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The Complete Yachtmaster: Sailing, Seamanship and Navigation for the Modern Yacht Skipper 9th edition Hardcover – November 7, 2017

There is a newer edition of this item:.

In this fully revised and up-to-date 9th edition of The Complete Yachtmaster , Tom Cunliffe brings together all the essentials of modern offshore cruising in one volume, including the characteristics of a good captain, the theory and practice of sailing and sail trim, the art of seamanship, practicing accurate navigation (including all digital forms), comprehending ocean meteorology, heavy weather preparation and survival, understanding sailboat stability, and dealing swiftly and competently with emergencies. The Complete Yachtmaster builds knowledge as it builds sailing confidence, guiding sailors as authoritatively and reassuringly as a sea pilot bringing a ship safely to harbor. Required reading for all sailors and budding captains, both on board and in the classroom.

• Print length 320 pages
• Language English
• Publisher Adlard Coles
• Publication date November 7, 2017
• Dimensions 6.9 x 1.01 x 10.09 inches
• ISBN-10 1472943430
• ISBN-13 978-1472943439
• See all details

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Editorial Reviews

"A gem, distilled from decades of experience." - Yachting Monthly "Cunliffe’s competence and authority radiate from the pages . . . thoroughly recommended." - Little Ship Club "There are all too few authors who not only know their subject but can write well about it. Tom Cunliffe is one." - Cruising "A good all-around resource to have on board with many illustrations and photographs. Covers a wide range of topics from tide heights to electronic navigation." - Wooden Boat

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• Publisher ‏ : ‎ Adlard Coles; 9th edition (November 7, 2017)
• Language ‏ : ‎ English
• Hardcover ‏ : ‎ 320 pages
• ISBN-10 ‏ : ‎ 1472943430
• ISBN-13 ‏ : ‎ 978-1472943439
• Item Weight ‏ : ‎ 2.13 pounds
• Dimensions ‏ : ‎ 6.9 x 1.01 x 10.09 inches
• #1,761 in Sailing (Books)
• #1,951 in Boating (Books)
• #22,640 in Transportation (Books)

About the author

Tom cunliffe.

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Tom Cunliffe: Running aground and getting out of there

Tom Cunliffe muses on the tricky business of running aground: recalling a near miss on the Beaulieu River, and how to get unstuck.

Unless they’re being peppered with rockets fired by maniacs, we don’t generally read much about shipping in the papers. The exceptions come when things haven’t gone well. Not so long ago, a container ship outward bound from Southampton was seen running aground spectacularly in the Solent and remained lying on her bilge for several days. The crew were taken off and, realising that there was now no danger to life, every sailing yacht on the coast thoroughly enjoyed the video footage and the purple descriptions in the national press about the ‘stricken vessel’. It turned out that she had developed a dangerous list and that the pilot and captain put her ashore on the Bramble Bank rather than risk her capsizing in deep water. 

As strandings go, this one was unusual. More typically, they result from good old human error. Commander Bill Anderson, RN Retd, my ex-boss in the Yachtmaster examining trade and a man who knows more than most about such matters, once observed that when any ship comes to a grinding halt, the navigator usually hasn’t a clue what’s happening because he has maintained his plot and knows exactly where he is. Or he thinks he does. Bill illustrated the remark by referring to a lamentable incident involving one of Her Majesty’s destroyers.

Before GPS and Running Aground

In those days of traditional, non-electronic navigation, pilotage errors and running aground was generally rooted either in sloppy dead reckoning or in what Napoleon described as ‘making pictures’. Boney, of course, was referring to generals who lost battles, rather than ships’ captains who found themselves on the rocks. The human condition being what it is, however, the results are the same. ‘Making pictures’ is all about setting aside inconvenient evidence while preferring to massage reality to fit what you hope is going to happen. I can’t speak for the military, but in the navigator’s case, it’s choosing to ignore shore features or buoyage that refuse to line up with what the chart says.

