Arriving in Panama by plane: the simplest (and probably the best) solution from Europe

Reaching Panama from Switzerland and Europe turned out to be surprisingly simple thanks to Condor, the German airline that connects Zurich and Frankfurt directly to Panama City. There are also flights from Milan Malpensa, always with a stopover in Frankfurt.

It’s a very effective choice for several reasons:

• extremely competitive prices, often much lower than traditional airlines;
• new planes, recently renewed in the long-haul fleet;
• careful and punctual onboard service;
• convenience of departing from Zurich or Milan Malpensa with a transit through Frankfurt without complications.

For those needing to reach Panama from Europe, this combination probably represents the best value for money available.

Entering the Country

Among the entry requirements, besides having $500 with you, Panama requires the presentation of a return or exit ticket from the country. It doesn’t necessarily have to be to the country of origin: it can be a flight, a ship, or any other means that demonstrates exit from Panamanian territory.

Formally, the control is the responsibility of the immigration authorities, but in practice, it is the airline that requires proof already at check-in, as it is responsible in case of rejection upon arrival.

In my case, it wasn’t a problem because I would be returning to Europe after two weeks. However, for those flying to Panama to return to their boat and continue their journey, this requirement can become an obstacle.

One possibility is to get a letter/confirmation from the marina, stating that the boat is in the marina and will leave Panama as it is a boat in transit.

Obviously, this option can create discussions and waiting times for the necessary checks, often difficult for the airline.

To simplify the situation, there are services like Onward Ticket that, for about 16 USD, issue a temporary exit reservation, valid and verifiable for 48 hours, with 24/7 human support. It is a tool widely used by backpackers and travelers without a defined itinerary and represents, in practice, an effective solution when you don’t yet have a definitive exit ticket.

How to get around in Panama

The marinas on the Caribbean side of Panama are far from inhabited centers.
To give some reference:

• from Shelter Bay Marina to Colón it takes about 30 minutes by car;
• from Linton Bay or Panamarina to Colón the travel time increases to about 1 hour and 30 minutes.

Public transport is limited, unreliable, and often subject to particular restrictions. A concrete example: on the bus connecting Shelter Bay Marina it is not allowed to transport gas cylinders. If you want to have them filled (for example in Chilibre), this forces you to take a taxi or deliver the cylinder to the marina, which takes care of the transport applying a fee of about 40 USD.

It’s useful to know that taxis are affordable. There are many and they are used daily by Panamanians for short trips, like going grocery shopping.

Nevertheless, if you need to go shopping, it’s not guaranteed to find what you need at the first store. Often you have to visit two or three before finding the right material.

That’s why, even if it initially seems like a significant cost, renting a car is actually one of the smartest choices. Having a vehicle available 24/7 allows for great flexibility and saves a lot, as we will see later with concrete examples.

The car can be rented:

• at Tocumen airport;
• in Colón, reachable by taxi or bus.

The average cost is about 35 USD per day. However, if you rent the car directly through Shelter Bay Marina, the price rises to about 70 USD per day. Not surprisingly, many sailors jokingly call the marina “Shelter Pay”.

An important warning:
the roads have deep potholes and local driving is often unpredictable. A lot of attention is needed at the wheel.

The marinas

The following evaluations are based on my direct experience during the two weeks spent on site and from discussions with people who have been in Panama for a long time.

Shelter Bay Marina

Well-structured marina, divided into:

• water area,
• work area,
• bunkering area.

It has a hotel, restaurant, pool, small market, ship chandler (with limited selection), and sailmaker.

It is generally considered the most expensive marina in the area, but operates with higher standards than the others.
The work area alternates between concrete and gravel zones; in the latter, a durable fabric tarp is normally placed under the stands to prevent pollution but I imagine also to avoid soil erosion during heavy tropical rains. The stands are also connected to each other with chains, increasing safety (something not done in other marinas in the area).

The shipyard is supplied directly by its own ship chandler, which results in much higher prices compared to the market.

Returning on board after the rainy season may not be immediate, both due to the high humidity rate and because it’s necessary to restore onboard services and tidy up what was carefully stowed before leaving the boat. It may therefore be a good idea to initially sleep off the boat, working during the day to make it habitable again.

