pelle petterson yachts

Pelle Petterson – Classic Yacht Symposium 2020

Sail in Finland – Pelle Petterson talks about his sailing career, his early racing and later his involvement with 6mR and America’s Cup 12mR yachts, both from a design as well as a racing perspective. – Re-render of video released in 2020.

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Hall of Fame

• Pelle Petterson

Pelle Petterson in the Carozzeria Pietro Frua workshop [Photography Helmer Petterson]

Following in the footsteps of a father who contributed so much to the development of the P1800 would seem an almost impossible task for a young designer like Pelle. He was, to say the least, quite up to the task. Before going to work at Frua, the younger Petterson had already developed some of the styling sketches which shaped the new coupe. The Italian influence was apparent though, the biggest clue being the turned upsweep of the front bumpers reminiscent of the 1955 Lancia Aurelia Spider by Pininfarina. Pelle's designs were delivered to Gunnar Engellau along with other stylings from Frua in 1957. At that time, Frua received full credit for all the styling concepts and Engellau chose Pelle's body style without knowing that it had been prepared by Helmer Petterson's son. When Engellau discovered that Pelle was Helmer's son, he was outraged. He did however, stand by his decision and authorized construction of a prototype coupe based on Pelle's styling. [Bill Webb]

Pelle and Irene Petterson at Viking Classic Auto Show 2010, Chateau de Beauregard, France

Pelle Petterson Design

Seine Erfolge sind so zahlreich, dass deren Auflistung ganze Seiten füllen würde. Stellvertretend sei der Gewinn des legendären Stockholmer Seifenkisten- Rennens von 1942 genannt, das er im selbst gebastelten Auto, angefeuert von 30.000 Zuschauern, souverän gewann – mal abgesehen von einer Silber- und einer Bronzemedaille bei Olympischen Spielen 1964 und 1972 und etlichen Weltmeister- und Europameistertiteln, die im späteren Verlauf seines eindrucksvollen Sportlerlebens hinzukamen.

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PPY Production AB

PPY Production AB designs , manufactures and sells under the trademark Pelle P technical sailing – and casual clothes as well as a ski – and winter collection where design is combined with high quality and function.

The company has its origin from the sailing legend Pelle Petterson who also has a unique skill as a successful designer and world – renowned competition yachtsman. The head office is located in Billdal outside Gothenburg with market presence in Sweden, Norway, Denmark, Finland, Germany and Holland.

Der Weltklasse-Segler

Pelle Petterson is Sweden's greatest ever yachtsman. He has won the World Championship and Olympic Bronze and Silver medals for Starboat racing, a number of World Championship golds in R6 and a World Championship medal in Soling. He has also been the initiator and skipper at two Swedish America's Cup challenges.

Not only an accomplished designer of racing yachts, he is also a world-class yachtsman. Pelle has been a strong contender in the sport for several years and in 1982, captured the World' s Cup 6-Meter regatta with a yacht of his own design.

The boat designer

As well as his many sporting successes, Pelle Petterson is a famous boat designer with an international reputation as the creator of the Maxi yachts and parts of the Nimbus motorboat series. More than 85,000 boats designed by Pelle Petterson have been produced.

Die Jolle c55

Mit der Jolle c55 definiert Pelle Petterson das Segeln neu. Die c55 ist in Schweden nationale Einheitsklasse. Es wird dort als Match Race-Regatta- und Ausbildungsboot verwendet.

Gebaut wird die Jolle bei der Werft Cremo Productions AB in Varberg (S). Die c55 hat einen Hubkiel und trägt ein 7/8-Rigg mit einem Alu-Mast. Das Vorsegel ist mit Segellatten ausgestattet, das Vordeck ist offen.

Maxi Yachts

Maxi Yachts is one of the foremost and most respected boat builders in Europe. The name Maxi has for decades, been synonymous with well-built boats which, due to their high quality, have ensured that the company has carved itself out a special reputation within the boat world.

