Most problems on a delivery do not come from the sea itself, but from a part of the yacht that was already worn, blocked or badly fitted before departure. A careful inspection in port is the cheapest and safest way to avoid a breakdown offshore. This guide explains what we check, why it matters and what happens if we find a problem. If you are the owner, our checklist for preparing your yacht for delivery shows what you can do before we arrive.

Hull, deck and through-hulls

• Every seacock opens and closes freely, and hoses and hose clamps are sound — double clamps below the waterline.
• No signs of water ingress from the keel bolts, the rudder stock or the propeller shaft seal.
• Bilge pumps, both electric and manual, work and their float switches trigger.
• Hatches, portlights and lockers close properly and are watertight.

Rig and sails

• Standing rigging, terminals and chainplates are checked for cracks, corrosion and broken strands — from deck level, and aloft on longer passages.
• Split pins and rigging screws are secured, and the furling systems run smoothly.
• Sails, reefing lines and sheets are in good condition, and the reefing system has been tested before departure.

Engine and fuel system

• Oil and coolant levels, drive belts and the raw-water impeller — with spares on board.
• Fuel filters, and a check for water and diesel bug in the tank, especially after a long lay-up.
• Engine alarms, the exhaust and the cooling water flow, and the gearbox in forward and reverse.
• Fuel consumption and range for the legs ahead — critical on motor yachts. See our guide to fuel range planning for motor yachts.

Steering

• Steering cables or hydraulics, the quadrant and the autopilot drive.
• The emergency tiller is on board, fits and has been tried.
• The rudder bearings have no excessive play.

Electrics, navigation and communication

• Battery condition and charging from the engine, shore power and any solar panels.
• Navigation lights, chartplotter, compass, AIS and autopilot.
• VHF radio with DSC, the MMSI registration and a handheld backup.
• Up-to-date charts — electronic and paper backups — for the whole route.

Safety equipment

• The liferaft is serviced and in date, and the EPIRB is registered to the yacht and in date.
• Lifejackets, harnesses, jacklines, flares, fire extinguishers, the fire blanket and the first aid kit.
• Man-overboard equipment, and a grab bag ready by the companionway.

Our offshore safety equipment checklist lists everything we expect on board for an offshore passage.

Documents

Registration, proof of ownership or the owner’s authorisation, insurance valid for the route and the crew, VAT documents and the radio licence. Missing papers can stop a yacht at the first border or port. Read our delivery insurance guide for the insurance points.

The sea trial

After the checks in port, we take the yacht out for a short sea trial: engine under load, steering and autopilot, sails up and reefed, and the bilges checked afterwards. Many problems only show up under way, and it is much better to find them within sight of the marina than two days out.

What if we find a problem?

We report every finding to the owner with photos and a clear recommendation. Small issues are often fixed on the spot by our crew; larger ones are handled by a local yard. If something makes the yacht unsafe for the planned passage, we will not leave until it is fixed — it is the skipper’s responsibility, and the reason owners hire a professional crew. Afterwards, the same points are the starting point for our handover report.

Professional inspection with Nordic Crew Worldwide

Every delivery we do starts with a full inspection and a sea trial, carried out by our Scandinavian captains and, where needed, our engineer. You get a clear report before departure, and all deliveries are covered by our own professional skipper insurance. Request a quote for your yacht delivery.

Related guides

• How to choose a delivery skipper
• Weather routing for deliveries
• Yacht delivery in winter

Frequently asked questions

Sources

• World Sailing — Offshore Special Regulations
• RYA — Royal Yachting Association
• Cospas-Sarsat — Beacon registration

Weather decides almost everything on a delivery: when the crew leaves, which route it takes and how comfortable — and safe — the passage is. This guide explains in plain language what AI forecasting is, what it does well, where it is still weak, and how a professional delivery crew uses it.

What is AI weather forecasting?

Traditional forecasts come from numerical weather prediction: supercomputers solve the equations of physics for the atmosphere, step by step. AI models work differently. They are trained on historical “reanalysis” data — a consistent record of past weather — and learn how the atmosphere tends to evolve. Once trained, they produce a global forecast in minutes, using far less computing power. Both approaches still start from the same observations: satellites, weather balloons, ships, buoys and aircraft.

The models sailors hear about

What AI models do well

• The big picture: the tracks of low-pressure systems and the position of highs several days ahead — exactly what decides the window for a Biscay crossing or an ocean passage.
• Speed and scenarios: new runs are cheap, so ensembles with many scenarios become practical. They show how certain — or uncertain — a weather window really is.
• Storm tracks: research has shown competitive tropical cyclone track forecasts, relevant for Atlantic crossings in autumn.

