yachtmaster offshore book

Yachting Monthly

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How to pass your Yachtmaster Practical Exam

• Theo Stocker
• August 22, 2024

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

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

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

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

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

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

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

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

Skippering the boat

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

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

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

Article continues below…

How to prepare for your Yachtmaster Offshore exam

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

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

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

Soft skills

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

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

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

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

Command and safety

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

Boat husbandry and housekeeping

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

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

Man overboard

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

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

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

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

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

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

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

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

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

Practise alongside

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

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

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

Manoeuvres under sail – picking up a fender

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

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

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

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

Mooring under sail

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

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

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

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

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

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

Sailing onto a pontoon

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

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

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

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

Sailing downwind

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

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

Rigging a preventer

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

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

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

Coming up with a solution

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

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

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

With examiner Andy Wright aboard, the exam was finally underway

The day of the exam

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

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

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

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

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

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

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

Andrew talks examiner Andy through his pre-prepared passage plan

The safety briefings

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

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

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

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

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

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

Being tested underway

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

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

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

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

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

Emergency on passage

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

We needed to devise a rock-solid passage plan

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

A sense of relief

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

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

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

Night navigation

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

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

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

Andrew plots a visual fix as the sun starts to set

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

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

Back at Calshot darkness falls ahead of the night navigation exercises

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

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

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

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

You are capable of coastal passages

You are competent to undertake passages up to 150 miles offshore

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National Yachting School  » RYA Sail Crusing Courses  » RYA/MCA Yachtmaster Offshore Preparation & Exam

Yachtmaster Offshore is competent to skipper a cruising yacht on any passage during where astronavigation is not necessary.

An RYA/MCA Yachtmaster Offshore Certificate of Competence is often the ultimate aim of aspiring skippers. It is a well known, highly respected qualification worldwide, proving your experience and competence as a skipper.

To attain the RYA/MCA Yachtmaster Offshore candidates must pass a practical examination of their skippering ability. A Yachtmaster Offshore is capable of skippering the yacht on extended offshore passages by day or night. He or she will essentially be a much more experienced Yachtmaster Coastal and can do the same things more smoothly, for longer periods and in more arduous conditions. The theory knowledge required for the RYA/MCA Yachtmaster Offshore Certificate of Competence is the same as that for Yachtmaster Coastal, but considerably more practical experience and skill is required.

The 4 days prior to the exam is run along the same lines as the Yachtmaster Coastal preparation. Your instructor will asses your skills and address any areas over weakness. A high level of boat handling under various conditions of wind and tide is required. Navigation skills should be at the level of Yachtmaster/Coastal Skipper theory and a thorough knowledge of collision regulations is expected. Your instructor will tailor the course to suit your individual needs in order to prepare you for when the examiner steps on board.

After 4 days your instructor will give you a thorough debrief and you should feel confident in your ability to take the exam should you feel ready to do so.

During the exam, your RYA examiner will meet you onboard and talk you through the plan for the day. They understand that you could be nervous and will do their best to allay your fears and make sure you are clear about what they want you to do. They are there to find out what you can do, rather than pick holes. You will be asked to undertake a short passage, but you may have to plan a longer one. In general, you should skipper the yacht in your normal style. If this means putting the kettle on every half hour, then do it!

Your examiner isn’t looking for first-time-every-time success, but you will need to demonstrate competence and a good understanding of how the boat reacts at various situations. Don’t hesitate to change sails or reef, if you think it is necessary for the task.

Whether you are fully in command of the yacht is the most important assessment that your examiner will make. Especially with Yachtmaster Offshore the examiner will be looking for high level of proficiency based on broad experience.

Course Duration: 4 days for the course and 2 days for the exam. Most courses start on Saturday evening and finish on Wednesday afternoon, the exam starts the same evening or the next morning after the end of the course.

Previous Experience Required: 50 days aboard, 5 days as skipper, 2500 miles logged (min. half of it MUST be in tidal waters!), 5 passages of over 60 miles including 2 overnight and 2 as skipper. VHF radio operators certificate (SRC or higher) and a valid First Aid Certificate recognised by the RYA. click here for the list of acceptable first aid certificates

Course Overview: Preparation and brush up for the RYA/MCA Yachtmaster Offshore Certificate of Competence. Revision of advanced skippering techniques, close quarters handling under power and sail, navigation and pilotage by day and night, man overboard recovery and overall yacht management skills.

Minimum age: 18

Course price DOES NOT INCLUDE:

• exam fee paid directly to the RYA (205 GBP for YM Offshore, 177 GBP for YM Coastal)
• examiner's travel expenses from/to th UK (estimated approx. 300 Euro, shared between exam participants)
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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

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Requirements for the Yachtmaster Offshore Exam

To sit the RYA Yachtmaster offshore exam, you are required to have the following miles and experience. All completed within the last ten years:

• A minimum of 2,500 miles are logged before you sit the exam. At least half the miles must be in tidal waters.
• Five passages over 60 miles long** . Two of these passages must have been at night, and two acting as skipper. 
• 50 days at sea on yachts up to 500gt.
• At least five days experience as a skipper.
• A valid First Aid Certificate (If STCW, completed within the last 5 years)
• A GMDSS short-range VHF radio certificate.

** Note: All five passages must have been on a vessel between 7m and 24m in length.

Requirements for the RYA Yachtmaster Coastal exam

• 30 days at sea on a vessel less than 24m in length, and a minimum of 800 miles logged before you sit the exam. At least half the sea time must be in tidal waters.
• Two days as skipper, on a vessel less than 24m in length.
• 12 night hours.
• A valid First Aid certificate.
• You must be 17 years old at the time of the exam.

If you hold the RYA Coastal Skipper course completion certificate, then the miles required for Yachtmaster Coastal are reduced to 400.

What is considered tidal waters?

An area is deemed tidal if published stream, current or tidal range data is available, the influence of which is significant enough to require the effects to be taken into account to plan and execute a safe and efficient passage.

But, all my sea miles has been on a vessel OVER 24m….

