You can look good lounging on your hotel terrace, but you can look fabulous arriving by yacht. The question is how to achieve this without a)blowing the bank, b)getting sea-sick, and c) falling off.

First, yachts don’t need to be expensive. Consider how much you’ll otherwise spend on a hotel. Look at the number of berths on a boat and make sure you fill them. Split down the costs and surprise yourself. The numbers in your party and the berths on the boat are the most important factor. On the whole you’ll find the bigger your party the better rate you can get. A recently booked skippered charter out of Athens for a group of 10 on a 65ft sailing yacht, including all the food and drink (maybe not all the drink), all taxes, fuel and annoying extras came in at 71EURO per head. Not bad.

What else? If you don’t have a yachtie member of your party who can drive the boat then you can easily hire a local skipper for around GBP100/day. If there’s 6 of you that’s about GBP17 per day – not too distressing for a professional tour guide every day and one who’ll take care of the yacht for you.

What about that sick feeling you get as soon as the wind picks up and you’re supposed to be having a ‘good sail’? Well, there are places where you can avoid this. For example the east coast of Greece is almost entirely protected by the Greek mainland mountains, which also create a reliable afternoon sea breeze to waft you gently into the next port. The breeze takes half the day to develop so you can get in some proper sun-bathing time in the morning or just visit the picturesque town you’ve berthed in, then you can go for a sail (little waves only) in the afternoon. And best of all, once the sun goes down, so does the wind. Just in time to enjoy a gin and tonic sundowner, not a hair out of place. Who’s the yachtie now?

If you holiday in the winter then top up on the tan in those long, wan winter months by visiting to the British Virgin islands. Protected waters, sunny, food and drink at every stop, blue waters and bath-temperature seas. Not to mention stunningly beautiful coral reefs. A trip to the BVIs in November or December followed by skiing in March (or the other way around) must be the ultimate ‘winter blues’ remedy.

Any other top tips? Well, for the Caribbean I can recommend a catamaran, not a monohull, charter. It’s cat country out there. Cat’s are faster, more stable, have more space and have a much more ‘normal’ layout if you’re not used to yachts. The Med is slightly different. There a catamaran can be more trouble than its worth when you arrive when trying to find a space in those tightly packed meditteranean town quays. Still, it is possible and if you’re keen for a cat and also hiring a skipper then you can let him worry about those kind of details. A good local skipper will find the space in every town quay however packed it may look.

So next time you come back from holiday, don’t say “i’m just back from holiday”, try “i’ve been holidaying on my yacht”. Well, it is yours for a week or two. Now how does that sound?

Greece gained its independent status from Turkey in the 19th century and Athens became the capital of the newborn country. This bought about a change of fortune for the city but the rest of the area remained depressed until with the recent development of tourism some prosperity is now enjoyed.

It is difficult to generalise about weather patterns within the area. In the summer months the north usually sees the Meltemi from the NNE – NE. But unlike the rest of the Aegean it is by no means guaranteed and if it does not blow winds are usually light and from the south. The prevailing wind in the south of the area is from the SE and it will blow from midday before calming in the evening. It usually does not exceed force 5. There are limited problems with gusts from high land. Astrous on the Peloponnisos is renowned for a katabatic wind at night. It gets up quickly from calm conditions and can blow a force 7 for up to 6 hours.

The Attic coast goes from the Corinthian canal in the west to Ak Sounian in the east. Over 50% of the countries industry is around the capital and inevitably much of this is on or near the coast. To be blunt much of this area is unattractive and polluted and unless you are intent on seeing the capital there is no reason to visit the area.

Zea Marina lies to the SE of the large commercial port of Piraeus. Care is needed with the sheer volume of shipping to be found in the area. Once inside the harbour you will be directed to a berth normally in the outer harbour. Shelter is better with the inner harbour but this is normally full. There is water and electric on all berths. All provisions can be obtained and there is a cosmopolitan choice of restaurants.

Mounikhias lies to the east of Zea. The Royal Hellenic Yacht Club runs it and foreign yachts are not always welcome. It is advisable to contact them before arrival to ensure a space is available.

