work on a superyacht australia

Welcome to Crew Pacific Recruitment.

A Super Yacht Recruitment Agency that has been established since 2001 in Cairns, Australia. Crew Pacific specializes in providing a unique and high level of service to luxury Super Yachts within Australia and world-wide.

Crew Pacific provides crew that are either MCA or AMSA qualified, highly trained, and experienced crew that have worked on super yachts both motor or sail within Australia and world-wide.

Crew Pacific understands the unique needs of Owners & Captains when placing competent and experienced crew, whether it is for full time, seasonal or temporary positions.

Begin Here.

Welcome to Crew Pacific's Super Yacht Training.

A Super Yacht Recruitment Agency that has been established since 2001 in Cairns, Australia. Crew Pacific specializes in providing a unique and high level of service to luxury Super Yachts within Australia and world-wide. … Crew Pacific provides crew that are either MCA or AMSA qualified, highly trained, and experienced crew that have worked on super yachts both motor or sail within Australia and world-wide. Crew Pacific understands the unique needs of Owners & Captains when placing competent and experienced crew, whether it is for full time, seasonal or temporary positions.

begin Here.

Australia’s Leading Training provider for Super Yachts, which has been established since 2001 in Cairns QLD Australia … Crew Pacific specializes and delivers Professional Elementary Super Yacht Steward/ess, Deckhand Steward/ess/Deckhand courses, these courses are recognized both in Australia and Internationally. Crew Pacific’s Elementary Super Yacht courses provides you with the skills & tools and knowledge of what your daily duties are as a crewmember Onboard super yacht and how the MCA AMSA International and National super yacht industry works? Once you are fully super yacht trained & qualified Crew Pacific can then place you onto a Super Yacht world-wide within 1-3 months.

Terms & Conditions

POLICY ON STUDENTS PAYMENTS & REFUNDS FOR THE THEORY (MODULES)

• To obtain the theory training for the 2, 5, 8, & 10 Day super yacht elementary courses an individual fee is required to be paid in full. Once the student has obtained these course modules there is a Non-refundable policy, however if for unforeseen circumstances should occur such as
• A family member bereavement or family member should get hurt badly.
• Student should hurt themselves badly or become critically ill
• Notification must be given in writing, email or by advising a Crew Pacific staff member in the office where the Crew Pacific course is being held. Students should consider the following notification periods as to what sort of refund they can expect.

PRINCIPLES – CREW PACIFIC COURSE CANCELLATION & FEES PAYABLE

• If Crew Pacific has insufficient bookings (numbers) to economically run a scheduled course, we reserve the right to cancel the course by notifying all students that their course has been cancelled. In an event that, Crew Pacific cancels a course, students are eligible for a full refund, or they can transfer to another course.

POLICY ON STUDENTS PAYMENTS & REFUNDS FOR THE PRACTICAL LESSONS 

• On the first day of the practical lessons the outstanding amount for the course you are completing will be required to be paid in full, this fee is Non-refundable policy, however if for unforeseen circumstances should occur such as
• A family member bereavement or family member should get hurt badly and you need to return home immediately.
• Notification must be given in writing, email or by advising a Crew Pacific staff member in the office where the Crew Pacific course is being held. Students should consider the following notification periods as to what sort of refund they can expect
• If Crew Pacific receives notification (In writing, by e-mail or by phone call) from a student that they wish to withdraw from a practical course, the amount of refund to be provided will be as follows.
• Notification more than 5 business days before the date of course  – 100% refund of course fee or transfer to another course at no cost.
• Less than 5 business days before the date of the course – 75% refund of course fee or transfer to another course at no cost.
• Less than 3 business days before the date of the course NO REFUND payment will be made by Crew Pacific, however you can transfer to another course date at no cost.  
• If Crew Pacific has insufficient bookings (numbers) to economically run a scheduled Practical course, we reserve the right to cancel the course by notifying all students that their course has been cancelled. In an event that, Crew Pacific cancels a course, students are eligible for a full refund, or they can transfer to another course.

NON-ATTENDANCE & NO NOTIFICATION WITH BUSINESS HOURS.

• If a student fails to not turn up to a class, no refund will be payable. Students need to be aware that leaving a message on the Crew Pacific office answering service outside of business hours where the course is held on the day before the course is not accepted as a notification of cancellation.
• If a student is sick on the day of their course, and can support this with a medical certificate, they will receive either a full refund or be transferred to alternate date at no charge but must be available to complete the training within six months of the original course date.
• If the student has failed to attend due to any other reason NO REFUND will be payable however a course transfer may be granted at the discretion of the Crew Pacific office.

STUDENT COURSE TRANSFER

A student may request a course transfer without incurring any administration fee but must consider the following conditions.

• Participants will only be permitted to transfer courses once and must complete the training within six months on the original date of enrolment.
• If a student failed to turn up to the scheduled course and can provide evidence to support the reason, they may be awarded one additional transfer. Evidence accepted includes a medical certificate, or evidence of death in the family. Subsequent course transfers granted to the students may incur a 10% transfer fee charged at the discretion of the Crew Pacific office.
• Once a subsequent transfer is granted, no further transfers or refund will be granted.

Students who are more than 30 minutes late for their scheduled transfer course will forfeit all rights to any further transfers or refund.

THE DIFFERENCE BETWEEN AN MCA AND AMSA ENDORSED COURSE:

AMSA ENDORSED COURSE:

AMSA course is recognized by “Offshore Super Yacht & Australian Flagged Super yacht. This ticket is recognized in the following countries England, Europe, America, New Zealand and Australia, which means you can obtain work on BOTH offshore super yachts and Australian flagged Super yachts.