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Maxi 1000: Quick, seaworthy and solidly built

• Graham Snook
• June 9, 2022

If you’re looking for a quick and comfortable cruiser that is full of great features with solid build quality, few boats can rival the Maxi 1000, as Graham Snook discovers

Product Overview

Anna-Leigh and Alex Cox have both sailed for many years but Gemini , their Maxi 1000, is the couple’s first yacht. They also own a Sunseeker 31 motorboat, but Anna-Leigh’s yearning to return to sailing won over and they now use either boat when work allows, often cruising the Solent or beyond.

As a first yacht for coastal and offshore cruising, the couple have fallen on their feet with Gemini ; the Maxi 1000 has a good pedigree. Her designer was Pelle Petterson, Swedish Olympic medalist and skipper of America’s Cup challengers.

Being made redundant during a global pandemic might not be the best time to buy your first yacht, but it happened at just the right time for Anna-Leigh and Alex. ‘We never thought we’d be able to own a yacht like Gemini , at least not at this stage in our life,’ smiles Anna-Leigh.

‘After more than 20 years with the same company I was made redundant and Alex was looking to expand Raw Bean [his coffee business], so I joined the company and we bought Gemini . We love her, she’s a great boat!’

A deep forefoot prevents excess slamming to windward. Photo: Graham Snook

The Maxi 1000 was a development of the Maxi 999 that was produced between 1985 and 1992 when the 1000 started production. The model remained in build for 10 years with more than 1,000 built.

Gemini was hull no. 1042, launched in early 2002 and was one of the later boats. Having reached 20 years old, Gemini hides it well; a few loose areas of caulking on the weathered teak decks and scratched detailing of stickers around the coachroof windows show the extent of her life so far.

Covid delays

Anna-Leigh and Alex bought Gemini in 2020, but they weren’t able to collect her from Fowey until spring 2021. ‘We were really lucky though,’ explains Alex. ‘Although because of Covid and the regulations, we weren’t able to visit the boat, Gemini ’s previous owners Pete and Ali Siddall would go down and check on her, they really looked after us well.

‘We couldn’t have asked for a better seller. When we eventually left Fowey they came out and waved us off, taking photos which they then sent us.’

Although they have sailed for years, Gemini is Anna-Leigh and Alex Cox’s first yacht. Photo: Graham Snook

There was a light breeze when I joined Alex and Anna-Leigh at Swanwick, a far cry from the couple’s first date when Alex had borrowed a friend’s yacht to impress Anna-Leigh, only for it to blow a gale – the less said about that trip the better, but they are living happily ever after now.

Gemini was moored stern-to and boarding was easy. The Maxi 1000 has a long bathing platform with a ladder and a step in the transom. Despite having a radar pole fixed to the step, there was plenty of foot space – one more step and I was in the cockpit.

The Maxi 1000 shares a lot of family features with her previous models; sleek with a pleasing sheer line and wedge-shaped coachroof. After the 1000, bows became more vertical and hulls broader.

Petterson has been clever with the design, keeping the freeboard at a sensible height but sloping her decks up gently going inboard to increase the headroom below.

As standard the 1000 was fitted with a 7/8ths fractional rig and a self-tacking jib, which Gemini still has. The couple have found that the furling No2 genoa (28m2) suits their sailing, giving her the extra sail area the self-tacking jib lacks in light winds. Her Lewmar 40ST winches make short work of either sail.

She also has two jib tracks on the inboard edge of the deck; the forward set allows a jib to be sheeted within the shrouds while the genoa passes outboard.

Gemini has the optional teak deck, which adds to her desirability. Photo: Graham Snook

Friendly conditions

In the conditions we had, 6-10 knots true, we weren’t going to be pushing her limits. On the wind (32-35º apparent wind angle) we had an apparent wind speed of up to 14 knots and she was sailing well.

Making between 5.2-5.9 knots in the gusts, she would start to feel pressed but remained comfortable and responsive; a few more knots breeze and the genoa might have needed a turn taking in or switched to the self-tacking jib, but as we only had a short beat up Southampton Water it was soon time to bear away.

At 60º AWA the wind was dropping 7-10 knots but we were getting 5-5.4 knots through the water. Gemini has Whitlock wheel steering; its rod connections keep the steering slack-free with responsive control.

Sadly, the breeze decreased more, at 90º in 6 knots she was making just over 4 knots, but by the time we were sailing at 120º AWA in 3.6 knots apparent, it was more drifting with control than sailing.