Before GPS, this sort of thing was common. I well recall running down onto the North Coast of Spain after crossing Biscay in the days before I discovered Astro. We’d been guided by dead reckoning plus a bit of help from the old Console radio beacon at Lugo, but we’d been held back by headwinds for days and we really didn’t have much idea of where we were. The black and white ‘fathoms’ charts we used then had drawings in the margins to discourage skippers from ‘making things fit’. These were delightful works of art featuring eighteenth-century sailing craft and they really did help, but we still couldn’t be sure. It was only when the mighty tower of Hercules flashed up outside Corunna that we saw we’d been wrong all along and were grateful we hadn’t rushed in.   

Getting Stuck Anyway

I once had a Yachtmaster candidate whose task was to take me into Chichester Harbour. By punching the wrong numbers into his GPS he sailed into neighbouring Langstone instead. Chichester entrance is well buoyed. Langstone is less amply supplied. When I asked him where he thought the charted buoys might be as we sailed into Nowhere Land, he was determined to make pictures. His reply was that they must all have been taken up for maintenance. Like the destroyer captain, he still fancied he knew where he was as he came to an unscheduled halt.   

The universal downside of running aground under the mistaken impression that you are in deep water is that, because you have no control over the grounding, the right action to take may be far from obvious. If, on the other hand, you slide to a standstill on the mud at the end of a tack while beating up a river, you’ll have anticipated this possibility and ought to have a contingency plan.

The Banks of the Beaulieu River

All should be well working off a weather shore, so long as you’ve swung the yacht’s head through the wind by backing the headsail as soon as she touched, but when you pile up on a lee shore the chances of coming off unassisted are almost non-existent. Should the tide be falling, the immediate future looks grim. This was my portion in my 22-footer back in the Dark Ages. My engine was literally a non-starter and my wife and I were foolishly tacking up the Beaulieu River in a stiff breeze against a strong ebb. Perhaps inevitably, in our inexperience we missed stays on the lee side and ended up well and truly pinned onto the beach. 

Firmly run aground with the water draining out like an unplugged bath, our only chance was somehow to get the tiny yacht’s head through the wind so she could heel over and sail off. We thought about it for a few minutes and it was soon clear there was only one thing for it. With the centerboard up, as it now was, she drew only three feet. I kicked off my wellies and socks, jumped over the side, struggled round to the bow and started shoving. For a few agonized moments, nothing happened while the sails continued to thrash in the rising breeze. Then, following a massive effort, she suddenly moved, the jib backed and took over my efforts to swing her round to face the river.

Downstream to Deep Water

Now beam-on to the wind, the mainsail filled, she heeled over and away she went with like a little rocket with me hanging on to the main horse for grim death. My wife was now at the helm and, with a leading wind, was able to steer back downstream and out into the Solent trailing me astern with my knuckles turning steadily whiter. Back in deep water, she came up towards the wind to spill all the air from the sails. As way dropped off I was able to claw along to a point around amidships. This shifted my relatively huge lateral resistance to where it would do most good and the boat sat still while I clambered dripping and chastened back into the cockpit. 

We reached over to Cowes in what remained of the daylight and spent the night with two metres of water under us off the Folly Inn. There’d be no more tight-quarters stuff in thin water for us until we regained our nerve. 

How To Get Unstuck

Being too slow to tack as the keel touches always leaves you with a problem, whatever the tide. Unless you can fall back on the services of a bow thruster to kick her through, sailing off what is now to all intents and purposes a lee shore will be impossible since you’re unlikely to be as young and foolish as I was when I jumped in to save the day. Drop the sails instead and do your best to motor out astern, the way you came in. Reduce your draught by moving bodies to induce a heel and, when all else fails, lay out the kedge or accept assistance gracefully. Always keep a bottle of scotch handy as a present after being pulled off. The general bonhomie engendered can save a fortune in salvage claims.

A helping hand

When things seem hopeless, the ultimate solution can be to pass the spinnaker halyard to a friendly motorboat by attaching a long line to its shackle while its fall is made fast on board. You might even manage this using your own dinghy with an outboard. I stood by once while some highly competent guys did it with their hefty RIB, oddly enough on the Beaulieu River Bar. A French yacht had got it badly wrong; she needed a pull off sharpish and a straight tow didn’t work, so they took the halyard and cruised away while Frenchie closed his hatches. When the RIB was far enough off, the lads poured on the power. The yacht heeled over so far she’d no option but to come off as they dragged her sideways. 