MCA ENDORSED COURSE:

MCA courses are only recognized by  “Offshore flagged Super yachts” NOT Australian flagged yachts. This ticket is recognized in the following countries England, Europe, America, which means you would be unable to obtain a job on an Australian flagged super yacht because AMSA does not recognize the MCA training.

How Crew Pacific Started.

Crew Pacific’s Recruitment and Training division was originally established in 2001, however Crew Pacific’s Steward/ess Courses were developed by Joy Weston Owner/Operator of Crew Pacific in 2000.

My experience in the International Super Yacht Industry started in 1992 when I travelled to London to work as a professional Nanny. Looking after two spoilt kids for three months changed my career path radically! I returned to hospitality, working for a 5-star intercontinental hotel (The Forum) based in Earl’s Court. During my six months with the hotel the London Boat Show was running. A couple called Bob and Fiona Freeman were staying in the hotel and I served them several times at the bar and in the restaurant. One particular evening they were quite excited and I, being inquisitive, asked them why??? They told me they just been accepted for a job on a 90ft Super Yacht as Captain and Chief Stewardess. Basically, I had no idea what a Captain was or even a Chief Stewardess, so I asked them. They explained and then proceeded to show me a brochure of the yacht. Wow!!! I was amazed as I had never seen a yacht like this in my life. Coming from a country town in New Zealand and horse riding professionally most of my life, I had only ever been on the Whanganui River in New Zealand on jet boats and this yacht seemed enormous to me at the time. We got chatting and the next thing I know they offered me a position as 2nd Stewardess. I accepted the job and started to write down details of when I would start, where I was to meet the yacht and blah, blah. A month later I flew to the South of France. I was picked up at the airport by Captain Bob and taken to the yacht. Wow!!! When I arrived at the Marina, I realised that I was joining the smallest yacht in the Marina…. yet I was overwhelmed and excited all at the same time. I completed 3 months on board M.Y La Paradiso with Bob and Fiona during which we travelled to Marmaris, Turkey to charter. I resigned due to relationship issues between the captain and wife team.

I stayed on in Marmaris obtaining day-work and freelanced doing stew/deckhand/cook jobs for Sunsail and Moorings flotillas for about a month until I obtained a full-time stew/deckhand position on a sailing yacht called S.Y. Nuku II 72ft. I worked for two years (two seasons in a row) for the Welsh couple, Margaret and Rob, who chartered Nuku II throughout Turkey and Greece, gaining an immense amount of skills and knowledge about sailing yachts and how to become a professional crew-member. After finishing up the second season in Turkey with Rod and Margaret I decided to expand my horizons and sail to the Caribbean.

I organised an unpaid delivery as stew/cook on a 72ft sailing yacht called S.Y. Shonalonga. I would be living and working with 5 South African crew and it would take us up to 6 weeks to reach the Caribbean. During our travels we experienced some bad weather which caused our main sail to whip. We managed to make our way to Gibraltar where we provisioned and fixed the main sail (which I can say is quite an experience in itself), spent 5 days there and then set off into the sunset to the Canary Islands. We had a 2-day layover in the Canary Islands and then sailed to our final destination of Antigua in the Caribbean.

Upon arrival in Antigua I spent 2 weeks on the yacht before being offered a position on a large Super Yacht called S.Y. Snow Goose, 140ft sloop. I completed the season with Snow Goose although I will say I did not have a good experience on my first large yacht (you can find out why during Crew Pacific’s Training Courses!). The experience nearly put me off yachting for the rest of my life. I was very lucky to be rescued by an Irish Captain on a 65ft Swan who employed me as a stew/cook for delivery back to the Mediterranean, more precisely Palma de Mallorca, an island off Barcelona, Spain.

Once we arrived in Palma I stayed on board the yacht for a few days and then discovered a Crew House which I moved into whilst looking for permanent work on yachts. Living in a Crew House is a lot of fun as you get to mingle with many different characters and learn more about the Super Yacht Industry. During my travels at sea I had a lot of time to think about which direction I would like to follow. I decided that I wanted to work on larger vessels ranging from 40-60m as a stew/deckhand and wanted to be on motor yachts. Whilst I was in Palma de Mallorca, I registered with all the international Crewing Agencies (the major agencies which now recognise Crew Pacific’s Training). They assisted me with job opportunities, however I was fortunate enough to find a job myself by walking the docks. I was very lucky to find a good Captain and Owner and a good job all at the same time. A lot of crews were experiencing bad Captains and bad Owners and getting into the wrong job. This can still happen today and depends very much on the questions you ask and your knowledge of the International Yachting Industry. (There are ways you can avoid the pitfalls of the industry and this information is covered in the Crew Pacific Training Courses).

The position I obtained was a stew/deckhand position on a 43m motor yacht (private) working for an Arab owner. My Captain was Larry Barnett (Scottish) and his wife Manu was our Chief Stewardess (German).

This is when my Stewardess Manual started to come into being as I began to realise that the international standards of large yachts were extremely high, with an exceptional level of service which I had never experienced on smaller yachts or in the land hospitality jobs I had held over the years. I started to realise that I had entered into an industry that was “Unique” and “Elite” and that these high-profile people were extremely “Rich” and liked expensive items, fabrics, clothes and objects and so much more….and that they employed the everyday person to look after their yacht and toys so that when they chose to us their yacht it was ready to go and everything was shiny and beautiful for them.

During my six months on board M.Y. Ramses working with Manu the Chief Stewardess, I started to learn many different techniques from her on what a good stewardess ought to be doing on board a larger Super Yacht, such as folding fitted sheets neatly into sets, washing and ironing guest clothing and crew uniforms to a suitable standard, understanding the foreign stain removers, learning various napkin folds and so much more. After six months all the crew left the yacht due to owner issues. I continued the Mediterranean season, freelancing as a stew/cook and stew/deckhand.

