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Rolex Yacht-Master Ultimate Buying Guide

As Rolex’s most diverse sports watch collection, the Yacht-Master is not only available in a wide assortment of case metals and sizes but it has also been paired with various bracelet styles and bezel materials. In less than three decades, the Rolex Yacht-Master collection has been home to dozens of references – some of which have been discontinued – and the nautical-inspired sports watch continues to be a mainstay of the Rolex lineup. There are two distinct models that share almost identical names: the Yacht Master and the Yacht Master II.

While the original Rolex Yacht-Master is an ultra-luxurious take on Rolex’s already popular sports watches, the Rolex Yacht-Master II was purpose-built to time out regattas in competitive sailing. Essentially, the Yacht-Master is the kind of watch you wear while lounging on a boat and a Yacht Master II is what you wear if you’re racing one. Nonetheless, both Rolex watches are incredibly popular, sought-after for their sleek designs and impeccable quality.

With that in mind, if you’re in the market for a Rolex Yacht Master, there are some important things you should know about the model (such as its history, pricing, and features) before you make a decision. Here, we’ve compiled everything you need to know about buying Yacht-Master and Yacht-Master II watches to make the most informed purchase possible. Ready to get started?

Rolex Yacht-Master

Yacht-Master Key Features:

– Case Size: 29mm, 35mm, 37mm, 40mm, 42mm – Material Options:  Rolesium, Yellow Rolesor, Everose Rolesor, 18k Yellow Gold, 18k Everose Gold, 18k White Gold – Functions:  Time with running seconds, date display. – Bezel: 60-minute timing (bi-directional) – Water Resistance:  100 meteres / 330 feet. – Strap/Bracelet: Oyster bracelet, Oysterflex bracelet

Click here to learn more about Rolesium: a special metal combination that is only featured on the Rolex Yacht-Master.

Rolex Yacht-Master II

Yacht-Master II Key Features:

– Case Size:  44mm – Material Options: Stainless steel, Everose Rolesor, 18k Yellow Gold, 18k White Gold – Functions:  Time with running seconds, adjustable countdown timer with mechanical memory – Bezel: Ring Command Bezel – Water Resistance:  100 meters / 330 feet. – Strap/Bracelet:  Oyster bracelet

Click here to learn how to set the adjustable countdown timer on the Rolex Yacht-Master II.

Quick Look: Rolex Yacht-Master Timeline

Even though the Yachtmaster collection is one of the newest additions to the Rolex lineup, there has been a great amount of innovation over the years. Additionally, while we didn’t see this watch come to life until the early 1990s, Rolex history shows that they had concepts and ideas of a yacht-themed watch long before it was ever brought to market. 1950’s — Rolex joins the prestigious New York Yacht Club 1966 to 1967 — Sir Francis Chichester becomes the first man to circumnavigate the globe single-handedly and he wore a Rolex Oyster watch 1992 — Rolex introduces the Yacht-Master collection 1994 —  Rolex introduces the midsize and ladies’ models 1996 — Rolex introduces the two-tone midsize and ladies’ models 1997 — Rolex releases the Rolesium version (also known as steel and platinum) 2007 — Rolex releases the Yacht-Master II, which is the world’s first watch equipped with a programmable countdown timer and a mechanical memory 2013 — Rolex updates the movement inside the Yacht-Master II collection from the Cal. 4160 to the Cal. 4161. 2019  — Rolex introduces the Yacht-Master 42 to the collection

History of the Rolex Yacht-Master

While we wouldn’t be introduced to the very first Yacht-Master until 1992, Rolex’s history with sailing actually dates back to 1958, the year the Swiss watchmaker partnered with the prestigious New York Yacht Club. By then, Rolex had already garnered a reputation for making great waterproof watches with the invention of their Rolex Oyster case back in 1926. So, the partnership was actually quite a natural next step.

Rolex solidified its relationship with the world of sailing in 1966 when Francis Chichester — one of history’s most exceptional navigators — became the first person to sail around the globe on his yacht, the Gipsy Moth IV, with a Rolex on his wrist. His voyage, which spanned from August 1966 to May 1967, took him 29,600 miles around the world. however, the most impressive part is that he only had a few tools to help him navigate his way, including nautical charts, a sextant, and a Rolex Oyster Perpetual. The Rolex wristwatch chronometer he used was a reliable and steady partner, helping him keep time amidst rough conditions for 226 days at sea.

Despite the brand’s massive success in creating watches that were great for sailing, Rolex continued to hold back its efforts to create a watch specifically for this category. The brand did briefly dabble with the idea in the 1960’s, releasing a prototype dial for the Cosmograph chronograph with the name “Yacht Master” on it, but the idea never took hold. Today, only two known examples of this prototype Daytona Yacht-Master are known to exist — one belonging to Eric Clapton (whose model sold for $125,100 at auction in 2003) and one owned by legendary Rolex collector John Goldberger.

In 1992, we were finally introduced to the modern Yacht Master we know and love today. Its official name, the Rolex Oyster Perpetual Yacht-Master, was the brand’s first ultra-luxury sports watch built for the open seas. To make sure that collectors understood the luxury aspect of this new watch, the very first 40mm model was forged entirely out of solid 18k yellow gold and featured a matching gold bi-directional rotating bezel (marked to 60 minutes for timing) alongside a gold Oyster bracelet. Over the next few decades, Rolex has expanded the collection using a variety of materials as well as adding new sizes to the luxury nautical watch collection.

15 years after the first release of the Yachtmaster, Rolex introduced the regatta chronograph Yacht-Master II specifically made for sportsmen to use while regatta racing. To cater specifically to these athletes, Rolex outfitted the watch with important features like a programmable countdown timer (to measure with reliability how much time until the start of the race) and both flyback and fly-forward functionality (for easy synchronization should the race committee have to restart the race sequence). Another key difference is that the Rolex Yacht-Master II is only available in one size, 44mm with an Oyster case and bracelet. However, there are a variety of alloys available.

How Much is a Rolex Yacht-Master?

Because there is such a wide variety of sizes and materials used across the Rolex Yacht-Master collection, the prices tend to vary significantly. For example, you can pick up some of the older or smaller Rolex Yacht-Master models for around $5,000 on the second-hand market. However, newer, larger Yacht-Master models, especially those forged out of precious metals, can sell for well into five-figures.

How much is a Yacht Master II?

Due to its large size, complicated movement, and frequent use of precious metals, the Yacht-Master II is one of the higher-priced Rolex watches you can purchase. In terms of pre-owned prices, a stainless steel reference of the Yacht-Master II starts around $15,000. This may seem steep, considering that this Yacht-Master II is stainless steel and doesn’t feature any diamonds or gems. However, the complexity of the movement is what really makes this watch shine and it is the primary factor behind its high price tag. On the higher end, the yellow gold ref. 116688 costs $43,550 retail and can be bought for around $28,000 on the pre-owned market.

Buying Pre-Owned vs New Yacht-Master Watches

The key difference between buying a pre-owned Rolex Yacht-Master or Yacht-Master II versus a new one is the price. For a retail Rolex model , you will surely pay a premium – especially if you choose one of the precious metal models. On the secondary market, you can get a Yacht-Master for a much lower price, and many collectors find this option a better value for their investment. However, this is still totally dependent on the specifics about the watch which you can get an idea of in the chart above. The price of a pre-owned Yacht-Master will always vary depending on factors like its alloy, the year it was produced, condition, and whether it is a luxury-oriented Yacht-Master or a sporty and purpose-built Yacht-Master II.

Often, many collectors turn to the second-hand market to purchase a Rolex Yacht-Master. Of course, the price is a big factor, but due to the durability and overall build quality, a used Rolex Yacht-Master represents a highly competitive offering. Because these watches are purpose-built to withstand weather and water, they tend to age well even if they have been heavily worn, loved, and used. Another reason that collectors turn to the second-hand market is to get their hands on early models. Since the Yacht-Master has only been around for about 30 years, it is still quite easy to track down some of the early references. This is a great opportunity for collectors who not only love the Yacht-Master as a watch but who also want to make a smart investment for their collection that has great potential to increase in value.

Rolex Yacht-Master References

While the Yacht-Master is one of the newest Rolex models, only first introduced in 1992, the watch has been given a wide variety of upgrades in sizing, alloys, and bezels over the years. Here, this comprehensive list outlines all of the standard-production Yacht-Master references since its initial introduction. This list is also incredibly important as a reference if you are purchasing a Rolex Yacht-Master on the secondary market, as it will serve as a great quick reference for what models have been produced over the years.

Yacht-Master

226659 = 42mm, solid 18k white gold with Cerachrom bezel 16622 = 40mm; Rolesium (stainless steel and platinum) 16628 = 40mm; solid 18k yellow gold 166233 = 40mm; Rolesor (two-tone steel and yellow gold) 116622 = 40mm; Rolesium (stainless steel and platinum) 116621 : 40mm; Rolesor (two-tone steel and Everose gold) 116655 = 40mm; solid 18k Everose gold with Cerachrom bezel 268621 = 37mm; Rolesor (two-tone steel and Everose gold) 268655 : 37mm; solid 18k Everose gold with Cerachrom bezel 268622 : 37mm; Rolesium (stainless steel and platinum) 68623 = 35mm; Rolesor (two-tone steel and yellow gold) 68628 = 35mm; solid 18k yellow gold 168622 = 35mm; Rolesium (stainless steel and platinum) 168623 = 35mm; Rolesor (two-tone steel and yellow gold) 168628 = 35mm; solid 18k yellow gold 169623 = 29mm; Rolesor (two-tone steel and yellow gold) 169628 = 29mm; solid 18k yellow gold 169622 = 29mm; Rolesium (stainless steel and platinum) 69628 = 29mm; solid 18k yellow gold 69623 = 29mm; Rolesor (two-tone steel and yellow gold)

Yacht-Master II

116680 = 44mm; stainless steel with Cerachrom bezel 116689 = 44mm; solid 18k white gold with platinum bezel 116688 = 44mm; solid 18k yellow gold with Cerachrom bezel 116681 = 44mm; Rolesor (two-tone steel and Everose gold) with Cerachrom bezel

Everything You Need To Know About The Rolex Yacht-Master Features & Options

Since the first all-gold Yacht-Master was released in 1992, Rolex has expanded the line with a variety of aesthetic details and mechanical upgrades. Here, we’ll explore the different options available on both the retail and secondary market for the Rolex Yacht-Master collection.