This drastic procedure seldom fails, given a big-enough power boat. Years ago I was hard and fast on a coral head with no helpers presenting themselves. I secured the halyard to a distant mangrove root ashore and winched myself down. Another pal succeeded by hanging the halyard onto his kedge and rowing it well out, but whatever dire ends to which you are driven, the tide will always have the last laugh. If it’s rising, and it’s stuck, take your time. When it’s falling remember Nelson, who always encouraged his men to ‘Lose not a moment!’

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Cruising in Sweden for long summer days, easy sailing and as much solitude as you might wish

• June 12, 2015

It’s been a long time since Tom Cunliffe sailed south in June. Why go to Spain, he argues, when there’s solitude, astonishing scenery and around 20 hours of sunshine a day in the Swedish Baltic?

What’s the attraction of the Baltic?, my friends ask when I cruise north in summer. After all, it’s cold isn’t it? And expensive. Why go to Sweden when you can sail south fuelled by cheap wine to lands where you can sweat at night under a single sheet?

It’s been years since my wife Ros and I joined the hedonists in Spain for the annual three-month cruise on our Mason 44 Constance . We like sunshine and might toddle to North Africa now and then. But mostly we head the other way.

Once you’re tucked in behind Scandinavia, the Atlantic weather can’t hit you. The sun beats down and you’re so far north it keeps up the good work for 20 hours. That’s why even the blondest Swedes are brown. Food and drink prices only seem around ten per cent more expensive than the UK; costs in Norway can be stratospheric, but that’s on the other side of the mountains.

Berthing, if you pay at all, is half the price of the English Channel and the endless islands ensure there are no waves. So, we turned our bows towards the Baltic again last summer, bound for the legendary Stockholm Archipelago.

Via the Keel Canal

The quickest route there is via the Kiel Canal. Built for the kaiser’s battleships before World War I, it joins Brunsbüttel on the Elbe river with the Baltic via 50 miles of rural waterway patrolled only by German walkers with ski poles. However, the approach from the German Bight doesn’t feature in my book of idyllic sailing tours. The seas are often akin to a washing machine, with lee shores, TSS roundabouts, wind farms and every hazard to navigation except coral reefs.

This time the place served up a typical cocktail of misery, but, having paid in full, we arrived at the lock at 1500 in mid-June for a session of international diplomacy that made UKIP look an attractive choice for the thinking voter.

A long queue of yachts outside the gate always suggests this may be the last lock of the day and that you may not get in. The upshot this time was a carnival of national stereotypes as Dutch, Danes, Swedes, Germans and the occasional Frenchman jostled for position. Only us Brits and a bemused Pole hung back like gentlemen. All this in a three-knot tide for two hours while the lock operators finished their luncheon sausage.

When the lights turned green, pandemonium reigned as the fleet surged into the giant lock like the Charge of the Light Brigade. Somehow everyone squeezed in, although the shouting would have done credit to the Tower of Babel on payday.

After-dark navigation in the canal by yachts is banned and the marina just inside is only a few boat’s lengths from the heavy brigade. So, our slumbers that night were punctuated by thumping propellers and the scream of steel on steel. But sunrise banished bad dreams and by late afternoon the windy Elbe and Kaiser Bill’s ditch were history. We motored out of the eastern lock into a tranquil Baltic and squared away for the north-east.

From the canal it’s 250 miles to the Hanseatic city of Kalmar where the real island-hopping starts. The only question is whether just to go for it or to break up the passage.

Wallander hunting

Ystad in southern Sweden is 140 miles, so it’s an overnighter. But if you’ve had enough of watch-keeping, a series of cracking minor harbours in Germany and Denmark can chop the journey into bite-sized chunks. Ystad is the centre of operations for the TV detective Kurt Wallander and the town now makes an industry of his efforts to control crime.

The Swedes can be very social – these might well have been strangers before they met that evening

We didn’t see Wallander, but we enjoyed the modern marina, with its little restaurant overlooking a white-sand beach. The place also boasts an 18th Century opera house, where we grabbed the last two tickets for a Mozart evening.

The music sparkled, the old gentleman next to us in a white tux and pink bow tie was charming and the champagne bubbled over. As we strolled back to the ship in the long evening shadows, three ladies dressed in ballgowns for the performance sauntered homeward through the cobbled streets ahead of us.

