yachtmaster course online

RYA Coastal Skipper and Yachtmaster ™ Offshore Theory (Online)

• This course looks to refine the techniques learnt in your RYA Day Skipper Theory course
• International Maritime Law
• Passage Planning
• Meteorology
• Environmental care

RYA Coastal Skipper and/or Yachtmaster offshore theory is a more advanced course that builds on the knowledge gained at the RYA Day Skipper Theory level. Its aim is to take your theory knowledge to the standard required for the Yachtmaster Coastal and Yachtmaster Offshore practical course.

This course is open to anyone who has already completed Day Skipper Theory, and ideally has some practical boating experience. You should be comfortable applying concepts such as tidal heights and streams and interpreting weather information. Pilotage and passage planning will already be in your knowledge base. You will feel at ease with the practical and thorough application of the IRPCS. You will understand how to fix position using a variety of methods. Your knowledge of safety systems and practices will be substantial.

Your full training pack contents include:

• Two RYA practice charts
• The RYA Coastal / Yachtmaster course notes
• The RYA Coastal / Yachtmaster exercises
• The RYA Training Almanac

Please note: Your online course is provided by Navathome. Booking conditions are not the same as for courses delivered by Andrew Simpson Yachting.  

Notes on shipping of training materials.

All training materials for the online courses are shipped to you the buyer. Please be aware of the Navathome policy relating to shipping. This forms part of their terms and conditions.

• Navathome is unable to ship to addresses which contain PO Box Numbers. A physical address is required.
• Buyers must provide a valid contact telephone number at the time of booking
• Packs being shipped to Russia must be delivered to a business address.
• All packs must be signed for, so the buyer must ensure that there will be somebody available to accept the package
• Navathome will not accept responsibility for packs sent to marinas, or c/o addresses. If the pack goes missing after it has been signed for, the buyer will be liable for the cost of the replacement pack. 

Course Outcomes

• With this qualification combined with additional practical experience, you should be equipped with the knowledge required to consider the RYA Yachtmaster ™ Coastal or Yachtmaster ™ Offshore examination.

To book this course please call or email our friendly team who will set you up with everything you need to get learning. Phone: +44 (0)2392 522777 Email: [email protected]

Yachtmaster Theory Online

YACHTMASTER OFFSHORE - ONLINE THEORY

Rya school online.

Yachtmaster Offshore - Theory Online Course

The online Yachtmaster is for those who do not have the availability to come to  our course .

The course will bring your theoretical knowledge to the level required to pass the Yachtmaster Coastal and Yachtmaster Offshore practical exams.

This course focuses on advanced navigation and meteorology skills. In addition, it is composed of fully animated lessons that will take you step-by-step through each lesson. It is designed to make learning more interesting and questions easier at the same time.

Optional audio will help students with their maritime English skills. Is important to pass the practical exams.

The course is approved by the Royal Yachting Association .

Course Syllabus

DURATION : Maximum up to 6 months to complete (with optional extension if necessary). The course can be completed in as little as 60 hours. Up to two years of access to online material after course completion.

Use of the chart for course calculation

Tides, prediction and characteristics, use of almanacs and nautical publications, knowledge of meteorological systems, use and interpretation of weather forecasts, weather forecasting using barometer and direct observation, regulations for preventing collision at sea (ripa), use of electronic devices, customs legislation for cruises abroad.

If you need more information about the RYA Yachtmaster Offshore theory course contact us here .

Yachtmaster Offshore - RYA Online

• Virtual Campus Access
• Yachtmaster Offshore Theory Evaluation
• RYA Home Delivery Pack
• 24/7 Online Instructor Support
• Up to 15% discount on other courses
• Official RYA Certificate

Online Course: From Yachtmaster to Yachtmaster Ocean

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RYA Online Courses

RYA online courses with Sailtrain

Learn to Navigate with Sailtrain Online

Our Online theory courses are designed to help you understand both the traditional and modern methods of navigation, pilotage, passage planning and meteorology. Excellent as stand alone courses, they also add significantly to any practical course.

Whether you sail or motor, our Online courses equip the novice and experienced with enough confidence, at least in theory, to skipper a yacht, power or motor boat.

RYA Online courses include: RYA Essential Navigation online course , RYA VHF Radio Course online , Online Day Skipper theory course , Coastal / Yachtmaster theory course online , Yachtmaster Ocean theory online , RYA CEVNI online test , PPR and the new Safe & Fun Safeguarding Course .