It was time to put the kettle and the engine on, and head back. Gemini has the optional full teak deck and she looks all the smarter for it. There are a few places where it’s worn or been sanded to a depth where the caulking sealant has come adrift, but the fastenings holding the deck are still well-hidden by their wooden plugs.

Lewmar 40ST winches make it easier to sail shorthanded. Photo: Graham Snook

She has a detachable mainsheet on a short traveller in the cockpit, enabling the cockpit table or a cockpit cover to be easily fitted.

Stowage in the cockpit is excellent with a cavernous locker to starboard and deep lazarette lockers beneath the helm’s seat and to port.

Moving below, Gemini has wide companionway steps over the engine compartment. The forward section is removable to give good access to the front of the engine. One is instantly struck by the amount of solid wood on show; on the whole, it has aged well.

The Maxi 1000 was available with a teak or an American cherry wood interior, the latter having a more interesting grain pattern.

Below decks

Immediately to starboard is the heads. If you’re entering the boat with soaked oilskins you can get changed in here and then leave the wet kit in the locker to the rear without having to drag it through the boat. Once dry, it can be left in the oilskin locker outboard of the chart table seat, so it’s on hand when you need it.

The chart table is a good size, and what looks like a squeeze is a comfy navigation station. The lid overhangs the table and has a good chunky laminated solid-wood surround with a grab handle forward in the semi-bulkhead.

The locker beneath the chart table has the bin and there’s a drawer beneath that. There is a handy cubby hole outboard, beneath the chart table, and the switch panel is above. Instrument space is a little limited but otherwise, it works well.

The aft end of the saloon has over 6ft of headroom. Photo: Graham Snook

Opposite, to port, is the L-shaped galley. It has high fiddles and a good grab handle aft of the large double stainless-steel sinks. Above the stove are deck-level lockers with smoothly sliding doors.

Her original 90-litre water capacity was increased by her former owner to 260 litres for trips away to the Isles of Scilly. There is a good line of drawers and a locker beneath the sinks and a pan locker below the stove.

Headroom below is good, with 1.83m+/6ft+ in the galley, aft cabin and rear of the saloon.

Moving forward, the wedge-shaped coachroof takes away headroom from the forward end of the saloon down to 1.68m/5ft 6in and the forward cabin to 1.6m/5ft 3in.

In the saloon are five deck-level bottom-hinged lockers. Where there would be a sixth on the starboard side is an open-fronted locker with a solid wood fiddle. The lockers have solid wood louvred fronts and weighty solid-wood frames.

Two hatches provide plenty of ventilation in the aft cabin. Photo: Graham Snook

With all this wood it could have easily felt like the inside of a coffin; thankfully though, the Maxi 1000 has a white GRP inner liner which forms the supports for the forward and aft berths, the saloon seat bases, and chart table seat.

Not only does this make the workflow of building the yacht more efficient, it also lightens the lower areas of the yacht.

In these seat bases, one finds lockers that can be accessed from the top and inboard without having to lift cushions or crew. It’s especially handy as Gemini is sensibly fitted with lee cloths, which would further add to the faff of getting into the lockers were it not for these locker doors.

She has a bench seat to starboard and U-shaped seating to port, which has a nice feature that allows the bunk base to slide out to create a double berth. This gives Gemini three decent-sized double berths.

Still in good nick

At 20 years old, Gemini is still in great condition. There are some battle scars in her woodwork and watermarks in her floorboards, but it’s nothing some sandpaper and varnish couldn’t put right.

She has lots of nice little details, such as the raised deck outboard of the helm or the plastic edging around the inspection hatches on the floorboards that seal the edges and stop them from binding and squeaking.

The chart table has plenty of stowage. Photo: Graham Snook

In the forward cabin, there are bottom-hinged doors to access the under-berth stowage without having to lift the bunk cushions. The long vee berth has an infill, but there is no other floor space in the forward cabin, so with the insert in place, as you would do with sheets on the berth, there’s no room to get changed unless you do so in the saloon or lying down. Not an issue with children, but it might not be ideal for you or any guests you invite onboard.

The berth is 2.09m/6ft 10in long with a maximum width of 1.77m/5ft 9in, but at shoulder height it is only 1.44m/5ft 9in.