One option is to take a room within the marina, at a cost of about 130 USD per night. Alternatively, Airbnb often represents a more convenient solution: well-kept apartments can be found, even with a pool, at 30–40 USD per night.

Once again, renting a car and the independence of being able to move around pays for itself.

Shelter Bay Marina is ideal for those seeking high standards and safety.

Website: http://www.shelterbaymarina.com/

Linton Bay

Lower prices, more informal atmosphere, and generally younger community.
It probably has the best-stocked ship chandler in the area, with a wide availability of Victron products (not exactly cheap). It has docks and buoys to keep the boat in the water and a yard for working on the boat.

It is 25 minutes from the town of Portobelo and 1h30 from Colón.

Linton Bay Marina is suitable for those who prioritize lower costs and flexibility.

https://www.lintonbaymarina.com/

Panamarina

Even more basic marina, suitable for those seeking low costs.
It has a small ship chandler and a sailmaker. Limited lifting capacity by weight.

This marina is also as distant as Linton Bay.

Panamarina is a basic solution for reduced budgets.

https://www.panamarina.net/

Savings and organizing purchases

One aspect to keep in mind when working on a boat in Panama is that most local ship chandlers are primarily oriented towards fishing and commercial boating, while the offer for leisure boating is often more limited. This means that, especially for specific materials or important equipment, it is essential to organize in advance, plan purchases, and, when necessary, order the material before arrival.

Buying directly in the marina is certainly convenient, but often involves significantly higher prices and not always short waiting times. Moving towards Colón and the Free Zone, it is possible to find greater availability of material and more interesting conditions, provided you dedicate time to organization.

To give two concrete examples:

• Sea Hawk 44 antifouling

  • 300 USD/gallon if purchased at the shipyard

  • 150 USD/gallon at Max Industries in Colón

• ISO 9650-1 liferaft for 6 people

  • 3300 USD at the marina’s ship chandler, with at least a week’s wait for the certificate release

  • 1260 USD in the Free Zone, with the certificate issued immediately

In a single day of shopping — three gallons of antifouling and a liferaft — the total savings was about 2500 USD.
This is a concrete example of how, with a minimum of planning and moving outside the marina, it is possible to significantly optimize the budget during a stop in Panama.

The Colón Free Zone: a vital resource for sailors

One of the aspects that makes Panama particularly interesting for those traveling by sailboat is the presence of the Colón Free Zone, the largest free zone in Latin America and second worldwide. It is an area where numerous importers and distributors operate and where you can find a huge variety of nautical materials, tools, spare parts, electronics, and safety equipment, often difficult to find in one place elsewhere.

The main advantage of the Free Zone is not only the availability of material but the fact that it is a free zone, therefore with a simplified tax regime and no VAT or internal duties. For sailors with boats declared as “vessel in transit”, this translates into easier purchases and reduced bureaucracy, provided the documentation is correctly set up.

Compared to purchases made directly in the marinas, the Free Zone often offers more choice, greater flexibility, and generally more interesting prices, especially on technical items and important equipment. For this reason, it is worth planning a dedicated visit, organizing purchases in a targeted way.

Keep in mind that there are often no shops and these importers are inside anonymous warehouses. It is therefore essential to search for them and contact them first, then go on site.

Once again, having a car greatly facilitates movements and allows you to make the most of the opportunities offered by the Free Zone, making it an almost obligatory stop for those who need to work on or equip a boat during a stop in Panama.

https://www.zolicol.gob.pa/

The Panama Canal and the role of the agent

For those arriving in Panama by sailboat, the Panama Canal often represents a central stop, whether you intend to cross it immediately or consider it as a preparation point for the Pacific. It is important to clarify that the canal crossing can also be organized independently, without necessarily resorting to an agent. In this case, however, you need to account for a certain amount of bureaucracy, appointments, forms, and checks to manage personally.

Relying on an agent is therefore not an obligation, but a practical choice. An agent allows you to save time and energy, taking care of the transit organization, date planning, and document control. This allows the crew to focus entirely on the preparation of the boat for the Pacific, which often requires important work, supplies, and checks.

An additional advantage is that the agent knows in detail the updated procedures and ensures that all documents are correct and complete, reducing the risk of delays or problems during the process.

I talk about it later, but within the downloadable PDF from the Cruisers at Shelter Bay WhatsApp Community there are several agent contacts available. In our case, we chose Stanley, who proved to be a great professional, very competent, and particularly attentive to the documentation part.

