sailing yacht antonisa

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Cruising sailing super-yacht ANTONISA classic with open transom sloop

Characteristics

37.8 m (124'00" )

Description

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Antonisa Specifications

• Name Antonisa
• Model Custom
• Hull Colour -
• Naval Architect Bruce King Yacht Design
• Exterior Designer Bruce King Yacht Design
• Interior Designer Bruce King Yacht Design
• Length Overall 37.8m
• Length at Waterline 27.4m
• Draft (min) -
• Draft (max) 8.1m
• Gross Tonnage -
• Cabins Total -
• Hull Configuration -
• Hull Material Wood
• Superstructure -
• Deck Material -
• Fuel Type -
• Manufacturer -
• Total Power -
• Propulsion Single Screw
• Max Speed 11 Kn
• Cruising Speed -
• Fuel Capacity 7700
• Water Capacity 3700
• Generator -
• Stabilizers -
• Thrusters -
• Amenities -
• Yacht Builder Hodgdon Yachts No profile available
• Naval Architect Bruce King Yacht Design No profile available
• Exterior Designer Bruce King Yacht Design No profile available
• Interior Designer Bruce King Yacht Design No profile available

Yacht Specs

Other hodgdon yacht.

Bruce King ANTONISA

Sail Number:

Vessel Type: Sloop

LOA: 124’0″ / 37.80m – LOD: – LWL: 89’11 / 27.43m – Beam: 25’6” / 7.80m – Draft: 10’0” – 26’6” / 3.00m – 8.10m – Displacement: 159 Tons – Ballast: 106,000 lb – Sail Area: 6,761 sq.ft / 628 sq.m – Hull material: Wood construction – Rig: Sloop – Designer: Bruce King – Built by: Hodgdon Yachts, Maine – Year Built: 1999 – Current Name: Antonisa – Original Owner: Pasquale Natuzzi – Location: Marine Traffic

Historical:

Wanting a larger version of the owners previous yacht “Whitefin”, Natuzzi hired Bruce King Yacht Design, to build a wooden yacht with the same aesthetics, allowing more space to accommodate his crew.

Owned by Italy’s largest furnishing firm, the Natuzzi Group, Antonisa is named after the owners wife. In honour of the owners son, the yacht is adorned with a little star on the stern, Natuzzi used to call his son Stelluccia, (Little Star) when he was small.

The Organ aboard the Antonia

by Rev. Dan Martin – Bruce King set out to design one of the largest sloops ever to be built on these shores. His client, and Italian industrialist, asked for something special. And he got it! To set apart his boat, the Antonisa, Mr. King decided upon a musical instrument to be placed in the main saloon. And not just any instrument, but a ‘real’ pipe organ. Stefan Maier, a European trained organ builder was asked for a design. No mere electronic organ would do here. The challenge was clear. The instrument had to be built in a very limited space. It had to be able to cope with salt air, high humidity, and the rocking and rolling motions of a sailboat at sea. Stefan set to work and was soon able to give Mr. King an outline of such an instrument and the contract was signed.

January of 1998 saw musical interval proportions for the case design and the Golden Means scale chosen for this organ. These were traditions often employed by the German/French organ builder Andreas Silbermann. But here they had to be woven in with the constraints of the interior design of the main saloon of the Antonisa. As the organ’s center coincided with the centerline of the boat, a symmetrical approach was used. To emphasize this, a protruding center pipe, initially embossed with a seashell above the mouth marked the center point of both yacht and organ. The elliptical arc of the case front reflected those of the alcoves in the corners of the saloon. The pipe feet in the center field resembled an anchor. Master craftsman Dimitrios Klitsas of Hampden, Massachussetts, carved the keycheeks in the form of sea scallops.

While the aesthetic features of the organ were important, it was equally important that the instrument be accessible for servicing when required. To this end Stefan used a CAD computer program, which allowed him to see the various parts of the organ from different angles and even evaluate screw placement for best access. In some cases special tools were made to get to hard to reach parts of the organ. Ninety percent of the organ is mechanical. However, in a locker space behind the organ in the galley of the Antonisa, there are 36 pipes placed on a direct electric chest. This chest is removable in case work is needed on the center board of the boat. There are 12 bass pipes of the gedackt 8′ and 22 pipes of the cello. The cello stop is an open string stop made from solid cherry. The combination of the string stop and the flute make for a profound bass sound in the 120 square-foot saloon. The electric chest is driven through a pneumatic-electric action that connects to the channel of the corresponding note on the main chest. In this way the ‘electric’ action and the mechanical action are always perfectly synchronized.

When the instrument was displayed in Mr. Maier’s shop, none of the visiting organists who played it suspected that the organ was not strictly mechanical. And the wind regulator has a spring-loaded vertical plate to ensure that the rocking motion at sea does not result in irregularities in the wind pressure. The pipes are secured in place by special hooks screwed into the rack board should the boat ever roll over. Hodgdon Yachts of East Bothbay, Maine, builders of the boat, supplied Mr. Maier with the cherry wood for the case, bench, and pedal board as well as the wooden pipes.Using the same wood as used in the hull of the Antonisa ensured homogeneity of materials and seaworthy building principals. The interior of the organ, wind chests, wind regulators, keyboard, and pipes were all laminated and coated with epoxy on all exposed surfaces.Seven brushed coats of marine varnish are on all exposed surfaces of both the boat and the organ. Before the organ was installed in the Antonisa, it was set up and tested in the shop of Stefan Maier in Athol, Massachusetts. Organists from the American Guild of Organists were invited to come and play the organ. And come they did-with curiosity. And leave they did-with smiles.