At the end of the season I returned to Norfolk Island where my parents had resided and spent 6 months working on Norfolk Island. I then received a phone call from Captain Larry Barnett. He and Manu had obtained a Captain and Chief Stew position on a 43m motor yacht called M.Y. Legend of Tintagel. This yacht was both charter and private. Larry asked if I would like to the join the yacht in Palma de Mallorca, Spain as stew/deckhand. Obviously, I jumped at the opportunity and left on the next plane out of Norfolk Island for my new adventure. During my 2.5 years on M.Y Legend of Tintagel I learnt further skills which I added to the Stewardess Manual. Whilst I was on Legend of Tintagel, I experienced a personality clash with the First Mate. Unfortunately, due to rank, I had to professionally leave the yacht. I do not wish this experience upon anyone however I learnt a lot from it. Larry Barnett the captain found me another job as 2nd Stewardess on a 56m motor yacht called M.Y. Destiny Langkawi, on which I spent 3.5 months and during that period I was promoted to Chief Stewardess. I received a call from Larry Barnett informing me that the First Mate had been dismissed due a stupid incident on board. The owner and Larry asked if I would like to return back to M.Y Legend of Tintagel. I agreed I would return to Legend of Tintagel on the condition I was offered the 2nd stewardess position. I got my wish and spent the rest of the season on board before the yacht was sold to an American owner.

At the end of 1998 I returned again to my home base of Norfolk Island and started to research the Industry in the South Pacific. Things slowly started to fall into place for the Steward/ess Course. For the first part of 1999 I worked casually in Norfolk Island and during this time I started to develop the Stewardess Training Manual.  I began to research Crewing Agents and training organisations in New Zealand as the America’s Cup was to be held in New Zealand in 2000. Late 1999 I flew to Auckland, New Zealand for 2 weeks, held business discussions with International Crewing Agents and various training organisations, however nothing really came of it until I meet Ami Ari from Crew Unlimited, an International Crewing Agent from Ft Lauderdale which I used whilst working on Super Yachts overseas. Ami’s word of wisdom to me was to start my own business and become the first person in the South Pacific and Southeast Asia to develop a Super Yacht Steward/ess Course for the International Super Yacht Industry and to incorporate a recruitment agency into this venture so each would complement the other.

I flew back to Norfolk Island to get the wheels turning. I had just been back in Norfolk Island for a couple of weeks when I received a surprising call from out of the blue!!!  A yacht manager, Mr Tony Smith, asking if I would like a position as Sole Stew on a 35m motor yacht called Kokomo II. At first, I was not interested in the position at all, however I changed my mind very quickly as the yacht was travelling to Auckland, New Zealand for the America’s Cup and then heading to Sydney for the Sydney 2000 Olympic Games. I had an interview, was offered the position and flown to Sydney at the end of 1999 to join the yacht. I spent 18 months on board M.Y. Kokomo II and during that time was given the opportunity to complete courses to assist me in the setting up of Crew Pacific. Eventually Kokomo II ended up in Cairns, Queensland, Australia for a refit. I assisted with the refit and eventually resigned in September 2001. This is when I registered Crew Pacific. At the beginning of 2002 Crew Pacific’s 8-Day Internationally Recognised Super Yacht Stewardess Course was launched.

In 2005 I purchased a two storey Queenslander which i turned into a Crew House (accommodation for yacht crew) office and training facilities, where i run our short 2 day super yacht induction course and the 5 and 8 Day Super yacht Steward/ess course. Late 2011 I sold the crew house/office and moved into a new premises. (22 Minnie Street, Cairns, Australia). Crew Pacific no longer has a crew house. Crew Pacific’s main focus these days is just Super yacht Training and Recruitment.

By the middle of 2012 Crew Pacific launched two new courses; a 5-day Super yacht Deckhand course and a 8 day Super yacht Steward/ess/Deckhand course. Then in 2017 we started up the Crew Pacific 10 Day Super Yacht Steward/ess/Deckhand course. These courses are specifically tailored to the International Super yacht industry and are the “First in the world” to be developed. These courses have been developed to provide the appropriate “Knowledge Skills & tools” required to be a Deckhand or Steward/ess/Deckhand on an International Super Yacht.  These courses wouldn’t have come about with the help of professional Yacht Captains and First mates that assisted me in the development of these courses. The Deckhand course criteria has been developed to the level and standard of a 50m-80m motor yacht. Students will learn the “Finesse and Skills” that are required for these types of vessels, both Motor and Sail. These skills will help to increase your chances of employment aboard yachts in Australia or overseas.

Crew Pacific’s aim is to train crew to the highest standard of the International Yachting Industry and be able to give them the opportunity to travel, be well paid, have exciting adventures and to meet some of the richest and most famous people in the world. This industry is awesome and if I could do it all over again i would!!!

Joy Weston Owner/Operator Crew Pacific

• Crew Placement Agreement
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Welcome to MYS Superyacht Crew

Superyacht Recruitment and Superyacht jobs since 1997, we specialise in placing qualified superyacht crew in Australia, Pacific and worldwide

Our goal is to meet the growing demand for experienced and professional Superyacht Crew in Australia and around the world. Placing Superyacht Crew worldwide, we have been Australia’s Leading Superyacht Recruitment Agency since 1997, understanding both the requirements of owners and the concerns of crew. From ensuring we find suitable, qualified candidates for your yacht or residence to advising crew with their next career steps, we will assist every step of the way.

A branch of Major Yacht Services, Australia’s leading Superyacht agency we have assisted more than 750 visiting superyachts to Australia. Being ex-crew members ourselves we understand the complexity of the roles on board and will appropriately match candidate’s skills and personality to ensure that perfect fit for both Owners and Crew alike.