For a 41-footer, the total cost (canal, line rental, agent work, etc.) was around $3,700.

Sending material to Panama

Be careful if you bring material in your suitcase: importation to Panama is a delicate issue. Authorities may decide to treat the material as commercial importation, greatly complicating the procedures.
Some reports mention requests for value declaration and “informal” payments to let the material through. Essentially, bringing material by plane is a lottery.

Couriers

If you decide to ship material (for example, sails from Asia), be aware that not all couriers operate the same way in Panama.

• DHL seems to be able to operate with the status “Vessel in transit”, if the package is correctly addressed (e.g., Vessel in transit – SY Boat Name).
• UPS, on the other hand, generally treats the goods as commercial, relying on a local courier for delivery. This involves:
  • high customs costs,
  • complex bureaucratic procedures,
  • need for bank payments,
  • very long delivery times.

Logistics companies (forwarders)

A very effective solution is to rely on forward logistics companies like:

• Shopline Panama
• PTY Shipping

By registering online, you are provided with a personal address in Miami. You can order material (for example, from Amazon USA) and have it delivered there; the forwarder then takes care of forwarding it to Panama (e.g., offices in Colón).

• delivery in 3–5 days;
• no customs clearance fees;
• batteries only by sea (cost by volume);
• the rest of the material by air (cost by weight).

https://shoplinepanama.com/
https://ptyshipping.com/

Useful ship chandlers

• Fermarine – Colón | WhatsApp +507 6218 7466
• Abernathy – Colón | www.abernathypanama.com | WhatsApp +507 6852 0055 (Spanish only)
• Suminapa – Linton Bay | suminapa.com | WhatsApp +507 6009 8579
• Shelter Bay Marina Chandler | WhatsApp +507 6383 1636

Cash and payments

Cash is often the preferred payment method and allows, in many cases, to obtain additional discounts, always requesting the related invoice.
However, it’s good to keep in mind that ATM withdrawals incur high fees.

Discounts

Always ask if there are discounts as a customer of a specific marina or as a vessel in transit.
Well-known stores offering agreements:

• Sobeys (grocery – Margarita)
• Abernathy (Plaza 4 Altos)
• Fermarine
• Max Industrias (Millenium Plaza)
• Novey (depends on the cashier, always ask)

230V Appliances

In Panama, the power supply is 110V. If you need to replace any appliances or electrical tools, keep in mind that it’s not easy to find those that operate at 230V.

Regarding dockside power, Shelter Bay Marina also provides 230V connections. I imagine other marinas are equipped as well.

Mobile Subscriptions

Among the providers with unlimited data tourist plans:

• Tigo
• Más Móvil

WhatsApp Groups

There is the Cruisers at Shelter Bay WhatsApp Community, managed by Debi and Kelly.
Inside, there are various thematic groups and a crucial PDF: “Shelter Bay Marina & Colón FAQs”, full of practical information that saves time and money.

Access is moderated, and to join, you need to write to them indicating:

• name,
• boat name,
• current location.

There are also groups for Linton Bay, Panamarina, and San Blas.

Do you need support to prepare your sailboat for the next season?

I handle sailboat transfers for private owners, brokers, and shipyards. Additionally, I assist new owners with personalized coaching sessions or simply as navigation support when sailing solo.

I can also help with shipyard work and managing technical interventions, with the ability to travel anywhere in the world.

Tell me about your project and your needs: I will be happy to listen and find the most suitable solution together. Contact me here.

Finally, you can subscribe to the newsletter to not miss the next articles of Yamana Sailing Life!

Last update: Jan 6, 2026 @ 19:45

L'articolo Panama by sailboat: logistics, marinas, and practical tips proviene da Yamana - Sailing Life.

Maneuvering Course: Safety and Confidence in Critical Situations

Many boaters only experience their boat for short periods during the year. They rent a sailboat for summer vacations, spend one or two weeks at sea, and then return to land life until the next season.
When it’s time to set sail again, a certain tension often resurfaces: the port maneuvers.

Entering or exiting a berth, approaching the fuel dock, or mooring with strong winds are situations that can cause stress, especially if you don’t practice regularly.
The same goes for some fundamental maneuvers in navigation, such as man overboard recovery, picking up a mooring buoy with strong winds, or heaving to to manage an emergency or take a break during navigation.