Installation began in the summer of 1998 with each movement being coordinated with the boat builders. Finally the organ case was lowered into place and epoxied to the floor and wall of the boat. The gold-plated hardware of the organ was polished until it matched the glitter of the saloon cabinet’s hardware. In August of 1999 the proud owner, the builder, the governor of Maine, the organ builder, and about 3,000 people watched the launching of the boat.

The Antonisa left East Boothbay harbor on a cold December day for a shakedown cruise in the Caribbean. She is now birthed in Italy and the organ builder hopes he will soon be called over for a tuning.

Provenance (The Wall of Remembrance – The Owners, Crew & Notable Guest):

Owner: (1999) – Pasquale Natuzzi

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S/Y Antonisa

38 m, 1999 , Hodgdon Yachts

Building, restoration, and repair with epoxy

SCHEHERAZADE

By  tom pawlak — gbi technical advisor.

On a break from the Maine Boatbuilders Show in March, we visited Hodgdon Yachts, Inc. and found significant progress on their latest build, a 155′ Bruce King designed wood/epoxy ketch, named Scheherazade. This is Hodgdon Yachts’ largest wood/epoxy vessel to date. The project is roughly 60% larger than  Antonisa , the 124′ sailing yacht they launched last year.

Scheherazade is being built in Hodgdon’s new 20,000-square-foot facility located at the water’s edge in East Boothbay, Maine. A project this size would not have been possible in

Fore view of Scheherazade under construction in October 2000. The new Hodgdon Yacht facility.

Scheherazade aft view while under construction. The new Hodgdon Yacht facility has a 164′ x 50′ center bay, large enough to accommodate roll overs of large vessels with a 400-ton overhead crane. 100′ x 20′ wings on each side are three levels high.

their old shop, but the new building has a 164′ ™ 50′ center bay that is large enough to accommodate rollovers of large vessels and includes 100′ ™ 20′ wings on each side that are three levels high. A 400-ton overhead crane traverses the length of the main bay, allowing quick placement of large components. The overhead crane capability will play an important role in maintaining the tight three-and-a-half-year project schedule. Many of Scheherazade’s sub-assemblies are being fabricated off-site. Some are quite large and will require precise positioning.

Just minutes away, the original boat shop where Antonisa, Liberty, and many other fine vessels were built is now being used as a cabinet shop. Full-size mock sections of Scheherazade’s interior have been laid out there so craftsmen can build the furniture “in place” without actually being in the hull. Tim Hodgdon, president of Hodgdon Yachts, Inc., says building the interior while the hull is still under construction will greatly increase efficiency. Cleating and stick building inside an actual vessel takes additional time and can be a nightmare near the end of the project because of all the joiners required inside the vessel. Installing furniture that is completely finished will dramatically minimize the time required inside the boat.

Hodgdon had subcontracted other boatyards such as Goetz Marine Technologies and French & Webb to build components for Antonisa. With the expanded facility and crew, however, they plan to build more of Scheherazade’s components in house.

  Hull materials

Scheherazade’s hull is made of multiple layers of Douglas fir, western red cedar and WEST SYSTEM® epoxy. Total hull thickness is 3-1/2″. The first layer glued to the frames is vertical grain Douglas fir, 7/8″ thick and oriented longitudinally. The next four are 7/16″ thick and oriented diagonally, primarily western red cedar with occasional substitutions of Douglas fir in highly loaded sections of the hull. The last layer will be another layer of 7/8″ thick Douglas fir oriented longitudinally. The hull will be encapsulated with two layers of fiberglass cloth and epoxy before it is faired and finally rolled over.

The hull reinforcing members, frames and floors are made of multiple layers of vertical grain Douglas fir laminated with WEST SYSTEM epoxy. Carbon fiber is used between layers on some of the highly loaded members.

Using salvaged lumber For the hull and frames of Scheherazade, Hodgdon decided to use only lumber that had been processed from trees that had fallen from natural causes. He purchased through a firm specializing in processing windfall. Trees that met project specifications were found on the Olympic Peninsula.

The quality of this salvaged old growth lumber is very high. The Douglas fir trees used to produce the lumber for the frames and hull planking were over 600 years old. The western red cedar trees used for the diagonal planking were mined from the forest floor. Hodgdon was told that the trees had fallen at least 300 years ago; roots from full-grown trees surrounded sections of the cedar trees that were chosen. The trees settled into the forest floor and the forest had literally grown over them. Logs were cut to length from the well-preserved deadfalls and removed via helicopter. The steep mountain slopes on which the trees were found and the limited access made any other removal method impossible.