Brilliant step by step animations make every section of your RYA course easy to follow. You will work at your own speed and in your own time, in the comfort of your own home or office.

RYA One Day courses

Specialist one day courses with sailtrain.

Our programme of one-day RYA support courses enables you to expand your knowledge and skills in specialist areas.

Diesel Engine, RADAR and First Aid are among those offered.

They are great as stand alone courses, but also complement courses in our various practical training schemes.

Some courses, such as First Aid and the Marine Radio Short Range Certificate, are a pre-requisite for higher qualifications such as the RYA Yachtmaster™ Offshore Certificate of Competence.

RYA One Day specialist courses include: Diesel Engine , RADAR and First Aid .

Learn to sail with Sailtrain

If living on board, cruising the coast or sailing offshore appeals to you, why not give sail cruising a go?

Cruising yachts have accommodation and cooking facilities, offering a degree of comfort whilst spending time afloat. How far you venture is up to you.

Whether you are a first-timer wanting to be a useful crew member, or a more experienced skipper wanting to expand your skills, there is an RYA course for you.

VHF (src) Online course – £69

OnLine Distance Learning course – Incl “VHF book worth £16.99”

This is a RYA VHF course online for anyone who owns a fixed or hand-held marine VHF radio.

RYA Day Skipper Online course – £275

The RYA Online Day Skipper course is a comprehensive introduction to chartwork, navigation, meteorology and the basics of seamanship. Invaluable for learning how to start making decisions on board.

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Yachtmaster Online Theory Course

Advanced training for more experienced skippers building on the Day Skipper course.

“This course equips you to navigate safely on coastal and offshore passages. This course will take your theory knowledge to the standard required for the Yachtmaster™ Coastal and Yachtmaster™ Offshore practical exams, concentrating on advanced navigation and meteorology skills”.

– Royal Yachting Association

The most experienced yachtsmen and yachtswomen around the world agree that the Yachtmaster Coastal & Yachtmaster Offshore examinations are the most useful and credible of all yachting qualifications. RYA Coastal Skipper/Yachtmaster™ theory is a fundamental step towards gaining these practical Certificates of Competence. Whether you wish to use the Yachtmaster™ Coastal and Yachtmaster™ Offshore practical exams as a stepping stone to a career on the water, or you just want to challenge your self to obtaining the ticket for personal use, you will be among an elite group of sailors.

Our Unique Course Material

There are lots of online sailing schools out there offering the RYA Coastal Skipper/Yachtmaster™ Theory Course. You’d be forgiven for thinking that all of these courses were the same – but they are not. Sure, they all need to cover the same syllabus. However, each individual sailing school is responsible for creating the online content to teach that syllabus.

In our opinion, when you are learning practical skills such as nautical navigation, weather and collision regulations, the learning material is really important. This is why we have created interactive, engaging videos to illustrate each and every point in the syllabus. We’ve gone to great lengths to ensure that our videos are the best, most effective way for our students to learn the skills this course is designed to provide.

Our videos make the course material easy to digest, clear and enjoyable. It’s also resulted in us having a 100% pass rate to date! Watch Sample Course Material

RYA Coastal Skipper/Yachtmaster™ Theory Syllabus

RYA Coastal Skipper/Yachtmaster™ theory course equips you to navigate safely on coastal and offshore passages and to foreign destinations and can be used as a stepping stone towards a career on the water.  The Nav-School course comprehensively covers the full RYA Coastal Skipper/Yachtmaster™ Syllabus.

• 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 and by observation
• collision regulations
• customs and excise regulations for cruising abroad
• it allows some time for revision of the basics and then moves on to advanced navigation techniques

Taken from the Royal Yachting Association (RYA) website

Who Should Take the RYA Coastal Skipper/Yachtmaster™ Theory Course?

Candidates for the RYA Coastal Skipper/Yachtmaster™ theory should have good sound basic knowledge up to the level of RYA Day Skipper Theory. It is an advanced course that builds on the knowledge gained at the theory Day Skipper level. It is aimed at sailors and motor boaters who are looking to undertake more complex coastal passages, offshore and at night.

RYA Coastal Skipper/Yachtmaster™ theory is a fundamental step towards gaining the practical Yachtmaster Certificates of Competence. Whether you wish to use the Yachtmaster™ Coastal and Yachtmaster™ Offshore practical exams as a stepping stone to a career on the water, or you just want to challenge yourself to obtaining the ticket for personal use, you will be among an elite group of sailors.