The problem is not a lack of general experience, but a lack of training: sensitivity to the helm’s response, engine control, line handling, and onboard communication are skills that are easily lost if not practiced.

From Theory to Practice

Course days alternate between theoretical moments and practical tests in port and at anchor.
Theory helps to understand how the boat reacts, the propeller’s evolutionary effect, how to read the wind in confined spaces, and how to plan a maneuver before executing it.
Practice allows immediate application of what has been learned, making movements more natural and precise.

Each exercise is designed to increase personal confidence: handling the boat with a crosswind, using the engine with sensitivity, setting the entry course into port, communicating with the crew clearly and calmly.

The Maneuvering Course on Elba Island, a Concrete Example

During October 2025, the maneuvering course took place in Portoferraio, on the Island of Elba.
Four participants from Ticino, Graubünden and Zurich spent three intensive days working with steady winds and ideal conditions to put their learning into practice.
The atmosphere was that of a real crew: collaboration, attention, and eagerness to improve. For some, it was also an opportunity to enrich their nautical vocabulary in Italian, learning technical terms used in onboard maneuvers.

During the course, we also experienced an extraordinary event, spending a night with gusts of up to 55 knots in port. It was a valuable opportunity to closely observe how to properly secure the boat and verify the importance of every detail when the wind decides to test everything.

At the end of the week, everyone took home a wealth of experiences that helped them better understand the boat’s behavior and feel more confident in maneuvers, even with strong winds.

Training Safety before the Holidays

A maneuvering course is useful for anyone who sails occasionally or wants to regain confidence after a break. In just a few days, you can consolidate practical skills that, on vacation, make the difference between a serene departure and a tense moment.

Sailing with confidence doesn’t just mean knowing how to handle the sails or manage a course.
It also means being able to move in port with calm, precision, and respect for the boat and others.
And this confidence comes from one thing: practice.

Channels to Stay Updated on Upcoming Offers

Those interested in participating in upcoming maneuvering courses or other training activities can check the upcoming dates directly on the free-time-activities.com website.
To not miss news, updates, and new offers, you can join the WhatsApp community of free-time-activities.com: a space where I share new programs, experiences, and courses starting soon.

Finally, you can subscribe to the newsletter to not miss the next articles of Yamana Sailing Life!

Last update: Oct 29, 2025 @ 17:41

L'articolo Maneuvering Course: Safety and Control in Port proviene da Yamana - Sailing Life.

IMPORTANT: Please note that the plans and information reported are updated as of March 9, 2025 and may be subject to changes in the future.

Starlink on Sailboats: A System That Has Revolutionized Maritime Communication

The introduction of Starlink on sailboats has represented a true revolution in maritime connectivity, offering for the first time high-speed satellite internet even on the open sea. The standard version of Starlink has already proven to be a valid solution for vessels, allowing a stable and fast connection while sailing.

However, with the arrival of Starlink Mini, the accessibility and practicality of this technology have taken a further step forward. Compared to the standard version, the Mini model offers numerous advantages for those using Starlink on sailboats:

• Connection speeds over 100 Mbps, with excellent performance even in non-optimal signal conditions
• Lower energy consumption (20-40W compared to 75-100W of the standard version)
• Possibility of power supply with powerbank, increasing portability and versatility
• Easy installation on sailboats, thanks to more compact dimensions
• Cables with smaller connectors, facilitating passage through cable glands compared to the standard version

Thanks to these improvements, Starlink on sailboats confirms itself as the most suitable solution for sailing, combining power, energy efficiency, and ease of installation.

Iridium GO! vs. Starlink on Sailboats: Which is More Convenient?

Until now, Iridium GO! and Iridium GO! exec were the only options for those sailing far from the coasts. The main advantage of Iridium is global coverage and the possibility of being used in emergency situations. However, the extremely low speed and high cost make these devices less competitive compared to Starlink Mini.

But let’s look at this interesting comparison table:

ATTENTION: It should be emphasized, however, that despite Starlink on sailboats becoming increasingly mobile, for ocean crossings it is still advisable to have a basic subscription with Iridium GO! to ensure the possibility of emergency communication if needed.

Which plan to choose for Starlink on a sailboat?