Constructing the deadwood laminate During our visit, the deadwood laminate under construction was formed by gluing multiple layers of 2″ thick Douglas fir lumber over a temporary forming jig. The deadwood will be created in 12″ thick segments with a layer of plastic being placed every 6 layers to act as a boundary layer to keep the glue from sticking. These 12″ thick layers will later be removed by driving wedges between the layers where the plastic was placed. Each layer will then receive the forty 2-1/2″ diameter holes that are required to allow it to be positioned over the keel bolts and glued into position. Once the deadwood laminate is complete and has been glued in place over the ballast keel, the ballast and deadwood assembly will be moved into position under the hull and eventually epoxy bonded to the hull. Once the two are joined, Scheherazade’s deck will be even with the second mezzanine of Hodgdon’s new facility, some 24′ above the main shop floor.

A crew applies one of four, diagonally oriented inner layers of 7/18″ thick western red cedar. The first and last layers are 7/8″ thick vertical grain Douglas fir, oriented longitudinally. Total hull thickness is 3 1/2″

Project plans call for the deck to be built in place after the hull is rolled over and after some of the larger sub-assemblies have been positioned and secured inside the hull.

The impressive scale of the project Length over all is 154’7″ with a beam of 28’6″. The draft will be 13’0″. Imagine the surface area that this works out to be. It all needs to be planked, faired, fiberglassed, faired again and painted. This would be about equivalent to planking, fiberglassing and fairing the side of the local library.

The main mast stands 174′ above the deck and the mizzen about 110′ above deck. The rig will be delivered by ship and/or barge. Sail area for the ketch rig will be 9,940 sq ft.

The ballast keel is about 38′ long and weighs 153,000 lb. (Antonisa’s keel was 41′ long and 106,000 lb.) It will be attached to the vessel with forty, stainless steel keel bolts and potted in with WEST SYSTEM® epoxy. (For more information on glued-in fasteners, see Hardware Bonding at the WEST SYSTEM web site). The 2″ diameter keel bolts range in length up to 8’6″ long. The lead keel was poured at Mars Metal in Burlington, Ontario, Canada. The keel was cast in a continuous pour. We were told it was the largest ever poured in North America if not the world.

See our article about the launch of  Scheherezade .

Sailing yachts like Mike Lynch's are 'unsinkable bodies', CEO of boat manufacturing firm says

Bayesian superyacht which sank off Italy is an "unsinkable" vessel, Giovanni Costantino, CEO of The Italian Sea Group, said.

By Ashna Hurynag, news correspondent and Eleonora Chiarella, producer

Sunday 25 August 2024 08:48, UK

Vessels like Mike Lynch's stricken superyacht are "unsinkable", according to the chief executive of the firm which makes and sells them.

Giovanni Costantino, CEO of The Italian Sea Group, told Sky News there are no flaws with the design and construction of the Bayesian superyacht which capsized in a storm off the coast of Porticello, Sicily, on Monday.

Five bodies were found by divers on Wednesday - taking the number of confirmed dead to six.

The Italian Sea Group also owns the firm that built British tech tycoon Mr Lynch's Bayesian, and Mr Costantino said the vessels "are the safest in the most absolute sense".

"Being the manufacturer of Perini [boats], I know very well how the boats have always been designed and built," he said.

"And as Perini is a sailing ship... sailing ships are renowned to be the safest ever."

He said their structure and keel made them "unsinkable bodies".

Read more on this story: Why search of superyacht wreck has been so difficult Hero mum 'slept with baby on deck when storm sank yacht'

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Mr Costantino said news of the sinking "put me in a state of sadness on one side and of disbelief on the other".

"This incident sounds like an unbelievable story, both technically and as a fact," he said.

It is understood Italian prosecutors investigating the incident are continuing to hold interviews with the survivors.

On Tuesday they questioned the captain for more than two hours to help reconstruct what happened and provide useful technical details.

Four British inspectors are also in Porticello and have begun a preliminary assessment of events.

It is understood they will look at all relevant aspects of the incident, including the design, stability, and operation of the vessel. They will also examine the effects of the weather conditions experienced.

Keep up with all the latest news from the UK and around the world by following Sky News

Twenty-two people were on board the vessel, 15 of whom were rescued - including Briton Charlotte Golunski and her one-year-old daughter Sofia.

Divers will resume efforts on Thursday morning to bring ashore a body they found earlier. One more person remains missing.

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• Superyacht sinking

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I Loved Tudor’s Sailing Watch Even More While Aboard an Actual Racing Yacht

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The weather report in Barcelona wasn’t looking particularly promising last month as I boarded a vessel on the Mediterranean. Leaving the Spanish coast behind me, storm clouds gathered overhead as the Swiss and French teams geared up to face off in the 37th edition of the America’s Cup. Then again, I was reminded, a bit of wind was a welcome sensation—without it, this regatta couldn’t get underway.

If you’ve never been buzzed by an AC75, the class of racing yacht used during the current America’s Cup , it can be difficult to imagine the sensation. I no longer had to imagine as the Alinghi Red Bull team’s AC75 reached its top speed of 50 knots (58 mph) and seemed to be nearly levitating as it lifted out of the water. And if it’s flying in anything resembling your general direction, this can be quite unnerving.