Good news! The RYA accepts 50% (1,250) of your qualifying sea miles gained on a vessel over 24m. 

It’s crucial to provide a Testimonial or Discharge book as proof of your 1,250 sea miles.

The other 50% (1,250 miles) must be from vessels between 7m and 24m in length.

Some Superyachts have large tenders and chase boats. In this case, any miles and qualifying passages gained at the helm go some way to 1,250 sea miles.

Do I need RYA Yachtmaster Theory?

Depends on your goal.

Technically, you don’t need it to sit your Yachtmaster Coastal or Offshore exam, however:

To become an RYA Yachtmaster, you need to be able to navigate using traditional and electronic navigation techniques. The RYA Yachtmaster Theory Course teaches you everything you need to know to navigate a yacht offshore and we recommend it to everybody thinking of sitting the RYA Yachtmaster practical exam.

RYA Yachtmaster Theory is a requirement for Officer of the Watch 3000GT.

At Flying Fish we combine both Yachtmaster Theory and a practical prep week into one course.

How do I convert from sail to power?

To convert from Yachtmaster offshore sail to power you must have completed, in the last 10 years:

• Minimum of 1,250 miles on a vessel between 7m and 24m in length.
• 25 days living onboard.
• 3 days as skipper.
• Three passages of over 60 miles, including one overnight and one as skipper.

How to record your miles.

Your experience would have been built up over some time on various types of yachts. The miles that you have gained on vessels between 7 and 24 meters in length in the  past ten years  can be recorded in either:

• RYA’s G158 logbook
• A CV detailing the information below
• An Excel spreadsheet

Please note, when recording your miles and experience, make sure you detail the following:

• Dates the passage/trip took place.
• Name and type of vessel
• Details of the passages
• Miles sailed on each passage
• Night hours

Flying Fish has created a personal log that you can use to record your sea miles.

What First Aid qualification do I need?

You must have a valid, in-date First Aid qualification to sit the RYA Yachtmaster Coastal or Offshore exam. 

The RYA, STCW, and Seafish First Aid certificates are all accepted by the RYA.

How long are certificates valid?

The RYA First Aid certificate is valid for 3-years.

STCW First Aid certificates do not have an expiry date. However, It is accepted that after 5 years, our knowledge of CPR and other life-saving techniques tends to fade.

Therefore, the RYA requires holders of STCW First Aid to refresh every 5-years from the date of issue.

At flying Fish, we offer STCW Elementary First Aid courses that coincide with our Yachtmaster Power Theory and practical courses. If you need to update your STCW Elementary First Aid qualification, we invite you to click on the link below to book an update.

Commercial Endorsement

By commercially endorsing your Yachtmaster qualification, you not only meet the necessary requirements for taking paying passengers on a commercial vessel but also equip yourself with the confidence and readiness for professional opportunities.

Superyacht tenders are usually registered as a “tender too” the larger yacht, and in most cases, Commercial Endorsement is not required.

Many individuals choose to endorse their RYA Yachtmaster for commercial use. This endorsement prepares you for potential opportunities, such as working as a professional skipper. If this is your goal, in addition to First Aid and VHF, you will need the following:

• Either an  ENG1 or ML5 medical
• STCW or RYA Sea survival certificate
• Complete the RYA’s online  PPR course

Once you have completed these three steps, you can apply for commercial endorsement through the RYA.

Upgrade to RYA Master 200 GT

Complete  STCW Basic Safety Training , then the RYA/MCA Yachtmaster Offshore certificate will be endorsed to allow the holder to skipper a commercial or privately owned vessel up to 200 gross tonnes, which may be greater than 24m in length.

What other skills do I need before I join a prep course?

If you are considering a  Yachtmaster Prep course  then Flying Fish will provide some pre-course reading. If you did some background reading before your prep course, it would help if you had a good knowledge of the following:

• I.R.P.C.S (rules of the road) and distress signals.
• Weather. The passage of frontal depression, sea breeze, fog, effects of wind and tide, and terminology used in a weather forecast.
• Navigation. Understand how to calculate tidal heights, course to steer, and estimated position.
• Ability to tie the basic knots.
• Have knowledge of Radar, rule 19, and how to use it for collision avoidance.
• The  G158 logbook  provides all sea time requirements and a section where you can record all your sea time.

RYA Yachtmaster Offshore

Find out About the Yachtmaster Offshore Theory & Practical Training, (both Online & Shorebased)

Use the global Yachtmaster Offshore Directory to Find a Course Near me (Select any Location)

Page Navigation

• RYA Yachtmaster Offshore 200GT
• RYA Yachtmaster Offshore Requirements
• Course Breakdown
• RYA Yachtmaster Offshore Limited Theory
• RYA Yachtmaster of Yachts Practical Course
• RYA Yachtmaster Offshore Practical Examination
•  RYA Yachmaster Offshore Certificate
• RYA Yachtmaster Offshore Commercial Endorsement

RYA Yachtmaster Offshore (Yachtmaster 200GT & 150NM Limited)

An RYA Offshore certifies an individual as competent to captain a vessel up to 24m in length and no more than 200 Gross Tonnes. The offshore certification is applicable passages during which the yacht is no more than 150 miles from harbour.

The Yacht master offshore consists of two components:

• Yachtmaster Offshore Theory 
• Yachtmaster Offshore Practical 

Both components can be done on an individual basis but in order to achieve a commercial endorsement for the yachtmaster offshore certificate of competency, both the theory and practical examinations must be passed.

Yachtmaster Offshore Requirements:

In order to be eligible to take the Yachtmaster Offshore practical exam, candidates must meet the minimum sea time requirements.

The RYA Yachtmaster Offshore minimum sea time prerequisites are as follows:

• 50 days at sea on yachts up to 500GT
• 5 days as skipper on vessels less than 24m LOA
• 2500 miles on yachts up to 500GT
• 5 passages over 60 miles long, which must include 2 overnight passages and 2 as skipper

If a candidate already holds an RYA Yachtmaster Offshore Certificate of Competence for a different vessel type (Ie. power or sail) then the above prerequisites are adjusted as indicated on the RYA's Yacht Master Offshore Exam page.