For private individuals, the Unlimited Roaming plan is currently recommended, available at about 72 USD per month (if activated in Switzerland). This plan includes the Mobile Priority option, which can be activated and deactivated on request, even for just a few hours or days. The cost of Mobile Priority is about 2 USD/GB. Currently, this option is available only for the Unlimited Roaming plan, while the 50GB per month plan does not include it. Starlink plans are subject to changes, at least once a year.

Powering Starlink on a sailboat: the role of Power Bank for great mobility

One of the limitations of the standard version of Starlink was the high consumption and the need for a dedicated power source that required a fixed installation. Starlink Mini solves this problem, allowing it to be powered even with a power bank with USB PD capable of delivering at least 100W (20V/5A).

A perfect example is the Anker Prime 27,600 mAh, which offers:

• 140W output, perfect for Starlink Mini
• Fast charging and compatibility with solar panels
• Compact size and lightweight, ideal for mobile use
• A display to see remaining battery life and consumption
• The ability to connect via app and monitor it via Bluetooth
• A battery life for Starlink Mini of about 3 and a half hours

Used together with a special waterproof USB-C cable, you can power our antenna without too many complications. I recommend not exceeding 5 meters of cable length for this Power Bank solution.

For me, working on multiple boats and making transfers around the world, this solution is simply brilliant!

Installing Starlink on a sailboat

Starlink Mini can operate in temperatures from -30°C to 50°C and with wind gusts up to about 95 km/h.
This makes it suitable for a fixed installation on the boat as well.

For those who want a permanent setup, Starlink Mini lends itself to various configurations. Here are some installation solutions:

1. Mounting on the stern pulpit
   • Adjustable bracket to optimally orient the antenna
   • Easy to remove when not in use
2. Installation on a radar pole
   • Excellent position for a clear view of the sky
   • Protection from splashes and waves
3. Removable solution on a foldable support
   • Ideal for those who want flexibility
   • Can be stored when not needed

And what about power supply?

Reading Starlink’s specifications, this antenna expects a power supply from 12 to 48V with a power supply that must deliver at least 60W. In reality, the 12V power supply seems to be insufficient.

In this case, it is necessary to install a DC-DC converter to bring the power supply to 20-24V.

Starlink on a sailboat connected via Ethernet cable

Another advantage of Starlink Mini is the ability to connect the Starlink Gen3 router, a third-party router, or other network devices via an Ethernet cable. This allows for a stable and secure connection without relying solely on Wi-Fi.

The connection can be made with a standard Ethernet cable, but this solution does not guarantee adequate waterproofing for use in a marine environment. For those who need a more secure and water-resistant connection, the dedicated Ethernet cable for the Starlink Mini kit is available in various lengths. This cable is equipped with waterproof RJ45 connectors, ensuring IP67 protection against water and moisture ingress.

The solution of bypassing the internal router of the antenna and connecting your own router allows for interesting network configurations, capable of also utilizing other connections such as marina Wi-Fi or mobile networks (via SIM). For personalized consultations, contact free-time-activities.com.

Thanks to this option, users can integrate Starlink Mini into their onboard system without compromising on connection quality and reliability.

Competition and the future of satellite connectivity

Although Starlink on a sailboat is currently the most innovative solution, other players are developing similar technologies that could, in the future, create competition and break SpaceX’s monopoly. Among these are:

• OneWeb, a company aiming to provide global satellite internet with a network of low Earth orbit satellites
• Amazon Kuiper, a project that aims to offer satellite connectivity competitive with Starlink

These developments could lead to cost reductions and further service optimization, making satellite connection at sea increasingly accessible and performant.

Conclusions: The future of connectivity with Starlink on a sailboat

With costs drastically lower than Iridium, unparalleled speed, and the ability to be powered by a simple powerbank, Starlink Mini is a true revolution for connectivity at sea.

However, for ocean crossings and emergency situations, it is always advisable to maintain a minimal subscription with Iridium GO! to ensure backup communication if needed.

If you already have experience with Starlink on a sailboat, share your configuration in the comments!

Need a consultation? Contact free-time-activities.com!

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Last update: Oct 28, 2025 @ 17:36

L'articolo Starlink on Sailboats: The Revolution of Connectivity at Sea proviene da Yamana - Sailing Life.