Even if you’re not a sailor, you’re likely familiar with America’s Cup anyway because of how frequently it intersects with the watch world. Tudor , Omega , and Panerai have all gotten in on the action, the logos of their storied brands featured prominently on mainsheets attached to each vessel’s 26.5-meter mast. For each edition of the Cup in which one of these maisons is sponsoring a team, said company will often debut a special watch, sometimes with a dedicated sailing complication such as a regatta timer. Two of the most compelling of these watches were introduced just last year: Tudor’s Pelagos FXD and FXD Chrono Alinghi Red Bull Racing Edition . As I discovered earlier this month, they become even more compelling aboard the actual yacht they’re inspired by.

The racing yacht wasn't the only thing that made me feel like a member of team Alinghi that day. I also got a chance to wear the FXD from Tudor's Pelagos line. The Pelagos collection comprises the brand's most professional diving watch, complete with heavy-duty specs, some military influence, and perhaps a bit more character than the brand’s flagship Black Bay collection. Introduced in 2012, the Pelagos line has seen continuous improvement, culminating in the recent “ FXD .” (The “FXD” is for “fixed,” a design with military provenance that secures a strap to the wrist without possibility of spring bar failure.) The black-dialed FXD immediately stole my heart upon its release late in 2023, when I dove with it in Florida.

I wasn’t the only one wearing this purpose-made FXD. The entire Alinghi Red Bull racing team—from team owner to engineer—was kitted out with them. For me, it’s a cool watch; for the sailing team, it’s essential gear. Timing is everything out on the open water. “We use a watch [the Pelagos FXD] that’s in complete sync with what we do here,” says Jaume Triay, a young engineer on the Alinghi Red Bull team who’s spent the past two years living in Barcelona to prepare for the competition. “It’s a low-weight, high-performance watch, and it’s made out of the same materials [as the AC75]; I think there’s a nice synergy.”

Everything about the Alinghi FXD is made with yacht racing in mind. The watch is made from carbon fiber to mirror the carbon-hulled AC75 yachts, with matte blue-purple dials to match the Alinghi Red Bull livery. The numbers on the bezel are arranged in the reverse orientation from those on a dive watch. Why? On a yacht, one needs to quickly calculate countdowns, which is why the numbers go from 60-0 in a counterclockwise direction, rather than the more common 0-60. I had never spent much time with either of the new FXD watches before, but had the opportunity to wear the time-only version during my time in Barcelona for the 37th edition of the America’s Cup. I’m officially a fan.

The dial is a classic Tudor affair: Done up in matte Alinghi Red Bull blue, it features a snowflake handset and matching white indices, all of which are nicely lumed with plenty of Super-LumiNova. (The indices, hands, and all bezel hashmarks glow ice blue in low light.) A red second hand matches up with red “Pelagos” text—no doubt in a reference to vintage Rolex models and in keeping with other Pelagos watches—and the rehaut, which contains the outer minute track, features the words “ALINGHI RED BULL RACING” in the upper quadrant.

“Timing is important in many aspects [of what the team does],” Triay says. “It’s important in planning, such as how much time we need to train before competing, and how much time we have to design the boat. But then also, you can think about maneuvers: Are we going to do a slow, nicely controlled maneuver, or a sharp turn executed as quickly as possible? What is best, and how do you find replicable timing in order to analyze different strategies?”

Indeed, timing was everything as we sailed out into the open ocean outside Barcelona aboard the yacht in order to watch Alinghi compete against the French team. The Swiss needed to win this particular race, lest it be forced to win three in a row in the double-round robin of the Louis Vuitton Challenger Section Series—or face elimination. I was eager to try aligning my bezel to properly time the race countdown as announced aboard the ship’s television, where the race was being broadcast live.

Stepping out onto the deck in the rain (we picked a poor day for sailing) Alinghi’s AC75 was visible in the distance, tacking hard in the driving wind and water. Its complement of ultra-skilled sailors, however, proved their competence and seamanship, crossing the starting line just as the countdown ended and gaining a significant start on the French team. Roughly 20 minutes of hard sailing later, up and down a course established by remote-controlled buoys to align with the direction of the wind, the Swiss team captured its much-needed victory.

After the win, high-fives were swapped, congratulations were offered, audible sighs of relief were exhaled. As we sailed back into harbor, we passed the AC75 furling its sails, yelling our collective “mazel tov” at the team and chase boat crews. I glanced down at the FXD and thought back to my childhood summer camp experience and the activity I most enjoyed: Sailing small Sunfish dinghies on Plunkett Reservoir. I haven’t sailed in over 20 years, but the thought suddenly crossed my mind: Maybe it’s time to sail again—Pelagos fixed firmly on wrist.

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ANTONISA Interior & Exterior Photos

37.8m  /  124' | hodgdon yachts | 1999.

• Amenities & Toys

NOTE to U.S. Customs & Border Protection

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Parsifal III: Meet the charter star of Below Deck's sailing yacht spin-off

This week, producers have confirmed season five of hit reality TV show Below Deck Sailing Yacht will return to screens on 7 October for more crew drama and on-the-water antics. Set on the Balearic island of Ibiza, the series will again feature the 54-metre Perini Navi superyacht Parsifal III with Captain Glenn Shephard at the helm. In anticipation of the series' return, BOAT reflects on an interview with her owner Kim Vibe-Petersen , who unpacked the realities of filming a reality TV series on board his boat ahead of season three.