Rolex Yacht-Master materials

Today, Rolex no longer makes yellow gold versions of their standard Yacht-Master model, replacing it with Everose (their proprietary rose gold alloy) and 18k white gold. However, the 42mm version is the only white gold version (which was only just introduced at Baselworld 2019) is the only white gold model, as well as the only 42mm model in the collection. – Yellow Gold (discontinued) – Yellow Rolesor two-tone  (discontinued) – Everose Gold – Everose Rolesor two-tone – White Gold – Rolesium (Oystersteel and platinum)

Rolex Yacht-Master sizes

Rolex has produced this luxury sports watch in a few different sizes to ensure that everyone has a Yacht-Master that fits their wrist perfectly. However, the smaller sized Yacht-Master models, known as the Lady Yacht-Master watches, have been discontinued in favor of the newer 37mm models. Today, women are reaching for more unisex sizes and designs, which could be what lead to the decision by Rolex. But that doesn’t mean women collectors are strapped for choice — as the current retail models are incredibly luxe and sophisticated for enthusiasts of both sexes. Furthermore, the secondary market is a great place to still get your hands on the smaller sized Midsize and Lady Yacht-Master models, and going pre-owned also opens up the doors to now-discontinued models like the solid yellow gold Yacht-Master watches. – 29mm (discontinued) – 35mm (discontinued) – 37mm – 40mm – 42mm

Rolex Yacht-Master bezel

With the Rolex Yacht-Master, the materials and aesthetics of the bezel depend on the material used for the case. With the Yacht-Master, there are bezels that consist of solid 950 platinum or 18k gold with raised, polished numerals. There are also bezels that are matte black Cerachrom ceramic with raised numerals, which are typically only fitted to the various solid 18k gold Yacht Master references. One of the less common and more flashy Yacht-Master bezels is nicknamed the “gummy bear” and it features rainbow-colored sapphires set around the bezel.

Rolex Yacht-Master dial

The dial of the Yacht-Master is quite archetypal of other Rolex sports watches. To ensure the watch is easily readable, the dial layout of the Yacht-Master features Mercedes-style hands, lume-filled hour markers, and a date window over at 3 o’clock. The dial itself is protected by a scratch-resistant sapphire crystal that has a Cyclops magnification lens for easier reading of the date. When it comes to the dial color of the Yacht-Master, there are several colors and materials that have been used over the years, like the beautiful blue dial on the ref. 116622 or the luxe sandblasted platinum dial that can be found on the now-discontinued version of this reference.

Rolex Yacht-Master bracelet

The Rolex Yacht-Master only ever features either an Oyster bracelet or an Oysterflex bracelet. The iconic, three-link bracelet Oyster bracelet is a Rolex staple, and it is featured across nearly the brand’s entire collection — from the Datejust to the Daytona to the Yacht-Master. In 2015, Rolex also introduced the now-famous Oysterflex bracelet on the then-new Everose gold Yacht-Master. This rubber bracelet is far more impressive than it appears at first glance. The rubber strap is actually reinforced by an internal flexible metal blade, making it incredibly durable and sporty, while still having this elevated aesthetic that matches the overall luxury feeling of this timepiece.

Rolex Yacht-Master movement

Depending on the size of the Yacht-Master watch, it will have a different movement to fit the case. Additionally, in 2019, Rolex updated the 40 version of the watch to feature the new-generation Cal. 3235 movement. Below are the sizes Rolex has used in its various Yacht-Master watches over the years.

– 29mm : Caliber 2135; Caliber 2235 – 35mm : Caliber 2135; Caliber 2235 – 37mm : Caliber 2236 – 40mm : Caliber 3135; Caliber 3235 – 42mm : Caliber 3235

Everything You Need To Know About The Rolex Yacht-Master II Features & Options

Below, we’ll outline the different options available on both the retail and pre-owned market for the Rolex Yacht-Master II collection.

Rolex Yacht-Master II materials

In keeping with the inherently luxurious feel of the Yacht-Master line, the Rolex Yacht-Master II is outfitted in some of the world’s finest alloys. Many collectors love this watch for its combination of precious metals and durable stainless steel — what Rolex calls Rolesor. On the Yacht-Master II, there is the Everose Rolesor which is beloved for the warm pink hue of its 18k Everose gold components. Another great combination is the white gold and platinum Yacht-Master II; however, this is obviously a much more opulent choice at represents the top-of-the-line offering in the Yacht-Master II lineup. Of course, there is also a stainless steel option with a blue ceramic bezel for those who just want sheer practicality and durability. Unlike the standard Yacht-Master, you can get this larger, more complicated timepiece outfitted in solid yellow 18k gold if you really want to go all out. – Yellow Gold – Everose Rolesor two-tone – White Gold and platinum – Oystersteel

Rolex Yacht-Master II sizes

There are a lot of features that separate the Rolex Yacht-Master II from the standard Yacht-Master, and the 44mm size is immediately one of the most noticeable. While the Yacht-Master II case is just 2mm larger than the largest Yacht-Master, this extra-large sizing helps this watch house a more complicated dial and movement.

– 44mm

Rolex Yacht-Master II bezel

Another one of the big differentiators with the Yacht-Master II is that large, beautiful bezel. The bidirectional rotatable ‘Ring Command bezel’ on the Yacht-Master II is specifically designed to help the wearer time out a regatta. Unlike most bezels that operate independently from the internal movement, the ‘Ring Command’ bezel on the Yacht-Master II actually works with the watch’s state-of-the-art movement. Rotating the bezel unlocks access to the programmable countdown timer, enabling quick and easy setting for use during competitions. While the design is incredibly complex, the aesthetics are beautifully simple.

When it comes to the look of the bezel itself, the Yacht-Master II does differ from the standard Yacht-Master. While a two-texture timing bezel defines the original model, the real star of the Rolex Yacht-Master II is that bright, beautiful blue Cerachrom bezel. This blue ceramic bezel is featured on the stainless steel, yellow gold and two-tone Everose Rolesor Yacht-Master II watches; however, the white gold models receive their bezels in sandblasted platinum.

Rolex Yacht-Master II dial

The Rolex Yacht-Master II dial layout is stunning, sophisticated, and totally different than any of the other Rolex dials due to its niche complication. On the dial, you will find a variety of features including the countdown display (which can be programmed anywhere from 1 to 10 minutes) that you can read via the red arrow-tipped hand. You will also notice the central flyback/fly-forward chronograph hand, the center hour and minute hands, and the running seconds sub-dial.

The dial of the Rolex Yacht-Master II is also outfitted with 12 lume-filled hour makers for added readability. Today, the most modern references are outfitted with Rolex’s Chromalight display, which is a luminescent material that emits a blue long-lasting glow.

You will also notice a big difference between the dial of the new generation of Yacht-Master II watches and the first generation, which featured baton-style hands that pointed to square hour markers. It was only in 2017 that Rolex decided to marry the style of the Yacht-Master II with the brand’s famous Mercedes-style hands. Rolex also updated the hour markers to feature a triangular hour marker at 12 and a rectangular hour marker at 6, rather than just square-shaped markers all the way around.

Rolex Yacht-Master II bracelet

Unlike the Yacht-Master which has two bracelets, the Rolex Yacht-Master II is only available with an Oyster bracelet. The sporty, durable 3-piece link bracelet is a staple for the brand’s sports watches, which makes it a perfect choice for this professional regatta watch. Rolex has also outfitted this Oyster bracelet with an Oysterlock folding clasp, built specifically to prevent the wearer from losing the watch due to accidental opening. This is a great feature for this model, which is purpose-built to be used during tough racing conditions.

Rolex Yacht-Master II movement

It’s clear that the Rolex Yacht-Master II is an incredible looking timepiece. But, the most impressive part of this watch is by far its movement. When the watch was first released, the Yacht-Master II was outfitted with the brand’s Caliber 4160, with Caliber 4161 making its debut a few years later in 2013.

The Rolex Yacht-Master II features one of the brand’s most complicated in-house movements to date — the self-winding mechanical chronograph, caliber 4160/4161. This movement boasts high-tech features like a countdown timer with both flyback and fly-forward functionality and a mechanical memory with on-the-fly chronograph synchronization, making it incredibly sophisticated. Additionally, the bezel (aka the Ring Command Bezel) is actually connected to the mechanism itself, allowing the wearer to adjust and set the countdown feature quickly and easily on the go. Rolex says it took its engineers some 35,000 hours of development to create this mechanism — and we think it was well worth it. – Ref. 116689 : Caliber 4160; Caliber 4161 – Ref. 116688 : Caliber 4160; Caliber 4161 – Ref. 116681 : Caliber 4160; Caliber 4161 – Ref. 116680 : Caliber 4161

Celebrities Who Wear the Rolex Yacht-Master

It probably doesn’t come as a surprise that one of Rolex’s most bold and luxurious watches is popular among the world’s most famous celebrities. One of the most well-known A-listers to sport the Yacht-Master is Mark Wahlberg, who is already a really big Rolex fan. We’ve seen him out and about in a solid 18k yellow gold Rolex Yacht-Master II, which totally pops against that blue ceramic bezel. Mark has no trouble making a statement with his watches, and that’s clear with this stunning timepiece.

Tennis champion Roger Federer also famously sports the top-of-the-line 18k white gold and platinum Yacht-Master II, while comedian and host Ellen DeGeneres is often spotted wearing her the 18k Everose gold Yacht-Master 40 with a black Cerachrom bezel and a black Oysterflex bracelet. Other celebrities that have been seen wearing the Yacht-Master include the following list of names, although there are many other stars who proudly have a Rolex Yacht-Master in their collections. – Russell Crowe – Lydia Ko – Sir Robin Knox-Johnston – Mark Wahlberg – Bruce Willis – Connor McGregor – Emeril Lagasse – David Beckham – Guy Fieri – Steven Gerrard – A$AP Rocky – Billy Joe Saunders – Flo Rida – Drake – Manny Pacquiao – Ellen DeGeneres – Ed Sheeran

How to Style The Rolex Yacht-Master

The Yacht-Master was an instant classic when it was introduced by Rolex, which means that it is incredibly easy to work it into your wardrobe. What we love so much about this watch collection — whether we’re talking about the Yacht-Master or the Yacht-Master II — is that it has this incredible balance of luxury and sports-oriented performance. Being able to dress this watch both up and down is what makes the Rolex Yacht-Master so much fun to wear. Here are just three classic ways you can wear this watch.

Yacht-Master with Bracelets

Ladies love this watch for its luxe finishing and superior durability. What woman doesn’t want a watch they can wear to drinks, diving, or lounging in the cabana? Because of that, we love pairing a beautiful two-tone Rolex Yacht-Master with bangles and bracelets that match the gold components on the watch. For example, we love the pairing of the 29mm Lady Yacht Master ref. 169623 with a gold Cartier love bracelet bangle and a linked chain. If you’re feeling really bold, you might as well go all out and pair your gold bracelets with a solid, 18k yellow gold Yacht-Master. Fair warning: you’re going to not be able to stop staring at your wrist. Chances are, no one else will be able to either.