Sea State

When we read weather forecasts from various apps or weather sites, we are provided with the following parameters:

• The significant wave height (Hs), which is the vertical distance between the crest and trough of the wave. The significant wave height represents the average height of the highest third of waves.

• The period is the time in seconds (s) between the passage of two successive crests at a fixed point. The average period is the arithmetic mean of the periods of all waves.

Wave Height

When sailing, we’ve surely observed an anomalous wave, higher than those indicated in the forecasts. This phenomenon is related to the concept of significant wave height, which represents the average height of the highest third of waves. Consequently, it’s entirely normal to occasionally encounter waves higher than this value. But to what extent can they exceed the predicted height?

There are statistical relationships that allow us to estimate the probability of encountering waves of different heights compared to the significant wave height. Below, we’ll look at these relationships to understand how frequently and to what extent we can expect higher waves:

• Hmax = 2 × Hs → occurs approximately every 2000 waves
• H₁/₁₀₀ = 1.67 × Hs → occurs approximately every 100 waves
• H₁/₁₀ = 1.27 × Hs → occurs approximately every 10 waves

Practical Example

If a forecast indicates rough seas with 3-meter waves (Hs), even higher waves might occur at sea:

• 1 wave every 2000 (Hmax) could reach 6 m (if the period is 8s, this happens about every 260 minutes).
• 1 wave every 100 (H₁/₁₀₀) could reach 5 m (if the period is 8s, this means one every 13 minutes).
• 1 wave every 10 (H₁/₁₀) could reach 3.8 m (if the period is 8s, one every 80 seconds).

Long or Short Waves: How to Distinguish Them?

Now that we know waves can be twice as large as predicted, we can continue our reasoning and delve into other aspects of waves.

Waves can be categorized into two main types:

• Long waves, where the distance between two successive crests is much greater than their height. They are gentler and less steep, thus more manageable for navigation.
• Short and steep waves: the distance between crests is closer to the wave height, making them steeper and more difficult to handle, especially with headwinds.

A wave is considered long and navigable if its wavelength is at least 10 times its height. Let’s look at two examples:

• A 3-meter wave with a wavelength of 30 meters or more will be gentler and more manageable in open seas.
• A wave of the same height, but with a wavelength of only 15 meters, will be steeper and potentially breaking.

How to Calculate Wavelength

But where do we get the wavelength (λ)?

The wavelength (λ) can be estimated based on the wave period (T), which is the time between two successive crests passing a fixed point:

λ ≈ 1.56 × T^2

Where:

• λ is the wavelength in meters
• T is the period in seconds

For example, if a wave has a period of 5 seconds, the wavelength will be:

λ = 1.56 × 5^2 = 1.56 × 25 = 39 meters

If instead the period is 3 seconds, the wavelength will be:

λ = 1.56 × 3^2 = 1.56 × 9 = 14 meters

But when does it become dangerous? It depends on the steepness of the wave!

In addition to wavelength, wave height is crucial in determining its dangerousness. The steepness of a wave is calculated by the ratio between height (H) and wavelength (λ):

Steepness = H / λ

IMPORTANT: referring to what we’ve seen before, for H we must take the value Hmax

Waves can be classified based on this ratio:

• If H/λ > 1/7, the wave is very steep, unstable, and may break.
• If H/λ < 1/10, the wave is long and gentle, easier to handle.

But let’s look at some examples: let’s consider two waves of different heights, but with the same period of 10 seconds:

• 3-meter wave – 10-second period

  • $156$ m
  • Steepness = $\approx 1/52$ → long and manageable wave

• 5-meter wave – 10-second period

  • Same wavelength: 156 m
  • Steepness = $1/31$ → steeper, but still not critical

However, if a maximum 5-meter wave has a very reduced wavelength, it becomes critical:

• • 5 meters in height and 35 meters in wavelength → steepness → unstable and dangerous wave.
  • 5 meters in height and 100 meters in wavelength → steepness → gentler and navigable wave.

Reference Table

When does a wave start to break?

A wave starts to break when its height exceeds 78% of the water depth:

• If H exceeds 78% of the water depth (H > 0.78 × depth), the wave begins to break (e.g., near shallows or coasts).
• If there is strong wind against current or waves from opposite directions, the crest can become unstable and break.