Our Head office is based in Sydney and being a proud member of the AYSS we have worldwide representation & partners.

What positions do we recruit for?

We Specialise in Superyacht Recruitment for the following core Superyacht Jobs

• Captain Positions
• Officer Positions
• Engineer Positions
• Chef Positions
• Stewardess Positions
• Deckhand Positions

We also provide Superyacht Recruitment for such specialty positions as Dive Instructors, Nurses, Beauticians, Masseuses, Private Jet Hostesses, Private Residence Staff, House Managers, Housekeepers, Private House Chefs, Personal / Executive assistants, Gardeners, Project Managers and New Build Engineers

Our company uses the MLC ( Maritime Labour Convention ) as its guideline when undertaking all its recruitment services.

https://www.amsa.gov.au/international/mlc/

From Australia to Europe, New Zealand to the Caribbean our positions and candidates span the globe and are ready to assist with all your superyacht recruitment needs.

Get in touch today to see how we can assist you with your superyacht crew or employment needs

Sydney – Australia – New Zealand – Pacific – Fiji – French Polynesia – Europe – Fort Lauderdale – Caribbean

Asia – Middle East – North Africa

We have used MYS for all of our requirements since our 44m was Launched last year, This has included a complete crew placement for our new boat, All customs clearance arrivals and departures from Australia for our vessel, Fuel Bunkers at the most competitive price, Supplying local produce at wholesale rates, and the list goes on.

– Captain Paul Maguire, Project AY-54

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Superyacht Deckhand Course

Superyacht Deckhand Course MCA Internationally recognised training to become a superyacht deckhand. This IYT Deckhand Training Course is a qualification, u...

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Superyacht Interior Crew Course

Superyacht Interior Crew Course Internationally recognised training to be come a professional superyacht steward/ess. The Superyacht Crew Academy’s Super...

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STCW 95+10 Refresher

STCW 95+10 Refresher Training STCW Refresher training is now compulsory for revalidation of all STCW’95 certificates with an expiry date after January 1,...

Tender Driving – IYT RIB

Small Powerboat and RIB Master Driving Course All crew members need to be certified to drive the yacht’s tender. IYT Small Powerboat and RIB Master (...

Australian General Purpose Hand

MAR10220 – Certificate I in Maritime Operations (General Purpose Hand Near Coastal) The Australian General Purpose Hand Near Coastal Certificate I in Mar...

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Australian Marine Engine Driver Grade 3 Near Coastal

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Australian Marine Engine Driver Grade 2 Near Coastal

MAR30821 – Certificate III in Maritime Operations. Already hold an MED3? Upskill to MED2 in just 5 days. NSW Government Smart & Skilled training may be available for eligible students. Course delivered under Sydney Maritime Institute Division.

Australian Master up to 24 Metres Near Coastal

MAR30921 – Certificate III in Maritime Operations. NSW Government Smart & Skilled training may be available for eligible students. Course delivered under Sydney Maritime Institute Division.

VHF/HF Marine Radio Operators Certificate

LROCP (Long Range Operator Certificate Of Proficiency) – VHF/HF Marine Radio Operators Certificate All crew members need to be certified to operate a...

NSW Boat Licence

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Crossover from Master 24m Near Coastal to IYT Master of Yachts 200tn

Master up to 24M Near Coastal to Master of Yachts 200Ton (Limited) Offshore Crossover Course Upgrade your Australian Master 24m NC ticket to a Master of Ya...

Crossover from Coxswain Grade 1 Near Coastal to IYT Master of Yachts 200tn

Australian Coxswain Grade 1 Near Coastal to International Master of Yachts 200Ton (Mate) Coastal Crossover Course Upgrade your Australian Coxswain Grade 1...

Superyacht Industry Career

Superyacht Industry Career Course Learn The Most Important Aspects of the Industry Before Starting Your Superyacht Career This one-day course is specifical...

Superyacht Chef

Yacht Chef Training Course Adapt your culinary talents to a Superyacht environment. Successful completion of this course will allow you to work as a chef o...

Superyacht Crew Academy Provides training and certification for people who wish to work on Superyachts anywhere in the world and within the Australian Maritime Industry. Legal Name: Club Sail Pty. Ltd. Trading as: Superyacht Crew Academy Registered Training Organisation no. 91462

Unit 25a/5 Ponderosa Parade, Warriewood, NSW 2102, Australia.

+61 2 9979 9669

[email protected]

Property Managers – Live In Couple – Full-time – Byron Bay region

75m m/y – stew + nurse/medic – 2:2 – worldwide – private, 75m m/y – rotational deckhand – 3:1 – worldwide – private, 56m m/y – chief stewardess – gold coast – private, 40m+ m/y – rotational captain – qld, png & south pacific – private/charter, 40m+ m/y – 2nd stewardess – qld, png & south pacific – private/charter, 40m m/y – temporary chef – west coast usa – private, 40m m/y – rotational deck/engineer – 3:1 – west coast usa/central america – private, 40m m/y – rotational chief engineer – west coast usa – private, 40m m/y – deckhand – australia, nz & indo – private, 28m m/y – deck/engineer – gold coast + south pacific – private, 28m m/y – deck/cook – gold coast + south pacific – private.

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Yacht Crew Jobs: How To Get Hired + Work On A Superyacht

August 7, 2020 4:50 pm

Interested in working on a yacht denison’s lead crew coordinator jill maderia details what aspiring crew professionals need to know before their first job..

Looking for a job that allows you to travel the world? Working as a crew on a superyacht may be a dream for many. Yacht crew are held to the highest standards of professionalism, catering to superyacht owners and guests to create the ultimate yachting experience. Whether you’re interested in becoming a deckhand, stewardess, or chef, we’ll break down how to enter the yachting industry and provide tips on how to prepare for your first yacht crew job.