Faliron lies further to the east. Yachts can go bow or stern to where directed in Flisvos Marina. Water and electricity is available on the pontoons and fuel can be delivered. There is good shopping and plenty of Tavernas in the town

Kalamaki lies just over 2 miles to the SE of Mounikhias. Yachts can use Alimos Marina where they go bow or stern to the western mole or wherever there is room. Shelter is excellent in any conditions. Water and electricity can be connected. Shopping for provisions is good and there are a few tavernas along the coast road.

Gilfadha has no less than four marinas. The first travelling east from Athens in number 4. Yachts go bow or stern to where directed. The moorings are laid and tailed to the quay. There is good all round shelter. There is water and electric on every berth and fuel can be delivered. The town of Gilfadha provides good shopping and there are many tavernas. This is one of the nicer marinas on the coast the drawback being that it lies below the flight path of Athens airport and in consequence it is noisy. The other 3 marinas are private although there may be some berths available in number 3. Once again all lie directly under the flight path to the airport and are very noisy.

Athens can be visited with ease from any of the marinas on this coast. The city is built around the famous Acropolis. There are several temples and a museum displays all the important finds that have been made around the Acropolis. The Odeon of Herodes Atticus theatre was built next to Acropolis for the playwrights such as Sophocles and Euripides to present their dramas or comedies. The theatre is still in use today and allows artists from all over the world to perform their crafts. Agora was the place where the Athenians gathered for voting, chatting and in general presenting their opinion about the public issues of the day. Orators and philosophers like Plato and Aristotelis spent a lot of their time here. The Temple of Poseidon, at the very end of Cape Sounio, was dedicated to the god of the Sea, Poseidon. A yachtsman can visit the temple by anchoring in the small sheltered bay next to the temple’s cliffs and then walk to the monument.

There is a marina at Vouliagmeni. Yachts can go bow or stern to with laid moorings tailed to the quay. Shelter is in general good but strong southerlies will produce some swell that makes the harbour uncomfortable. There is water and electric on all berths and fuel on the quay. There are tavernas and shops nearby and most provisions can be obtained. This was the first marina to be built in Greece and the setting is attractive. On the downside prices are on the high side.

The small harbour of Varkiza lies further to the south. Yachts can go bow or stern to on the inside of the outer mole or inside the basin if space is available. The bottom is a mix of sand, rock and weed and the holding is not good. The basin provides good shelter but the outer mole is exposed to the Meltemi. Water can be found on the quay and fuel can be delivered. There are shops and tavernas nearby.

There is an anchorage at Sounion just under the cape where yachts can get some shelter from the Meltemi. The bottom is sand and weed and is poor holding. And that completes the Attica coast.

Most people have heard of Carfax for uncovering a car’s history. Well, you can do the very same thing prior to purchasing a boat. If you have the hull identification number, you can go online and look up the history for free. It will tell you if the boat was damaged, in an accident, and much more.

Prior to obtaining boat insurance, you will need a surveyor to look the boat over. In some instances, it may not be necessary, if the boat is pretty new. If a survey was performed recently, that information may be available to you to review, to get an idea about the boat’s condition. Anything the surveyor finds should help you to negotiate the price and/or help you make the decision whether you want to spend the money necessary to make any repairs he recommends.

The boat’s value drops significantly within the first few years. A boat that has been equipped with many manufacturers’ options will maintain its value much longer. Limited-edition boats also retain their value for a much longer period of time. A well cared for boat will hold its value longer, as well.  You can save a bundle of money purchasing a boat that’s just a few years old and has been taken care of.

The costly replacements are the motor, engine, props shafts and runners. If the deck is delaminated, that’s a lot of work, too. If the boat’s electronic equipment is out-dated, you may want to stay away from it. Often times, the through holes won’t match the size of the replacement, necessitating major work to make them fit. You may end up buying a whole new panel to have everything match. On top of these issues, a sailboat could have very worn sails, which cost thousands to replace. The shrouds and stays are also expensive.

If the boat’s electronics have been updated, they increase the value of the boat. Other updates that add great value are the knot meter, depth finder, rudder indicator, auto-pilot, GPS, chart plotter, radar, fish finder or wind indicator.