Below Deck Sailing Yacht is a spin-off series of the hit superyacht reality TV show Below Deck that follows the lives of the crew and guests across an eight-week charter season. For Danish owner Kim Vibe-Petersen, Parsifal III' s return is yet another opportunity to show off the yacht's charter credentials. 

Vibe-Petersen was personally approached by Below Deck producers in 2018 after they struggled to find a suitable sailing yacht. Parsifal III fitted the bill as she was already equipped for charter and a number of her existing crew were willing to take part in the show.

The Perini Navi sailing yacht first hit the water in 2005 and rose to instant fame scoring a number of prestigious accolades including a coveted Neptune at the World Superyacht Awards . On her launch, she also joined the ranks as one of the fast Perini Navi superyachts on the water with a top speed of 18 knots under full sail granted by two high-tech carbon masts, automated in-boom furling and a winged keel.

Vibe-Petersen admitted there were some yacht owners who didn’t want the names of their yachts connected with the drama-filled reality show, but he "didn’t have that concern." Although he had the option to change the yacht’s name for filming, he decided to keep it to maximise the charter appeal of  Parsifal III .

"It’s free advertising," he said. "The name of the yacht will come to people’s minds, especially to someone who has never chartered a yacht before. They will see that name and know the boat from the show."

Vibe-Petersen was also keen to secure a guaranteed packed charter schedule during low season. "I think there were a lot of boats that did not want to be chartered for the show but it's good money in the bank," he said.

While admitting he might not be the "specific audience targeted by the series," he said he has sat down to watch the first series, which took place in Corfu. Even in Vibe-Peterson’s home country of Denmark, the US show has gained a big following.

"This is the kind of show where they want to make a little drama," he added. "It’s not that wild on board a normal charter." The conveyor belt of colourful guests are chosen by the production team and given a "big discount" for appearing on the show.

Vibe-Petersen also explained the complicated logistics of filming Below Deck , each season of which features 16 charters filmed across a period of eight weeks. This means that two groups of guests separately charter the yacht in a single week. Meanwhile, the production team require a time period of at least a week to get  Parsifal III  rigged up and fit for filming. "There are 30 people on board each day with lots of wires and cameras – it’s a big, big operation."

Season one was filmed in Corfu, Greece, which posed a number of challenges for  Parsifal III as the sailing yacht was required to have a specific charter licence. "It’s pretty tough to get that," said Vibe-Petersen. "It’s not something we can do within a short amount of time. It can take 10 to 12 weeks to get a charter licence so it takes time."

For her second season, Parsifal III was filmed cruising Croatia's 3,600 miles of coastline. For season three, the show follows Parsifal III as she cruises around the Spanish island of Menorca, carrying a mix of new and old crew.

Season five of Below Deck Sailing Yacht will feature returning department heads chief stew Daisy Kelliher and first mate Gary King, while chef Cloyce Martin, chief engineer Davide Morosi, stews Diana Cruz and Danni Warren, and deckhands Keith Allen and Emma Crouch are amongst the new crew members.

Parsifal III is managed for charter by Camper & Nicholsons with a weekly charter rate starting from €245,000. 

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Below Deck Sailing Yacht Seaon 5 trailer teases a Daisy romance, less Gary, no Colin, major firing, and more

Finally, after months of waiting for Below Deck Sailing Yacht Season 5 news, we have it, and it’s good.

Bravo released the highly anticipated trailer for the sailing show, along with a premiere date.

The last season fractured the friendships of Daisy Kelliher , Gary King, and Colin MacRae, who all helped make Below Deck Sailing Yacht a mega-hit show.

Colin isn’t back for another season, but Gary and Daisy are, with the past season impacting their working environment.

Aside from the Gary and Daisy drama, we see Captain Glenn Shephard, like never before, losing his s**t on the crew more than once for very good reasons.

The Below Deck Sailing Yacht Season 5 trailer

Daisy is the focal point of the trailer, as it seems the powers that be are making her the star in the aftermath of the sexual misconduct scandal allegations against Gary.

The chief stew finds herself hooking up with a deckhand that could be more than just a boatmance.

It seems that the new chef is going to be a major problem on Season 5. Daisy and the chef butt heads when she refuses to serve his food because, well, it looks like crap.

The party vibe of Ibiza brings many challenges for Captain Glenn and his crew. Not only with unruly guests but also the crew crossing the line by partying with guests.

Captain Glenn sets ground rules for the crew, which are ignored, leading to him unleashing his fury on them. The captain even wakes up the crew at one point after a disastrous crew night out.

Other teasers include another near-boat crash for Parsifal III that makes it seem like Gary may be the one who saves the day. Speaking of Gary, he’s in the trailer, but there’s definitely less of him, and not a single Gary hook-up is featured.

What is featured is a fire, a bloody nose, plenty of drunk falls, and Captain Glenn firing someone. The way it’s set up, too, the teaser definitely wants us to think Captain Glenn fires Daisy or Gary.

View this post on Instagram A post shared by OMFGRealityTV (@omfgrealitytv)

When does Below Deck Sailing Yacht Season 5 premiere?