Risk of Capsizing for a Vessel

When sailing, it’s crucial to consider the effect of waves on the vessel:

• A breaking wave on the beam, with a height greater than 1/3 of the vessel’s waterline length, represents a serious risk of capsizing.
• A wave at least 60% of the waterline length in height will most likely cause the boat to capsize, regardless of its shape.

Conclusion

Even with forecasts of “moderate” waves, sailors should be prepared to occasionally encounter significantly higher waves.
To assess the sea state, one must consider both the maximum wave height and wave length.
A long and high wave can be manageable, while a short and steep wave will be more challenging. The wave becomes dangerous when the height-to-length ratio exceeds 1/7 or when it starts to break. Knowing these parameters helps in planning safe navigation.

Clearly, these are theoretical considerations, and the situation at sea can change due to multiple factors, such as seabed conditions, coastal orography, cross seas, etc.

Do you want to gain experience at sea or obtain a license? Check out the offers from free-time-activities.com!

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Last update: Mar 6, 2025 @ 21:20

L'articolo Long or Short Waves? Here’s How to Evaluate Sea Conditions proviene da Yamana - Sailing Life.

Types of Self-Inflating Life Jackets

There are essentially two types, differentiated by their automatic activation system. They can be hydrostatic, which activate with water pressure (normally no more than 30 cm depth), or those with a salt tablet or compressed paper, which dissolves on contact with water and acts as a detonator for the canister. Hydrostatic types have the advantage of not ‘triggering’ even in case of water splashes, but they cost more.

Storage

Life jacket maintenance begins from the moment it is used and how it is stored. We are talking about a product composed of plastic, fabrics sewn together, and salt or compressed paper activators. It is immediately clear that the object can degrade over time due to sun (heat and UV rays) or humidity. Here are some simple but important rules for good maintenance of the self-inflating life jacket:

• When not in use (and not needed within reach), avoid leaving it in the sun. I’ve seen people forget their life jacket under the sprayhood for entire days, with the sun entering through the ‘windows’ and hitting it directly. Heat and UV rays lead to an inexorable deterioration of the seams, fabrics, and plastic parts such as the spray hood.
• Avoid wetting it unnecessarily, and if it needs to be dried, store it in a ventilated and shaded place.

Maintenance of the Self-Inflating Life Jacket

In this article, I will use as an example a self-inflating life jacket with tablet activation, which is the most commonly used. The maintenance operations are similar for hydrostatic models as well, albeit with due differences in the rearming kits.

In an inflatable life jacket, we have the following replaceable parts

• Disposable CO2 cylinder
• Cartridge with salt tablet/paper or hydrostatic valve, both disposable
• Automatic flashing light
• Spray hood

Every 6 months, it is advisable to do a complete overhaul for effective and thorough life jacket maintenance. First, operating on the zippers and Velcro, open the jacket and remove the CO2 canister and cartridge to avoid accidental activations.

Check the date on the cartridge and canister, and replace them with the appropriate rearming kit if necessary. Note that the cartridge shows the expiration date, while the CO2 canister shows the manufacturing date. Manufacturers say the canister has no expiration date, but personally, I change it when I detect rust, a decrease in the indicated weight (meaning it has lost gas), or after 5 years from its manufacture.

Using one of those camping dome pumps, inflate the air chamber. It should absolutely not be done by mouth, because breath would also introduce saliva that would deposit inside, risking damage to the air chamber and its plastic parts.

Once inflated, for proper life jacket maintenance, let it rest for at least 24 hours in a shaded place at a constant temperature.

After this time, check that it has not deflated. If its volume has decreased, this could be caused by a leak or temperature change. At this point, during the life jacket maintenance, it is essential to check for any leaks by applying liquid soap (not harsh!) to the air chamber. If in doubt, replace the air chamber (if possible) or the entire life jacket.

Other fundamental checks in the maintenance of the self-inflating life jacket:

• All seams must be intact and should not show any unstitching
• The spray hood should not be damaged by heat (dry or broken plastic)
• Check the whistle
• The safety light must be functional, which can be verified with the appropriate test button

If the seams show problems, it is recommended to replace the life jacket. The hood and light, however, are items that can be ordered and replaced.

Once the life jacket maintenance is completed, you can proceed with deflating and correctly folding the air chamber. In Spinlock models, you can use the cap to deflate the air chamber.