In the navigation station, it’s a big plus to have repeaters and a sit down area. One of the latest, and most luxurious updates, is the bow thruster, an open tube that shoots water from one side to the other to assist in docking. Stern thrusters, in the back of the boat, serve the same purpose.

The hi-tech bonuses are great to have and are quite valuable. If there’s closed circuit tv for watching over different areas in the boat, it lets the captain know what’s going on at all times.

Salon and stateroom stereo systems and a flat screen television are great options to have.

The lower the engine hours, the better off you are. The more engine hours on a boat, the closer you are to replacing the engine. When the boat is equipped with a properly functioning generator, air conditioning, and refrigeration, you’re in good shape. If in bad shape, they can decrease the boat’s value quite a bit.

If you enjoy doing renovations, there are plenty of great deals to be made.

Two of our Club class yachts, Stan (a Prima 38) and Agi (a Hanse 400e), are sailing together up to southern Spain.   The first leg leaves Tenerife on Friday 26th June for Madeira.  After a short sail to get your sea legs, we will make the 300+ mile passage in one go–aiming to arrive in Madeira on the Wednesday.

Madeira is a located in the mid Atlantic ocean.  It is one of the remote islands of Portugal with maderia island and Poto Santo Island being the only inhabited islands. 

We will have a day to explore other harbours and anchorages on Madeira, before you leave us on the Friday (why not stay the weekend?) or take your berth for the next leg.

The second leg from Madeira to Huelva is planned to leave on Friday 3rd July and cover the 500+ miles to Huelva in about 5-6 days

Huelva is a maritime town between the rivers Anas and Baetis, it was seated on the estuary of the river Luxia, and on the road from the mouth of the Anas to Augusta Emerita.

Christopher Columbus started his voyages to the new world from Huelva – and we will be racing in late August here to La Gomera, in the Canary Islands, in celebration of these voyages.

Our final destination will be a marina adjacent to the Doñana National Park located in the Spanish province of Andalusia, in the provinces of Huelva and Seville, and covers 543 km^2, of which 135 km^2 are a protected area. The park is an area of marsh, shallow streams, and sand dunes and a river delta flowing into the Atlantic ocean. The original area was established in 1963 by the World Wildlife Fund  and the Spanish government.

With a day to explore the area by sea we will ask you to  be ready to leave the yacht on Saturday 11th July.

Both legs include breakfast, lunch and dinner on board the yacht and cost C800 per week.  If you book both legs the cost is C1400.

Contact us at info@clubsail.com for more details

The International Recreational Crew Certificate is divided into 6 modules, module 2 gets us under way and you will be learn about safety on board a boat and the use of the life raft and first aid kit, fire extinguishers, flares, life jackets and safety harnesses. What clothing and footwear is suitable for the varying conditions met while sailing. Seasickness and it’s symptoms, cause and prevention. How various equipment works including: battery selector switch, bilge pumps, cabin lights, cooker & butane/propane gas, heads and water pumps together with general housekeeping rules. You will learn a very basic theory of how a diesel engine works and maintenance procedures such as checking the level of the oil, changing the oil, changing filters, ensuring the flow of cooling water to the engine and how to change impellors. You will be taught how to keep a good and effective lookout, which should be maintained at all times, while under way. You will take a look at basic navigation, course plotting, nautical charts, safe passage conditions, tides and currents and weather forecasts.

On the practical side, module 3, you will learn how to coil a line and secure it to a cleat, tie a number of knots and use the winches. You will learn how to secure the boat for sea and then how to leave a berth, once under way you will undertake the duties of a lookout, learn how to hoist and set the sails and while helming the boat go through tack and gybe routines. You will anchor the boat and go through man overboard recovery drill.

Module 4 is theoretical and you will look at the International Regulations for Collision Avoidance or the “rules of the road”. Specifically looking at lights, shapes, and sound signals. You will look at some more sail handling techniques, there is more work with charts and compass and to conclude you will take a look at marine customs, etiquette and manners.