Alex and Anna-Leigh have found the aft cabin makes the better owner’s cabin on board. It’s easy to see why, it feels huge. While the berth isn’t the widest (at 1.6m/5ft 3in) headroom is 1.83m/6ft and the space above the berth is unusually generous too. I kept expecting to bump my head but it never happened.

The aft cabin also has both shelf and locker stowage outboard. Locker ventilation is great thanks to the louvred doors. There are reading lights and the main light switch can be reached from the berth. The cabin also benefits from two hatches that open into the cockpit for increased ventilation.

Beneath the berth are the batteries and there is also access to the engine and to the saildrive gearbox.

Opposite the aft cabin is the heads, again there is good headroom here. The shower pulls out of the heads and there are mirrored sliding lockers outboard.

The plinth for the toilet is quite high. The toilet has a fold-down cover that stops the toilet from getting wet and gives a good seat for those having a shower. The toilet roll holder is sheltered in the locker under the sink, also in there, you’ll find a drawer for even more stowage.

Louvred doors provide good ventilation to the lockers. Photo: Graham Snook

The Maxi 1000 is a good-looking boat that will find favour with those who like yachts with attractive lines and are happy to have a pretty boat rather than a roomy boat.

She harks back to a time before impractical plumb bows when yachts were more parallelogram in profile than brick. Her narrow beam does restrict her accommodation and interior comfort by modern standards, but she’s a more comfortable sailing yacht because of it.

Looking for rivals, I was struck by the good value the Maxi 1000 offers. The quality of her woodwork was good, but compared to other Swedish-built yachts or yachts of a similar quality she was considerably cheaper, almost a third in some cases.

Although her interior woodwork wasn’t pristine, she is two decades old and the quality of the joinery was better than many yachts built today.

Finding a yacht the same age and price that offers excellent coastal cruising, build quality and clever design features along with the ability for club racing, is a hard task.

For those with deeper pockets, there’s the Finngulf 33, Arcona 340 or the Hallberg Rassy 34. If you’re looking for more performance, there are yachts like the Elan 333 or X-Yacht 332, J105 or the newer Dehler 34, but as YM caters for cruising sailors I’ve suggested three rivals that are similar but with a twist…

Alternatives toi the Maxi 1000

There was an option for a deep performance keel

For a more modern alternative, without having to spend half as much again as a good Maxi 1000, the Dufour 34 is similar in ethos to the Maxi 1000 and within roughly the same price bracket. The 34 model was launched after the Maxi in 2003, and developed into the 34 Performance.

In 2010 it evolved to become the 34e; gone were the aft helm seat and step in the transom. Instead, she gained an open transom with raised aft deck, liferaft locker and fold-down bathing platform, while forward was a larger steering wheel.

Like the Maxi 1000, she’s a nippy 33ft coastal cruiser with the comfort of two separate cabins as standard and a large cockpit that enables her to be used for cruising or racing. Her hull is sleek, well-proportioned and easily driven. She has a single spade rudder and her standard draught was 1.5m/4ft 11in. There was an option for a deep performance keel (1.9m/6ft 2in) to allow her to reach her full performance potential.

A wheel bisects the aft end of the cockpit and got bigger as she became the 34e. Nowadays a boat like her would have twin wheels. The steering was smooth and the large wheel made helming enjoyable.

Below decks, the layout is very similar to the Maxi 1000, even if it doesn’t match the Maxi’s quality; instead of one-piece laminated surrounds to the galley and chart table Dufour uses corner pieces and has an ‘assembled’ feel rather than the crafted feel of Swedish boats.

The use of darker mahogany veneers is also more apparent on board. The berth size is good and, unlike the Maxi, there is room to stand in the forward cabin and there is hanging and shelved stowage in the forward cabin too.

The saloon has a bench seat on each side, with the chart table to starboard. The heads is opposite the galley and there’s the option for a second aft cabin. As the 34 is a newer design and was launched when the Maxi was ending her production cycle, one should expect to pay more.

An easily driven hull shape gives the 346 good directional stability. Photo: Bob Aylott

The centre cockpit Moody 346 is a good option for those wanting more interior space while still retaining good sea-keeping. It comes at the expense of performance, but the 346 is certainly no slouch – far from it.