How Long Does the Course Take to Complete?

There’s no set answer to this. The beauty of it being an online course is that you can complete it at your own pace, at a time that suits you. Our RYA Coastal Skipper/Yachtmaster™ theory course takes approximately 40 to 45 hours to complete. This can be completed within an intense fortnight, or a leisurely couple of months. We don’t mind, we just want you to complete it at a rate that suits you.

If you’d like to get started, just click the button below to sign up to the course and complete your payment. Once you’ve done this, you’ll get access to all our course material and our full learning management system. You will also receive an email from your designated course tutor who is a fully qualified Yachtmaster Instructor. They are available at any point should you have any questions or problems during your course.

We look forward to speaking with you!

Register today and get £50 off

Enter voucher code HOME STUDY in the booking form

Online RYA theory courses

Call us for advice on 0238 218 2604.

For aspiring skippers

RYA Day Skipper

Online Theory Course

Coastal / Offshore

RYA Yachtmaster

Combined - rya day skipper & yachtmaster to fast track your theory learning, 25% off multiple bookings - study with family or friends and get a great discount.

• Where Do I Start ?
• RYA Essential Navigation & Seamanship

RYA Day Skipper

• RYA Coastal Yachtmaster

RYA Yachtmaster Ocean

• Fastrack To RYA Coastal Yachtmaster

RYA CEVNI Test

• Navathome Basic Training
• Navathome Diesel Engine Course
• Navathome ICC Theory Course
• Upgrade From Navathome ICC to RYA Day Skipper
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Theory Course

Rya yachtmaster ocean theory course, get instant access £275.

Revise and retry until you pass

• Free Diesel Engine Course Try it
• Free Navathome APP try it
• Fully Animated & Interactive Lessons
• Initial 6 months course access - extendable for small fee
• Multi Device Support
• Study At Your Own Pace
• No Classroom Pressure
• MCA & RYA recognised
• Lifetime Access To Revision Material
• 6 Months Access - Extra 6 Months For £30
• Fully Animated Graphics for Easy Learning

The Ultimate In Navigation

This comprehensive program covers vital topics such as celestial navigation, ocean passage planning, weather forecasting and meteorology. By mastering these essential skills, you'll gain the theoretical knowledge ready to navigate vast and unpredictable waters with confidence. Join our course and embark on a journey towards becoming a competent and capable Yachtmaster Ocean. If you wish to take the RYA/MCA Yachtmaster Ocean oral exam, the RYA require the end of course theory assessment to be invigilated by an RYA Instructor at an RYA recognised Training Centre. Alternatively, the candidate can opt to take an extra paper during the oral exam. If you wish to take an invigilated assessment at the end of the theory course rather than take the extra paper during the oral exam, please let us know in advance so we can arrange for you to take the assessment at one of our participating centres. There will be a fee for the invigilation which is at the discretion of the chosen recognised Training Centre.

Most students pass first time but no stress if you don’t; we offer further help and tuition until you are successful.

Is this course right for you?

This course is suitable for those who hold theory knowledge to the level of Coastal Skipper/Yachtmaster Offshore. The coursework will take approximately 40 hours. No sextant is required for the course as fully interactive animated lessons are included. The final assessment takes 2 hours which is taken in one sitting.

Not convinced ?

Over 2,500 reviews on TrustPilot

‘What sets the course apart is the responsiveness of the support team should you have any questions.’ ‘All in all a super convenient and very efficient way to pass the RYA theory examinations.’

RYA Ocean Yachtmaster Course SYLLABUS

The earth and the celestial sphere:

• Definition of observer’s zenith and position of a heavenly body in terms of latitude.
• longitude, GHA and declination.
• Right angle relationships, latitude and co-lat, declination and polar distance.
• Relationship between GHA, longitude and LHA.
• Tabulation of declination in nautical almanac.
• Rate of increase of hour angle with time.

The PZX triangle:

• The tabulated components of the triangle, LHA, co-lat and polar distance.
• The calculable components, zenith distance and azimuth.
• Relationship between zenith distance and altitude.
• Introduction to the tabular method of solution in the Air Navigation Tables and the basic sight form.
• The use of calculators for the solution of the PZX triangle.

The sextant:

• Practical guide to the use and care of a sextant at sea.
• Conversion of sextant altitude to true altitude.
• Application of dip, index error and refraction.
• Correction of side error, perpendicularity, index error and collimation error.