The next practical module includes safety checks and look at the through hull fittings, engine warning lights and alarms and the emergency fuel cut off. You will learn deck seamanship with more docking and mooring routines. More sail work, bending on, hoisting, lowering, reefing mainsails, handling sheets, lines, halyards, outhauls and sail trim. You will learn more skills at the helm, tacking, gybing, sailing a triangular course, sailing a compass course and heaving to.

Module 6 looks at both theory and practise of Dinghy/Tender handling. You will learn the different types of tenders, engines, spares and maintenance and safety equipment. On the practical side you will learn to row, how to move under power, launch and recover and transfer to and from the dinghy to the boat or dock.

This section concludes with an assessment of theoretical knowledge and practical skills gained. At the of this course you will be a useful crew member on any small yacht.

The Radio Operator/Communications Certificate is a stand alone module. You will learn how to operate a radio including emergency calls, calling ship to ship, ship to shore, the types of marine radios available and the regulations governing it’s use. An examination concludes the course.

The next 5 modules are the International Watchkeeper/Flotilla Skipper Certificate

Number 8 is theoretical and looks at the responsibilities of a watchkeeper, charts and chartwork, the compass, magnetism and concludes with a look at buoys and marks.

The next practical module concentrates on safety including a briefing that should be given to crew members when they join the vessel and looks at the galley area which if not used correctly can be a danger to all those on board. The rest of the section is devoted to boat handling and develops on the skills learnt in the International Recreational Crew Certificate course.

Back to theory in the next module with a look at basic first aid. More work is done with the International Regulations for Collision Avoidance. Finally you will take a further look at marine customs, manners and today’s ever increasing legal requirements.

In module 11, the next practical stage you will prepare a passage plan, and while undertaking a short passage work still further on boat handling skills.

This section concludes with an assessment of theoretical knowledge and practical skills gained.

You have now reached a level that entitles you to the International Certificate of Competence or ICC. It is suggested that the skippers of vessels are required to hold this by some European countries. I have never been asked for mine by the authorities and I know of no one who has. It is also suggested that some companies require it prior to allowing charter of a boat. Again I have not come across this in practise.

The next three modules make up the International Bareboat Skipper Certificate and the first looks at taking over a vessel and the necessary checks on hull and rig, machinery and systems, instruments, safety equipment, spares, tools, fuel, water and provisions. It looks at tides and currents and what causes them. You will learn how to use tide tables and gain an understanding primary and secondary ports. There is some more chartwork that includes position fixing and plotting a course to steer to counteract a current. The section concludes with a look at the responsibilities of the Skipper, their communication with and delegation to the crew.

On the practical side you will develop sailing skills with more general deck work, ropes, knots, splices, the care and use of lines. There is more vessel handling work including anchoring, berthing, mooring, handling in confined areas and handling with currents.

This section concludes with module 16 and includes a look at the weather and sources of weather information, personal observations, weather patterns, land and sea breezes, the different cloud formations, rain and fog. You will learn pilotage. There is an in depth look at passage planning including pilot books, almanacs, considerations for passage planning, coastal passages, passage strategy, port regulations, pilotage plans. Finally you will take a further look at the International Regulations for Collision Avoidance.

This section concludes with an assessment of theoretical knowledge and practical skills gained

White Sail Level I – Section 1 covers safety with a look at lifejackets, actions to be followed immediately after a capsize and how to right a capsized boat. And the required items for a sailboat less than 5.5 meters long as outlined in the current Boating Safety Guide. Section 2 is Seamanship, Candidates must be able to tie 4 knots within a certain time and describe their uses. And describe four ways to identify from what direction the wind is blowing. Section three deals with preparation to sail including coiling a line correctly, making a line fast to a cleat and getting in and out of a boat safely at a dock or mooring. Section 4 looks at rigging, attaching sails, rigging sheets and halyards, fitting sail battens and the rudder and tiller, adjusting the centerboard and hoisting sails. Section 5 covers boat handling, firstly identifying the direction of the wind then while underway to keeping the sail just on the point of luffing while on a reach, keeping a boat going in a straight line on a reach for at least two minutes and righting a capsized boat and clearing it of water. The final section deals with securing and derigging, securing by the bow only, by the bow and stern and at a single mooring, in each case using the appropriate size line and knot, and leaving an appropriate length of line. Derigging the boat by lowering and removing the sails, removing and stowing the rudder and tiller, and properly securing the boom and centerboard. Folding and bagging a loose sail. And finally securing all gear in the boat upon completion of sailing. On the completion of White Sail I, the sailor will be able to perform the afore mentioned tasks in wind speeds of 4-9 knots where applicable.