Utklippan for the good life

When the Almighty designed Sweden he thoughtfully dropped the skerry of Utklippan off the corner that leads into the central Baltic. Utklippan on a sunny day is about as good as life gets. Not quite out of sight of the mainland, its shelter marks the limit of the islets offshore, so anyone on passage to Stockholm via Kalmar Sound, inside the island of Öland, can leave its big lighthouse to port and kiss his troubles goodbye. Birdlife is so undisturbed by the eco-aware Scandinavians that you have to dodge the nests on an afternoon stroll.

The midsummer sunset after a day of intense blue and gold was a kaleidoscope that went on until dawn paled it out. We carried our supper down onto the rocks with a group of Swedish sailors. Someone produced a bottle of malt and we drank to Nature, then to the sun itself as it rose again in splendour over the distant land.

Kalmar Castle came up ahead the following afternoon, impossibly exotic with its onion towers and domes. Like Ystad, the marina here is clean, cheap, has its own sauna and is virtually in the centre of town. Five minutes walk saw us raiding the supermarket and the victuals were terrific – if you enjoy marinated herring and caviar, nobody does it better.

Kalmar Castle looking improbably exotic

As well as food, Kalmar has one of the rare government-approved wine shops. Unlike the shady joint in Iceland where, 30 years ago, I bought Black Death (the local hooch) among a queue of men in brown macs, this was Liberty Hall: a big space with good choice. Prices were little more than Majestic’s in Salisbury, but I still kicked myself for not loading up in Germany, where they almost seemed to be giving the stuff away.

Over towards the castle we strolled through the Gamla, the villagey old part of town, in search of a spot of lunch. Here, old wooden houses painted in brave colours crowd together while roses pour over garden fences. The sun always seems to shine on Gamla. I’d love to see it in the snow, but I couldn’t come by boat. You can walk across the sea ice here in February.

• 1. Via the Keel Canal
• 2. Don’t do dinner

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Luxury rules at the moscow yacht show.

by Maria Sapozhnikova

The windy Russian autumn weather might be a little bit tricky for sailing, but it doesn’t stop brave yachtsmen from all over the world from flocking to Russian capital in the beginning of September when the Moscow Yacht Show commences. The main Russian Yacht exhibition gathers professional and amateur yacht lovers together under the wing of The Royal Yacht Club.

This year it took place for a fourth time already. The exhibition is considered the principal event on the sporting and social calendar. The Moscow Yacht Show 2010 united in one area three of the largest Russian yachts distributors: Ultramarine, Nordmarine and Premium Yachts.

A wide range of yachts were on display for a week. An exhibition showcased yachts both from Russian manufacturers and world famous brands: Azimut, Princess, Ferretti, Pershing, Riviera, Doral, Linssen, etc.

It was a real feast for seafarers as visitors of the show had a unique chance not only to take a look at the newest superyachts before they hit the market, but also to evaluate their driving advantages during the test drive. The show provided an excellent opportunity for yacht enthusiasts to choose and buy a new boat for the next season.

The event started with the grandiose gala evening. It included grand dinner, the concert and professional awards ceremony for achievements in Russian yachting industry. The guests also enjoyed the annual regatta.

Special guest Paolo Vitelli, Azimut Benetti Group president, opened the evening.

Next year organizers assured guests they would bring more yachts, the scale of which will even make oligarch Roman Abramovich envious. Sounds very promising indeed.

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Sunrise Yachts Sponsor 2011 Moscow International Boat Show (MIBS)

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Written by Mike Smith

Sunrise Yachts, a luxury yacht building company which is based in Turkey, has been made a main sponsor of next year’s 2011 Moscow International Boat Show (MIBS). The four-day Russian yacht show event is currently scheduled to run from April 14-17 at the Moscow’s Crocus exhibition centre.

moscow boat show

MIBS is organised by the ITE Group and it is one of Russia’s leading boat shows and is an internationally recognised superyacht event. The show covering everything from small parts and accessories to large superyacht with over 9,000 people and 178 exhibitors attended the last year show.