Dressing Up With The Matte Black ref. 268655

We love this unisex 37mm timepiece because it works equally well on both men and women’s wrists. What makes this watch so special is the rubber Oysterflex strap watch that allows it to be sporty and durable. Matching that bracelet with the matte black bezel and dial really elevates the entire watch, which looks handsome and luxurious with the warm 18k Everose gold case. So when evening comes, head to the bar for sundowners wearing this ref. 268655. Of course, it will look good with a dark jacket. But, this watch will really pop if you pair it with a warm-colored shirt that accentuates the natural Everose hue. Finish the outfit off with dark wash jeans and you’ve mastered the elegant-meets-accessible look that defines this modern luxury watch.

Casual Elegance with the Yacht Master II

The two-tone Everose Rolesor Yacht-Master II is the ultimate luxury sports watch. You have luxury elements like the ceramic Cerachrom blue bezel and 18k Everose gold alongside durable Oystersteel and one of Rolex’s most complicated mechanisms to date. Because of this watch’s exclusivity, durability, water resistance, and functionality, there really isn’t a better choice for spending time on the high seas. And while this watch was built to time out a regatta, it is going to look just as good on your wrist while you lounge, swim, and play. We suggest pairing your Two-Tone Everose Rolesor’s blue bezel with a matching blue suit. Alternatively, you can pair it with a white and blue pinstripe shirt, rolling up the sleeves and unbuttoning the top few buttons to make your look feel more casual.

Frequently Asked Questions About The Rolex Yacht-Master

What is the difference between the yacht master and the yacht master ii.

The standard Rolex Yacht-Master is a luxury-oriented sport watch that displays the time and date. The Yacht-Master II joined the Rolex lineup in 2007 and offers never before seen functionality thanks to its regatta timer. Powered by the Calibre 4161 — one of the most complicated Rolex movements ever made (second only to the annual calendar found in the Sky-Dweller — the Yacht-Master II has a patented mechanical memory and on-the-fly-synchronization used for the regatta timer. Additionally, the bezel is different on the Yacht-Master II because it controls part of the movement inside the case rather than just working as an external mechanism to help track elapsed time. The Rolex Yacht-Master II also has an entirely different aesthetic and features a larger 44m case with chronograph pushers on either side of the winding crown.

Is a Rolex Yacht Master a good investment?

Yes. The Rolex Yacht-Master is a good investment for collectors for two main reasons. For one, these watches have historically held great value because of their uniqueness and sportiness; however, at the present time, they remain somewhat undervalued compared to their siblings in the Rolex catalog. Consequently, they offer significant potential for appreciation in the future. Secondly, the Rolex Yacht-Master is a luxury watch and is often outfitted in precious metals. These precious metals inherently allow it to hold great value as the years go on, and its premium construction guarantees that it will always be worth something.

What was the Rolex Yacht-Master built to do?

The Rolex Yacht-Master was first created as a luxury sports watch, whereas the Yacht-Master II was built as a professional regatta timer with a luxury flare. Comparatively, the Yacht-Master can time events up to 60 minutes with its rotating bezel and the Yacht-Master II is outfitted with a countdown timer with flyback or fly-forward functionality to use when timing out a regatta race.

How do you use the Yachtmaster II?

While the Yacht-Master II looks quite complicated, Rolex has made sure that using it is actually quite intuitive. After setting the adjustable countdown timer to your desired setting, you start the time. Press the top button to start the countdown timer, then pressing the top button a second time will stop the timer. However, by pressing the bottom button while the chronograph is running, that will adjust the timer forwards or backward to the nearest minute — allowing it to be perfectly synchronized to the official race clock.

How can I spot a fake Rolex Yacht Master?

As with any Rolex watch, the clues are in the details. When it comes to the Yacht-Master, you’re going to want to look at details like the adjustable countdown timer, which is incredibly complicated, making it almost impossible for fake counterfeit watches to replicate. Additionally, Yacht-Master models are luxury sports watches crafted from the world’s best materials and to the highest possible standards. If you notice any defects like dial printing or finishing looks less than perfect, there is a good chance that you are dealing with a fake Rolex Yacht-Master.

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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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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RYA Yachtmaster Exam Syllabus

RYA Yachtmaster Exam

In each section the examiner will expect to see the candidate take full responsibility for the management of the yacht and crew.

During the RYA Yachtmaster Coastal Exam the candidate will be expected to demonstrate understanding but may not have had the opportunity to practice all aspects of the syllabus under a range of different weather conditions.

During the RYA Yachtmaster Offshore Exam the candidate will be expected to demonstrate competence based on a more broad experience.

Here is a detailed look at the RYA Yachtmaster Exam syllabus and during your RYA Yachtmaster Exam you can expect to be examined on any of the following subjects

1. International Regulations for Preventing Collisions at Sea

Questions will be confined to the International Regulations and although candidates must be aware of the existence of Local Regulations, they will not be expected to memorise specific local regulations.

• General Rules (1 – 3)
• Steering and sailing rules (4 – 19)
• Lights and shapes (20 – 31)
• Sound and light signals (32 – 37)
• Signals for vessels fishing in close proximity (Annex II)
• Distress signals (Annex M)

Candidates will be expected to know what safely equipment should be carried on board a yacht, based either on the recommendations in the RYA Boat Safely Handbook (C8), the ISAF Special Regulations or the Codes of Practice for the Safety of Small Commercial Vessels. In particular, candidates must know the responsibilities of a skipper in relation to:

• Safety Harnesses
• Lifejackets
• Distress flares
• Fire prevention and fighting
• Knowledge of rescue procedures
• Helicopter rescue

3. Boat Handling

Candidates for Yachtmaster Coastal examinations will be expected to answer questions or deomonstrate ability in simple situations only. Candidates for Yachtmaster Offshore will be expected to answer questions or demonstrate ability in more complex situations and will also be expected to show a higher level of expertise.

• Coming to and weighing anchor under power or sail in various conditions of wind and tide
• All berthing and unberthing situations in various conditions of wind and tide
• Recovery of man overboard
• Towing under open sea conditions and in confined areas
• Boat handling in confined areas under sail
• Boat handling in heavy weather
• Helmsmanship and sail trim to sail to best advantage
• Use of warps for securing in an alongside berth and for shifting berth or winding

4. General seamanship, including maintenance

• Properties, use and care of synthetic fibre ropes
• General deck-work at sea and in harbour
• Engine operations and routine checks
• improvisation of jury rigs following gear failure

4. Responsibilities of Skipper

• Can skipper a yacht and manage the crew
• Communication with crew
• Delegation of responsibility and watch-keeping organisation
• Preparing yacht for sea and for adverse weather
• Tactics for heavy weather and restricted visibility
• Emergency and distress situations
• Victualling for a cruise and feeding at sea
• Customs procedures
• Standards of behaviour and courtesy

5. Navigation

• Charts, navigation publications and sources of navigational information
• Chartwork including position fixing and shaping course to allow for tidal stream and leeway
• Tide and tidal stream calculations
• Buoyage and visual aids to navigation
• Instruments including compasses, logs, echo sounders, radio navaids and chartwork instruments
• Passage planning and navigational tactics
• Pilotage techniques
• Navigational records
• Limits of navigational accuracy and margins of safety
• Lee shore dangers
• Use of electronic navigation aids for passage planning and passage navigation
• Use of waypoints and electronic routeing

6. Meteorology

• Definition of terms
• Sources of weather forecasts
• Weather systems and local weather effects
• Interpretation of weather forecasts, barometric trends and visible phenomena
• Ability to make passage planning decisions based on forecast information

Candidates for Yachtmaster Offshore and Yachtmaster Coastal must hold the Restricted (VHF only) Certificate of Competence in radiotelephony or a higher grade of certificate in radiotelephony.

Full details can be found on the RYA’s website .

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Yachting Monthly

• Digital edition

How to pass your Yachtmaster exam

• Chris Beeson
• September 16, 2015

The global standard of sailing qualifications is achievable for any experienced, competent skipper. Tom Cunliffe explains how to pass your Yachtmaster exam

The only certificates accepted by the authorities are those issued after an at-sea examination. To become a fully-fledged Yachtmaster, the practical test is the only one that counts Credit: Graham Snook/YM

Tom Cunliffe is an RYA Yachtmaster examiner. He has passed and failed hundreds of Yachtmaster candidates over the years

We in the UK are exceedingly fortunate. Just as the English language is the best bet for a world traveller, our very own RYA/MCA Yachtmaster qualification happens to be the global standard for sailing. It’s required for anyone planning to become a professional and, thanks to the continuing efforts of the RYA, Brits who sail for leisure still don’t have to carry any proof of competence in home waters. Despite this blessed lack of regulation, the Yachtmaster certificate remains the logical target of many a self-motivated sailor. It also represents the icing on the cake for those looking for the reassurance of an external assessment.

Courses and exams

Yachtmaster training can take place on a boat or in a classroom. A shore-based course, either at desks in a school or via the increasingly popular Internet distance learning programmes, ends with a Yachtmaster theory exam. Success in this will help a student in subsequent qualification upgrades, but it is not officially recognised. The only certificates accepted by the authorities are those issued after an at-sea examination – the Yachtmaster Practical . To become a fully-fledged Yachtmaster, this practical test is the one that really counts.

Yachtmaster Prep

Meteorology matters: a favourite with examiners is to produce a weather map and invite you to analyse it. Be ready and know your subject

This is a non-RYA course and, as such, has no official status or syllabus. However, it is run successfully by many RYA sailing schools to prepare candidates for an examination which generally follows on at the end. Up to four students spend several days together on the boat in which they will be examined. The benefits are that they get to know one another and their yacht under the guidance of a highly qualified Yachtmaster Instructor. The general feeling is that these tutors can’t teach you much you don’t already know in a week, but that they are very good at coaching the best out of those skills you already have. Prep courses are great for brushing up on how to jump through the various hoops an examiner may set up. What they can’t do is make someone who doesn’t have suitably constructive mileage into the confident skipper examiners are looking for.

Coastal or Offshore – what’s my level?

Recently, the old Coastal Skipper ticket has been superseded by the new ‘Yachtmaster Coastal’ certificate. The qualifying mileage for this MCA-recognised qualification is 800, with passage and night-hour requirements being relaxed in comparison with ‘Yachtmaster Offshore’, which keeps its 2,500-mile entry level. Either is a proper Yachtmaster qualification and can be described as such. Only the often-dropped suffix distinguishes the two. The syllabi are identical, the variant is the rigour of the examination. Apply for ‘coastal’ and the examiner, recognising that you have less sea-time, will be more inclined to cut you a bit of slack.

The RYA has noted that most candidates are really only making ‘coastal-status’ passages. In real terms, this includes an annual trip across the Irish Sea, the North Sea or the Channel in a calculated weather window, which is very different from setting off from Ramsgate towards Norway with five days and potentially serious conditions ahead of you. The implications should be clear: unless you need the Offshore ticket for professional reasons, if in doubt, go for Coastal.