Q: What courses do I need to complete before working on a yacht?

A: Crew must have the basic safety course called STCW. If they are working on a charter yacht, they will also need the ENG1 (medical clearance). While STCW is the basic course needed, addition courses might set you apart, as it shows commitment to a career on yachts.

For example: The Power Boat class is important to have if you are deckhand, but having this and learning how to drive a tender, would benefit anyone that works on a yacht.

Any extra courses such as hospitably, silver service, mixology are a plus and will help crew better market themselves for opportunities.

Q: After completing my courses, how do I get a job on a yacht?

A: You must have a great CV. Create a portfolio of your work. If you are a Chef or stew, have photos of your food, table settings, flower arrangements. I have had a deckhand show “before and after” projects such as teak work on deck too. Our crew website can create an album of your work.

Plus, showcase your skills. While qualifications are required, your skills that you have might be the reason you get that dream job. Many boats, especially charter yachts, seek out crew with additional skills, whether it be a stew with cooking or childcare experience, or a deckhand that is also a drone operator or photographer.

Q: Do I want to work on a private yacht or a charter yacht?

A: There are benefits to both. There is a difference, as charter boats you will have a combination of owner vs. charter guests. In addition, crew often like the benefit of the additional gratuity at the end of a charter, which can be a range of 15-20%.

Q: What is the interview process like for yacht crew?

Presentation is key: Both with your CV, and in your interview. Your first impression is important, so dress the part as much as you can. Keep in mind, many interviews are via FaceTime or Zoom. Treat virtual interviews the same as you would in-person, show up on time and be professional.

Q: How can networking help my crew career?

Go to crew events, or consider crew housing. You never know where your next job may come from. Maintain relationships with crew agents, other crew members, and industry professionals. It important to be out and meeting people in person or even virtually on Zoom.

Q: Any other tips that will help in landing a yacht crew career?

• 1) Research: Read industry publications. This is especially important for those who have never worked in the hospitality industry. In addition to taking your courses, conduct your own research.
• 2) Crew Housing: When crew stay at a crew house, they have the benefit of networking with other crew. They may even find jobs from crew mates and share ideas and tips in the industry. There are a variety of crew typically, from green to experienced and they all have a story to tell or some wisdom to share.
• 3) Daywork: Sometimes daywork can lead to long term opportunities. While daywork is temporary, crew may not realize that daywork can lead to the Captain or department head interviewing you and seeing how you might fit in with a boat full time.
• 4) Checking in: Check in with your agents. The better your crew agent knows you, the easier it is for them to properly match you to a boat. Keep your crew agent informed on if you’re still looking for work.

Ready to start your career in crew? Contact Lead Crew Coordinator Jill Maderia , or explore all the options Denison Yachting offers in our crew division.

Jill Maderia

• Email: [email protected]
• Cell: 954.600.7058
• Office: +1.954.278.9250
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Temporary Activity visa (subclass 408) - Superyacht Crew

The Temporary Activity visa (subclass 408) allows you to work in Australia as a crew member of a superyacht. You can stay here for up to 12 months. To be eligible for this visa, you must have an employment contract or a letter confirming employment as a crew member on a superyacht in Australia.

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Temporary Activity visa (subclass 408) - Superyacht Crew offers

Superyacht industry, temporary stay, work rights, cultural exchange, multiple entries, skill development, personal growth, eligibility requirements.

To be eligible for the Temporary Activity visa (subclass 408) – Superyacht Crew, you must meet the following requirements:

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STCW Basic Safety Training in Australia

The following list is a selection of institutions offering STCW-compliant courses in Australia:

*Note that if taking the STCW training in Australia, you have a choice to enroll in an AMSA-endorsed or an MCA-endorsed BST course. An AMSA-endorsed STCW certificate is internationally recognized on both Australian and foreign-flagged yachts. Those holding an MCA-endorsed ticket can only obtain work on a foreign-flagged yacht, so this could decrease an individual’s chances of employment, because the schools and placement agents cannot put these candidates forward for jobs on superyachts within Australia. Please be sure to do your own research into this when choosing a school for STCW Basic Safety Training in Australia.

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‘Yachts at the top’: power, privacy and privilege in the world of Australian superyachts

Superyachts are floating markers of power and luxury, and sales are booming. As Australia hopes to lure more of the vessels and their elite clientele, what do we know about this world?

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Visible from the footpath at the water’s edge, the superyachts berthed at Melbourne City Marina bob gently up and down, their sleek and shiny exteriors reflecting the placid waters below.

For me, and most people on this planet, this is about as close as we are likely to get to a superyacht. In Australia, that’s a pleasurecraft longer than 24 metres. Internationally, the starting length is 30 metres. The City of Melbourne recently spent $1.97m upgrading Victoria Harbour, including its four superyacht berths, to fit vessels up to 67 metres long. But for the tiny portion of the world’s ultra wealthy for whom superyacht size is a matter of concern, 67 metres is fairly moderate. The longest privately owned superyacht in the world is the 180-metre Azzam, reportedly built for the former president of the United Arab Emirates , the late Sheikh Khalifa bin Zayed Al Nahyan.

Superyachts are markers of power and extravagance. They are floating, transportable six-star hotels, capable of including everything from nail parlours to gyms, helipads and boardrooms, marble bathrooms and priceless art, as well as what the industry calls “toys” – from jet skis worth the equivalent of the average Australian worker’s salary to private submarines worth millions.

In a recent memoir, the longtime Australian seafarer and superyacht captain Brendan O’Shannassy writes: “Until space travel becomes a commercial reality, [superyachts] are the greatest display of wealth on the planet.”