It’s important to fold it well so that it can open easily.

Insert the cartridge and cylinder, ensuring that the green indicator is visible, which indicates they have been screwed in correctly.

As mentioned above, if they are expired, they need to be replaced.

Final step of life jacket maintenance: close it leaving the safety indicators of the cartridge and cylinder visible. These indicators should always be kept under control, because with the movement of the life jacket, the cartridge and cylinder could unscrew, and in case of need, they would not activate correctly.

I am always available to advise on the purchase of the most suitable self-inflating life jacket and to provide rearming kits (supply only in Switzerland). Contact me without hesitation.

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Last update: Sep 10, 2018 @ 06:00

L'articolo Maintenance of the Self-Inflating Life Jacket proviene da Yamana - Sailing Life.

What is AIS – Automatic Identification System?

The Automatic Identification System (AIS) is a radio system used to monitor maritime traffic. It transmits and receives data via VHF, allowing vessels to view ships in real-time within a radius of about 20 nautical miles. Among its main advantages, AIS improves navigation safety by reducing the risk of collisions, especially in conditions of reduced visibility or in high-traffic areas.

AIS Classes: Class A and Class B

The AIS – Automatic Identification System is available in two main classes:

AIS Class A

Mandatory for all vessels subject to IMO/SOLAS regulations (such as cargo ships over 300 GT and passenger ships), AIS Class A operates on dual frequency and has a range of about 20 nautical miles. It continuously transmits detailed and updated information about its position and movement.

AIS Class B

Intended for recreational boats and vessels not subject to IMO/SOLAS, AIS Class B is available in two versions:

• Receive-only, single frequency.

• Receive and transmit, dual frequency, with transmission power up to 2 Watts and coverage between 5 and 10 nautical miles.

In recreational boating, AIS can be integrated into the VHF or installed as a separate unit, with a dedicated antenna on the rollbar or connected to the VHF antenna at the masthead via a splitter – a solution that improves range and performance.

What data does AIS transmit and receive?

The AIS – Automatic Identification System allows the automatic exchange of multiple identifying and navigational data, including:

• Vessel position (via GPS)

• Speed and course

• MMSI (Maritime Mobile Service Identity)

• Call sign

• Vessel name

• Destination

• Vessel status (underway or moored)

Thanks to this information, the chartplotter can calculate:

• CPA (Closest Point of Approach): predicted minimum distance between two vessels.

• TCPA (Time to Closest Point of Approach): predicted time to reach the CPA.

These values are fundamental for preventing collisions and setting up safety alarms on board.

AIS as a navigation aid

In addition to vessels, the AIS – Automatic Identification System can be used to transmit data on fixed or floating objects, such as:

• Lighthouses

• Buoys

• Beacons

• Coastal markers

This gives rise to the concept of Virtual AIS (also called Synthetic AIS or Artificial AIS), which allows:

• The transmission of a physical object’s position via a remote transmitter (e.g., a coastal station).

• The signaling of dangers not physically present, such as submerged wrecks or invisible obstacles.

These virtual aids are only visible to those using an active AIS receiver.

AIS for safety: the MOB example

The AIS – Automatic Identification System is also useful in emergency situations. For example, in case of a man overboard (MOB – Man Overboard), an AIS Beacon worn by the crew can automatically transmit the position of the person who fell into the water, displaying it on the chartplotter and facilitating recovery. Other nearby vessels equipped with AIS can also receive the signal, increasing the chances of rescue.

Limitations of the AIS system

The effectiveness of the AIS – Automatic Identification System depends on the presence of an active transmitter on board. If a vessel is not equipped with AIS, or if the system is malfunctioning, it will not be visible. It’s important to remember that AIS is an aid, not an infallible system.

For greater safety, it is advisable to use radar alongside AIS, particularly useful at night or in conditions of reduced visibility. Radar and AIS complement each other, offering a broader and more detailed view of maritime traffic.

Conclusion

The AIS – Automatic Identification System is today one of the most effective tools for improving safety at sea, both for commercial navigation and leisure boating. However, the ultimate responsibility always lies with the captain, who must maintain constant visual vigilance and take all necessary measures to avoid accidents.

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L'articolo AIS – Automatic Identification System: A Guide for Recreational Boaters and Sailors proviene da Yamana - Sailing Life.