Preparing yourself and the boat

A relaxed candidate with a mug of tea makes a better impression than a harassed-looking one

If you’ve signed on with a sailing school, you’ll be stuck with the boat you’re given. You can be confident that this yacht ticks all the official boxes by being coded for commercial use, but while some are very up-together, others are not. If the boat is generally sloppy and scruffy, you can at least make an effort to stow the mainsheet in a seamanlike manner while you are nominally skipper.

Neatly coiled lines reflect well on the skipper

You can also ensure that fenders are hung at the same level, sharpen up the guardrails and see that things generally look as though somebody knows the difference and cares. Then the examiner won’t hold the ratty lifebuoys and the smelly bilge against you.

Mind that your dress and demeanour don’t make a bad first impression

Try to be ready in good time so that you aren’t involved in a last-minute kerfuffle. If you’re relaxing in the cockpit with a mug of tea when the examiner arrives, he or she will be more impressed than if you’re frantically working out tidal heights and scuffling through the chart table. Wear sensible kit. Don’t worry if it’s not this season’s fashion. My examiner turned up in an old duffel coat back in 1978 and I think I was wearing a canvas smock and a flat cap, but the smock was freshly laundered and the cap was right way round…

The main thing is that you can sail, but an examiner is always pleased to be freed of any hassle with the paperwork. Most of us are no better with admin than you are, so make our lives easy by producing an up-to-date first aid ticket and all the rest, plus a cheque made out to the RYA – not the examiner, perish the thought!

Passage planning

Your passage plan should be realistic. Keep it simple and be ready to adapt and update as things develop

You may be given the opportunity to produce a passage plan before the examiner arrives. If so, make it realistic. Don’t plot every course to the last degree. After all, you don’t know what speed you’ll make or what the wind will really do. Check tidal gates, distances, viable alternatives and the weather. Look at any hazards, sort out a time to leave and have a plan for updating as things develop. That’s about what you’d do if there were no exam, and that’s what I, at least, want to see.

Examination on your own boat

A nicely level line of fenders sends a good signal to the examiner

You don’t have to go to a sailing school to be a Yachtmaster. I love it when a candidate asks to be examined without training on his own boat. Don’t worry if she isn’t coded. There’s no legal requirement that she should be. Most of mine haven’t been either, and I couldn’t care less.

As an examiner, I want to see that your priorities are sound and that you’re thinking clearly and for yourself. On the day, the yacht must be clean, tidy and seamanlike. Waterline crisp, sail covers Bristol fashion, not looking like some poor bird with a broken wing, ropes carefully stowed, a comprehensive chart kit for the waters to be sailed, the makings of a meal plus snacks and, of course, everything that counts should be working.

What the examiner is looking for

Feeling relaxed in close quarters

Competent, confident boathandling counts well in your favour

If there’s one thing that will upset an examiner, it isn’t that you forgot to put on your lifejacket, it’s that he feels insecure when you begin manoeuvring in a marina. Take it from me, there’s nothing worse than sitting at the backstay wondering what you’re going to hit. If the boat slides sweetly out of her berth with everyone knowing what’s required and no shouting, then moves away easily with the examiner confident you’re in charge, that you’ve checked the next alleyway for collision risk, that your choice of speed is sensible and efficient and that it never enters his head to feel anxious, you’re well on the way to a pass after five minutes. No course can teach you this. It can only tick the box confirming you’ve managed it once or twice. The rest is up to you and your sea time.

Wind awareness

You should always be aware of the true wind direction and how it will influence any manoeuvres

Here’s another subject you can’t learn on a prep course. Knowing where the wind is and how it relates your position to any impending manoeuvres is critical. I often ask a candidate where the wind is coming from when he’s approaching a situation we both know will involve some sort of gyration under sail. If he looks instinctively at the masthead or, worse still, an instrument set to apparent wind, he’s dropped a bagful of points. At this stage, his mind should be setting up where the boat will best be placed to make her critical turns. Apparent wind isn’t going to help him much. What he should be doing is glancing at the water and noting the tiny ripples to assess what the true wind is actually doing. I’m often amazed at how many folk have never been shown how to do this. Racing sailors can handle it in their sleep, because they need to predict windshifts, but cruisers tend to get lazy, so make sure you can read the wind.

Good sailing

No need for incessant, race-style tweaking, but pay due attention to sail trim while the yacht is under way. If there’s a mainsheet traveller, use it

Ensure that the genoa sheet leads are properly positioned for the point of sail you’re on

Lovely: both mainsail and genoa set up with the right amounts of tension and twist

All examiners hate to see a yacht sloppily sailed on passage. Make sure that your crew are using the traveller, that genoa fairleads are properly positioned, that the main is well set up with kicker and mainsheet tension for twist. Above all, do not sail over-sheeted. It’s a dead giveaway that you just haven’t been out there enough yet.

Too much staring at the plotter screen betrays nervousness

In the days before GPS set navigators free, people used to fail exams by what we called ‘sailing the chart table’ rather than skippering the yacht. Assuming the test to be all about some sort of imagined ‘correct navigational practice’, candidates nailed themselves to the navigatorium when they should have been up on deck directing operations and watching out for the ship coming up astern that was suddenly looking bigger every moment. Well, guess what? Nothing has changed. This remains a big problem with neophyte Yachtmasters.

Sail the boat, not the chart table

The secret is to plan well, then nip below every so often on passage to keep an eye on what’s going on in the chart department and whizz back on deck pronto to carry on skippering the boat. I’ll lay a pound to a penny it’s what you do when there’s no examiner on board, so have the confidence to back your own usual practices. This is particularly important at night in crowded waters. An unsuccessful candidate often fails himself by allowing disorientation to creep in, simply by not keeping the true perspective on events, which can only be found on deck.

The use of electronic nav-aids such as GPS is not ‘cheating’ – it’s an integral part of navigation

All examiners have their own take on use of electronics. Personally, I want to know my candidate is making modern aids to navigation, including a chart plotter if there one, an integral part of his navigational policy. The idea, as one candidate suggested, that use of GPS is somehow ‘cheating’ is incomprehensible to me. I will almost certainly ask at some stage that the yacht be navigated classically, to see how easy my man is with what, for most people, are now backup skills. If I’m unconvinced by his performance, off he goes to think again.

Your chartwork should be fluid and accurate

Skilled chartwork comes with use, and no amount of last-minute swotting can make up for weeks of doing it as a matter of course. Plotting traditional fixes is a good giveaway these days. With GPS all around us, we only do this for real when electronics fail. I’ve seen a person take 15 minutes to select three objects from a background studded with lights, then plot the results. The yacht had moved over two miles in the meantime…

It’s absolutely vital that you maintain a decent logbook during the exam

It’s absolutely vital, whether navigating with a giant chart plotter or a Walker log, that you maintain a decent log book. Without this, if GPS fails for any reason at all, you’re lost, Mate, so is your exam, and quite right too!

Take command

One of the most important questions on most examiners’ private lists is how good the candidate is at taking charge. If he’s managing well, we probably won’t even notice that he’s in command, that his crew all know what’s expected of them and that their skipper is quietly checking that they’re doing it. Good leadership is seldom about barking orders, and never about ignoring all on board, yet leadership is what being a Yachtmaster is all about. First, you must be sufficiently comfortable with your own skill levels not to have to worry about little things like picking up a mooring. Only then can you consider what may go wrong for the poor soul on the foredeck in a gale at midnight.

The classic skills

These are what most people imagine success in an exam is based upon. Actually, these basic skills merely help an examiner build up an overall picture of the candidate. It’s generally not a hanging matter if one manoeuvre goes a bit haywire. Even a grounding is often more interesting for what the candidate does about it than for the fact that it has happened. After all, nobody is perfect, especially under the stress of an exam.

Man overboard

An effective, confidently executed man overboard drill speaks volumes about a candidate’s boat-handling ability but it’s not necessarily curtains if the manoeuvre goes a bit haywire

Errors in principle are not popular with examiners. Mistakes under pressure may sometimes be forgiven, and man overboard is a case in point. If the boat sails past the dummy with her mainsail full and the examiner asks, ‘What went wrong?’ It won’t get you much of a score if you reply, ‘I was going too fast.’

‘Candidate’s speciality, stating the bleeding obvious,’ the examiner will note on his pad, and move on, downhearted.

However, if you say, ‘I’m kicking myself because I was too far upwind and couldn’t de-power the main. I tried to get onto a close reach but I misjudged my approach,’ he’s more likely to take a lenient view – especially if you’ve opted for ‘Coastal’.

Securing the yacht alongside

When I was examining instructors regularly, I’d often sail up to Poole Quay (a tidal wall) shortly before closing time. I’d hop off the boat as soon as she touched the piling, saying, ‘You sort her out, skipper, I’m off for a quick pint.’ I’d then do just that. When I returned 10 minutes later, if the yacht was neatly snugged down with four lines ashore, ends on the dock, a fender board in place, sails neatly stowed and all hands below cooking and relaxing, the guy was in good shape for a pass. If I found discussions on deck about whether to ‘hand the end back for a spring’, and people blundering about in the dark, things didn’t look so bright for our hero. Have a system and know how to execute it.

… and don’t forget

Mooring and anchoring

Mooring and anchoring under sail should present no challenge to the aspiring Yachtmaster. When in doubt, drop the mainsail

These are Day Skipper skills that should pose no threat to a Yachtmaster candidate. Under sail, just remember first to assess whether the wind is with or against the tide. If you get lucky and it’s against, drop the main and arrive stemming the stream, spilling under headsail or creeping along under bare poles. If wind and tide are at all ambiguous, never forget the old adage – when in doubt, drop the mainsail.

Meteorology

As forecasting has become more comprehensive and accessible, I’ve noticed a reduction in candidates’ capacity to understand what’s going on and to read a bulletin creatively. Anyone who can’t describe the typical cloud sequence on a North Atlantic depression gets nil points from me, and failure to understand the basics of air masses is going to run up a black mark too. A favourite with examiners is to produce a weather map and invite their Yachtmaster to analyse it. Be ready, and know your subject.

Tom sees no reason not to have a chart in the cockpit, but some examiners disapprove of it. Be ready to justify your choice

Many candidates produce excellent pilotage plans for entering a strange harbour. I’m happy with that, and most examiners love it. Personally, I prefer to sketch a few notes on the actual chart and have it in the cockpit held down with a winch handle, yet I’ve met examiners who’d be horrified to see a chart on deck at all. So there you have it. Do what suits you best, then be ready to justify your choice. Actually, this advice is good across the board. The examiner wants to see what you really do, not some fantasy you’ve cooked up because you think he might like it. That is a weak candidate’s policy and it often backfires.