Where caution is needed

• Local effects: acceleration around headlands, sea breezes and gap winds such as the Mistral, the Tramontana or the Levante in the Strait of Gibraltar are hard for any global model, AI or not.
• Gusts and squalls: peak gusts and convective squalls are still underestimated by smooth model fields.
• Sea state: waves come from separate wave models — always check them, not just the wind.
• Resolution: many global AI models work on grids of roughly 25–30 km. A GRIB file at that scale cannot show the funnel effect between two islands.

How a delivery crew uses AI forecasts

1. Compare models: when AI and physics-based models agree, confidence in a window rises. When they disagree, the skipper plans for the worse case — or waits.
2. Read the ensembles: the spread between scenarios tells more than one tidy forecast.
3. Check official sources: national met services, NAVTEX and marine warnings have the final word on gales.
4. Add local knowledge: pilot books and experience of the area cover what models miss.
5. Update at sea: forecasts are refreshed by satellite during the passage, and the plan changes with them.

Read more in our guide to choosing a weather window and our explanation of the Mediterranean’s local winds.

AI beyond the forecast

AI also turns up in routing software that suggests the fastest route through a forecast, in tools that predict fuel use for motor yachts, and in AI assistants that answer sailing questions. They all save time, but they share one rule: a tool can suggest, the skipper decides. A route that looks fast on a screen may cross a tidal race, a traffic separation scheme or an area with orca encounters off Spain and Portugal.

Does AI make deliveries safer?

Better forecasts mean better windows, fewer surprises and less time waiting in port. But the biggest safety factors are still a well-prepared yacht, a well-rested crew and the willingness to wait for the right weather. See our owner checklist before departure and the guide to watchkeeping on a delivery.

Plan your delivery with experienced captains

Our captains combine modern forecast tools — including AI models — with decades at sea. Request a quote and tell us your route and timing.

Related guides

• Crossing the Bay of Biscay by yacht
• Strait of Gibraltar by yacht
• Offshore safety equipment checklist

Frequently asked questions

Sources

• ECMWF — European Centre for Medium-Range Weather Forecasts
• Google DeepMind — GraphCast: AI model for faster and more accurate global weather forecasting
• Numerical weather prediction

Owners often ask why a delivery needs more than one skipper, or why a quote includes a third crew member. The answer is safety and speed: a well-rested crew can keep the yacht moving day and night and still make good decisions when the weather changes.

How many crew does a yacht delivery need?

The skipper decides the final number based on the yacht, the route, the season and the forecast.

What is a watch system?

A watch system divides the 24 hours into fixed periods. The person on watch keeps a lookout, steers or monitors the autopilot, watches the instruments and the weather, and writes the log. Everyone else sleeps or rests. The rota is agreed before departure, so everyone knows exactly when they are on duty.

Common watch systems on a delivery

• Two crew — 3 hours on, 3 off (sometimes 4 on, 4 off in daylight): simple, but tiring over several days. Best for short passages.
• Three crew — 3 hours on, 6 off: everyone gets six hours of rest, and the watches rotate so nobody always gets the hardest hours. The standard for offshore deliveries.
• Four crew — two pairs, 4 on and 4 off, or single watches with even longer rest. Common on ocean crossings and larger yachts.
• The skipper on call: on most deliveries the skipper stands watches too, but can always be woken. Clear standing orders say when.

Standing orders: when to wake the skipper

Before the first night, the skipper writes standing orders for the crew. Typical points:

• call the skipper for any vessel on a collision course or passing closer than an agreed distance;
• call for any change in wind or sea, a sudden drop in pressure or a squall on the horizon;
• call for any alarm, unusual noise, smell or vibration, or water in the bilge;
• call before any sail change or change of course at night;
• never leave the cockpit at night without telling someone, and always clip on.

Night watch safety

• Lifejacket and harness at night and in bad weather, clipped to the jackstays.
• Lookout: a full 360° scan every few minutes. AIS and radar help, but small craft and fishing gear do not always show up.
• Handover: a short briefing at every change of watch — course, traffic, weather, sails and anything unusual.
• Log: position, course, speed, weather and engine data every hour.
• Rest: off-watch crew sleep, eat and stay warm. Tired crew make mistakes.

More in our offshore safety equipment checklist.

Why crew size affects time and cost

A third crew member adds a daily rate and travel, but often saves days at sea, because the yacht can keep moving around the clock instead of stopping for rest. Read how long a delivery takes and how delivery pricing works.