Measurement of time:

• Forecasting time of meridian altitude.
• Reduction of meridian altitude sights.

Sun, star and other sights:

• Reduction and plotting of sun sights using.
• Air Navigation Tables.
• Awareness of the use of calculators for sight reduction.
• The plotting of sun-run-sun meridian altitude.
• Awareness of the reduction and plotting of sights obtained from stars, moon and planets.

Compass checking:

• Use of amplitude and azimuth tables systems and/or calculator.

Satellite Navigation Systems:

• Principles and limitations of use of all systems.

Great circle sailing:

• Comparison of rhumb lines and great circles.
• Verticies and composite tracks.
• The computation of a series of rhumb lines approximating to a great circle by use of gnomonic and Mercator projections.

Meteorology:

• General pressure distribution and prevailing winds over the oceans of the world.
• Tropical revolving storms, seasonal occurrence and forecasting by observation.

Passage planning:

• Publications available to assist with planning of long passages (routeing charts, ocean passages of the world and other publications).
• Preparation for ocean passage including survival equipment, victualling, water and fuel management, chafe protection, spares and maintenance.

Passage making:

• Navigational routine and Keeping watch.
• Crew management.

Communications:

• Satellite and terrestrial systems.
• Weather information.

CHOOSE YOUR COURSE

All courses are completed online, study at your own pace, from anywhere in the world.

No Experience Necessary Learn Basic Navigation & Seamanship

RYA Coastal Skipper / Yachtmaster

Day Skipper Theory Needed Enhance Your Knowledge of Navigation & Passage Planning

No Qualification Necessary Complete the RYA CEVNI Test.

Fastrack to RYA Coastal YM

No Qualification Necessary Complete Day Skipper and Coastal YM in one course.

FREQUENTLY ASKED QUESTIONS

Our goal is to assist you by addressing common questions and offering valuable information about our courses and services. If you’re unable to find the specific answer you’re seeking, we encourage you to reach out to our dedicated team. We are always ready to provide further assistance and support.

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Ideal for candidates for the Coastal Skipper practical course & Yachmaster Offshore exam. Some revision of the Day Skipper shorebased course plus more advanced skills in offshore & coastal navigation by day & night, pilotage & meteorology.

Knowledge to the level of Day Skipper Shorebased.

40 hours plus exam time

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.

Background knowledge to skipper a yacht on coastal passages by day & night.

This is a shorebased course that can be taken in the classroom, online or by distance learning.

RYA Navigation Handbook 2nd Edition

£19.99

RYA Navigation Exercises

£22.99

Yachting Monthly

• Digital edition

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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Perm Krai, Russia

The capital city of Perm krai: Perm .

Perm Krai - Overview

Perm Krai is a federal subject of Russia located in the east of the European part of the country, in the Volga Federal District. Perm is the capital city of the region.

The population of Perm Krai is about 2,557,000 (2022), the area - 160,236 sq. km.

Perm krai flag

Perm krai coat of arms.

Perm krai map, Russia

Perm krai latest news and posts from our blog:.

1 August, 2018 / Berezniki - the City of Sinkholes .

12 October, 2017 / Northern Urals: Manpupuner Plateau and Dyatlov Pass .

3 March, 2016 / Winter in Perm city - the view from above .

18 January, 2016 / Holy Cross Cathedral on the White Mountain in the Perm region .

3 September, 2015 / The giant sinkhole near Solikamsk tripled .

More posts..

History of Perm Krai

For the first time the word “perm” was mentioned in “The Tale of Past Years”, a fundamental source in the interpretation of the history of the Eastern Slavs created in the early 12th century. Perm were one of the peoples who paid tribute to the Kievan Rus. They were found by the first Russian expeditions to the Urals, to the north of the Kama River basin. Later, in Russian chronicles, this territory was called Old Perm or Perm Vychegodskaya.

Unlike Perm Vychegodskaya, the land along the upper reaches of the Kama River became known as the Great Perm. This name is often found in the written monuments of the 14th century. In the 14th - 17th centuries, the Great Perm included extensive lands along the Kama from its origins in the west to the Ural mountain range in the east, and from the upper reaches of the Pechora River in the north to the Chusovaya River in the south.

Novgorod merchants were the first ones who got interested in the Great Perm (furs and tributes). In the 14th - the first half of the 15th centuries, the Grand Duchy of Moscow began to encroach on the lands in the upper Kama. In the early 15th century, the first Russian settlements were founded in the Great Perm.