Yachtmaster Offshore Course Breakdown

The Yachtmaster Offshore course consists of a 40-hour (minimum) theory course (excluding exam time), 5 days of practical training and preparation followed by a 2-day practical examination.

Yachtmaster Offshore Theory:

The following topics are covered during the Yachtmaster Offshore theory course:

• Position fixing,
• Course shaping and plotting,
• Tidal knowledge,
• Use of almanacs and admiralty publications,
• Electronic position finding equipment,
• Taking and interpreting forecasts,
• Plotting weather systems,
• Weather predictions using a barometer.
• Certificate issuing criteria

Yachtmaster Offshore Theory Online

The RYA Yachtmaster Offshore Theory can be studied in an online or virtual distance learning format. The online version of the course allows students to work through the training content at their own pace, which may benefit those who are working with little time off.

Yachtmaster Offshore Practical

Although there is no formal training course leading up to the RYA Yachtmaster Offshore Practical exam, it is common for yacht crew to complete a practical training course, leading up to the exam. This may vary slightly between schools but should be done at an RYA accredited center.

The exam will include an assessment of your skippering skills, boat handling, general seamanship, navigation, safety awareness and knowledge of the IRPCS, meteorology and signals.

RYA Yachtmaster Offshore Practical Exam:

A valid GMDSS-approved SRC Radio Operators Certificate and a First Aid Certificate are requirements for the RYA Yachtmaster Practical examination. The Elementary First Aid Certificate as acquired during STCW Basic Training is an accepted version. For recreational sailors, an RYA First Aid certificate is sufficient.

In addition to this, candidates need to ensure that they have met the minimum sea time prerequisites as highlighted above.

Practical Exam Assessment:

The exam will include an assessment of:

• The candidate's skills as a captain,
• Boat handling ability
• General seamanship,
• Navigation planning and execution
• Safety awareness and procedures
• Knowledge of the IRPCS,
• Meteorology,
• Lights, shapes, sounds, and other signals.

Practical Exam Duration:

• 8-12 hours for 1 candidate,
• 10-18 hours for 2 candidates.
• No more than two candidates can be examined in 24 hours and no more than four candidates can be examined in one 2-day session.

RYA Yachtmaster Offshore Certificate

Students who pass their Yachtmaster Offshore practical and theory examinations will be awarded an RYA Yachtmaster offshore certificate of competency. It is important to understand that CoC is a recreational license until it is commercially endorsed by the MCA.

RYA Yachtmaster Offshore Commerical Endorsement

In order to commercially endorse your Yachtmaster offshore certificate, you will need to submit the following:

• Original Yachtmaster Offshore certificate
• RYA Professional Practices and Responsibilities certificate
• an RYA commercial endorsement application form
• Your original, completed ML5, ENG1 , or an ENG1 equivalent medical form.
• A copy of your RYA Basic Sea Survival certificate or STCW Personal Survival Techniques
• A copy of your RYA Marine Radio SRC Certificate or other acceptable GMDSS Marine Radio Operator's Certificate .
• A passport-sized photo with your name on the back
• The application fee

RYA Yachtmaster Offshore License

A license card/ book will be provided to those who pass the relevant Yachtmaster offshore examinations. The license will include a photo, and details about the license holder, and will also include information about the endorsements associated with the license.

RYA Yachtmaster Offshore Training School Locations

Brazil Sao Paulo

Croatia Split

Greece Corfu

South Africa Cape Town Langebaan

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Turkey Marmaris

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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

About the Author

Product details.

• Publisher ‏ : ‎ Adlard Coles; 9th edition (November 7, 2017)
• Language ‏ : ‎ English
• Hardcover ‏ : ‎ 320 pages
• ISBN-10 ‏ : ‎ 1472943430
• ISBN-13 ‏ : ‎ 978-1472943439
• Item Weight ‏ : ‎ 2.12 pounds
• Dimensions ‏ : ‎ 6.9 x 1.01 x 10.09 inches
• #2,066 in Sailing (Books)
• #2,241 in Boating (Books)
• #25,024 in Transportation (Books)

About the author

Tom cunliffe.

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RYA Yachtmaster Offshore Handbook or/and Shorebased Notes

• Thread starter BarryWhite
• Start date 23 Sep 2021
• 23 Sep 2021

Dear Fellow & Respected Sailors, Now that I have my dayskipper certificate, I would look to go to the next level and start studying for the Coastal and Offshore . > Do you have experience with the books below ? What is the difference ? Which one should I order ? - RYA Yachtmaster Handbook ( RYA Yachtmaster Handbook ) - RYA Yachtmaster Shorebased Notes ( RYA Yachtmaster Shorebased Notes ) THANK YOU !  

Well-known member

They're both excellent. Just as the syllabus for the Practical calls for you to get a range of cruising experience into your logbook before presenting yourself for assessment, so also is it worthwhile to read more widely/watch a range of videos.... learn more and deeper as best you can. Saint Tom Cunliffe is good for this ( don't tell him I said so ). So also are Mike Peyton's little books of humourous* cartoons - every last one of which has a little gem of practical seamanship hidden inside. Above all, enjoy the journey. It's not the RYA that tests you.... *sorted  

zoidberg said: They're both excellent. Just as the syllabus for the Practical calls for you to get a range of cruising experience into your logbook before presenting yourself for assessment, so also is it worthwhile to read more widely/watch a range of videos.... learn more and deeper as best you can. Saint Tom Cunliffe is good for this ( don't tell him I said so ). So also are Mike Peyton's little books of humerous cartoons - every last one of which has a little gem of practical seamanship hidden inside. Above all, enjoy the journey. It's not the RYA that tests you.... Click to expand...