White Sail Level II – Commences with a section on terminology, identifying the various parts of a sailboat pointing out and describing the functions various items in a sailboat, defining certain terms and describe the different points of sail. The second section covers seamanship, candidates must me able to tie a rolling hitch and sheetbend each within 10 seconds and describe two uses of each of these knots. And describe the wave conditions resulting from various speeds of wind. The next section is boat handling, candidates will act as both helmsman and crew while getting underway from, and returning to, a dock, mooring or beach. Act as helmsman and crew, using the proper commands and responses, while beating, reaching, running, tacking, gybing, bearing away and heading up. As a helmsman, stop a boat at a predetermined point by luffing up and as both skipper and crew, right a capsized boat. On the completion of White Sail II, the sailor will be able to perform the aforementioned mentioned tasks in wind speeds of 4-9 knots.

White Sail Level III – A section on safety launches this section with a look at hypothermia and it’s causes, three ways to minimize the dangers and rules on how to treat a mild case of hypothermia after the victim is out of the water. Identification and the meaning of the colours and shapes in the lateral buoyage system. Listing local geographic and navigational hazards and describe the actions required to minimize their effects. Listing three sources of local weather information together with localized weather hazards, how they can be identified, the normal warning signs and the actions to be taken to reduce their effects. Section 2 covers further terminology, various items in a sailboat, the different parts of a sail and the distinguishing features different types of sailboats. Seamanship is section 3 with a look at how to sail away from and back to a beach with an on-shore wind, a dock for various wind directions and a mooring. Section 4 is on the rules of the road for prevention of collision at sea and considers the case of stand on and give way vessels in different situations and looks at some common sense actions you should take when sailing in the vicinity of commercial shipping. There is a look at racing with the sound signals and flags used to start a race and the rules in use while the race is underway. Section 5 is boat handling, students will act as both skipper and crew while sailing a boat away from and back to a dock for various wind directions, away from and back to a mooring and on a windward/leeward course. They will demonstrate how different body crew positions affect the trim and performance of a sailboat and indicate the best positions for three given points of sail. They will get a boat out of irons by backing the jib and main using proper rudder adjustments. Paddle a sailboat a distance of 30 meters (100 feet) without the use of a rudder in a reasonably straight line. They will demonstrate the following towing procedures, proper means to receive, secure and cast off a towline, the correct towing points on a sailboat, the proper securing inboard of a towline to a boat astern and the correct boat trim, steering procedures and crew alertness while on and releasing from the tow. They will demonstrate the actions to be taken if a person falls overboard, with the boat under sail form the time the person falls overboard without warning until the person is rescued. They will helm the boat by the lee for 90 meters without gybing and finally right a capsized boat. On completion of White Sail Level III the beginner will be able to sail confidently and competently in wind speeds of 4-9 knots and perform the aforementioned skills proficiently.