The Paolo Scanu-designed Sunrise 45 yacht is an ocean-going cruising yacht that was released in 2009 to much acclaim at this was the group’s first-ever model.

Sunrise Yachts was founded in 2007 by the German entrepreneur Herbert P Baum along with the French-British yacht builder Guillaume Roché. The luxury yacht group is based in Antalya, Turkey and utilises a 10,000sq m shipyard facility. Sunrise has two sheds measuring 100m (328ft) x 16m (53ft), as well as a 70m (230ft) x 16m (53ft) fully acclimatized paint shed that can accommodate new-build and refit projects up to 65m (213ft) in length and 1,200 tonnes displacement.

The sunrise 45m superyacht by Sunrise Yachts

Along each side of the yacht-building facility, space is available for long-term sub-contractors with the latest equipment and logistics capabilities, along with air-conditioned storage, ventilation and extraction plants. The shipyard is organized as an “assembler,” based loosely on the car industry’s model, with a small, yet powerful project management team charged with running all the in-house long-term sub-contractors.

Please contact CharterWorld - the luxury yacht charter specialist - for more on superyacht news item "Sunrise Yachts Sponsor 2011 Moscow International Boat Show (MIBS)".

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Tom Cunliffe

Sailor, author, raconteur

I’ve been invited to talk to yacht clubs not only in England, Wales and Scotland, but also in Ireland, Holland and Norway. These include, amongst others, The Royal Yacht Squadron, Bromsgrove Boaters, The Royal Channel Islands YC, Rudyard Lake, The Irish Cruising Club, Poolbeg YC, Nederlandsche Vereeniging van Kustzeilers, Chipping Norton YC and Cardiff Bay YC. 

There is a fee for my talks, but if you’ve only got a few members, don’t despair. Small groups sometimes get together with a neighbouring club and I’ve been known to donate a book for a raffle prize to help swell the coffers.

All my lectures are richly illustrated and last about 50 minutes with a question-and-answer session afterwards.  If your club is outside the Solent area, there may be some modest travel expenses.

Current Lecture Options

NEW LECTURE FOR WINTER 2024

‘Run Out The Boat’

This talk describes how a lad born in Stockport ran away from a career in the law and went adventuring. It covers my early exploits at sea and features tales of near sinkings, robbery and hurricanes. Above all, it chronicles how my wife Roz and I made our dream happen. Fully illustrated.

‘Confessions of a Yachtmaster Examiner’.   This talk takes a look at the top end of the yachting qualification world from well outside the box. How did the examiner’s motorcycle end up in a hedge on the Isle of Wight? Had he lost the will to live? And how did he fetch up at dawn in Cherbourg with two lively girls in his saloon who weren’t on the crew list – without touching land! All will be revealed, and much more in this exposé.

‘Man is Not Lost’.    One of my most popular club lectures. The talk is about the development and safe use of navigational electronics. It combines a mix of yarns and solid information. This is a friendly and irreverent look at the changes many of us have seen from the early 1970s when I found Barbados after 42 days at sea with no chart at all – just a lat/long position, a sextant and my grandfather’s pocket watch – to my current chart plotters that sometimes manage to lead me astray.

‘ Ice with Everything – to America with the Norsemen’ The early 1980s saw me setting off in a 1911 sailing pilot boat, with my wife and four-year-old daughter as part of the crew, to follow the old Viking route from Norway to America. I only partly succeeded and it was to be many years before another chance came my way when a mate offered me a berth to Greenland in a boat that he’d bought for £14,000 on eBay. In this talk I weave the modern day and ancient expeditions into a rollicking tale you really won’t want to miss.

‘What ship? Where Bound?’  A talk on two levels – part autobiographical, part historical. My lifetime involvement with cruising ancient pilot boats gave me a head start when writing my book about the history of the sailing pilots in northern Europe. Hair-raising tales of the everyday-life of a pilot are interwoven with my own adventures to Brazil, Greenland and Soviet Russia. The reason this form of vessel was so popular is explained – all backed up by a load of images, from the era of magic lantern slides to digital pictures of today.

In the Wake of Heroes’ In this lecture, I open the porthole on a cast of maritime characters from my book of the same name including the famous to the obscure. I also talk about my own genesis from a knockabout sailor to a writer and what it’s like to face a blank page.