Deleted member 36384

The Complete Yachtmaster by Tom Cunliff is better than the RYA Yachtmaster Handbook, in my view. However, Stress-Free Navigation and Stress-Free Sailing, both books by Duncan Wells will provide you with the skills you need, assuming you practise them. There is an RYA Shorebased Course, with exam, RYA Coastal Skipper and Yachtmaster Offshore. The shore based notes book covers the stuff you need for that. Later, if you want to get the certificate of competence, you need to be assessed by an Examiner, at sea, of your practical skills, which could also includes any subject from the shore based syllabus. You dont need your shore based course certificate to be assessed for "Yachtmaster Offshore Certificate of Competence". Its all explained here, if you need to more RYA Sail Cruising Training | Courses for beginners and professionals  

capnsensible

I found the Yachtmaster Handbook absolutely bang on for helping to prepare candidates for their practical exam. I reckon it's best timed to use it as a guide in the few weeks before taking the practical assessment. Every single candidate that I got to use this book passed their practical. I know the author a bit. As head of training at one time within the RYA he had a lot to do with improving the whole scheme. So if the guy who more or less invented lots of it writes the book on how to pass, for me that's made it exceptional value. ?  

KompetentKrew

I think the Shorebaased Notes come free with the theory course, bundled with the Training Almanac and the charts of Narnian waters required for the exercises and exam.  

Active member

Oops! I made a 'foxes paw' in #2 and didn't notice.... and now I can't sneakily fix it. Sawdit! Rong! Now sorted.  

• 25 Sep 2021

MADRIGAL said: look forward to the new edition to see how his views evolve Click to expand...

• 26 Sep 2021

lustyd said: Is there a new edition coming? I was looking recently and it seemed a very long time since the last update especially at a time when sailing/navigating has changed quite a bit in practice. I was rereading my copy (not the latest) recently and some of the advice feels pretty alien in 2021 so look forward to seeing how it changes. Click to expand...

Thanks just preordered on Amazon for delivery 30th September. Amazingly it’s already discounted too!  

zoidberg said: I hear on the wind that it's now much, much easier to pass the YM Practical than in the past ( sez he, sticking head above parapet! ) Does that mean the Book will be correspondingly slimmed down....? And if so, will we have fun spotting the bits that have been 'cancelled'....? Click to expand...

Praxinoscope

It’s now almost 40 years since I was awarded my YM, and I assume that the syllabus has been tweaked and modified to take into account the technical advances over that period, for example knowledge of Morse code no longer seems to be a requirement, whilst back then the abréviation GPS would have just raised a blank stare. Maybe it’s a bit like us oldsters saying GCSE’s are easier now than when we did them, I don’t honestly know, but IMHO it is a really worthwhile exercise aiming for the YM and a fantastic feeling when the examiner says that they consider you competent and will recommend that you be granted a YM Certificate.  

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Yachtmaster Offshore Hardcover – 15 Sept. 1977

• Print length 132 pages
• Language English
• Publisher David & Charles
• Publication date 15 Sept. 1977
• ISBN-10 0715374656
• ISBN-13 978-0715374658
• See all details

Product details

• Publisher ‏ : ‎ David & Charles; First Edition (15 Sept. 1977)
• Language ‏ : ‎ English
• Hardcover ‏ : ‎ 132 pages
• ISBN-10 ‏ : ‎ 0715374656
• ISBN-13 ‏ : ‎ 978-0715374658
• 4,000 in Ship References
• 199,022 in Home & Garden (Books)

About the author

John russell.

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• Feb 21, 2021
• 20 min read

The Dyatlov Pass Incident

What is the Dyatlov Pass incident? Well, as we’ll find out, it was when nine Russian hikers died in the northern Ural Mountains between February 1st & 2nd in 1959, under supposed uncertain circumstances. The experienced trekking group, who were all from the Ural Polytechnical Institute , had established a camp on the slopes of Kholat Syakhl , in an area now named in honour of the group's leader, Igor Dyatlov. During the night, something caused them to cut their way out of their tent and attempt to flee the campsite while not being dressed for the heavy ass snowfall and subzero temperatures. Subzero was one of my favorite Mortal Kombat characters… god I loved that game.

After the group's bodies were grusomly discovered, an investigation by Soviet authorities determined that six of them had died from hypothermia while the other three had been killed by physical trauma . One victim actually had major skull damage, two had severe chest trauma, and another had a small crack in the skull . Was all of this caused by an avalanche or from something nefarious? Four of the bodies were found lying in running water in a creek, and three of these had soft tissue damage of the head and face – two of the bodies were missing their eyes, one was missing its tongue, and one was missing its eyebrows. It’s eyebrows! The Soviet investigation concluded that a "compelling natural force" had caused the untimely deaths. Numerous theories have been brought forward to account for the unexplained deaths, including animal attacks, hypothermia, avalanche , katabatic winds , infrasound -induced panic, military involvement, or some combination of these. We’ll discuss all these in further detail later on.

Recently, Russia has opened a new investigation into the Dyatlov incident in 2019, and its conclusions were presented in July 2020: Simply put, they believe that an avalanche had led to the deaths of the hikers. Survivors of the avalanche had been forced to suddenly leave their camp in low visibility conditions with inadequate clothing, and had died of hypothermia. Andrey Kuryakov, deputy head of the regional prosecutor's office, said: "It was a heroic struggle. There was no panic. But they had no chance to save themselves under the circumstances." A study published in 2021 suggested that a type of avalanche known as a slab avalanche could explain some of the injuries. However, we’ll run through everything and you can come to your own conclusion.

Ok, let’s dive into the details of the event.