Just under 250 Moody 346s were built since its launch in 1986, and some also featured twin keels.

On deck, the 346 can’t compete with the large aft cockpit of the Maxi 1000 or the Dufour 34, and the downsides of the centre cockpit may outweigh the benefits; the raised position increases rolling motion. It’s also smaller and there are more steps to move around the boat from here, whether you’re heading to the saloon, or mooring up or boarding from aft.

However, there is decreased pitching, a large aft cabin and greater owner privacy. Indeed, it is below decks where the 346 makes up ground.

For many, the privacy and space offered in the separate aft cabin is what persuades them to choose a centre-cockpit design. The galley is a longer L-shape and has more countertop space, but much of it is along the corridor to the aft cabin where the headroom is reduced by the cockpit’s shape.

It is the cosy aft cabin that steals the show here though, especially for a sub 35ft yacht. Not only does it have a large double berth outboard to port, but opposite there is also an L-shaped sofa.

While her interior might feel a little dated now, the 346 remains well made and practical, and can offer many miles of comfortable coastal cruising to anyone who chooses to buy one.

Most of the Westerly Storm 33s have tiller steering. Photo: Lester McCarthy

Westerly Storm 33

For those who like the idea of a 33ft cruiser with a touch of speed, but can’t stretch to the Maxi 1000, a cheaper alternative is the Westerly Storm 33.

The Storm was Westerly’s 1986 take on a performance cruiser and it sold 141 of them. After seven years, it (along with the company) was revamped. She became the Regatta 330 and another 15 were built.

The Storm holds true to Westerly’s values: tough British-built boats with solid joinery that sailed well. The majority have tiller steering, making them quick to respond and rewarding to sail.

The cockpit is a good size and while the coamings are low, they are sloped making them very comfortable when sitting out of the cockpit. Forward, the companionway has a teak grated bridgedeck, and steps below; this gives those operating the coachroof winches more room and provides stowage for the liferaft.

Her interior quality still shows today, although it’s clear that after more than 35 years interior design has evolved while the amount of solid wood has decreased. The lack of a forward anchor locker has increased the space and size of the forward cabin, and it has lockers and floor space to show for it.

The saloon is a good size as is the L-shaped galley, but what she gains forward she loses in the smaller aft cabin and heads. Westerly Yachts remain a popular choice with cruising couples and those with small families and the Storm is no different; she was designed for the British coastal waters and has all you need to enjoyably navigate them.

Expert Opinion

A yacht built by the old Nimbus boat yard and designed by Pelle Petterson is, without doubt, a winning combination of well thought out design and substantial construction standards. As a result, these boats always hold their value.

Of the yachts I’ve surveyed, very few had serious structural problems, but there are a few issues you need to be aware of. Port light fittings within the saloon can allow moisture into the normally very well finished internal joinery and laminate.

Many topsides were moulded in a dark blue pigment and while reasonably colour-fast for around five to 10 years, many do end up with the typical chalking and fading that many dark coloured gel coats suffer with. It can be quite noticeable where repairs have been previously undertaken.

Some 1000s had teak decks overlaid onto the main working GRP decks and as with several other yachts of this age, it’s very important to evaluate the condition and watertightness of the deck as replacement costs will always be expensive.

If you’re considering the wing keel option, take a close look at the hull to keel joint condition and obviously the internal fastenings. It’s not uncommon for yachts of this age to need the fastenings properly checked. It is also important to pay attention to the rudder blade condition as moisture absorption is frequently an issue as well.

Ben Sutcliffe-Davies, Marine Surveyor and full member of the Yacht Brokers Designers & Surveyors Association (YDSA) www.bensutcliffemarine.co.uk

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A taste of Krasnodar cuppa

Krasnodar's are the oldest tea plants in Russia, and the older the plant, the better the tea it produces. Source: Mikhail Mordasov / RIA Novosti

Guests to the Winter Olympics are probably aware of the region’s unique cuisine, given Sochi’s long history as a port and its proximity to Georgia. But less well known is the area’s unique Krasnodar tea blend. This 150-year-old tea possesses strong healing properties, and its exquisite aroma resembles that of China's elite Lansing teas.