Bronze Sail Level IV – The first section deals with safety and the factors in your local area such as currents, tides and weather which should be considered before going sailing. The three types of flotation commonly found in dinghies and the factors which affect the self-rescuing capabilities of a dinghy And finally a look at chart of unfamiliar waters and identification of hazards and means of recognizing them. Seamanship is the next section and students will demonstrate their ability to whip the end of a line with a plain whipping of appropriate length, make a back splice and an eye splice and heave a 10 metre line to land across a 1 metre diameter target at least 7 metres away, in three tries out of four. The next section is further nautical terminology. Following that is some sailing theory including leeway and its importance on different points of sail. The centre of lateral resistance (CLR) and centre of effort (CE) affect lee and weather helm in theory and practice, weight distribution and centreboard adjustments affect on the CLR, the boat’s underwater shape affects its helm, sail trim, mast rake and position affect the CE and helm, draft (fullness in a sail) is and how it affects the power and the pointing ability of a sail, the use and position of telltales on shrouds and ticklers on a sail. The next section considers sail shape and how the main sail is affected by halyard tension, mainsheet tension, cunningham tension, traveller position, outhaul tension, mast bend, boom vang tension and mast rake. And how the shape of the jib sails affected by halyard tension, sheet tension and fairlead position. The use of outhaul, cunningham, mainsheet, and traveller, while sailing on a beat, a reach, and a run under the following conditions. On the water students will be asked to skipper and crew the boat on various points of sail and tacking and gybing. Carry out a self-rescue after capsizing in a dinghy and carry on sailing with a minimum time delay. Carry out the following tasks without a rudder, sail a course upwind toward a predetermined destination, make at least one controlled tack and settle down to a course to the predetermined destination, bear away or tack and return to the starting position. With sails backed, sail the boat astern to a predetermined destination 90 metres downwind. On completion of this level IV the candidate will be able to understand and apply the basic principles of sail trim and boat tuning for optimal performance in wind speeds of 9-14 knots.

Silver Sail VI is an introduction to racing. Commencing with some sailing theory it looks at how the slot effects the drive of the mainsail under different points of sail, and how the size of the slot should be varied with the wind strength to give maximum drive, how to identify backwinding, and how to adjust the sails to remove or minimize its effect, how the driving forces acting on the sail can be divided into side and forward components, and how these vary for beating, reaching and running and how the resisting forces acting on a boat’s daggerboard/centreboard and rudder act in relation to the sail forces when beating, reaching and running. The apparent wind changes when gusts hit the sails and when waves slow or accelerate a boat and how to steer and trim sails to react to changes in apparent wind and how to correct the effects of the forces which cause a boat to heel. Section 2 looks at the rules of racing as laid down by the CYA and ISAF. Section 3 considers racing signals and courses including the purpose of the Race Committee, the Notice of Race, the Sailing Instructions and the Protest Committee. Section 4 looks at tactics. On the water students will demonstrate as both skipper and crew while beating, reaching, running, roll tacking, roll gybing, bearing away and heading up. Identify signals displayed and sounded by the race committee boat. Demonstrate the ability to be within one boat length or 5 seconds of a starting line at the starting signal in a race situation. Restart, after having been recalled for premature starting, as quickly as possible. Defend a position from another boat while on a beat – by luffing and backwinding a boat attempting to pass until the mast abeam position has been attained and on a reach or run – by avoiding blanketing, by luffing or by assuming starboard tack. Demonstrate how to blanket and backwind a competitor to your advantage while on the same tack on the windward leg of a race course. And finally compile a racing record and log in a dinghy class showing you have completed a minimum of 15 scheduled races, 10 as a skipper in a class consisting of a minimum of five sailboats. On completion of this section the candidate will be able to compete in a race with a sound understanding of the racing rules and perform the afore mentioned tasks in wind strengths of up to 18 knots.