In 1959, the group was formed for a skiing expedition across the northern Urals in Sverdlovsk Oblast, Soviet Union. According to Prosecutor Tempalov, documents that were found in the tent of the expedition suggest that the expedition was named for the 21st Congress of the Communist Party of the Soviet Union, and was possibly dispatched by the local Komsomol organisation.Which was a political youth organization in the Soviet Union , which was sometimes described as the youth division of the Communist Party of the Soviet Union . Igor Dyatlov, a 23-year-old radio engineering student at the Ural Polytechnical Institute; now Ural Federal University, was the leader who assembled a group of nine others for the trip, most of whom were fellow students and peers at the university.Ok, so they were mostly students. Each member of the group, which consisted of eight men and two women, was an experienced Grade II-hiker with ski tour experience, and would be receiving Grade III certification upon their return. So, this trekk was like a test. I hated tests. Especially ones that could KILL YOU! At the time, this was the highest certification available in the Soviet Union, and required candidates to traverse 190 mi. The route was designed by Igor Dyatlov's group in order to reach the far northern regions of Sverdlovsk Oblast and the upper-streams of the Lozva river. The route was approved by the Sverdlovsk city route commission, which was a division of the Sverdlovsk Committee of Physical Culture and Sport. They approved of and confirmed the group of 10 people on January 8th, 1959. The goal of the expedition was to reach Otorten, a mountain(6.2 mi north of the site where the incident took place. This path, taken in February, was estimated as a Category III, the most difficult time to traverse.

On January 23rd, 1959 the Dyatlov group was issued their route book which listed their course as following the No.5 trail. At that time, the Sverdlovsk City Committee of Physical Culture and Sport listed approval for 11 people. The 11th person was listed as Semyon Zolotaryov who was previously certified to go with another expedition of similar difficulty (that was the Sogrin expedition group). The Dyatlov group left the Sverdlovsk city (today called Yekaterinburg) on the same day they received the route book.

The members of the group were Igor Alekseyevich Dyatlov, Yuri Nikolayevich Doroshenko, Lyudmila Alexandrovna Dubinina, Georgiy (Yuri) Alexeyevich Krivonischenko, Alexander Sergeyevich Kolevatov, Zinaida Alekseevna Kolmogorova, Rustem Vladimirovich Slobodin, Nikolai Vladimirovich Thibeaux-Brignolles, Semyon (Alexander) Alekseevich Zolotaryov, and Yuri Yefimovich Yudin

The group arrived by train at Ivdel , a town at the centre of the northern province of Sverdlovsk Oblast in the early morning hours of January 25, 1959. They took a truck to Vizhai, a little village that is the last inhabited settlement to the north. As of 2010, only 207 really, really fucking cold people lived there. While spending the night in Vizhai, and probably freezing their baguettes off, the skiers purchased and ate loaves of bread to keep their energy levels up for the following day's hike.

On January 27, they began their trek toward Gora Otorten. On January 28, one member, Yuri Yudin, who suffered from several health ailments (including rheumatism and a congenital heart defect ) turned back due to knee and joint pain that made him unable to continue the hike. The remaining nine hikers continued the trek. Ok, my first question with this is, why in the fuck was that guy there, to begin with??

Diaries and cameras found around their last campsite made it possible to track the group's route up to the day before the incident. On January 31st, the group arrived at the edge of a highland area and began to prepare for climbing. In a wooded valley, they rounded up surplus food and equipment that they would use for the trip back. The next day, the hikers started to move through the pass. It seems they planned to get over the pass and make camp for the next night on the opposite side, but because of worsening weather conditions—like snowstorms, decreasing visibility... large piles of yeti shit—they lost their direction and headed west, toward the top of Kholat Syakhl . When they realised their mistake, the group decided to set up camp there on the slope of the mountain, rather than move almost a mile downhill to a forested area that would have offered some shelter from the weather. Yudin, the debilitated goofball that shouldn’t have even been there speculated, "Dyatlov probably did not want to lose the altitude they had gained, or he decided to practice camping on the mountain slope."

Before leaving, Captain Dyatlov had agreed he would send a telegram to their sports club as soon as the group returned to teeny, tiny Vizhai. It was expected that this would happen no later than February 12th, but Dyatlov had told Yudin, before he departed from the group, that he expected it to actually be longer. When the 12th passed and no messages had been received, there was no immediate reaction because, ya know… fuck it. Just kidding, these types of delays were actually common with such expeditions. On February 20th, the travellers' worried relatives demanded a rescue operation and the head of the institute sent the first rescue groups, consisting of volunteer students and teachers. Later, the army and militsiya forces (aka the Soviet police) became involved, with planes and helicopters ordered to join in on the search party.

On February 26th, the searchers found the group's abandoned and super fucked up tent on Kholat Syakhl . The campsite undoubtedly baffled the search party. Mikhail Sharavin, the student who found the tent, said “HOLY SHIT! THIS PLACE IS FUCKED UP!”... No, that’s not true. He actually said, "the tent was half torn down and covered with snow. It was empty, and all the group's belongings and shoes had been left behind." Investigators said the tent had been cut open from inside. Which seems like a serious and quick escape route was needed. Nine sets of footprints, left by people wearing only socks or a single shoe or even barefoot, could actually be followed, leading down to the edge of a nearby wood, on the opposite side of the pass, about a mile to the north-east. After approximately 1,600 ft, these tracks were covered with snow. At the forest's edge, under a large Siberian pine , the searchers found the visible remains of a small fire. There were the first two bodies, those of Krivonischenko and Doroshenko, shoeless and dressed only in their tighty whiteys. The branches on the tree were broken up to five meters high, suggesting that one of the skiers had climbed up to look for something, maybe the camp. Between the pine and the camp, the searchers found three more corpses: Dyatlov, Kolmogorova, and Slobodin, who died in poses suggesting that they were attempting to return to the tent. They were found at distances of 980, 1,570, and 2,070 ft from the tree.

Finding the remaining four travellers took more than two frigging months. They were finally found on May 4th under 13 ft of snow in a ravine 246 ft further into the woods from the pine tree. Three of the four were better dressed than the others, and there were signs that some clothing of those who had died first had been taken off of their corpses for use by the others. Dubinina was wearing Krivonishenko's burned, torn trousers, and her left foot and shin were wrapped in a torn jacket.

Let’s get into the investigation. A legal inquest started immediately after the first five bodies were found. A medical examination found no injuries that might have led to their deaths, and it was concluded that they had all died of hypothermia .Which would make sense because it was colder than a polar bear’s butthole. Slobodin had a small crack in his skull, but it was not thought to be a fatal wound.