In the 18th century, the Russian and British empires together held a monopoly on the global tea trade. At the time, there were two ways to get to China, the homeland of tea. The sea trade routes passed through British-controlled Nanking, while the overland route, through Kyakhta, led to Russia. Russian tea merchants did not fear competition from the British.

They considered the tea that arrived in Russia far superior to that the British consumed because of the form of transportation. The heat and humidity of the southern seas, which tea clippers would take weeks to cross, ruined the delicate tea leaves.

By contrast, overland transportation only improved tea's qualities. True connoisseurs would pay a higher price for products offered by the Russian importers.


When the British started cultivating tea in India and Ceylon (Sri Lanka), the Russians, too, decided to expand their production base. The first attempts to acclimatize tea plants in what was then the southern fringe of the Russian Empire, in Georgia and Azerbaijan, were made in the 19th century.

The experiment proved a success: the Russian tea plantations yielded their first crops in the early 20th century, although the quality of the local tea blends left much to be desired. The local soils were too inferior to hope for anything better. The only advantage of the Georgian and Azeri teas was their relative cheapness.


Then Judas Koshman entered the scene. A mysterious figure whose early life remains largely unknown, Koshman is believed to have come from a small Jewish settlement in Ukraine to earn his keep working tea plantations in Georgia. 
In the early 20th century, when he was already 60 years old, Koshman found himself in the tiny mountainous settlement of Solokhaul near Sochi.

He used the money saved from working on a tea plantation in Georgia to buy a small plot of land. Koshman and his family started acclimatizing tea plants brought from Georgia. Koshman’s neighbours questioned his endeavour.

In the 1870s, agriculturists had shown that the North Caucasus was too cold for growing tea.

However, it took the tea plants introduced from Georgia just four years to take root to such an extent that they no longer needed to be wrapped for the winter, even though temperatures in Solokhaul may drop to 10 degrees Farenheit in January.

Ten years later, in 1913, the Koshmans celebrated their first yield of tea. What later became known as the Krasnodar tea blend (after the name of the region – Krasnodar Territory) has the sweetness, beautiful dark-amber tint and flowery aroma of the best Chinese Lansing teas.

The harsh North Caucasus climate may affect the size of the crop, but it is thanks to the climate that the local tea contains more healthful substances than the Chinese equivalents.


Recognition did not come easily to Koshman. In his modest house, which has been turned into a museum, there is a vast collection of non-committal replies from the Russian Academy of Sciences: St. Petersburg scholars dismissed Koshman's reports on the Krasnodar tea blend as hoaxes, while the Georgian tea lobby set the police on their potential rival.

Koshman's wife had to bail him out of prison at one point. It was not until the Soviet era, when Koshman was already over 70, that he received a gold medal at an agricultural exhibition.


The hand-picked Koshman House tea is a truly exclusive product. Koshman's are the oldest tea plants in Russia, and the older the plant, the better the tea it produces. Koshman's teas eventually spread across the mountainous area of greater Sochi in the 20th century.

Krasnodar teas were on sale in the Soviet era, but they did not enjoy any particular popularity because the tea leaves were picked mechanically, robbing the tea of its unique properties.

Even during Perestroika, when the once-gigantic Koshman plantation fell into decay, the Krasnodar tea blend retained its reputation as a unique hand-picked product, and continued to be manufactured in small batches.

It remained the northernmost tea in the world until 2012, when the UK gathered its first locally grown crops.

All rights reserved by Rossiyskaya Gazeta.

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• Sailboat Guide

International 806

International 806 is a 26 ′ 5 ″ / 8.1 m monohull sailboat designed by Pelle Petterson and built by Ott Yacht starting in 1974.

Rig and Sails

Auxilary power, accomodations, calculations.

The theoretical maximum speed that a displacement hull can move efficiently through the water is determined by it's waterline length and displacement. It may be unable to reach this speed if the boat is underpowered or heavily loaded, though it may exceed this speed given enough power. Read more.