Can the owner join the crew?

Yes. Many owners join a delivery to get to know their yacht, and our Co-Captain Passage is built for exactly this: the owner stands watches alongside an experienced skipper-instructor. The skipper decides whether the owner counts as one of the crew, based on experience and the route. See our delivery packages.

Professional crews from the commercial fleet

Our captains and officers come from passenger ships, the merchant navy and naval service, where watchkeeping is routine. Meet the crew or request a quote for your delivery.

Related guides

• How to choose a yacht delivery skipper
• Weather routing for yacht deliveries
• Crossing the Bay of Biscay by yacht

Frequently asked questions

Sources

• IMO — Convention on the International Regulations for Preventing Collisions at Sea (COLREGs)
• Watch system

Most problems on a yacht delivery start with the weather: a front arriving earlier than forecast, a headland where the wind doubles, a sea state far worse than the wind speed suggests. Good weather routing does not remove those risks, but it moves the odds strongly in your favour. This guide explains how we do it.

The forecast models

When the models agree, confidence is high. When they disagree, the forecast is uncertain — and that uncertainty is itself information.

GRIB files and their limits

GRIB files are compact grids of forecast data — wind, pressure, waves, rain — that can be downloaded at sea over a satellite link and displayed in navigation software. They are essential, but they have limits:

• They show average wind, not gusts or squalls.
• Coarse grids miss local effects: acceleration around headlands, in straits and down valleys, or sea breezes.
• They do not show wind against current, which can turn a moderate breeze into dangerous seas — think of the Gulf Stream, the Strait of Gibraltar or the Alderney Race.

So we read GRIBs alongside official forecasts, synoptic charts and local knowledge. See how this works in practice in our Strait of Gibraltar guide and Mediterranean winds guide.

Ensembles: how sure is the forecast?

An ensemble runs the same model many times with slightly different starting conditions. If most members show the same low in the same place, the forecast is robust. If they spread out, the weather is unpredictable — a reason to wait, choose a more conservative route or keep a bolt-hole in reserve.

Polars and routing software

Routing software combines the forecast with the yacht’s polars — its expected speed at each wind angle and strength — to suggest the fastest route. For a delivery we adjust these numbers: a cruising yacht with a delivery crew, a full load and conservative sail plan is slower than its brochure figures. We also set limits — maximum wind and wave height, no beating into a gale — so the “fastest” route is also a sensible one.

Professional weather routers

On ocean passages and exposed legs such as the Bay of Biscay, many delivery skippers use a professional routing service. A human forecaster studies the situation, recommends a departure window and route, and sends updates during the passage. Our weather-routing partner supports our captains on longer passages.

Choosing the departure window

1. Look 7–10 days ahead for the big picture: highs, lows and fronts on the route.
2. Narrow it down 3–5 days out using model comparison and ensembles.
3. Check the first 48 hours carefully: this is when the forecast is most reliable and when you are committed.
4. Plan escape routes: ports you can reach if the forecast changes.
5. Decide, then re-check before casting off.

Typical windows: the Bay of Biscay needs a settled spell of two to three days; the Atlantic crossing westbound waits for the trade winds to establish; the eastbound crossing is planned around the lows and the Azores High.

Routing during the passage

• Download new forecasts at least once or twice a day offshore.
• Log the barometer regularly — a fast fall is an early warning.
• Compare what you see (wind, swell, cloud) with what was forecast. When reality runs ahead of the forecast, act early.
• Adjust course before conditions build rather than after.

When we wait

A professional delivery crew is paid to bring the yacht safely, not to keep a date. We will wait in port when the window is not good enough — and we explain why to the owner. Weather days are part of every honest quote; read how yacht delivery pricing works.

Weather routing on a Nordic Crew delivery

Our captains come from the commercial fleet, where passage planning and weather decisions are daily work. Every delivery starts with a written passage plan, a weather strategy and agreed update intervals for the owner. See our services or request a free quote.

Related guides

• Crossing the Bay of Biscay
• Mediterranean Winds Explained: Mistral, Tramontana, Bora, Meltemi & Sirocco
• Offshore safety equipment checklist

Frequently asked questions

Sources

• ECMWF — Forecasts
• NOAA — Global Forecast System (GFS)
• GRIB — data format
• Ensemble forecasting

Safety equipment is the first thing a professional delivery skipper checks — and the most common reason a departure is delayed. This checklist shows what we expect to find on board for an offshore passage, and what we check on each item. Owners can use it to prepare the yacht before the crew arrives.