An examination of the four bodies found in May shifted the overall narrative of what they initially believed transpired. Three of the hikers had fatal injuries: Thibeaux-Brignolles had major skull damage, and Dubinina and Zolotaryov had major chest fractures. According to Boris Vozrozhdenny, the force required to cause such damage would have been extremely high, comparable to that of a car crash.Also, the bodies had no external wounds associated with the bone fractures, as if they had been subjected to a high level of pressure.

All four bodies found at the bottom of the creek in a running stream of water had soft tissue damage to their head and face. For example, Dubinina was missing her tongue, eyes, part of the lips, as well as facial tissue and a fragment of her skullbone, while Zolotaryov was missing his friggin eyeballs, and Aleksander Kolevatov his eyebrows. V. A. Vozrozhdenny, the forensic expert performing the post-mortem examination , judged that these injuries happened after they had died, due to the location of the bodies in a stream.

At first, there was speculation that the indigenous Mansi people , who were just simple reindeer herders local to the area, had attacked and murdered the group for making fun of Rudolph. Several Mansi were interrogated, but the investigation indicated that the nature of the deaths did not support this hypothesis: only the hikers' footprints were visible, and they showed no sign of hand-to-hand struggle. Oh, I was kidding about the Rudolph thing. They thought they attacked the hikers for being on their land.

Although the temperature was very low, around −13 to −22 °F with a storm blowing, the dead were only partially dressed, as I mentioned.

Journalists reporting on the available parts of the inquest files claim that it states:

Six of the group members died of hypothermia and three of fatal injuries.

There were no indications of other people nearby on Kholat Syakhl apart from the nine travellers.

The tent had been ripped open from within.

The victims had died six to eight hours after their last meal.

Traces from the camp showed that all group members left the campsite of their own accord, on foot.

Some levels of radiation were found on one victim's clothing.

To dispel the theory of an attack by the indigenous Mansi people, Vozrozhdenny stated that the fatal injuries of the three bodies could not have been caused by human beings, "because the force of the blows had been too strong and no soft tissue had been damaged".

Released documents contained no information about the condition of the skiers' internal organs.

And most obviously, There were no survivors.

At the time, the official conclusion was that the group members had died because of a compelling natural force.The inquest officially ceased in May 1959 as a result of the absence of a guilty party. The files were sent to a secret archive.

In 1997, it was revealed that the negatives from Krivonischenko's camera were kept in the private archive of one of the investigators, Lev Ivanov. The film material was donated by Ivanov's daughter to the Dyatlov Foundation. The diaries of the hiking party fell into Russia's public domain in 2009.

On April 12th, 2018, Zolotarev's remains were exhumed on the initiative of journalists of the Russian tabloid newspaper Komsomolskaya Pravda . Contradictory results were obtained: one of the experts said that the character of the injuries resembled a person knocked down by a car, and the DNA analysis did not reveal any similarity to the DNA of living relatives. In addition, it turned out that Zolotarev's name was not on the list of those buried at the Ivanovskoye cemetery. Nevertheless, the reconstruction of the face from the exhumed skull matched postwar photographs of Zolotarev, although journalists expressed suspicions that another person was hiding under Zolotarev's name after World War II .

In February 2019, Russian authorities reopened the investigation into the incident, yet again, although only three possible explanations were being considered: an avalanche, a slab avalanche , or a hurricane . The possibility of a crime had been discounted.

Other reports brought about a whole bunch of additional speculation.

Twelve-year-old Yury Kuntsevich, who later became the head of the Yekaterinburg-based Dyatlov Foundation, attended five of the hikers' funerals. He recalled that their skin had a "deep brown tan".

Another group of hikers 31 mi south of the incident reported that they saw strange orange spheres in the sky to the north on the night of the incident.Similar spheres were observed in Ivdel and other areas continually during the period from February to March of 1959, by various independent witnesses (including the meteorology service and the military). These sightings were not noted in the 1959 investigation, and the various witnesses came forward years later.

After the initial investigation,

Anatoly Gushchin summarized his research in the book The Price of State Secrets Is Nine Lives. Some researchers criticised the work for its concentration on the speculative theory of a Soviet secret weapon experiment, but its publication led to public discussion, stimulated by interest in the paranormal .It is true that many of those who had remained silent for thirty years reported new facts about the accident. One of them was the former police officer, Lev Ivanov, who led the official inquest in 1959. In 1990, he published an article that included his admission that the investigation team had no rational explanation for the incident. He also stated that, after his team reported that they had seen flying spheres, he then received direct orders from high-ranking regional officials to dismiss this claim.

In 2000, a regional television company produced the documentary film The Mystery of Dyatlov Pass . With the help of the film crew, a Yekaterinburg writer, Anna Matveyeva, published a docudrama of the same name. A large part of the book includes broad quotations from the official case, diaries of victims, interviews with searchers and other documentaries collected by the film-makers. The narrative line of the book details the everyday life and thoughts of a modern woman (an alter ego of the author herself, which is super weird) who attempts to resolve the case. Despite its fictional narrative, Matveyeva's book remains the largest source of documentary materials ever made available to the public regarding the incident. Also, the pages of the case files and other documentaries (in photocopies and transcripts) are gradually being published on a web forum for nerds just like you and i!.

The Dyatlov Foundation was founded in 1999 at Yekaterinburg, with the help of Ural State Technical University, led by Yuri Kuntsevitch. The foundation's stated aim is to continue investigation of the case and to maintain the Dyatlov Museum to preserve the memory of the dead hikers. On July 1st 2016, a memorial plaque was inaugurated in Solikamsk in Ural's Perm Region, dedicated to Yuri Yudin (the dude who pussed out and is the sole survivor of the expedition group), who died in 2013.

Now, let’s go over some of the theories of what actually took place at the pass.

On July 11 2020, Andrey Kuryakov, deputy head of the Urals Federal District directorate of the Prosecutor-General 's Office, announced an avalanche to be the "official cause of death" for the Dyatlov group in 1959. Later independent computer simulation and analysis by Swiss researchers also suggest avalanche as the cause.