No shortcuts here, you just need to know your stuff – and finding the time to learn isn’t difficult

So far as the MCA is concerned, this is the crunch. Examiners are encouraged to demand high standards in this subject, and there’s no reason for a candidate, knowing full well he is to be put on the griddle, not to have the regulations burned into his heart. The best way to be exam-proof is to invest in A Seaman’s Guide to the Rule of the Road, available for modest money from all good chandlers or Bookharbour.com. Place it prominently in the heads some months before the exam and devote five minutes of the shining hour each day to digesting its wondrous contents. The book makes it easy and there’s no excuse for disappointing the Board of Trade!

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How to Pass the Yachtmaster Exam

Yachtmaster certificate of competence exam top tips, which yachtmaster.

First we need to be clear which Yachtmaster exam we are talking about. Leaving things like the Yachtmaster Instructor and Examiner Qualifications aside there are no less than 8 separate RYA certificates that are called “Yachtmaster”. This includes the 3 independently examined levels of Yachtmaster Certificate of Competence, (coastal, offshore and ocean).

RYA MCA Coastal Skipper & Yachtmaster Offshore Shorebased Course

( Yachtmaster Offshore Shorebased for short). This is a 6 day course which includes three written papers. It is assumed knowledge for all of the certificates that follow, so we will assume for the purposes of this article that you have already completed this course.

Yachtmaster Coastal Certificate of Competence (power or sail)

This certificate follows the successful completion of a practical exam which is discussed in this article. The exam can be taken on board a sailing yacht or motor boat, (and the qualification is endorsed for the relative type of craft). The Yachtmaster Coastal CoC certifies skippers to operate  up-to 20 miles from a safe haven on board commercial vessels up-to 24m, carrying up-to 12 passengers. It can also be used as an entry requirement for super yacht Officer Training ( OOW 3000 ).

Yachtmaster Offshore Certificate of Competence (power or sail)

A higher level practical exam, also discussed in this article. This certifies skippers to operate up-to 150 miles from a safe haven on board commercial vessels up-to 2000 tonnes, (again with up-to 12 passengers). It can also be used as an entry requirement for super yacht officer training and is a requirement to progress onto Yachtmaster Ocean CoC (below) and/or  MCA Master 200 .

RYA MCA Yachtmaster Ocean Shorebased Certificate

aka Ocean Shorebased . This is a 5 day (or 40 hour online) course which includes one written paper. It is assumed knowledge for the oral exam that follows and beyond the scope of this article. You can read all about the Ocean Yachtmaster Course and Exam here .

Yachtmaster Ocean Certificate of Competence (power or sail)

An even higher level certificate that qualifies the holder to skipper beyond the 150 mile from a safe haven limit of the Yachtmaster Offshore CoC. The Yachtmaster Ocean exam is an oral exam and one of its pre requisites is the Yachtmaster Offshore CoC (above).The Yachtmaster Ocean Exam is beyond the scope of this article, but by popular request we have written a separate article about it,   MCA Yachtmaster Ocean Certificate of Competence .

RYA MCA Yachtmaster Coastal and Offshore Certificate of Competence Practical Exam

Getting back on topic this article specifically relates to the two practical exams (Coastal and Offshore), each can be taken onboard a sailing yacht or motor boat.

The exam for the Yachtmaster Coastal CoC and the Yachtmaster Offshore CoC is very similar and in fact different candidates can be examined together even if they are not taking the same level.

Exams are conducted with 1-4 candidates on board the vessel.

You can take the Yachtmaster exam on a sailing yacht or motorboat, and you will become a Sail or Power Yachtmaster as appropriate. This article covers sail and power exams as much of the advice is generic.

The RYA/MCA Yachtmaster qualification is the global standard for sailing and motor boating. The definition of a Yachtmaster Coastal/Offshore is: ‘A yachtsman or woman competent to skipper a cruising yacht on any passage that can be completed without the use of astro navigation.’

The RYA/MCA Yachtmaster Certificate of Competence remains the logical target of many a self-motivated sailor. It also represents the icing on the cake for those looking for the reassurance of an external assessment.

How long is the Yachtmaster Exam?

There can be up to 4 candidates on the boat with the examiner. A examiner will not conduct more than 4 exams at once and will not plan to examine more than 2 candidates in a 24 hour period. He/she will need to see each candidate skipper the boat underway by night.

Yachtmaster Coastal Exam Duration

• 1 Candidate – 6 to 10 hours
• More than one candidate  – 4 to 8 hours each

Yachtmaster Offshore Exam Duration

• 1 Candidate – 8 to 12 hours
• More than one candidate  – 5 to 9 hours each

For many candidates this means there will be a pause mid-exam while they and the examiner get some sleep before restarting in the morning. It is not unknown for exams to span two nights if there are 4 candidates (for example Friday evening 1800- Sunday morning 1100)

Listed below are some top tips to help you prepare for your RYA/MCA Yachtmaster exam.

Prepare early for your yachtmaster exam.

Most candidates spend some time with an Instructor, whether this is a 5-day preparation course with a sea school or some bespoke tuition on board their own boat. A half decent Yachtmaster Instructor will take you through many of the exercises that an Examiner will expect you to demonstrate and will put you in the mind-set of an exam candidate.

On the day  of the exam make sure you are ready in good time so that you aren’t involved in a last-minute faff. If you’re relaxing in the cockpit with a cup of tea when the examiner arrives, the examiner will be more impressed than if you’ve put yourself under stress attempting to work out the day’s tidal heights or secondary ports last minute!

When given a navigation task, prepare fully, make notes, prepare pilotage sketches and plan well! Nip below every so often en route to keep an eye on what’s going on in the chart department and whizz back on deck pronto to carry on skippering the boat. Don’t panic and don’t spend all your time sat behind the chart table, taking no notice of what’s going on around you, this is an obvious sign of someone who is ill prepared for the passage they are skippering.

HAVE YOUR YACHTMASTER EXAM PAPERWORK READY (and the kettle boiling)

The very first part of the exam will be paperwork. Before the examiner can proceed he/she will;

• Ask for your completed exam application form, be sure it is completed in advance and details your qualifying sea time.
• Ask for payment, (the examiner can not proceed if you do not pay up front)
• Ask for sight of your Short Range Certificate , (or a pass form if you have recently taken the course and exam and are awaiting the actual certificate). Higher level GMDSS certificates are acceptable.
• Request a passport photo of you (write your name on the back).
• Chat with you about your yachting background and qualifying sea time
• Outline what he/she expect from you over the coming day(s).

If you are applying for a commercial endorsement at the same time you will also require as a minimum;

• PPR Certificate
• Sea Survival Certificate
• Seafarers Medical Certificate
• Commercial endorsement form and payment

You will also need to hold an in date  First Aid Certificate .

BE TIDY AND ORGANISED THROUGHOUT YOUR YACHTMASTER EXAM

First impressions count! Make yourself presentable and ensure you’re looking professional. That’s you and the boat!

Make sure the yacht is clean, tidy and seamanlike. The waterline crisp, sail covers looking ship shape, ropes coiled neatly and carefully stowed and fenders aligned. An experienced skipper once told me, you should know your boat so well that you should be able to find anything you need at any moment in time, including at night during power failure! A tidy boat is a sure sign of a safe boat.

PRACTICE MAKES PERFECT PREPARATION, FOR YOUR YACHTMASTER EXAM

Repetition, repetition, repetition. There is no point in having sailed (or motored) thousands and thousands of nautical miles if you can’t carry out Day Skipper tasks. If you can not confidently demonstrate all boat handling or seamanship skills, such as picking up a mooring buoy or putting a reef in, then you’re not ready for the exam yet!

There is nothing worse than entering or leaving a marina, wondering if you’re going to hit something. Brief your crew, make sure everyone knows what they are doing, and proceed with confidence. If the boat slides smoothly out of her berth with crew briefed and knowing what’s expected you will look good. Your calm manner, and a sensible amount of revs for power handling will immediately put the examiner’s mind at ease and give no reason for concern. If Plan A fails, take a breath, and start over. The examiner understands that mistakes can be made under exam conditions, he/she will be more impressed if you stop, recompose yourself and get the manoeuvre right, rather than continue to try and complete a bodged first attempt. There is no such things as a perfect exam, every candidate will make small mistakes, the stronger candidates will spot them, themselves and do something about them.

Without a doubt, you will be quizzed on COLREGS . There’s no reason for a candidate, not to have these regulations engrained into their brain. A good way of ensuring you have these nailed, is to study ‘A Seaman’s Guide to the Rule of the Road.’

YACHTMASTER EXAM IRPCS

There is no need to learn the collision regulation parrot fashion but you should have a working knowledge of every rule and you should be able to;

• Identify any vessel at night by lights
• Describe the day shape for any vessel
• Describe the fog signal for any vessel
• Explain any rule
• Apply the collision regulations practically through the exam
• Explain what actions you would take in fog if you have detected another vessel by radar alone.

Candidates who forget a particular rule such as “ what does a vessel constrained by night display at night? ” MAY still pass if they know the rest of the rules and are otherwise strong, however a candidate who fails to apply the rules correctly when he/she is skippering will fail. If a large vessel sounds 5 horns at you during your exam you are going to have to work very hard to recover! Do not put yourself in a position where this might occur.

YACHTMASTER OFFSHORE SHOREBASED KNOWLEDGE

Be ready, know your subject.

You can be quizzed on anything within the RYA Yachtmaster Offshore Shorebased Course,  you will also be expected to put the navigation, IRPCS, passage planning and forecast skills from this course into practice. If you don’t have this knowledge then you are waisting your exam fee as you will fail. You will also be tested on a basic understanding of Radar and Diesel engines . I am a strong believer that all Yachtmaster candidates as well as having passed the Yachtmaster Offshore Shorebased course should also have attended the following courses before taking their practical exam as you can be tested on any and all of these areas.

• RYA Short Range Certificate , it is likely you will each be quizzed on VHF procedures, distress alerting, the mayday call or other calls during the exam. You may also need to make a routine call to a marina or harbour during the exam.
• RYA Sea Survival . The safety brief that you deliver will include lots of content from this course, (i.e flares, EPIRB, life raft and life jackets), you can expect to be questioned on more detail on these and other areas.
• RYA Diesel . Typically candidates will be examined on engine checks and they will also be given a part of the engine to talk about or a common problem to solve, for example, “ Can you talk me through how you would bleed the full system on this engine ,” or “ Show me the components of the cooling system and explain which part of it may need servicing at sea if the system has run dry for a brief period’ “
• RYA Radar.  If the vessel is fitted with a radar you will be tested on its basic set up and use. You should be able to fix position by radar, find a spot on the chart by radar and identify when a risk of collision exists by radar. If there is not a radar set on board, any of this can be tested theoretically. All candidates should be tested on radar and motor candidate tend to be pushed a little further on this area, (while they escape the sailing part of the assessment).
• RYA First Aid . While you are required to hold a First Aid Certificate, Yachtmaster examiners will not test First Aid beyond the treatment for hypothermia, the effects of cold shock, calling for medical assistance and discussing evacuation by helicopter.