For all their capacity to allow long-distance travel in extreme luxury, though, superyachts aren’t frequent visitors to Australian waters. The local industry has been lobbying to change that, and state and federal governments have made superyacht-friendly moves, hitching millions of dollars in public infrastructure upgrades and tax concessions to claims that these will bring millions in economic benefits to every port in which a vessel makes anchor.

But despite public money going towards establishing and upgrading infrastructure that is only accessible to the very privileged few, there’s been little public scrutiny of this elite industry.

S uperyachts are not super common, although their numbers are growing. Sales company Edmiston recently estimated that the global fleet comprised a total of 5,892 vessels – representing an increase of 44% over the last decade. Most of those yachts are between 30 and 50 metres (4,957); 13% are between 50 and 80 metres (753) and 3% are over 80 metres (182).

There are only about 120 superyachts owned by Australians, concentrated mostly around Sydney Harbour and south-east Queensland. About half of them are charter vessels. It’s likely all of them have, at some point, been through Captain Richard Morris’s hands.

Fresh off the plane from the Dubai Boat Show, Morris tells Guardian Australia that he got his start in the merchant navy at 17, before landing a job as a deckhand two years later on the 86-metre superyacht Nabila, owned by the influential and extravagant Saudi arms dealer, fixer and liaison of presidents and tycoons Adnan Khashoggi. Nabila was Khashoggi’s third yacht and the height of ostentatious luxury when it launched in 1980. Its 100 rooms included Italian hand-carved onyx bathrooms, a patisserie, a movie theatre, a hair salon, a hospital with an operating theatre, and 320 metres of Italian leather upholstery. When Khashoggi’s empire began to decay in the late 80s, he sold Nabila to Donald Trump for $29m – considered a bargain – with the businessman who would later become US president renaming the yacht the Trump Princess .

Morris, meanwhile, left Nabila after a year and began building his own career as a seafarer, becoming a captain at just 27 and a master mariner. He moved ashore in 1999 and was hired by NSW Maritime to build a new superyacht marina in Rozelle Bay.

“That was the beginning of superyachting in Australia,” Morris says. “Prior to that, only a few people here had superyachts, because there was the tall poppy syndrome – high net wealth Australians were reluctant to show their extreme wealth.”

The Sydney Olympics in 2000 changed that, Morris says. The marina development was partly to accommodate the super wealthy who were planning to bring their yachts down for the Games. Morris managed the marina for the next decade, before moving into local superyacht sales and charters.

The Sydney experience is one that the industry is keen to replicate for the forthcoming Brisbane Olympics. The mining magnate Gina Rinehart may have been lampooned by the public in 2021 when she complained that she had nowhere to moor her yacht in Brisbane , but the Queensland Labor government appears to agree it should invest in more superyacht infrastructure. It’s had a multiyear superyacht strategy since 2018, and in May last year it was updated and extended to take the Olympics into account.

Its listed achievements so far include $28m to upgrade the Cairns Marine Precinct, $2.87m for a 160-metre superyacht berth on the Gold Coast, and planning for 80-metre superyacht facilities and additional marinas in new developments on the Spit. Its stated goal is for Queensland to be “world recognised as the major superyacht hub in the Asia-Pacific region”. Economic modelling for industry lobby group Superyacht Australia argues the 2032 Games presents “an unparalleled opportunity to springboard the sector on to the global stage and demonstrate the prosperity the sector can support in Australia”. It hopes Australia will reach 8% of the global market – that’s 533 vessels – in the next three years, which it says will yield hundreds of millions of dollars in direct economic benefits.

Until just prior to the pandemic, superyachts could not come to Australia without the owner paying a hefty tax on the vessel, with the visiting multimillion-dollar vessels treated as though they were being imported permanently into the country. That changed with the passage of the Special Recreational Vessels Act 2019. The act, which relieves the owner of having to pay import duties including GST, was hitched as a rider to various unrelated bills by the Coalition government until it was passed as a standalone just before Christmas in 2019.

The legislation allows foreign vessels to be chartered while in Australian waters, with GST payable only on the charter itself.

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The then member for the Queensland seat of Dawson, George Christensen, claimed it as a pet project. “I have been very, very pushy in getting this legislation to come forward,” Christensen said at the time.

Christensen claimed the bill was “just about ensuring that local communities can get some of the coin that these people drop”. Labor passed the bill with minor amendments.

Since then, six superyachts have applied for a temporary licence, with just four making the trip.

‘It’s your world’

The industry estimates that the local market for superyacht charter or purchase is 1% of the population. It sees it as a subset of the cruise market, which is estimated to capture about 5% of Australians.

It’s hard to ignore the symbolism of that figure, the 1%. Morris’s anecdotes help to illustrate just how that plays out in practice. In 2011, the manager of U2 called him, he recalls, hoping to find a suitable superyacht for the band who were dissatisfied with the crowds at the Park Hyatt. (He was unable to find one that met the band’s specific desires.) That same year, Morris put up the actor Kevin Spacey in the 37-metre Tango during Spacey’s run as Richard III in Sam Mendes’s production that toured Sydney’s Lyric theatre.

“Dinner was at 1am and [Spacey’s] guests would leave at 4am. Then the yacht would move to Rose Bay and he’d sleep till midday, and then come back and do it all again,” Morris says.

“It’s an option for these very high-profile people. They’re anchored in the middle of the harbour. The level of security and discretion that a superyacht provides is much better than any hotel. They can control their world. And that’s the essence of yachting – it’s your world.”