Gold Sail Level VII completes the learn to sail programme and starts with boat tuning for speed and the adjustments that can be made to the mast, sails and rigging. How to control the spinnaker and pole in all wind conditions, on a reach and run. Boat trim and helming techniques which promote maximum efficiency of the rudder and centreboard in singlehanded or doublehanded dinghies. Section 2 covers the rules and candidates will have a thorough knowledge of the racing rules as a competitor, race committee member or protest committee member, The candidate must take charge of a race committee boat and run a club regatta or series of races using all necessary rules and race procedures. Section 3 looks at the preparation for a regatta. Candidates will ensure a wood or fibreglass dinghy is safe, leak proof and strong by testing for and repairing leaks, examining and replacing fittings and rigging, properly covering and storing boat during summer and winter, properly securing boat and equipment for trailer and/or car top transportation. They will ensure the dinghy hull and centreboard rudder are smooth, fair and light by using, fibreglass, epoxy, gelcoat, and other fairing materials, wet sanding or dry sanding and cleaning solvents. The students will maintain a written season plan that includes, a personal racing logbook, performance objectives, regatta schedule and goals, a physical training program, an on-water training program, sport nutrition and mental training, transportation and program administration They will be able to describe the influence on racing strategy of the fleet size, the starting procedures and timing, the course length and location, the finish line placement and time limits, the compass bearing to the windward mark and current/tide. Section 4 covers an assessment of the race course and includes registration and check in procedures, special protest requirements and starting procedures, current, tide and the weather. The next sections considers tactics that apply to starting, mark rounding, upwind, reaching, running and finishing. On the water candidates will demonstrate as skipper a roll tack and gybe, while helming take advantage of appropriate techniques in flat or choppy water, use body weight to maintain proper boat trim and assist steering and adjust equipment and sails. As crew, assist skipper with above tasks and supply compass readings to determine wind shifts and locate marks together with information for tactical decisions. As skipper and crew, prepare and fly spinnaker on a close, beam, broad reach, a run and by-the-lee, apply appropriate tactics on the water in large fleet or small fleet with strong current or tide either with or against the wind, in shifty oscillating winds, persistent shifts, increasing or decreasing winds, either leading or trailing in a race. Candidates must prepare a seasonal plan for competition indicating personal performance objectives, regatta schedule, physical training, on the water training, transportation and administration, nutrition, and mental training. They must have a race record which includes 5 regattas with 2 being outside their local area. On completion of this course a candidate will be able to race a dinghy with moderately good boat speed and control. The candidate will have a well-rounded knowledge of sail theory, racing rules and tactics.

Bangkok’s nearest yacht sailing base is Ocean Marina Yacht Club, located some 15km down Sukhumvit Road from Pattaya, towards Sattahip. At Ocean Marina you’ll find a number of companies that offer an exhilarating and fun day out visiting the beautiful and untouched islands off the coast of Pattaya.

But if you’re the kind of person who longs to be a participant instead of a spectator, why not actually learn what it takes to move and drive a boat?

A word of warning: once you undertake the challenge of learning to sail, it may very well become an all-consuming passion that takes over your life.

So, where does one start? Usually there are two options:

1.You can learn to sail experimentally by simply going out to crew with the racing teams at the monthly racing events held at Ocean Marina.

2.You can enroll for a course or courses at a sailing school.

The sailing school option is the most popular, so let’s focus on this approach. It raises a number of questions and hopefully we’ll be able to answer a few of them.

How Do You Choose a Sailing School?

Whether you are starting from scratch or continuing your sail training, it is very important that you choose a school that meets your requirements. This choice is difficult for the new sailor as you will have little or no direct experience to base your decision on. Therefore, you should evaluate all of your options and ask questions of the schools you contact to ensure they can meet your needs.

Your prospective schools should be accredited by the International Sailing Federation, which has guidelines on setting up schools and the facilities they should have.

The Basics

Yachts – You should make sure that the yachts the school uses are appropriate and in good condition. Ensure that there are not too many people in the class, so that you will always have things to do rather than watching and waiting for your turn.

Instructors – You need to be sure that the instructors are qualified, having completed approved international training programs.

Courses – You must ensure that the courses are appropriate to your level and to the sailing level you wish to attain.

Certification – The certifications issued must be recognized in the geographical areas where you intend to use them. Ask about international accreditation – once you’ve passed will your certificates be accepted internationally?

Code of Ethics – Does the school have an ethical approach that will deal with you as an individual and help you attain your goals?

As far as training schemes go, there are two basic types of syllabuses used internationally now.

The first starts your teaching to sail on live-aboard type boats progressing from crewing to acquiring skipper skills.

The second, which I favor, teaches you how to sail on smaller yachts and covers all the basic elements of sailing including decision making. As your certification levels increase, so do the size of the yachts and the distances sailed.

This scheme was initiated in the USA & UK and is replacing the former in a number of areas.

The student-to-instructor ratio has of been concern to many of the sailing authorities, due to the rapid growth of commercial sail training. Obviously a yacht carrying six students makes more money than a yacht carrying three at the same or similar price.

Unfortunately, however, the students on the crowded yacht get only half as much instructor time as the others. In these days of furling headsails and other labor-saving devices, there is an optimum student capacity; exceeding this is not in the student’s interest.