Reviewing the sensationalist " Yeti " hypothesis , American skeptic author Benjamin Radford suggests an avalanche as more plausible:

“that the group woke up in a panic (...) and cut their way out the tent either because an avalanche had covered the entrance to their tent or because they were scared that an avalanche was imminent (...) (better to have a potentially repairable slit in a tent than risk being buried alive in it under tons of snow). They were poorly clothed because they had been sleeping, and ran to the safety of the nearby woods where trees would help slow oncoming snow. In the darkness of night, they got separated into two or three groups; one group made a fire (hence the burned hands) while the others tried to return to the tent to recover their clothing since the danger had passed. But it was too cold, and they all froze to death before they could locate their tent in the darkness. At some point, some of the clothes may have been recovered or swapped from the dead, but at any rate, the group of four whose bodies was most severely damaged were caught in an avalanche and buried under 4 meters (13 ft) of snow (more than enough to account for the 'compelling natural force' the medical examiner described). Dubinina's tongue was likely removed by scavengers and ordinary predation.”

Evidence contradicting the avalanche theory includes:

The location of the incident did not have any obvious signs of an avalanche having taken place. An avalanche would have left certain patterns and debris distributed over a wide area. The bodies found within a month of the event were covered with a very shallow layer of snow and, had there been an avalanche of sufficient strength to sweep away the second party, these bodies would have been swept away as well; this would have caused more serious and different injuries in the process and would have damaged the tree line.

Over 100 expeditions to the region had been held since the incident, and none of them ever reported conditions that might create an avalanche. A study of the area using up-to-date terrain-related physics revealed that the location was entirely unlikely for such an avalanche to have occurred. The "dangerous conditions" found in another nearby area (which had significantly steeper slopes and cornices) were observed in April and May when the snowfalls of winter were melting. During February, when the incident occurred, there were no such conditions.

An analysis of the terrain and the slope showed that even if there could have been a very specific avalanche that found its way into the area, its path would have gone past the tent. The tent had collapsed from the side but not in a horizontal direction.

Dyatlov was an experienced skier and the much older Zolotaryov was studying for his Masters Certificate in ski instruction and mountain hiking. Neither of these two men would have been likely to camp anywhere in the path of a potential avalanche.

Footprint patterns leading away from the tent were inconsistent with someone, let alone a group of nine people, running in panic from either real or imagined danger. All the footprints leading away from the tent and towards the woods were consistent with individuals who were walking at a normal pace.

Repeated 2015 investigation [ edit ]

A review of the 1959 investigation's evidence completed in 2015–2019 by experienced investigators from the Investigative Committee of the Russian Federation (ICRF) on request of the families confirmed the avalanche with several important details added. First of all, the ICRF investigators (one of them an experienced alpinist ) confirmed that the weather on the night of the tragedy was very harsh, with wind speeds up to hurricane force,(45–67 mph, a snowstorm and temperatures reaching −40 °C. These factors weren't considered by the 1959 investigators who arrived at the scene of the accident three weeks later when the weather had much improved and any remains of the snow slide had settled and been covered with fresh snowfall. The harsh weather at the same time played a critical role in the events of the tragic night, which have been reconstructed as follows:

On 1 February the group arrives at the Kholat Syakhl mountain and erects a large, 9-person tent on an open slope, without any natural barriers such as forests. On the day and a few preceding days, a heavy snowfall continued, with strong wind and frost.

The group traversing the slope and digging a tent site into the snow weakens the snow base. During the night the snowfield above the tent starts to slide down slowly under the weight of the new snow, gradually pushing on the tent fabric, starting from the entrance. The group wakes up and starts evacuation in panic, with only some able to put on warm clothes. With the entrance blocked, the group escapes through a hole cut in the tent fabric and descends the slope to find a place perceived as safe from the avalanche only 1500 m down, at the forest border.

Because some of the members have only incomplete clothing, the group splits. Two of the group, only in their underwear and pajamas, were found at the Siberian pine tree, near a fire pit. Their bodies were found first and confirmed to have died from hypothermia.

Three hikers, including Dyatlov, attempted to climb back to the tent, possibly to get sleeping bags. They had better clothes than those at the fire pit, but still quite light and with inadequate footwear. Their bodies were found at various distances 300–600 m from the campfire, in poses suggesting that they had fallen exhausted while trying to climb in deep snow in extremely cold weather.

The remaining four, equipped with warm clothing and footwear, were trying to find or build a better camping place in the forest further down the slope. Their bodies were found 70 m from the fireplace, under several meters of snow and with traumas indicating that they had fallen into a snow hole formed above a stream. These bodies were found only after two months.

According to the ICRF investigators, the factors contributing to the tragedy were extremely bad weather and lack of experience of the group leader in such conditions, which led to the selection of a dangerous camping place. After the snow slide, another mistake of the group was to split up, rather than building a temporary camp down in the forest and trying to survive through the night. Negligence of the 1959 investigators contributed to their report creating more questions than answers and inspiring numerous conspiracy theories.

In 2021 a team of physicists and engineers led by Alexander Puzrin published a new model that demonstrated how even a relatively small slide of snow slab on the Kholat Syakhl slope could cause tent damage and injuries consistent with those suffered by Dyatlov team.

Ok, what about the Katabatic wind that I mentioned earlier?

In 2019, a Swedish-Russian expedition was made to the site, and after investigations, they proposed that a violent katabatic wind was a plausible explanation for the incident. Katabatic winds are a drainage wind, a wind that carries high-density air from a higher elevation down a slope under the force of gravity. They are somewhat rare events and can be extremely violent. They were implicated in a 1978 case at Anaris Mountain in Sweden, where eight hikers were killed and one was severely injured in the aftermath of katabatic wind. The topography of these locations were noted to be very similar according to the expedition.

A sudden katabatic wind would have made it impossible to remain in the tent, and the most rational course of action would have been for the hikers to cover the tent with snow and seek shelter behind the treeline. On top of the tent, there was also a torch left turned on, possibly left there intentionally so that the hikers could find their way back to the tent once the winds subsided. The expedition proposed that the group of hikers constructed two bivouac shelters , or just makeshift shelters, one of which collapsed, leaving four of the hikers buried with the severe injuries observed.