When Covid lockdowns hit, owners of superyachts raced to their vessels, escaping up to the Great Barrier Reef instead of staying at home, Morris says. The associated freedom saw a boom in superyacht sales in 2021 . Since the onset of the war in Ukraine, however, superyachts have also become associated with sanctioned Russian oligarchs. Not without reason: they represented 30% of the global market. Documents recently revealed, for example, that the former Chelsea FC boss Roman Abramovich owned 16 superyachts , a full eight of which were support vessels for the 162.5-metre A$649.5m Eclipse he’d had built in 2010.

Morris says there were Russians who had planned to come to Australia prior to the war – one of whom was going to contract him to manage his yacht. It would have put millions through his business. The sanctions, though, have “put the fear of God through the industry”, he says.

“If I was managing a Russian yacht I would have gotten rid of it. It’s so lucrative, though, that a lot of people didn’t. I’m glad that the Russian client didn’t come. Sure, I missed out on huge revenue, but that’s not the point.”

T he 2032 Olympics aren’t the local industry’s only goal. Another is to bring more vessels to Australia to make use of the shipyards – mainly in Queensland and Western Australia – for maintenance, retrofitting and building. Another still is to increase the number of Australians joining the superyacht workforce.

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On Facebook groups like Superyacht Crew , keen industry up-and-comers post pictures of themselves – snorkelling, in uniform, sipping a glass of wine in a party dress – alongside their formal qualifications and experience. The semi-casual CV comes with added notes about the seafarer’s personality, including whether or not they have tattoos (being tattoo-free appears to be a selling point).

Employment standards, however, can vary. Commercially registered yachts available for charter, which usually have permanent captain and crew despite the rotating guest list, are bound by the Maritime Labour Convention 2006, which lays out minimum standards of employment, including legally enforceable contracts, maximum working hours per week, shore leave and annual leave entitlements, and the right to return to your country of residence for free. Enforcement of those standards is the responsibility of the country under whose flag the ship sails, and yachts chartering out of Australia need to be registered here.

Private yachts are a different story. They are not automatically covered by the Maritime Labour Convention, and employment contracts are often managed by owners’ personal office staff. Non-disclosure agreements are common, and rumours abound that upsetting the wrong people on board can see you unceremoniously dumped at the nearest port.

Superyacht crew in Australia are not covered by any union-based collective bargaining agreements. The Maritime Union of Australia national secretary, Paddy Crumlin, tells Guardian Australia that the MUA doesn’t have a real presence among the superyacht labour force, but alleges exploitation and harassment are rife. Morris vehemently rejects this, saying the working conditions on superyachts are “exceptional”, better than cruising or commercial shipping, higher paid, and far exceeding the minimums set by the Maritime Labour Convention.

Guardian Australia was unable to speak to any junior superyacht crew directly, despite attempts, but a survey of 402 superyacht crew members conducted by the International Seafarers’ Welfare and Assistance Network in 2018 described them as mainly well paid. More than 90% of survey respondents – male and female – said they felt safe on board, though 53% of female crew said they had experienced discrimination, harassment or bullying from owners, other crew or guests, compared with 30% of men, who most commonly experienced it from captains or other senior crew. The level of work-related stress was high, particularly among women.

No matter who ultimately owns them, private yachts are likely to be flying what the industry calls a “flag of convenience”, which can make standards harder to enforce, as the boat can spend very little, if any, time in its country of registration. Flags of convenience are a common maritime business practice, though, including in cruising and freight. And the results can be ironic: a cursory registry search of some high-profile private superyachts reveals, for example, that the mining magnate Andrew Forrest’s 58.2-metre Pangaea Ocean Explorer – which will shortly carry out environmental surveys on the DNA of ocean life, assisted by $3m in federal funding to Forrest’s Minderoo Foundation – sails under the Jamaican flag. Clive Palmer’s 56-metre $40m yacht, despite being patriotically named Australia , is registered in Malta.

Control, chameleons and seasick fish

What is it that draws the ultra rich to yachting?

“Control,” says David Good, the chief executive of industry peak body Superyachts Australia. “You can control the itinerary, who is on board and what food is going to be served. During the pandemic, when you were on board was probably the only time you could fully take control of who was going to be with you and your family. Covid was probably one of the best things that ever happened to boating in general.”

Sam Sorgiovanni concurs. He’s used to catering to the whims of wealth: a sought-after designer based in Western Australia with about 35 years of experience, Sorgiovanni estimates he’s designed at least 20 superyachts. The biggest challenges usually relate to balancing functionality with the budget constraints of the commissioner. But some design requests are more complicated.

For the Nirvana, Sorgiovanni says his company designed two onboard terrariums for chameleons, water dragons, turtles and frogs, and a separate cricket facility to breed the reptiles’ food. The terrarium included curtains to shield the animals from the disco lights of an adjacent salon. On Anastasia and Barbara – owned by the same Russian billionaire as Nirvana – the designers were asked to include fish tanks. Unfortunately, they later discovered, fish kept in a tank on a boat die – from seasickness.

The origin of most of the super wealth that fuels superyacht ownership is natural resources, Sorgiovanni says. But criticism of the industry, he says, echoing Morris, is “tall poppy syndrome”.

“Yachting is the greatest redistribution of wealth around. Although it is for the privileged few, if you take a 100-metre yacht, there’s 50 crew on board, they’re all being paid, they’ve all got families, and wherever that yacht goes, especially if we’re allowing them to come into charter, as soon as it pulls into port … it would be millions generated every time the vessel comes in,” he says.

“It’s a pyramid. We’ve got the yachts at the top, and a pyramid of suppliers underneath it.”

S altwater and air is hard on boats, and superyachts require a lot of money for upkeep, and a lot of maintenance. So when an owner abandons ship, the vessels suddenly become very large and very unwieldy public burdens.