Below Deck Sailing Yacht fans will have to tune into Season 5 to find out who Captain Glenn fires, as well as if Daisy what happens with Daisy’s budding romance.

The good news is that the sailing show is back in less than a month. Season 5 of Below Deck Sailing Yacht premieres on Monday, October 7 at 9/8c.

Below Deck Med Season 9 wraps on Monday, September 23, which means we are either getting a reunion or a Captain Sandy Yawn wedding special on Monday, September 30.

Are you ready for Below Deck Sailing Yacht Season 5?

Below Deck Sailing Yacht Season 5 premieres on Monday October 7 at 9/8c. Seasons 1-4 are streaming on Peacock.

No one wants this drunk on TV! @BravoTV let him continuously get drunk and sexually harass women! He even tried to get one of the girls on Project Runway drunk so he could take advantage of her! He’s a predator & he does not belong on TV reaping all the benefits with free booze! So Bravo has put in place safeguards to protect others from sexual harassment, abuse, etc. but is going to let that drunk predator Gary King stay on? NO!!! He’s gotten away with this for a few years and he needs to be stopped!!! Do Better Bravo!!! I won’t be watching! He’s whining & crying on social media.

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Gary King’s Below Deck Sailing Yacht Scandal and Sexual Misconduct Allegations Explained

Bravo announced this week that Below Deck Sailing Yacht would make its triumphant return for Season 5 after a bit of a pause. Back at the helm is Captain Glenn Shephard . And Daisy Kelliher returns as the chief stew. One other familiar face will be returning, and that is Gary King . The rest of the cast is a bunch of greenhorns who will all live, work, and party together in Ibiza. The newest season comes after over a year since the series called time on Season 4, which aired back in July 2023. Gary’s position on the show has very much been up in the air since a production assistant accused the First Officer of making unwanted sexual advances.

What were the allegations against Gary King?

View this post on Instagram A post shared by Gary King (@king_gk)

Shortly after Below Deck Season 4 wrapped, Gary found himself in the middle of quite the scandal . In August 2023, a woman on the production team spoke out to Rolling Stone about Gary’s alleged bad behavior. The production assistant also accused the show of covering up Gary’s sexual indiscretions. Samantha Suarez opened up about Gary crossing the line with her more than once when she worked in the makeup department. She went as far as to allege that during Season 4, Gary tried to force himself onto her. At the time, the cast was in Sardina filming back in 2022. At the time, Samantha explained that the cast and crew were put up in the same hotel. Part of her job description was to assist the talent manager with daily tasks. This included keeping the cast sequestered in their room due to the COVID-19 rules.

Samantha explained that the entire cast, including Gary, were all disobeying the rules set by production. The victim told the outlet that she was given the task of walking a drunk Gary back to his room. She said, “There is no limit to alcohol consumption whatsoever, which I think poses a really big problem.”

Gary King was accused of crossing the line

As Samantha continued, the story seemed to get worse . According to the production assistant, Gary asked that she climb into bed with him. She claimed, “I was like, ‘I have to go—I need to go bring other people water and food,’ and he’s like, ‘No, no, please.” The assistant admitted she joked with him. She told him “that she would sit outside of his door to make sure he wouldn’t leave his hotel room.” As Samantha turned to leave, she claimed the Below Deck Sailing Yacht star moved behind her and “grabbed her and pressed her against his body, and refused to let go even though she says she tried to kick and elbow him.”

After the article was released , Gary was canceled from the 2023 BravoCon lineup. While his co-stars attended the Bravo shindig, some spoke out in defense of Gary. Colin MacRae shared via People  “I had a chat with him after that all came out. I think he’s going through a really tough thing. I don’t think that’s a nice thing to go through for anyone. There were two people in that room, and only they know what happened.” The engineer refused to comment further, adding, “So, yeah, I feel for him.”

Gary King could still be at risk of losing his job

If Bravo had kept to the same timeline, Season 5 would have already been filming by the time the Rolling Stone article broke . This means that Gary was already fully immersed in the show and still the First Officer. But there could also be a reason for the extremely long wait for the premiere date. The network could have been waiting to see if the allegations were dropped or debating editing Gary out entirely. However, since Gary is happily promoting the new season on social media, I would wager that he will play a big part in the upcoming season.

Gary has always maintained his innocence. The Below Deck Sailing Yacht star tried to acknowledge his Season 4 antics , which showed him in a love triangle with Daisy and Colin. He took to Instagram to note, “Contrary to what many of you may believe, I am still friends with Colin and Daisy. The last season of #belowdecksailing was not my best; having watched some episodes, I know that I have a lot of work and growing to do and will do everything to be a better person.” Gary sent a message to haters adding, “To all those people that constantly comment negatively and try bring me down, sticks and stones! You will not bring me down.”

TELL US – DO YOU THINK GARY DESERVED ANOTHER CHANCE?

The post Gary King’s Below Deck Sailing Yacht Scandal and Sexual Misconduct Allegations Explained appeared first on Reality Tea .