TAKE CHARGE DURING YOUR YACHTMASTER EXAM

One of the key things an examiner is looking for, is to see how good the candidates are at taking charge. This is more than just a sailing (or motoring) exam it is a skippering exam. Can you manage your boat? Can you manage your crew? Clear, decisive and safe briefings followed by ongoing directions to the crew are required.

Good leadership and seamanship alike, do not involve barking orders, it is about being in control in a calm, effective and efficient manner while showing you can skipper (lead). Demonstrate your organisational and methodical thinking.

Play to your strengths. There is no definitive way to be a skipper, so don’t change your tried and tested methods to try and impress. Stick with what you know and carry them out smoothly and confidently. Don’t rush and panic. “Go slow like a pro.”

YACHMASTER EXAM MAN OVERBOARD

It is almost a, “dead cert,” that each candidate will be asked to demonstrate a MOB drill at some point during the exam. This is typically done using a fender or similar attached to a small weight, (never a real person). There is a myth that Yachtmaster Examiners expect the drill to be carried out by the “RYA method,” and this is true, what is not true however is the various myths of what constitutes the RYA method!

Yachtmaster Exam – Man Overboard RYA Method

Your examiner will expect you to a take charge, not to loose sight of the MOB (fender), to get back to it safely without endangering other crew and to get the boat stopped alongside the casualty with the casualty somewhere safe (i.e near the leeward shroud on a sail boat and not too close to the props on a motor exam), ready for pick up back on board.

Man Overboard Exam Tips

If you are training with other candidates agree a method that works for all of you. When you are the skipper under assessment you want your crew to react and know what is expected of them. If each candidate on the same boat opts for a different MOB method it can lead to confusion.

Along the way you should simulate/say everything relevant to the casualties survival (mention throwing the MOB gear overboard, appoint a spotter, press the MOB function on the GPS, tell the examiner you would assign a crew members to issue a distress alert and Mayday call).

Man Overboard Exam Tips (for sail candidates)

In addition to the tick list in the above paragraph, use the engine! The exact drill of how you reach/tack, slow down, speed up etc. will vary from candidate to candidate and boat to boat. The important thing is that the method you opt to use works and is safe. I advise against gybing during your MOB drill in medium and stronger winds.

A sail candidate who opts to approach the casualty from upwind (where the mainsail will be filled as you sail or motor downwind) would be demonstrating a gross misunderstanding of how to control speed and how to stop a sailing yacht.

Man Overboard Exam Tips (for power candidates)

In addition to the tick list two paragraphs above be mindful of the rest of the crew. If at high speed when the MOB occurs, don’t turn suddenly, instead slow the boat down and ensure crew know if you intend to make a sharp turn. We don’t want  a crew ember (or the examiner) to fall over or worse overboard! On many boats in light and moderate conditions you can turn the boat and follow your wake to return to the MOB, in rougher sea states this might not work. There are basically three steps.

• Dont loose the MOB’s position
• Get back to the MOB
• Get alongside the MOB for pick up, without running him over

On many motor boats having got the boat back to the vicinity of the MOB, it pays to orientate yourself beam onto the wind and upwind of the MOB and allow the vessel to be blown sideways towards the MOB, this protects him/her from the risk of the bow and engine and is often referred to as the drift down method. As with sailing there are lost of variations on this method and what is important is the method that you use is safe and that it works.

YACHMASTER EXAM SAILING MANOUVERS

It is likely that you will be asked to either sail onto or sail off a swinging mooring (mooring bouy), an anchor or a pontoon. Make sure you are comfortable and competent at all before your exam. By way of example I will focus here on the mooring buoy. In non tidal waters the boat will lie on the mooring head to wind so the approach will be on a close reach under mainsail. In tidal waters certain combination of wind against tide may dictate an approach under headsail on a different point of sail.

The examiner will expect to see you;

• Brief the crew on how the manoeuvre will be performed
• Helm throughout the manoeuvre
• Prepare the boat for the manoeuvre (using the crew)
• Select the correct direction and angle of approach
• Select the correct sail combination for this approach
• Control the boat speed on the approach bringing the boat to a stop in a controlled manner
• Picking up and secure to the mooring bouy safely

If at any point the manoeuvre is not working the examiner will expect you to make the decision to bail-out and to have an escape plan in mind. Remember it will be your call to bail out not his.

YACHTMASTER EXAM, BOAT HANDLING UNDER POWER

During the exam you will have to demonstrate some boat handling under power. This may be a natural part of a passage you are skippering (i.e. at the start and end of the passage) or may be a specific boat handling session. Most candidates will demonstrate they can moor up, depart a berth and turn the boat in a confined space. You may be asked to demonstrate more than one berth so the examiner can see how you respond to different states of wind and tide. Some times an examiner will be specific (for example ask you to berth starboard side to, stern first on pontoon XYZ), other times he will leave some of the decision making to you and simply say berth on pontoon ABC. In the second  example he will expect to see you make a sensible decision as to whether to moor bow or stern first and from where to approach. If you are asked to repeat a manoeuvre performed by another candidate do not make the mistake of blindly copying the last candidate, take a minute to consider if they did it well or if an alternative approach would work better. Every boat manouvers differently but there are some givens for close quarter handling;

• Slow is Pro!
• Approaching down forces i.e. down tide (or down wind if no tide) is poor seamanship if you have the option not to
• Using excessive engine revs in confined space demonstrates a lack of experience and control
• Turning against prop walk should be avoided if possible.
• Using wind, tide, pivot points, momentum and prop walk to assist you will all make your manoeuvring easier and, “score you points” in the examiner’s mind.

If the manoeuvre is not working, bailing out safely is far better than perceiving trying to a make the best of a bad job. I can assure you that if you are half way through a manoeuvre and suddenly realise you have selected the wrong approach the examiner has spotted this several minutes earlier. He/she will be quietly hoping you opt to rectify the error rather than compounding it by continuing. Don’t disappoint him by continuing an approach that is clearly too fast or not going to work.

Just like the sailing manoeuvres described above you need to helm the boat through these manoeuvres, brief the crew and perform the manoeuvre well. You should not rely on crew jumping ashore with lines to stop the boat, you as helm should stop the boat so that crew can step ashore safely. If a spring line is appropriate to depart a berth then use it, but don’t over complicate things. It is quite embarrassing when a candidate opts to “spring off” a “wind off” berth when they could have simply just let the lines go. If manoeuvring in close quarters still phases you then you are not ready for the Yachtmaster exam and need some more boat handling practice first.

YACHTMASTER EXAM SUMMARY

There are many more components to the exam (pilotage, blind pilotage, voyage planning etc.) and the above is just a taster. If I have not scared you off yet, you have your own boat and require bespoke training (power or sail) I can be contacted through this site.

Yachtmaster Instructor

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Master 200 GT: the gateway between the Yachtmaster and the Captain 200

Yachtmaster holders can, by using the Master 200 GT oral exam gateway, claim a visa recognition from France giving them the same prerogatives as a Captain 200 (french degree). 

The Yachtmaster is a British certificate, issued by the Royal Association Yachting (RYA).

The United Kingdom being a signatory to the STCW Convention, it can issue the title of Yachtmaster STCW Endorsed. In theory, if the Yachtmaster title is “STCW Endorsed”, the skipper will be able to obtain the benefit of the STCW titles recognition between signatory states of the STCW Convention, subject to obtaining a recognition visa or to the establishment of a bilateral recognition agreement between countries.

However, France (signatory of the STCW convention) does not recognize the “STCW Endorsed” Yachtmaster as such and therefore does not issue any visa recognition. Skippers who have it are, therefore, not allowed to sail on a boat waving the French flag. This can be a source of frustration for skippers who are denied employment opportunities.

To allow Yachtmaster holders to operate on French boats, they need to obtain a new certificate: the MCA Master 200 GT; which is recognized by France and can be subject to a visa recognition.

With a Yachtmaster, the Master 200 GT certificate is easily obtainable.

The Master 200 GT is the bridge between the Yachtmaster and the Captain 200 . Without a Master GT MCA, it is impossible to get a visa recognition from France.

1. What is the MCA Master 200 GT?

The Master 200 GT is an English STCW certificate recognized by France through the issuance of a visa recognition.

The MCA Master 200 GT is very similar to the Yachtmaster Offshore. Therefore, it can be used by skippers on vessels up to 200 GT or by watchkeeping officers on vessels up to 500 GT.

The Master 200 GT can be “Limited”, allowing use up to 150 Nm offshore, or “Unlimited” for use without distance limits.

Skippers must complete their diploma with a GMDSS certificate . This can be either a GMDSS ROC (Restricted Operator Certificate) which limits the activity in GMDSS Zone A1, or a GMDSS GOC (General Operator Certificate) which allows an unlimited use.

A number of prerequisites are required from the seaman who wishes to obtain this gateway, as follows.

2. Obtaining the complementary MCA Master 200 GT exam 

A. prerequisites to obtain this gateway.

First of all, to be able to use this bridge between the Yachtmaster and the Master 200 GT, some prerequisites are necessary:

• Be over 18 years old
• To have completed 6 months of sea service with a RYA Yachtmaster, or IYT Master of Yacht limited
• To hold an offshore RYA Yachtmaster or a commercially endorsed IYT Master of Yacht limited
• Have a valid ENG1 medical certificate
• Individual Survival Techniques (IST)
• Basic firefighting training
• Basic first aid (EM 1)
• Life safety and social responsibilities
• Operator certification: GMDSS ROC or GOC
• Have the HELM (Human Element, Leadership & Management) operational certificate
• Finally, pass the oral exam (see below for the content of the oral exam) of the MCA Master 200 GT. There is no MCA or RYA preparation course for the Master 200 oral exam. The program for the oral is: navigation, IRPCS, meteorology, cartography, business and MarPol law, Bridge procedures, etc.

In addition, candidates must complete a Notice of Eligibility (NoE) and send it to MCA. It is recommended that you allow at least 28 days before your file is processed. Oral examinations are held at the MCA offices.

B. Content of the Master 200 GT oral exam:

More specifically, and to put all the chances on your side, here is a summary of the content of the MCA Master 200 GT exam.