Classic hull speed formula:

Hull Speed = 1.34 x √LWL

Max Speed/Length ratio = 8.26 ÷ Displacement/Length ratio .311 Hull Speed = Max Speed/Length ratio x √LWL

Sail Area / Displacement Ratio

A measure of the power of the sails relative to the weight of the boat. The higher the number, the higher the performance, but the harder the boat will be to handle. This ratio is a "non-dimensional" value that facilitates comparisons between boats of different types and sizes. Read more.

SA/D = SA ÷ (D ÷ 64) 2/3

• SA : Sail area in square feet, derived by adding the mainsail area to 100% of the foretriangle area (the lateral area above the deck between the mast and the forestay).
• D : Displacement in pounds.

Ballast / Displacement Ratio

A measure of the stability of a boat's hull that suggests how well a monohull will stand up to its sails. The ballast displacement ratio indicates how much of the weight of a boat is placed for maximum stability against capsizing and is an indicator of stiffness and resistance to capsize.

Ballast / Displacement * 100

Displacement / Length Ratio

A measure of the weight of the boat relative to it's length at the waterline. The higher a boat’s D/L ratio, the more easily it will carry a load and the more comfortable its motion will be. The lower a boat's ratio is, the less power it takes to drive the boat to its nominal hull speed or beyond. Read more.

D/L = (D ÷ 2240) ÷ (0.01 x LWL)³

• D: Displacement of the boat in pounds.
• LWL: Waterline length in feet

Comfort Ratio

This ratio assess how quickly and abruptly a boat’s hull reacts to waves in a significant seaway, these being the elements of a boat’s motion most likely to cause seasickness. Read more.

Comfort ratio = D ÷ (.65 x (.7 LWL + .3 LOA) x Beam 1.33 )

• D: Displacement of the boat in pounds
• LOA: Length overall in feet
• Beam: Width of boat at the widest point in feet

Capsize Screening Formula

This formula attempts to indicate whether a given boat might be too wide and light to readily right itself after being overturned in extreme conditions. Read more.

CSV = Beam ÷ ³√(D / 64)

Spinnaker Area: 45.88m2/494 sq.ft.

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Club facts: Krasnodar

Tuesday, September 1, 2020

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FC Krasnodar Formed: 2008 Nickname: Byki (The Bulls)

UEFA club competition honours (runners-up in brackets) • None

Domestic honours (most recent triumph in brackets) None

Ten-year European record (UEFA Champions League unless indicated otherwise) 2019/20: UEFA Europa League group stage (having transferred from UEFA Champions League play-offs) 2018/19: UEFA Europa League round of 16 2017/18: UEFA Europa Leagueplay-offs 2016/17: UEFA Europa League round of 16 2015/16:  UEFA Europa League round of 32 2014/15:  UEFA Europa League group stage 2013/14: did not take part in UEFA competition 2012/13: did not take part in UEFA competition 2011/12: did not take part in UEFA competition 2010/11: did not take part in UEFA competition

Records UEFA club competition • Biggest home win 5-0: Krasnodar v Sillamäe Kalev 24/07/14, UEFA Europa League second qualifying round second leg

• Biggest away win 1-5: Diósgyőr v Krasnodar 31/07/14, UEFA Europa League third qualifying round first leg 0-4: Sillamäe Kalev v Krasnodar 27/07/14, UEFA Europa League second qualifying round first leg

• Heaviest home defeat 0-4: Krasnodar v Chelsea 28/10/20, UEFA Champions League group stage

• Heaviest away defeat 5-0: Basel v Krasnodar 19/09/19, UEFA Europa League group stage

UEFA Champions League (group stage to final) • Biggest home win 1-0: Krasnodar v Rennes 02/12/20, group stage

• Biggest away win N/A

• Heaviest home defeat 0-4: Krasnodar v Chelsea (see above)

• Heaviest away defeat 3-2: Sevilla v Krasnodar 04/11/20, group stage

FK Krasnodar

Total market value

• Squad size: 23
• Average age: 25.2
• Foreigners: 15    65.2 %
• National team players: 11
• Stadium: Stadion Krasnodar    35.179 Seats
• Current transfer record: €-9.58m

Squad FK Krasnodar

Top arrivals

Top departures, top goalscorers, most assists, table section premier liga 23/24, transfer record, stats & facts, who do you want to win.

In this match you stick with...