.

I have spent many a stormy Vliho night on the bow of an anchored yacht in over 30 knots of wind and not moved anywhere. A well dug in anchor can cope with a surprising amount of force. So don’t be shy with checking you’re set, give her some revs and sit back for a few minutes. You’ll sleep a lot better.

Tom Fletcher is a hugely experience skipper and instructor at Sail Ionian. For more information, go to the Sail Ionian Website .

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