Another concern of the sailing authorities is the very question of what certification actually achieves. Simply handing out certificates that denote course completion is in no one’s interest. Every student should NOT automatically be entitled to a certificate.

Only students who satisfy the examination components and are in the opinion of their instructor, competent and confident at their certified level, should be certified.

Sailing takes practice. For the training benefits to be maximized, all the skills you learn should be practiced over and over again. At all advanced levels of qualification, time with hands-on experience is required.

Sailing for sport goes back to 17th century Holland. The New York Yacht Club was founded in 1844 and remains the oldest sport sailing organization in the United States.

The idea of sailing is exciting and romantic. The new popularity of pirate films demonstrates our continued love affair with the idea of sailing and boating on the open water for fun and reward. No other type of classic boat conjures the same mental images as the traditional sailboat.

Is sailing right for you? Are you ready to take off on an boating adventure through the use of wind power? Should you join the ranks of famous adventurers and humble travelers who rose to meet the challenges that sailing presents?

The answers to these questions depend on a variety of factors. First, make sure that your goals are realistic. Sailing, as with many other hobbies, takes a long time to master. You can learn the basics in just a few days, but you should not plan to sail around the world at the end of a weekend’s practice.

Hard work, patience and dedication are required. You must be willing to invest both the time and money into the hobby. You must be completely comfortable with the water and with the natural elements, as you will find yourself stuck in rainstorms and other disagreeable weather conditions.

You should also be able to take direction and follow it without question. At times, your sailing instructor may need to issue an order and have it followed immediately. These situations generally involve safety concerns and time may be of the essence, so be prepared to act first and ask questions later.

If you feel that sailing is something you want to try then your next step is finding an instructor. Sailing lessons are readily available in locations with sailing communities. You may even have a friend or family member who is willing to teach you for free.

Regardless of which type of boat you are on, you need to always focus on safety. It becomes even more of an issue on sailing boating. Before you think about getting on a sailboat, look over the following tips.

Make sure that you are a strong swimmer. Many beginning sailors discount how likely they are to capsize and neglect this basic tip.

Keep yourself comfortable. Wear layers that you can easily add or remove to be ready for changing weather conditions. Tie your hair back and clip your fingernails. Wear sunblock and carry plenty of drinking water.

Practice in low winds and relatively shallow water. Learning to sail is difficult enough, so boating in ideal conditions will increase your chances of success.

Practice capsizing. It will happen sooner or later, so be prepared by learning to do so safely.

Wear a life jacket. Life jackets are a good idea any time you are on the water, but they are essential when you are in a situation in which you can expect to have trouble.

There are many dating tips available, as you may have noticed in print, on television, through the radio, and the most frequent source: your own friends! However, with all the tips you’ve been given, you can never be too sure which ones are the best and most trustworthy, which is why the following tips listed are the top five most common and reliable tips you will ever read, being the most important dating advice you’ll need as well. Regardless of gender, all of the dating tips mentioned here apply to any situation and any sort of date you will be doing.

The first tip is to always be prepared for your date. It is good to know where you are going and what you will be doing with your partner. Do not forget any essentials, such as your wallet, and be knowledgeable about your partner’s interests.

The second tip is to not expect too much out of someone, and not to expect too little. Do not limit yourself to only very good-looking people, and do not settle for people you think are ‘easy’. If it does not work out, do not feel depressed; simply move on.

The third piece of dating advice is to always be you. It is okay to look more presentable than normal in order to impress your date, but changing your personality completely would be being dishonest. The point of a date is to build trust.

The fourth tip is related to the first: be well mannered in front of your date, and be considerate towards their feelings at all times. Do not bring up topics that could be seen as insensitive, and do your best to give them a great time.

The final piece of dating advice is to be confident. Having a low self-esteem is not particularly attractive to a person, so before dating, you must be secure in your looks and personality. Confidence is the key to being able to impress your date without inhibition.

And there you have it – the dating advice you’ve needed for a long time. The tips may sound simple, but in actuality, many people do not follow them, making common errors. Now that you have been enlightened, you may now go out and apply what you’ve learned. By keeping the tips in mind before, and during your date with anyone, you can be assured that your date will turn out fine, thanks to the new tools you have learned to wield.