More Historical Facts…

In the second half of the 15th century, after the Novgorod Republic ceased to exist, the area became part of the united Russian state. Russia significantly expanded its borders to the east and gained access to new natural resources.

In the 17th century, the town of Sol Kamskaya (Solikamsk) became an important center of military, economic and cultural assimilation of the Middle Urals in the north. In the south-east, the newly constructed town of Kungur played the same role. In the first quarter of the 18th century, about 46,000 people lived on the territory of Great Perm, about 65% of them were Russians.

Until 1727, the Middle Urals was part of Siberian gubernia with the center in Tobolsk, then Perm was part of Kazan gubernia, and, from 1781, by order of Catherine II, the Perm region ruled by a governor-general was formed.

It remained the main mining area of the Russian Empire until the end of the 19th century. There were more than 110 mining plants producing cast iron, iron, steel. For a long time, it was the main provider of copper. Salt production was also developed. In the east of the Urals large deposits of platinum were discovered. By the end of the 19th century, gold mining grew twice.

The 20th century was marked by intense growth of the local industry: engineering structure became more complex and rich. During the Second World War, more than 120 plants were evacuated in the Western Urals. Such branches of industry as chemical, non-ferrous metallurgy, oil-processing developed intensely; oil deposits prospecting began; a number of pulp and paper mills was concentrated in the region; new towns grew on the basis of new industries.

In 1938, Perm Oblast was formed. In 1940-1957, it was called Molotov Oblast. In Soviet times, the Komi-Perm Autonomous District was part of Perm oblast. In 1993, with the adoption of the Constitution of Russia, it became an independent subject of the Russian Federation.

In 2003, a referendum was held in which the residents of Perm Oblast and the Komi-Perm Autonomous District supported the unification of the two regions into one. In 2005, these two administrative regions ceased to exist and the united Perm Krai was formed.

Beautiful nature of Perm Krai

Chamomile field in Perm Krai

Author: Igor V. Kuznetsov

Perm Krai nature

Author: Vasiliy Mitryushin

Perm Krai scenery

Author: Sergey Timofeev

Perm Krai - Features

The territory of Perm Krai is located in the basin of the Kama River, which provides access to 5 seas (the Caspian, Azov, Black, Baltic, and White). The length of Perm krai from north to south is 645 km, form west to east - 417.5 km.

The climate is temperate continental. Winters are long and snowy. The average temperature in January is minus 18.5 degrees Celsius in the north-east and minus 15 degrees Celsius in the south-west, in July - plus 18.6 degrees Celsius.

The largest cities and towns are Perm (1,043,000), Berezniky (134,700), Solikamsk (91,000), Chaikovsky (81,300), Kungur (63,600), Lys’va (58,800), Krasnokamsk (51,000), Chusovoy (42,700). The national composition according to the 2010 Census: Russians (87.1%), Tatars (4.6%), Komi-Permians (3.2%), Bashkirs (1.3%), Udmurts (0.8%).

Perm Krai is rich in various natural resources: oil, natural gas, coal, mineral salts, gold, diamonds, bog iron ore, peat, limestone, precious and decorative stones, construction materials. One of the largest deposits of potassium salts in the world - Verkhnekamskoye - is located here. It occupies about 1,800 sq. km., the thickness of salt-bearing layers reaches 514 m. Forests, mostly coniferous, cover about 70% of the territory.

This region is one of the most economically developed regions in Russia. The basis of the local economy is highly developed industry. The main branches are as follows: oil, chemical and oil chemical, ferrous and non-ferrous metallurgy, wood processing. All potassium fertilizers in Russia are produced here.

Attractions of Perm Krai

The most famous museum in Perm Krai is the Perm Art Gallery that has the world-famous collection of Perm wooden sculpture and one of the richest in Russia collections of masterpieces of Russian icon painting. The museum of local lore in Perm has a number of interesting exhibits telling about the nature of the Kama region, its rich historical past from prehistoric times to the present day.

Not far from Perm, on the high bank of the Kama River, you can find “Khokhlovka” - an architectural and ethnographic museum covering an area of 42 hectares. The museum has unique wooden buildings of the 17th-19th centuries. Every summer, various folk festivals are held in the territory of this open-air museum.