1. Plan and execute a passage (chart and navigation instructions, light lists, tide tables, radio warnings)

• Be familiar with the IMHA A and B buoyage system
• Identify and analyze the limitations and sources of error of electronic charts and navigation systems
• Know how to use Radar and ARPA (practical use, mode of operation, limitations and sources of error, including basic radar plotting techniques)
• Know the application of variation and deviation to convert true heading to compass heading, and understand the basic causes of variation and deviation
• Locate the ship’s position on the chart based on magnetic bearings and/or radar ranges, position by latitude and longitude
• Find the magnetic heading to steer and the ETA for a given destination given the starting position and recording speed
• Identify transits and chart trim marks to plan a safe approach to a port or anchorage
• State and explain the meaning of common chart symbols and abbreviations
• Know how to obtain and use weekly Notices to Mariners to correct charts
• Research high and low water times and predict heights and/or intermediate times for standard and secondary ports
• Find and predict tidal range and rate from charted tidal reference points, and tidal current atlases

2. Meteorology

• Know the sources of weather information
• Interprete weather forecasts, including knowledge of the characteristics of various weather conditions
• Use and interpret information obtained from on-board weather indications

3. Maintain a safe navigation watch

• Demonstrate a thorough knowledge of the principles of marine navigation monitoring, including anchor monitoring; such as STCW Code A-VIII and ICS Bridge Procedures Guide
• Understand the use of bridge equipment including echo sounder and Navtex
• Be familiar with steering control systems, including autopilot and operation from manual to automatic control and vice versa
• Maintain navigation records
• Know the circumstances under which the captain should be called to the bridge
• Know the principles of handing over and relieving the bridge watch

4. International regulations for preventing collisions at sea (ColRegs)

• Demonstrate a thorough knowledge of ColRegs including the requirements: to proceed at a safe speed, keep an eye out for and recognize lights and shapes, and fog signals for all classes of vessels, recognize audible maneuvering signals and light signals. Recognize a developing collision situation by compass, radar or visual reference
• State the measures to be taken during the day and at night to avoid collisions. Describe precautions to be taken when navigating in or near areas of reduced visibility; evaluate the probability of a radar-only collision of a vessel and the steps to be taken to avoid a collision. Describe the requirements for navigating in or near traffic separation schemes. Describe the need to navigate in narrow channels
• Respond to emergencies, operational safety and pollution control

5. Distress signals and communication

• State the conditions under which distress signals may be used; understand the different types of distress signals, actions to be taken upon receipt, and obligations to assist
• Know the proper use of pyrotechnics, EPIRBS and SARTS, including the appropriate circumstances for their use
• Understand proper distress communication procedures, including the terms Mayday, PanPan and Safety messages
• Emergency communication with GMDSS regulations

6. Vessel manoeuvres

• Know the steps to prepare for departure, tasks before going to sea, docking, entering a dock, berthing alongside docks, piers or other vessels; stowing to buoys
• Know how to use and maintain mooring lines and associated equipment
• Know how to use the rudder, steer the ship, know the effects of propellers on the ship’s direction, the effects of wind and current, stopping, going astern and turning short
• Act in the event of a failure of the deck, telegraph or steering gear control, including emergency steering arrangements
• Know anchoring procedures
• Understand precautions to be taken when using winches and windlasses
• Understand the precautions to be taken when mooring and unmooring

7. Responses to emergencies

Be able to respond to emergencies by adapting the posture according to the different scenarios:

• Initial actions as follows: man overboard, collision, grounding, flooding or major mechanical damage, initial damage assessment and control, marine environmental protection
• Fire prevention, use and maintenance of firefighting apparatus, shutdown and isolation of facilities and equipment, evacuation and breathing apparatus, fire and safety plans
• Operation and maintenance of rescue apparatus and equipment, including immersion suits and thermal protection aids, pyrotechnics, and ammunition launching devices
• Launching of liferafts and rescue boats; proper rigging of liferaft hydrostatic release units
• Basic principles of survival

8. Pollution Prevention Requirements

• Know good pollution prevention practices in ports and at sea, as well as measures to be taken to prevent pollution during bunkering
• Know how to respond to pollution incidents in ports and at sea
• Know the basics of waste management and disposal of waste and oil residues

9. Vessel Navigability

• Understand the fundamentals of watertight integrity and closing all openings, including hatches, access hatches and watertight doors
• Understand the difference between good stability and poor stability, and recognize the warning signs of the latter
• Increasing and decreasing weights
• Low freeboard
• Clogged deck clearances and scuppers
• Loose tanks
• Preparing for weather, ensuring and maintaining watertightness

10. Business and Law

• Understand the content and application of the applicable codes, namely the “Small Vessel Commercial Code 1” and the Large Commercial Yacht Code (LY3) 2
• Be familiar with the Code of Safe Work Practices for Merchant Mariners 3, its content and practical application
• Know the requirements for drills and exercises, including fire, emergency and abandon ship drills
• Understand the legal requirement to insure a seaworthy vessel
• Know the basics of salvage laws
• Understand the requirements for safe manning, hours of work and watchkeeping
• Identify the circumstances under which a vessel requires a crew agreement

3. Ask for a visa recognition to work in France

Once the Master 200 GT is obtained, the holder can apply for a visa recognition from the competent authority.  

The visa recognition attests to the seaman’s competences to perform functions equivalent to his or her certificate in foreign countries.

A. How to apply for a visa recognition?

To obtain a visa recognition, you must put together a file with the following documents:

• The CERFA for visa application , duly completed and signed,
• A copy of your valid seaman’s certificates, approved by the administration of the country of issue (here the Master 200 GT), with the STCW reference of the title,
• A medical check-up, issued within the last 2 years by a doctor authorized by the country of issue of the certificate or by a French seamen’s doctor,
• An identity photo.

B. To whom should the application for a visa recognition be addressed?

The request for a visa recognition must be made by the seaman or the owner of the ship under the French flag on which the sailor, holder of the certificate concerned, is embarked.

This request should be sent to the “employment – maritime training” department of the DIRM (Direction InterRégionale de la Mer) of a DDTM (Direction Départementale des Territoires de la Mer) of the maritime coastline on which the vessel is operating (DIRM-Mediterranean, for example, if the vessel on which the sailor is embarked is operated in one of the departments of the Mediterranean coastline).

C. Working in France with a visa recognition

Once the application has been validated and the visa recognition obtained, the French authorities certify that the foreign title held by the seaman corresponds to an equivalent level of function in French regulations.

By issuing this visa, France authorizes the holder to work under the French flag for a limited period of 5 years. If the recognized title expires earlier, the visa recognition will also expire.

The renewal of the visa recognition must be explicitly requested.

Note 1: Obtaining a visa recognition does not entitle the holder to the issuance of the equivalent French title and the related rights under French law. (e.g.: obligation to hold a French title for access to higher education).

Note 2: Obtaining a visa recognition is not sufficient for a foreign sailor to be able to command a French vessel. For this specific function, the foreign sailor must also be evaluated by a national jury. This national jury, presided over by the DIRM in its “commercial” formation, will examine the officer’s knowledge of the French language and national maritime regulations.

In summary, to work in France or under the French flag, the holder of a Yachtmaster STCW Endorsed must:

✅ Obtain the Master 200 GT by validating the Master 200 GT oral exam ✅ Once the Master 200 GT is obtained, apply for a visa recognition from the competent authority. ✅ When the visa recognition is issued to the seaman, he can then practice for 5 years in France.

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• Certificates of Competence

RYA Yachtmaster Ocean Exam

Full details of the exam syllabus and requirements are shown in the RYA Yachtmaster Scheme Syllabus and Logbook (G158), which is available from the RYA webshop.

The exam consists of an oral and written test.

The candidate must provide the examiner with the following information 48 hours prior to the exam:

• 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 test the candidate 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.

The written exam will include questions on sights and sight reduction and worldwide meteorology.

Candidates who hold the RYA/MCA Yachtmaster Ocean Shorebased Course Completion Certificate (final exam must have been invigilated at an RYA RTC), or a MCA issued full STCW Certificate of Competence as a Deck Officer (Unlimited) will be exempt from the written examination.

Before you book your exam please check that you:

• have completed the required mileage and experience as skipper
• have read the syllabus in RYA Logbook (G158)
• have read and comply with the pre-requisites above.

If you need your Certificate of Competence in order to work on board a commercial craft subject the MCA's codes of practice, you will need to get it commercially endorsed - see 'Related articles'.

Please note: Only those who hold the RYA Yachtmaster Offshore Certificate of Competence are eligible to receive the RYA Yachtmaster Ocean Certificate of Competence on passing the oral exam. Those holding OOW (Yacht 3000gt) will receive a pass confirmation certificate.

RYA Yachtmaster Ocean exam pre-requisites

Yacht-Master

Yacht-master 42.

Oyster, 42 mm, RLX titanium

Yacht-Master 37

Oyster, 37 mm, Oystersteel and platinum

Rolex and yachting

Oyster, 37 mm, Oystersteel and Everose gold

Oyster, 37 mm, Everose gold

Oyster, 42 mm, yellow gold

Oyster, 42 mm, white gold

Unyielding performance

Yacht-Master 40

Oyster, 40 mm, Oystersteel and Everose gold

Oyster, 40 mm, Everose gold

Oyster, 40 mm, Oystersteel and platinum

Master of Yachts Coastal

Master of yachts coastal/mate 200gt power & sail.

This certificate is approved by the Maritime and Coastguard Agency (MCA)

Course Synopsis

Master of Yachts Coastal/Mate 200gt Power & Sail is a Comprehensive and Complete Live Onboard Course with Total 6 Days for Sail OR 5 Days for Power. The Course Fully Designed Including The Practical’s on The Water Examination. The Course is Exhaustively Covered With Subjects Like

• Navigational Charts And Publications
• Dead Reckoning And Estimated Position
• Position Fixing
• Tidal Levels And Data
• Safety at Sea
• Meteorology

The Course is Continuously Upgraded from Time To Time with Much More Subjects That Need to Be Part of it. The Master of Yachts Coastal Course is Totally Designed to Be Conducted Onboard a Yacht, Hence it also Covers Areas Like Practical Seamanship Skills That Are Required Like

• Boat Handling
• Yacht Presentation
• Passage Planning

To Obtain A Power Certificate/Endorsement, Training And Examination May Not Take Place on A Sailboat Under Auxiliary Engine.

Frequently Asked Questions

Am I Qualified To Work After Pursuing Master of Yachts Coastal/Mate Certificate?

Anybody  Who Holds The Master of Yachts Coastal/Mate certificate is Qualified To Work As

• Master of <24m Vessel up to 60 Nautical Miles Offshore
• Chief Mate of 500 Ton Vessel up to 60 Nautical Miles Offshore
• Chief Mate of 200 Ton Vessel up to 150 Nautical Miles Offshore

What Are The Minimum Entry Requirements To Apply For The IYT Master of Yachts Coastal / Mate 200 gt  Course?