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Anton Dolotin: a personal look at the Russian yacht market

In early April 2020, Motor Boat & Yachting Russia magazine talked with Anton Dolotin, founder of Royal Yacht Club, head of the Russian representative office of Azimut-Benetti Group, about the current state of affairs in the Russian yacht market and its vision of prospects, including for the yacht club .

What does the Russian yachting market look like now, which everyone is already customarily divided into two segments: boats “there” and boats “here”?

Yes, Russian yachtsmen are finally divided into those who hold large enough yachts abroad, and those who have small boats in Russia. This process began during the crisis of 2008-2009, when demand was huge. But what was the situation until 2008? Many then just bought a boat so that it was. Over the past 12 years, people have realized whether they need it in principle, and if so, why. The economy began to whitewash, the amount of easy money decreased, and, of course, people began to appreciate what they earn, becoming more practical in their purchases. It’s like with buckwheat: at the moment of hype, it suddenly ends, and then it can be found without any problems in any store. It was once the same with yachts: everyone wanted now, in extreme cases, tomorrow. Have played enough, and now there are real enthusiasts, whom I have been grateful all my life. It is they who are pulling the Russian domestic infrastructure market.

And in what condition is it now?

It is difficult to make any forecasts … Until now, the most popular boats here are those that were released in 2008-2009: there are still a lot of them in the secondary market. I do not want to compare us with Cuba, where American Cadillacs still travel, but in general, of course, yachting in inland waters is not in the best shape. Yes, there are always and will be those who need all this, but if you take the main players in the market: Princess, Azimut, Sunseeker, Ferretti, then the Russians acquire most of their products for operation in the Mediterranean Sea.

It seems that there is a good demand from Russian buyers there …

Let's just say that in the 30+ meter segment, Russians are among the most serious buyers in the market. Among Russian clients there are many who own yachts 30–40 and even 60–70 meters long. This, of course, pleases everyone, but not RYC as an infrastructure facility. Because here, in the domestic market, all this does not concern us very much. It seems to me that measures to temporarily import into Russia boats under a foreign flag (they were primarily aimed specifically at the Russians), unfortunately, were adopted very late. All this fully worked in the past year, and ideally, this law should have been adopted ten years ago. Then, during this time, we would at least have gained some kind of “exchange” of boats between Europe and the Russian market.

Of course, this is a matter of prospects, but if we talk about small boats, maybe the situation in Russia can be saved by domestic manufacturers? There are more and more of them on the market now, many are developing well …

I think, yes, they can. And it is right. The denser the inexpensive marinas are filled, the better the situation in the expensive marinas: these are “communicating vessels”. Now, of course, it’s wild to see a boat for a million euros, standing at the pier of the yacht club, which costs 10 million rubles. There is a certain discord in this. But as soon as the small fleet, that is, the very small – 5-6 meters – becomes massive, it will be quite good.

Is the Royal Yacht Club ready for such changes in the fleet, for the fact that at the berths there will be not 30–40-meter yachts, but many small boats, including inexpensive domestic ones?

We have been ready for such a turn of events for a long time and have done everything for this. We already have many small boats today, and in terms of cost of parking we are very competitive in this niche.

But in this niche directly in Moscow, in fact, no one else is there. Most yacht clubs in the suburbs, where else to get …

Well, yes, I think that this is one of the most correct ways – to attract residents of the capital with convenience and a good price. Here we are ready to compete with the rest of the market.

At Royal Yacht Club, the infrastructure has long been established and functions like a clock. Is it necessary to come up with something new, or is it better to act on the principle of “works – do not touch”?

Be sure to come up with something. The market … "water services" (let's call it that) has changed – it should be more "eventual". Need events, events, restaurants. Of course, we will do something else on the water – I don’t know yet, this year or next year. Now we are thinking how to implement this, so as not to interfere with our regular customers: this is the main task.

In recent years, the PROyachting project has been rapidly developing at Royal Yacht Club: it includes sailing training and amateur regattas three times a week …

Honestly, without us, the PROyachting project would hardly have taken place. When they first started, it was very important for us to support them in every way. Now they are already on their feet, we are cooperating, and they still have all the preferences and benefits as an “anchor” player in our marina. This is really a super project.

But I have another question … Why do those people who sail here buy so few sailing boats? We ourselves are not players in this market, although we know the statistics and see that the Russians are happy to sail. At the same time, they are in no hurry to invest heavily in this rather inexpensive yacht segment.

Probably, for this, both in due time and for the success of PROyachting in our territory, time is needed. I think that the future of the mass yacht market is still a sail. In inland waters, this, of course, is not always possible and not everywhere: bridges, winding rivers, lacerations … Motor boats are more suitable for outdoor activities and sports. Although there are new compact sailing cruisers with a length of about 10 meters. Let's say Beneteau is an attractive boat, including one for our waters. But to a greater extent I'm talking about those who keep their yachts in the "big water". There, I think, our yacht "middle class" will also rush.

But why? Globally, the ratio of sailing and motor yachts has always been approximately 30 to 70 percent. And it was believed that the proportion of sailing yachts would only fall. Is something changing globally?