‘The Life and Times of the Shell Channel Pilot’  I inherited this well-known guide for yachtsmen in the English Channel from the swashbuckling Commander Johnnie Coote, who in turn had it from the legendary Adlard Coles. In this lecture, I combine the history of the book with some of the misadventures the current Pilot has to go to for his readers. Fully illustrated.

Testimonials

I have had nothing but great comments from all who attended.   London Corinthian Sailing Club

An entertaining and informative evening. We had a record audience.  Gerrards Cross Sailing Association

Your enthusiasm for the subject inspired the audience. I received many good feedback comments.  Henley Offshore Group

Thank you very much for your superb presentation last evening. The members have all told me how much they enjoyed it.  Newhaven Yacht Club

A huge thanks for Monday evening which was exactly what we needed. Several said we should capture your delivery on film.  Sea-Change Trust

I thought you would like to know that we have received a lot of bookings for your talk, about 50, max is 70. Only been advertised for 2 weeks!  North Norfolk Boatyard

On behalf of all of your friends in BSC, thank you for a wonderfully entertaining talk. Your passion is highly infectious.  Bray Sailing Club

What a success and the feedback on the workshops was fantastic.  RYA

Everybody loved the evening. This is borne out by the laughter following some of your navigation stories.  Ashdown Sailing Club

An interesting and amusing talk. All thoroughly enjoyed listening to you.  Cardiff Bay Yacht Club

A huge thank you for your talk on Saturday. The feedback was amazing; you absolutely knocked their socks off with your thrilling tale of the race to get the Trafalgar dispatches to London. Both academics and lay members alike were entranced.   The Nelson Society

Thanks for speaking at our RYA North East Conference. We much appreciate the incredible entertaining, enthusiastic, intelligent and informative manner of your two presentations.  RYA North East Conference

Man is Not Lost ~  A salutary talk, and a great evening’s education and entertainment.   Chipping Norton Yacht Club

All the proper sailors reckoned the theatre at Excel warehouse was the best part of the show – and your talk was the most popular by far.  John Goode

A hugely enjoyable, funny, engaging, inspiring and informative talk at the London Boat Show.   Michael from Faringdon

Huge thanks for a splendid evening Tom, I’ve already been asked ‘Are you coming back next year!’   Channel Sailing Club  

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328' Alarnia 2023

Fort lauderdale, fl, us, 308' azimut 2022, fremantle, wa, australia, $10,900,000, 262' isa 2025, ancona, it-an, italy, 262' oceanco 2019 y701, €79,750,000, 262' admiral 2024 galileo 80, carrara, italy, 257' abeking & rasmussen 2011 amaryllis, nassau, bahamas, €89,000,000, 255' custom 1962 hansa, karlskrona, sweden, 249' custom 1972 lady sarya, monaco, monaco, €12,000,000, 243' lurssen 2017 aurora, dubai, united arab emirates, €130,000,000, 240' delta marine 2006 laurel, west palm beach, fl, us, $69,500,000, 235' custom 1983 nansen explorer, kristiansund, norway, €15,900,000, 230' admiral 2024 galileo 70, 226' custom 2024, €70,000,000, 223' custom 2025, €95,000,000, 220' heesen 2023 yn20067, rotterdam, netherlands, €99,000,000, 213' admiral 2024 admiral 65m u force, 210' sirena 2017 my kokomo 64' 2017, ancona, italy, 210' custom 2011 running on waves, athens, greece, €17,500,000, 209' vsy 2020 atomic, phillipsburg, saint martin, $63,000,000, 209' royal denship 2006 cupani, palma, spain, $29,500,000, 207' delta 2025 project metaverse, seattle, wa, us, $95,000,000, 203' sarp yachts 2025 project nacre, antalya, turkey, €45,000,000, 203' crn 2020 my voice, €65,000,000, 202' amels 2003 calypso, la ciotat, france, €40,000,000, 201' custom 1973 voyager, la seyne-sur-mer, 83, france, 200' custom 2025, 198' leapher 2025 horizon, tolkamer, netherlands, 197' amels 2022 come together, €59,950,000, 197' custom 2025 mimer, 197' feadship 1993 lady beatrice, €16,900,000, compare yachts.

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