• One Must Hold OR Obtain A VHF Radio Operators Certificate.
• One Must Hold OR Obtain All Four STCW’95 Basic Safety Training Certificates.  If STCW Safety Training is Taken After January 1 st , 2014 The New Proficiency in Maritime Security Awareness is Also Required.
• Candidates Must Provide Documented Proof of 30 Days And 800 Miles At Sea Including 2 Days As Watch Leader/Skipper And 12 Hours Underway on Watch At Night.  This Pre-Requisite Experience Must Have Been Obtained Within The Last 5 Years.
• Candidates May Sit The Course Prior To Obtaining The Minimum Sea Time. However, They Will Not Be Issued Their Master of Yachts Coastal / Mate 200gt Certificate Until All The Requirements Have Been Met.
• Verification of Yachting Experience Must Be Signed By The Skipper of The Yacht on Which The Candidate Was Sailing.
• Candidates Claiming Sea Time During Times When They Were Acting As Captain May Sign Their Own Entries, But Will Need Independent Proof That Can Be Verified By IYT.
• A Current Medical Fitness Examination and A Color Blind Eyesight Examination.
• Medical/Eyesight Examinations Are Valid For A Period of Two Years.

What is Required For The IYT Master of Yachts Coastal / Mate 200gt Exam?

• The Course Must Be Completed Before Challenging OR Going For The Exam.
• Minimum Sea Time Requirements as Per The Standards Prescribed Should Also Be Met Before The Examination.

What Does The Exam Actually Consist of?

• The Exam Will Be Conducted By An Independent IYT Master of Yachts Examiner Which Will Be in The Form of An Oral And Practical Test With Presentation Onboard A Yacht.
• Candidates Must Demonstrate Their Sufficiency And Ability To Handle, Dock, And Anchor The Boat With A Required Level of Confidence as Expected By The Examiner.
• Candidates Will Be Examined on Any Subject Contained Within The Syllabus And To Be Questioned on Any of Their Yachting Experience Till Date.
• In The Event if The Examiner Considers An Examinee Has Not Achieved The Required Standards as Expected By IYT, An “IYT Master of Yachts” Certificate Will Not Be Issued.
• If A Candidate Does Not Qualify, Then a Confidential Report Will Be Sent To The Candidate Outlining The Reason OR Reasons For Failure And Suggesting Remedial Action That Should Be Taken For Successful Completion of The Course.
• Completion of The IYT Master of Yachts Coastal Course is Not A Guarantee of Passing The Examination And Receiving The Certificate.

How Do I Apply For Enrollment?

• Candidates May Apply To Any of The Participating IYT Partner Schools Worldwide Who Offer This Course.
• In Order To Apply For The IYT Master of Yachts Certification Courses, A Detailed Yachting Resume Must Be Sent To Your IYT Training School For Evaluation.
• Acceptance into The Course Does Not Automatically Guarantee Obtaining An IYT Master of Yachts Coastal / Mate 200gt Certificate.
• All The Prerequisites That Are Necessary Must Be Fulfilled And The Required Satisfactory Standards Have To Be Achieved in All of The Courses as Prescribed.

With in How Much Time I Have To Submit All The Required Paperwork After Completing The Course?

• ALL EXAMS (PASS OR FAIL)
• STCW Certificates
• Radio  Certificate
• Medical Fitness Certificate
• If Any Extra Documents Are Necessary Then The School Will Advise The Candidate of Necessary Documents.
• If Any Documents Are Missing, The Candidate Will Have Twelve Months of Time To Produce Any Missing Paperwork. This Paperwork Should Be Forwarded To IYT Worldwide By The Candidate This Does Not Include Exams As They Should NEVER Be Given To A Student.
• In The Event That The All of The Required Paperwork For Final Certification is Not Completed And The Paper Work is Not Submitted Within This 12 Months Timeframe The Entire Course Must Be Completely Retaken.

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How to Become a Yacht Master: A Step-by-Step Guide

Becoming a Yacht Master is an exciting and rewarding journey that allows you to combine your passion for sailing with a promising career path. This comprehensive guide will provide you with the essential steps to becoming a Yacht Master, including understanding the role, meeting prerequisites, obtaining certification, gaining practical experience, advancing your career, and tips for success.

How to Become a Yacht Master in the RYA

To become a Yacht Master in the Royal Yachting Association (RYA), you will need to complete a series of courses and gain the necessary experience.

Here are the steps you can take to become a Yacht Master in the RYA:

• Gain experience : You will need to have a certain amount of experience before you can start working towards your Yacht Master qualification. This usually involves logging a minimum number of sea miles and completing a certain number of hours of helm time.
• Complete the Day Skipper course : This course will teach you the basics of navigation, seamanship, and boat handling. It will also give you an introduction to basic weather forecasting and how to plan a passage. You will need to complete this course before you can progress to the Coastal Skipper and Yacht Master courses.
• Complete the Coastal Skipper course : This course builds on the knowledge and skills gained in the Day Skipper course and focuses on more advanced navigation and boat handling. You will learn about night navigation, pilotage, and passage planning.
• Gain more experience : After completing the Coastal Skipper course, you will need to gain more experience before you can start working towards your Yacht Master qualification. This usually involves logging more sea miles and completing more helm time.
• Complete the Yacht Master theory course : This course covers advanced navigation, meteorology, collision regulations, and safety at sea. It is designed to give you the knowledge required to navigate safely in more challenging conditions.
• Complete the Yacht Master practical exam : This is the final step in becoming a Yacht Master in the RYA. The exam consists of a practical assessment of your boat handling skills, navigation ability, and safety knowledge.

Note that there are different types of Yacht Master qualifications available, depending on the type of vessel you want to operate and the waters you want to sail in. Make sure to choose the qualification that is appropriate for your goals and experience level.

Understanding the Role of a Yacht Master

The Yacht Master is a highly skilled professional responsible for the safe operation and overall management of a yacht. To fully grasp the requirements of this role, it is important to examine both the responsibilities and qualifications involved.

Responsibilities and Duties

Being a Yacht Master comes with a significant set of duties and responsibilities. These include, but are not limited to, ensuring the safety of passengers and crew, managing all onboard operations, maintaining legal and regulatory compliance, and supervising the maintenance and repair of the yacht. Additionally, Yacht Masters often need to act as navigators, assuring the timely arrival at planned destinations while taking into account the weather, sea conditions, and other potential hazards.

Skills and Qualifications

Aspiring Yacht Masters must possess a wide range of skills in order to excel in this demanding profession. Some key qualifications include excellent communication and leadership skills, a strong background in sailing and seamanship, knowledge of navigation and meteorology, mechanical aptitude, and the ability to remain calm under pressure.

Prerequisites for Becoming a Yacht Master

Before starting your journey to become a Yacht Master, you should consider the prerequisites to ensure you are on the right path.

Sailing Experience

Hands-on sailing experience is essential for building the foundation of your Yacht Master career. This includes recreational sailing or working on crewed vessels in various capacities. Many aspiring Yacht Masters begin by obtaining entry-level roles within the yachting industry, such as deckhand or mate, to gain valuable experience.

Required Certifications and Licenses

There are several certifications and licenses required to become a Yacht Master. The specific requirements may vary depending on the jurisdiction where you plan to work, but most countries require the completion of various sailing and navigation courses, like the RYA (Royal Yachting Association) Yacht Master program. These courses and certifications demonstrate your knowledge, skills, and commitment to the profession.

Physical Fitness and Health Requirements

Being a Yacht Master is a physically demanding profession that requires individuals to maintain a high level of fitness and health. It is important to assess your physical abilities and conditions to ensure you can meet the demands of the job. Additionally, some jurisdictions require a valid seafarer’s medical certificate, attesting to your overall health and fitness for work at sea.

Yacht Master Training and Certification

Once you have met the prerequisites, the next step is to obtain the necessary training and certification to become a Yacht Master.

Choosing the Right Training Program

It is crucial to choose a reputable and accredited training program. Look for programs with experienced instructors, proven success rates, and comprehensive curriculums that cover essential topics. The RYA Yacht Master program is one of the most recognized and respected certification systems worldwide.

Essential Courses and Modules

A typical Yacht Master training program consists of multiple courses and modules. Common subjects include navigation, seamanship, meteorology, safety at sea, engineering, and radio communication. Additionally, practical skills such as boat handling, sail trim, and emergency procedures are also covered extensively.

Preparing for the Yacht Master Examination

To become a certified Yacht Master, you must successfully pass the Yacht Master examination. This comprehensive exam assesses your theoretical knowledge, practical skills, and ability to safely command a yacht. It is crucial to dedicate ample time to studying and practicing before attempting the examination to ensure success.

Gaining Practical Experience

Once you have obtained your Yacht Master certification, the next step is to gain practical experience.

Building Sea Miles

Accumulating sea miles is important for both building your skills and enhancing your employability. You can do this by participating in sailing deliveries, joining yacht races or rallies, and working on crewed charters. Each of these experiences will help you become a more proficient sailor and better prepare you for the demands of being a Yacht Master.

Networking and Finding Opportunities

Networking is crucial for securing opportunities in the yachting industry. Attend industry events, join online forums, and connect with fellow sailors to build relationships and stay informed of job openings. This will not only help you find employment but also provide invaluable support and guidance throughout your career.

Learning from Experienced Yacht Masters

Seek out opportunities to learn from and work closely with experienced Yacht Masters. Building a mentorship relationship with someone who has already achieved success in the profession can provide invaluable insights, advice, and practical tips to help accelerate your own career.

Advancing Your Yacht Master Career

Once you have gained experience and established yourself as a competent Yacht Master, it is important to look for ways to advance your career.

Continuing Education and Professional Development

Investing in your ongoing education and professional development is essential for remaining competitive and staying updated on industry best practices. This can include attending industry conferences, enrolling in additional training courses, and obtaining specialized certifications to expand your skillset and expertise.

Joining Professional Associations

Joining professional associations, such as the RYA or the International Yacht Training (IYT) community, offers numerous benefits. These organizations provide access to networking events, job boards, professional resources, and continuous learning opportunities, all of which can help elevate your career.

Exploring Job Opportunities and Specializations

With experience as a Yacht Master, you can explore various job opportunities and specializations within the yachting industry. Some popular career paths include working as a captain of private or charter yachts, managing yacht operations and maintenance, and serving as a consultant or instructor. Pursuing a specialization can lead to increased job satisfaction, better employment prospects, and higher earning potential.

Tips for Success as a Yacht Master

To ensure a successful and fulfilling career as a Yacht Master, consider the following tips:

Developing Strong Leadership Skills

As a Yacht Master, you are responsible for leading and managing your crew. Developing strong leadership skills, such as effective communication, decision-making, and problem-solving, are essential to creating a harmonious and efficient onboard environment.

Staying Updated on Industry Trends and Regulations

The yachting industry is continuously evolving, and staying informed of the latest trends, technologies, and regulations is crucial. Regularly review industry news, engage with your professional network, and attend educational events to keep your knowledge current and maintain your relevancy in the industry.

Balancing Work and Personal Life

Finally, maintaining a healthy work-life balance is essential to your well-being and long-term success in the yachting industry. Set boundaries, prioritize self-care, and make time for personal interests and relationships to ensure you can enjoy a rewarding and enduring career as a Yacht Master.