In the south-eastern part of the region, in the town of Kungur, there is a unique natural monument of nationwide importance - Kungur Ice Cave. This is the only cave in Russia adapted for excursions. The old town of Kungur, founded in 1663, is a historical town with about 70 monuments of architecture.

Solikamsk is one of the oldest towns in the Urals. There is a unique museum of salt here. The town’s architecture reflects the techniques of Moscow architecture of the mid-17th century and the local tradition dating back to pagan times.

There is a number of interesting places along the Chusovaya River connected with many historical events, well-known figures of Russian history (Ermak, Stroganov, Demidov, Emelyan Pugachev). On its way the river crosses several mountain ranges, therefore, on its banks there are many picturesque rocks.

There are several architectural monuments in the towns of Osa, Usolye. Belogorsky Monastery and Gubaha Ski Resort are also worth mentioning.

Perm krai of Russia photos

Pictures of perm krai.

Winter in Perm Krai

Author: Boris Busorgin

Village in Perm Krai

Paved road in Perm Krai

Perm Krai views

Wooden church in the Perm region

Author: Nadezda Shklyaeva

Church in Perm Krai

Village in the Perm region

Author: Sergey Bulanov

Churches in Perm Krai

Cathedral in Perm Krai

Orthodox church in the Perm region

Author: Andrey Omelchenko

Winter in Belogorsky Monastery in Perm Krai

Author: Craciun Alexandru

The questions of our visitors

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Perm, Russia General info on the city of Perm A short intro... Perm is the most Eastern city of Europe, and therefore its province is often referred to as Eurasia. Having a population of 1 million, Perm' is one of the largest cities in Russia and the second largest in the Urals. The city was formerly called Molotov, after the minister of foreign affairs during Joseph Stalin's ruling. Perm stretches 65 km along the impressive Kama River - Europe's 4th largest river by length. The Perm province, "Permskiy Krai", or "Prikamye", is around two-third the size of the United Kingdom and covers a great area in the very heart of the Ural Mountains. Perm is internationally known as the name for the geological period (290 - 245 million years ago) in which the Ural Mountain Range was formed. In contrary to the Urals, Perm itself is rather young. Although the first settlement of Perm dates back to 16th century, officially it got its city status in 1723. Citizens still loudly celebrate Perm's birthday on 12th of June, with street parades, concerts and fireworks throughout the whole city! In spite of being a relatively young city, Perm played an important role in the history of Russia. Not the least part of this role was played by Ermak, who was from the Perm Province. Ermak, by order of the Stroganov family, gathered an army here and led it through the Urals, later to succesfully conquer Siberia for Russia. Afterwards, when a road was needed to connect Siberia with the west, construction was started in Perm, which was at that time the capital of the Ural region. The new road, together with the construction of the Trans Siberian Railroad, allowed development of the places east of the Urals - current big cities such as Ekaterinburg, Omsk and Novosibirsk, were merely peasant or miners' towns by that time. Nowadays, Perm basically owes its existence to two factors. Firstly the large amounts of natural resources (minerals, oil and timber) that are present in the region, and secondly (but not less important): its location. The mighty Kama River, the Great Trans Siberian Railroad and main motorways from Moscow/Kazan to Siberia all cross in Perm, making Perm a main Russian transportation hub. The city is the doorway from Europe to Asia and to Siberia in particular. During Soviet times, Perm was a proper fortress because of the huge military industry in its region. All artillery and rocket vehicles, as well as (intercontinental) ballistic rocket launching systems, engines for MiG jetfighters and canons of all ranges were (and in less proportions still are) produced in Perm. The Soviets did an excellent job in hiding Perm and keeping it secret. Most people from outside the Urals simply did not know of the existence of the - at that time - 1 million citizens of Perm. Until the end of the cold war, Perm did not appear on certain Soviet-made maps, nor did the roads towards it. Nowadays, Perm is obviously accessible to all. Actually, it currently is one of Russia's fastest growing cities because of its economical prosperity. Click here for specific information for visitors: Perm sightseeing / excursions and Perm hotels . Perm - 101% Russian, yet multicultural For Russian standards, Perm is one of the most multicultural places in the whole country; it is a home of many ethnic groups who have lived together in Perm ever since its existence. While taking a walk through Perm’s huge central bazaar one can easily distinguish Russians at the many typical small kiosks, Georgians and Armenians selling their original spicy kebabs and shoarmas straight from the barbecue and Tatars operating from most of the simple but colorful jewelry stands. Furthermore, Russian