Another hypothesis popularised by Donnie Eichar 's 2013 book Dead Mountain is that wind going around Kholat Syakal created a Kármán vortex street , a repeating pattern of swirling vortices , caused by a process known as vortex shedding , which is responsible for the unsteady separation of flow of a fluid around blunt bodies. which can produce infrasound capable of inducing panic attacks in humans. According to Eichar's theory, the infrasound generated by the wind as it passed over the top of the Holatchahl mountain was responsible for causing physical discomfort and mental distress in the hikers. Eichar claims that, because of their panic, the hikers were driven to leave the tent by whatever means necessary, and fled down the slope. By the time they were further down the hill, they would have been out of the infrasound's path and would have regained their composure, but in the darkness would have been unable to return to their shelter. The traumatic injuries suffered by three of the victims were the result of their stumbling over the edge of a ravine in the darkness and landing on the rocks at the bottom. Hmmm...plausible.

Military tests

In another theory, the campsite fell within the path of a Soviet parachute mine exercise. This theory alleges that the hikers, woken up by loud explosions, fled the tent in a shoeless panic and found themselves unable to return for their shit. After some members froze to death attempting to endure the bombardment, others commandeered their clothing only to be fatally injured by subsequent parachute mine concussions. There are in fact records of parachute mines being tested by the Soviet military in the area around the time the hikers were out there, fuckin’ around. Parachute mines detonate while still in the air rather than upon striking the Earth's surface and produce signature injuries similar to those experienced by the hikers: heavy internal damage with relatively little external trauma. The theory coincides with reported sightings of glowing, orange orbs floating or falling in the sky within the general vicinity of the hikers and allegedly photographed by them, potentially military aircraft or descending parachute mines. (remember the camera they found? HUH? Yeah?)

This theory (among others) uses scavenging animals to explain Dubinina's injuries. Some speculate that the bodies were unnaturally manipulated, on the basis of characteristic livor mortis markings discovered during an autopsy, as well as burns to hair and skin. Photographs of the tent allegedly show that it was erected incorrectly, something the experienced hikers were unlikely to have done.

A similar theory alleges the testing of radiological weapons and is based partly on the discovery of radioactivity on some of the clothing as well as the descriptions of the bodies by relatives as having orange skin and grey hair. However, radioactive dispersal would have affected all, not just some, of the hikers and equipment, and the skin and hair discoloration can be explained by a natural process of mummification after three months of exposure to the cold and wind. The initial suppression by Soviet authorities of files describing the group's disappearance is sometimes mentioned as evidence of a cover-up, but the concealment of information about domestic incidents was standard procedure in the USSR and thus nothing strange.. And by the late 1980s, all Dyatlov files had been released in some manner.

Let’s talk about Paradoxical undressing

International Science Times proposed that the hikers' deaths were caused by hypothermia, which can induce a behavior known as paradoxical undressing in which hypothermic subjects remove their clothes in response to perceived feelings of burning warmth. It is undisputed that six of the nine hikers died of hypothermia. However, others in the group appear to have acquired additional clothing (from those who had already died), which suggests that they were of a sound enough mind to try to add layers.

Keith McCloskey, who has researched the incident for many years and has appeared in several TV documentaries on the subject, traveled to the Dyatlov Pass in 2015 with Yury Kuntsevich of the Dyatlov Foundation and a group. At the Dyatlov Pass he noted:

There were wide discrepancies in distances quoted between the two possible locations of the snow shelter where Dubinina, Kolevatov, Zolotarev, and Thibault-Brignolles were found. One location was approximately 80 to 100 meters from the pine tree where the bodies of Doroshenko and Krivonischenko were found and the other suggested location was so close to the tree that anyone in the snow shelter could have spoken to those at the tree without raising their voices to be heard. This second location also has a rock in the stream where Dubinina's body was found and is the more likely location of the two. However, the second suggested location of the two has a topography that is closer to the photos taken at the time of the search in 1959.

The location of the tent near the ridge was found to be too close to the spur of the ridge for any significant build-up of snow to cause an avalanche. Furthermore, the prevailing wind blowing over the ridge had the effect of blowing snow away from the edge of the ridge on the side where the tent was. This further reduced any build-up of snow to cause an avalanche. This aspect of the lack of snow on the top and near the top of the ridge was pointed out by Sergey Sogrin in 2010.

McCloskey also noted:

Lev Ivanov's boss, Evgeny Okishev (Deputy Head of the Investigative Department of the Sverdlovsk Oblast Prosecution Office), was still alive in 2015 and had given an interview to former Kemerovo prosecutor Leonid Proshkin in which Okishev stated that he was arranging another trip to the Pass to fully investigate the strange deaths of the last four bodies when Deputy Prosecutor General Urakov arrived from Moscow and ordered the case shut down.

Evgeny Okishev also stated in his interview with Leonid Proshkin that Klinov, head of the Sverdlovsk Prosecutor's Office, was present at the first post mortems in the morgue and spent three days there, something Okishev regarded as highly unusual and the only time, in his experience, it had happened.

Donnie Eichar , who investigated and made a documentary about the incident, evaluated several other theories that are deemed unlikely or have been discredited:

They were attacked by Mansi or other local tribesmen. The local tribesmen were known to be peaceful and there was no track evidence of anyone approaching the tent.

They were attacked and chased by animal wildlife. There were no animal tracks and the group would not have abandoned the relative security of the tent.

High winds blew one member away, and the others attempted to rescue the person. A large experienced group would not have behaved like that, and winds strong enough to blow away people with such force would have also blown away the tent.

An argument, possibly related to a romantic encounter that left some of them only partially clothed, led to a violent dispute. About this, Eichar states that it is "highly implausible. By all indications, the group was largely harmonious, and sexual tension was confined to platonic flirtation and crushes. There were no drugs present and the only alcohol was a small flask of medicinal alcohol, found intact at the scene. The group had even sworn off cigarettes for the expedition." Furthermore, a fight could not have left the massive injuries that one body had suffered.

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