Which standard applies?

World Sailing’s Offshore Special Regulations (OSR) are written for racing but are widely used as a benchmark for offshore cruising and deliveries. They group passages into categories, from Category 0 (trans-ocean, far from rescue) to short coastal races. A typical delivery across the Bay of Biscay or between Gibraltar and the Canaries corresponds roughly to Category 1–2; an Atlantic crossing approaches Category 0–1. Commercially operated yachts may also fall under national codes, such as the UK’s small commercial vessel code. The table below is a practical summary, not a substitute for the rules.

The checklist

The safety briefing

Equipment only works if the crew knows how to use it. Before every delivery our skipper runs a safety briefing: where everything is, how to launch the life raft and activate the EPIRB, the man-overboard procedure, fire and flooding drills, when harnesses are worn (always at night and in rough weather), and the watch system.

Common problems we find

• Life rafts years past their service date
• EPIRBs not registered, or registered to a previous owner
• Lifejacket cylinders loose or auto-inflation heads expired
• Flares out of date
• Jackstays missing, or attached to weak fittings
• No way to operate the bilge pump from the cockpit
• Emergency tiller that does not fit

Fixing these before the crew arrives saves days. If the yacht cannot meet the standard for the passage, we will say so — and suggest what to hire, service or buy.

Communication and position updates

On a delivery, communication is part of safety. We agree with the owner how often they receive position reports, carry satellite communication for weather and emergencies offshore, and file a passage plan with a shore contact. Read about weather routing on a yacht delivery.

Insurance and safety equipment

Many insurers require specific equipment and crew numbers for offshore passages. Missing or expired safety gear can affect a claim. See our insurance guide.

Safety first on every Nordic Crew delivery

Our captains and officers come from the commercial fleet, where drills, inspections and safety management are routine. We bring that discipline to every yacht. See the full yacht delivery preparation checklist, read about choosing a delivery skipper, or request a free quote.

Related guides

• How to prepare your yacht for delivery
• Crossing the Bay of Biscay
• Mediterranean to Caribbean yacht delivery
• Pre-departure yacht inspection

Frequently asked questions

Sources

• World Sailing — Offshore Special Regulations
• EPIRB — how 406 MHz beacons work
• RYA — Safety advice
• UK MCA — small commercial vessel codes

The Mediterranean has a reputation for calm summer sailing, but its local winds can rise fast and build short, steep seas. For a delivery crew moving a yacht across the Med — or bringing one in from the Atlantic — knowing these winds is as important as the forecast itself. This guide from Nordic Crew Worldwide summarises them.

The Mediterranean winds at a glance

Mistral and Tramontana: the Gulf of Lion

The Mistral forms when high pressure over the Bay of Biscay meets low pressure over the Gulf of Genoa, and cold air is squeezed down the Rhône valley. It can blow for days, reaching gale force and occasionally more, and builds a short, steep sea across the Gulf of Lion. The Tramontana is its northerly cousin coming over the Pyrenees into Catalonia and the Balearics. For yachts crossing from the Balearics to France or Italy, we plan the Gulf of Lion crossing for a gap between Mistral episodes.

Bora: the Adriatic’s sudden wind

The Bora is cold air falling from the mountains onto the eastern Adriatic coast. Its danger is the suddenness: gusts can arrive with little change in pressure or cloud. It is strongest in autumn and winter, and particularly fierce in areas such as the Velebit Channel and the Kvarner Gulf. When a Bora is forecast, a delivery crew stays in a well-protected harbour.

Meltemi: the Aegean summer wind

The Meltemi blows from the north across the Aegean in summer, at its strongest in July and August. It often blows Force 6 for days, sometimes much more, and the seas between the Cyclades become short and steep. Deliveries north through the Aegean in high summer need careful timing — early morning departures and well-chosen shelter.

Sirocco: the wind from the Sahara

The Sirocco (called Jugo in Croatia) is a warm south-easterly from North Africa. It picks up moisture crossing the sea and brings haze, rain and sometimes Saharan dust. Because it blows over a long stretch of open water, it can build large seas on south-facing coasts. Its advantage: it develops slowly and can be forecast well in advance.

Levante and Poniente: the Strait of Gibraltar

At the western end of the Med, everything depends on whether the wind is east or west. These two winds decide when a yacht can pass the Strait — read our Strait of Gibraltar passage guide for the details.