orthodox churches, a mosque, a synagogue and several Catholic churches (some dating from the 17th century) all exist next to each other in Perm. The multicultural character of Perm also shows in its dining possibilities; one does never have to go far to experience the Russian, Uzbek, Georgian or Caucasian cuisine. In spite of its multicultural character, Perm is “Russian till the bone”. Wide avenues, big squares and parks, many statues, dominant Soviet architecture, countless little kiosks, huge theatres and trolley busses everywhere - all make Perm as Russian as Russian can be. Being some 1400 kilometers away from the big influential cities of Moscow and St. Petersburg, Perm is a relaxed place, where people have kept the typical Russian way of life and traditions. The Perm opera and ballet theatre After St. Petersburg and Moscow, Perm is Russia's leading city for opera and ballet theatre. Not only has the city got a wide range of stages and theatres, its educational bodies like the Russian Academy of Theatre Art and Institute for Culture and Art as well as its many international relations in theatre performances and education still give Perm the name of theatre city. One of the most famous stages is the Chaikovsky Opera and Ballet Theatre Perm. Among its repertoire are internationally known performances (for example Romeo and Juliet, Cleopatra, Aida, Cinderella, Le Nozze di Figaro) as well as Russian ones: most works of Chaikovsky have been staged here. Since 1948 the Perm Opera and Ballet Theatre has been on tours throughout the whole world, performing in countries such as UK, Japan, New Zealand, Australia, Hungary, the Netherlands, Bulgaria, Germany and China. During its history, the theatre has received numerous (inter)national prizes. Another leading stage is the Perm Academic Drama Theatre, founded in 1927. Like the Perm Opera and Ballet Theatre, the Acamedic Drama Theatre has staged the world’s most prestigious Drama plays (for instance Ostrovsky, Shakespeare, Gorky and Tolstoy) and has it won many prizes for its work. Museums The Perm Art Gallery boasts a large collection of arts. Apart from numerous paintings of Flemish, French and Italian masters, it also has modern art collections on exhibition. The museum's collection is among the very largest ones in Russia. The museum is located in a former cathedral, now a landmark of Perm in the centre of the city. For those who are interested in the history and the culture of the Urals, the Regional Museum of Local Studies and History (founded in 1890) is definitely worth to visit. The museum boasts a wide variety of armory, coinage, pottery, handicrafts, archeology and minerals. It also tells about the Permian period, the geological era in which the Urals were formed. The partly open-air artillery museum at the northern end of the city centre displays all generations of rocket and artillery (vehicles), as constructed in Perm, as well as a wide range of information of the history of the industry. Actually, the city is known for its large war industry ever since late 1800’s. All cannons and artillery of former Soviet Union as well as engines for Tupolev and MiG aircrafts were (and in less amounts still are) manufactured in Perm. The museum offers detailed information on its wide range of warfare. The outside part of the museum can be entered free of charge at any time. This museum is a part of our city excursion . “ Khokhlovka ” (Open-air museum of and Wooden Architecture and Ethnography) is in fact a collection of original structures as they existed in the 17th century. Inside the buildings, all kinds of tools, handicrafts and clothes of that time are exposed. The guide will take you around the museum, telling about the hard life 300 years ago. You will be amazed by the beauty of the site; Khokhlovka is located on a green hill and offers great views over the Kama river and nearby villages. Architecture As for architecture, most profound buildings are situated in the city centre. The heart of the city is very unlike what one can expect from a city of over one million inhabitants. It completely lacks the usual modern glass buildings and tall skyscrapers that make up for most big cities’ centres. In fact, Perm’s centre is mostly made up by colorful, classic 3-storied mansions of Soviet architecture, making the centre breath a rather relaxed and pleasant atmosphere. Among the most prominent buildings in the city are the centrally located "Young people's theatre", the Feodalyevskaya Church and the Dyagiliev Mansion. Furthermore, the Perm I train station is worth a look, as it is proper ancient (17th century). In the provincial towns surrounding Perm, such as Kungur, Solikamsk, Usolye and Osa, architectural highlights are dominated by mansions and factories which were built by the Stroganovs and Demidovs in the 17th century. In similar style, a large number of remarkable churches and cathedrals can be found throughout the Perm Province. Famous people In spite of Perm being a relatively unknown city, the city and its region brought forward many famous people. Ballet impressario Sergei Dyaghilev was born in Perm and spent early years of his life here. He became a sensation in Europe during 2 decades