We see the sea, bays, jump into the water, go to restaurants … on different boats. But we see the same thing. In this sense, for a middle class yacht, a sailing boat is a unique thing. It does not require huge fuel costs, and sailing yachts has become much easier than before. For a 15-meter motor boat you will have to pay, say, half a million euros, and for a sailing boat – 250 thousand. It seems to me that this type of vacation has great prospects for the Russians. Perhaps that is why, including in such difficult moments, the sailing market should grow. And he, by the way, is growing, but for some reason not in Russia. This is a mystery to me.

Sharing models are a global trend. Why don't you, as a yacht club, put yourself a fleet of a dozen boats and rent them out to any holder of GIMS rights?

Such a project must be considered. The yacht club does not conduct this kind of commercial activity yet, but it may make sense for players in the market to think. Although for this, something needs to change in the Russian mentality. I personally gave my boat to friends, and nothing good came of it. And how it will be in the sharing model is a mystery to me. This is too serious a layer of some features, including mental ones. Until recently, people in our country went along the channel to them. Moscow at a speed of 30 knots. Give them time to come to their senses – and, probably, then it will be possible to speak on this subject. Although the culture on the water in our country is getting better and better. In addition, despite the difficult situation as a whole, the Russian market has good growth points – Sochi, Gelendzhik, Novorossiysk, the Black Sea as a whole. But, it seems to me, sooner or later they will face the same eternal question as Moscow: where to go?

In the summer of 2019, the Royal Yacht Club launched an initiative of club trips from Moscow with several boats to the Great Volga. Have a desire to continue?

Of course, there is, and in the same Sochi and Gelendzhik one also needs to think about this. I am a big fan of domestic tourism. Yes, I spend a lot of time working in Italy, but I like it more and more here in Russia. We see how our colleagues from the United States gather in a crowd of Azimut yachts on weekend trips, have a barbecue – on an ongoing basis.

But so far we are mentally “individual fists”. Knowing almost everyone who stands in our yacht club, I understand how difficult it is to combine different people with their interests. And most importantly – they themselves do not really want to get involved yet. But everything will change. A new generation is coming: these guys think differently, they want to at least communicate with each other, to develop something. They will be pleased to go for a week with a company of 5-6 boats somewhere behind the locks, drop anchor, arrange a barbecue, and then discuss this for another week. I am an optimist: sooner or later this will happen.

Aren't you afraid that, having appreciated the delights of the Big Volga, people will remain there – behind the locks, in the open? Or does the opportunity to keep your boat “closer to the body” – right in the city – have no competition?

If we are afraid of something, then these fears are somewhere at the very end of the list. There are much more serious problems, for example, the possibility of devaluing the ruble or raising taxes. Places on the Volga are secluded and beautiful, so they are valuable. But if there are always a hundred boats there, all this unity with nature will quickly disappear. Plus, you still have to get there.

Does it make sense to establish RYC cooperation with yacht clubs of the Upper Volga? For the benefit of both yachtsmen and the business of yacht clubs …

Of course, this can be of benefit to us from the point of view that people will be involved in yachting again. But to go “there” is still a mini-vacation, at least a week. Therefore, no one canceled the short one-day exits from Moscow to Hals or Petrel, especially if the weather is good. When Moscow is +30, the work week changes immediately: Tuesday is scheduled for Tuesday. So in this sense we are not offended. But some kind of collaboration is needed: to explain to people how to get there, where and what to look for. So that a person rediscovered for himself the opportunity and the need to travel along the inland waterways of Russia.

The conversation was conducted by Olga Selezneva

Chief Editor

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Home / School, courses also ONLINE / Russia

Sailing schools and courses (ISSA, RYA, IYT) in Russia

The possibilities for yachting in russia are unlimited, since this is a country with a long maritime history. you just need to choose where you want to sail. small and big lakes, full-flowing rivers, warm and cold seas — all this is available to those who want to try sailing in this country..

Practical yachting

You will be able to master the skills of sailing; learn to feel the boat, approach and leave the pier, learn about the safety measures on the water and much more.

There are places in 1 team

International Bareboat Skipper (IYT) Course

Having received the International Bareboat Skipper Certificate, you can independently charter a yacht on a charter and operate it in the waters of any country.

More details

ISSA Offshore Skipper course

The certificated confirms the skills sufficient to sail the yacht in light and dark hours at a distance from a sheltered port up to 100 sea miles.

IYT International Crew course

This is a certificate of excellence for those candidates who wish to train to become an active crew member on a power or sailing yacht. It includes Introduction to Boating for power and sail yachts.

IYT Introductory Sailing Skills course

This course is great for groups of friends or like-minded people to get together for a few days of fun sailing while learning skills to better help as crew onboard.

IYT Try Sailing Course

It’s a fun hands-on course to enjoy being on the water while learning basic sailing skills.

Yacht management training in the Moscow region

In three hours of training, you will learn the basic techniques of managing a yacht, learn some of the specifics of working with a yacht, a helm, sails.

RYA Coastal Skipper course

Advanced skippering techniques for yachtsmen with considerable knowledge of sailing and navigation, wanting to undertake coastal passages by day and night.

RYA Competent Crew course

This course is for beginners and those who would like to become active crew members rather than just passengers.

RYA Day Skipper course

A course for aspiring skippers with some yachting experience and basic navigation and sailing skills.

RYA Start Yachting course

A short introduction to sailing for complete beginners.