How we plan around Mediterranean winds

• Check the regional pattern, not just the local forecast. A deep low over the Gulf of Genoa means Mistral; a high over the Balkans with low pressure to the south means Meltemi.
• Use two weather models and local forecasts (Météo-France, AEMET, Greek and Croatian services) for wind warnings.
• Plan shelter in advance. For each leg we know which harbours are safe in which wind direction.
• Prefer waiting to pushing. On a delivery, a day in port is cheaper than damage or a frightened crew.

Moving a yacht across the Mediterranean?

From our base in Málaga, Nordic Crew Worldwide delivers yachts across the whole Mediterranean — Spain, France, Italy, Croatia, Greece and Turkey. See our delivery packages, read how yacht delivery pricing works, or request a free quote.

Related guides

• Strait of Gibraltar by yacht: tides, winds and when to go

Frequently asked questions

Sources

• Yachting.com — The 7 most common winds in the Mediterranean
• Giornale della Vela — The great map of the Mediterranean winds
• Noforeignland — Levante and Poniente in the Strait of Gibraltar

For anyone delivering a yacht from Northern Europe to the Mediterranean — or out to the Canaries — the Iberian coast is unavoidable. This guide from Nordic Crew Worldwide sums up where and when interactions happen, how we plan around them, and what to do if orcas approach your boat.

Where and when interactions happen

• Areas: the Strait of Gibraltar, the Atlantic coasts of Portugal and Spain (including Galicia), parts of the French Biscay coast (in 2023 as far north as Brest), the north Moroccan coast, and Spain’s Mediterranean coast up to around Marbella.
• Season: interactions are most likely from late April to October and much less common in winter.
• Movement: the orcas typically stay around the Strait of Gibraltar from April to early July, when bluefin tuna leave the Mediterranean, and then move west and north along the coast.
• Unpredictable: the pattern changes from year to year, so last year’s map is only a rough guide.

Which boats are affected?

Most reported interactions involve sailing yachts, and the orcas focus on the rudder. Damage ranges from none at all to a broken rudder that leaves the yacht unable to steer and in need of a tow. Motor yachts are reported less often. The Iberian orca is a protected species in Spain and Portugal, and some aggressive deterrents are illegal there.

How we plan a passage through “orca alley”

1. Check current data. Before and during the passage we check the GTOA (Grupo de Trabajo Orca Atlántica) monthly interaction maps, the Cruising Association’s orca portal and the reporting apps.
2. Route choice. Current guidance is to either stay inshore in water shallower than about 20 m, or keep well offshore, when crossing an area where orcas are reported. Inshore routes must be weighed against rocks, fishing gear and the tuna nets off Conil, Barbate, Zahara and Tarifa.
3. Daylight transits. We plan to cross the higher-risk areas in daylight and under engine.
4. Crew readiness. Lifejackets on, a lookout posted at all times, VHF channel 16 on, grab bag accessible and towing lines ready.
5. Emergency numbers. Printed and posted at the chart table: Spain 900 202 202, Portugal 112, France 196.

What to do if orcas approach your yacht

There is no proven way to stop an interaction once it has started. The Cruising Association’s safety protocol focuses on keeping the crew safe:

• Contact the coastguard on VHF 16 and report your position.
• Keep the crew low in the cockpit, holding on, and away from the helm — let go of the wheel or tiller, because the orcas may strike the rudder.
• Follow the protocol the crew has rehearsed before the passage.
• Note the position, time and behaviour of the orcas for your report.
• If steering is damaged, request a tow via VHF 16 or 112.

Many skippers also report leaving the area and heading for shallower water — but this is experience from skippers, not tested guidance.

After the passage: report it

Reporting every passage — including those without an encounter — helps everyone. The Cruising Association collects anonymous passage reports, and the GT Orcas and Orcinus apps share sightings in real time.

What this means for owners

Orca interactions are a real risk on the Iberian coast, but with good timing, current data and a prepared crew most passages are completed without incident. When we deliver yachts south from Scandinavia, orca planning is part of every route plan — alongside the Bay of Biscay crossing and the full route to the Mediterranean.

Check that your insurance covers rudder damage and towing on the planned route, and read our preparation checklist. When you’re ready, request a free quote for your delivery.

Related guides

• Strait of Gibraltar by yacht: tides, winds and when to go
• Yacht delivery insurance: what to check
• Delivering a yacht along Portugal

Frequently asked questions

Sources

• Cruising Association — orca portal, checklist and safety protocol
• Cruising Association — vigilance for orca encounters
• Noonsite — Atlantic Iberian Peninsula (“Orca Alley”) passage planning