of his "Ballets Russes". Dyaghilev's former mansion in the centre of Perm is now a museum. Chaikovsky, one of the greatest composers ever, was born in a small town just south of Perm. Furthermore, Perm was home of Popov, the inventor of radio, and of Boris Pasternak, who wrote Dr. Zhivago here. The Stroganovs, the Demidovs and Tatishchevs in Perm make up for Russia's famous industrials. Ballet impresario Sergei Diaghilev wrote history when he produced the ballet sensation "The Rites of Spring" in Paris in the early years of the 20th century. Sports For those who are more into sports rather than theatre, Perm has many possibilities. Especially in weekends, the offer is large. Football games of Amkar (promoted to Russia’s premier league in 2003) and “Molot-Prikamiye” (see club logo on the right) ice hockey matches take place frequently. Click here for all matches of Perm sports teams. Shopping Shopping in Perm is an experience on its own. Like most other cities in Russia, Perm has not got obvious Western-style shopping streets, although the central “Komsomolsky Prospekt” is steadily developing into one. New and modern stores are appearing in and around this proper avenue at a fast rate, among which mostly fashion, jewelry and dining places. For daily needs, the huge central bazaar is the most popular place. For any tourist, a visit to this site of countless little stands, shops and kiosks simply cannot be missed. The whole city comes together here, making the bazaar probably the most vivid place in Perm. Fruits, vegetables, clothes, cleaning products, tools, audio, sunglasses, kebabs, carpets, almost ANYthing can be purchased here, and usually for very little money too. The large building in the centre of the bazaar is the place where all kinds of meat and milk products are sold. For those looking for cheap clothing, the Chinese-Vietnamese market is the place to go. Decent but cheap is the main subject among the mainly Chinese trade-people at the market. Furthermore, several smaller markets (“rinki”) can be found all over the city, mainly at the crossings of major streets. A number of shopping malls serve those who like to have everything in one building. The biggest one is “Univermag” on the corner of Lenina and Komsomolsky Prospekt. Just across the road are many bakeries, cafés and kebab stands for a short break and a quick snack. Public Transport Perm has an extensive public transport system, operated by busses, taxi busses, trolley busses and trams. They take you to wherever you want to go in the city, even to far outskirts. The standard fare for any means of public transport is 13 rubles, to be paid to the conductor on entrance. Taxi busses start around 6:30 am and stop at 21 pm. All the other transport starts at 5:30 am and goes until 0:30 am. Taxis, naturally, drive 24 hours. If you do not know the city well, it might be difficult for you to find your way through the complicated public transport network. The best thing you can do is to ask the hotel receptionists or your host family which bus or tram number you need. Just remember the name of the stop you departed from, so it will be easy for people to give you directions back, just in case you are not sure which one to take. It is also possible to buy a city transport map at any paper/magazine kiosk, they cost around 2 euro. Events in Perm Events in form of sports and theatre take place nearly every day, one shall not get bored! Most interesting performances of ballet, drama and opera are staged at the Drama Theatre, which is located on Lenina Street, at the central square. The Perm Academic Theatre offers all kinds of famous plays, both Russian and international, and has a full events calendar every day of the month. Matches of Molot Prikamye (ice hockey) take place at the Molot Stadium, which is loacated in the eastern part of Perm. Amkar plays Russian premier league football in stadium "Zvezda", which is in the city centre. Celebrations throughout the city often take place on Russian national holidays: December 31st, New Year January 7th, Orthodox Christmas February 23rd, Day of Defender of Motherland (fireworks) March 8th, Women's Day May 1st, Spring and Labour Day May 9th, Victory Day (military parades in city centre) June 12th, Independence Day and birthday Perm city! (huge fireworks at midnight) November 4th, National Accord Day Furthermore, several occasional as well as annual music, theatre, folklore and anniversary festivals take place in Perm and its region. There is always something to celebrate in Perm! Perm city map A map of Perm city centre, as well as a province map, you'll find on a seperate page. Click here for Perm city map . Perm Weather & Climate Russia is renowned for its long and cold winters. In case of Perm in particular, this is only partly true. Perm has a temperate continental climate: winters are by far not as harsh (average day temperature in January is -15C) when compared to the more eastern parts of the country. Summers are usually very sunny and warm, averagely +25C in July- and August day times. During those months, many citizens can be found sunbathing on the Kama beaches. Current weather:   -->

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