In February, the government of Antigua and Barbuda claimed and put up for auction the 82-metre Alfa Nero, which it said had been abandoned in Falmouth Harbour since early last year. The owner is rumoured to be the Russian oligarch Andrey Guryev; Guryev has denied owning the yacht, according to other reports.

That same month, the 29-metre superyacht Nakoa broke free of its moorings in Honolua Bay in north-west Maui, Hawaii, and drifted before running hard aground in shallow water, peppered by rocks and reef.

The US Coast Guard seized jurisdiction of the yacht after its owner, the charter mogul Jim Jones, informed authorities that he would not organise or pay for the boat’s salvage. Hawaii’s Department of Land and Natural Resources said in a series of statements that Jones would instead receive a bill of at least US$460,000 for the salvage effort, and may face further penalties and possible legal action.

Facing widespread criticism, Jones told Honolulu media that he was “taking responsibility” for the matter. “We’ve been talking to the DLNR to let them know we’re not leaving them with the bill,” Jones said. “We’re not running.”

Timely and safe salvage was important to the local community but also to the environment. The grounding occurred just outside a significant marine conservation zone, and the yacht struck and damaged at least 30 corals and live rocks, its hull leaking diesel into the reef. Footage of the wreck circulated on social media, where commenters raged about the fuel seeping into the pristine water and the damage to the reef.

It took contractors three salvage attempts over nearly two weeks to dislodge the 122-tonne Nakoa. On 5 March, three tugboats managed to drag it back into the water. As they set off to tow the yacht to Honolulu, a pod of humpback whales surfaced and escorted the boats out of the bay, away from the marine sanctuary.

The Nakoa never made it back to dock . Halfway to Honolulu, the yacht began listing heavily. Unable to be dragged any further, it was scuttled in the deep channel between the islands of Maui and Molokai, and left to sink to the ocean floor.

The whales swam on.

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Superyacht Australia in partnership with superyachts.com is pleased to present ‘Australia InDepth’, a series of informative short documentary films on the vast and incredible destinations on offer when cruising in Australian waters and the world-class service capabilities available to support visiting vessels..

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MARINE JOBS

Marine Jobs is an online ‘career centre’ designed to make it easier for employers to advertise vacancies and for people to find the right job for them in the marine industry. This new industry jobs platform provides a range of career resources, including information on apprenticeships and industry training, writing a resume and preparing for an interview.

Click on the link below to see what jobs are now available.

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Cruise ship jobs.

If you are looking for a job as a  Cruise Attendant or General Purpose Hand, please contact Tracey at Coral Expeditions. – 07 4040 9932 or head to their website https://www.coralexpeditions.com/au/careers/ to submit an expression of interest and see current vacancies.

Superyacht Jobs

Kylie Champion can help you find work in the Superyacht Industry!

Kylie Champion, Managing Director Champion Crewing & Concierge Whitsundays, Australia Phone: 0435 839 804 Email: info @championcrewing.com Website: www.championcrewing.com

Crew Pacific- Joy Weston provides superyacht Elementary Steward/ess, Deckhand & Steward/ess/deckhand Training. Once fully superyacht trained Crew Pacific can assist you into super yacht employment world-wide.

Website: www.crewpacific.com.au

Some hints from us at Maritime Career Training for entering the Superyacht Industry –

The Ideal Superyacht Crew

Some positives about working in the Superyacht Industry

A Five Point Plan for Finding Work on a Superyacht

Maritime Career Training’s Involvement in the Superyacht Industry

Where to Look for a Job on a Superyacht

When Should you do Your CoST (STCW95/10)

Additional Training

Our STCW10/95 course costs just $2,295 and is delivered over 2 days of face to face training on the Sunshine Coast plus about 40 hours of online learning and assessments.  Due to the growth of the Superyacht industry in recent years, there is a corresponding increase in demand for suitably qualified men and women interested in a financially rewarding, exhilarating and satisfying career as crew on Superyachts operating mainly in the Mediterranean and the Caribbean. Around 87% of the world’s Superyachts are registered in the Cayman Islands where yacht crews must hold MCA recognised qualifications in order to work on these vessels. As a minimum all crew must hold a Certificate of Safety Training in accordance with the IMO STCW convention.

We suggest that you follow this plan:

1. Prepare a one or two page CV with a head and shoulders picture of yourself.

2. Plan to arrive for the start of the Med season a little early, say late March or early April in one of the ports where superyachts are preparing for the cruising season. Palma and Antibes (pronounced “ANTEEB”) are two ports where superyachts call to provision for the Med season and are both popular destinations for people looking to find work on a superyacht. Have sufficient funds to carry you through for at least one month.

3. Stay at one of the many superyacht crew houses in order to make contacts with others in the industry.

4. Register with all the superyacht crew placement agencies and follow up frequently to keep your name in front of them. There should be no charge for this service.

5. Walk the docks – every day visit the marinas where the superyachts are berthed and approach the senior crew of the superyachts in your search for a job on board.

There will be a lot of competition and potential crew come from all round the globe to seek work. However, Australians and New Zealanders are well respected as hard working and highly skilled potential crew members.

Maritime Career Training (under the name Superyacht Career Training) has been conducting Certificate of Safety Training courses since December 2006. In that time we have trained in excess of 200 young people each year who have travelled to either Ft Lauderdale in Florida USA or Palma, Antibes and Majorica on the coast of the Mediterranean Sea to obtain a position on a Superyacht.

A small number have found positions locally in Australia but most have obtained a position overseas within a few weeks of their arrival. Finding a job has become harder and more competitive in recent years. The industry is seasonal but most crew stay with the one superyacht for at least a year.

Superyachts cruise the whole year round in all parts of the globe. However, most vessels cruise the Mediterranean from about April/May to October/November and the Caribbean from October/November to April/May.

The greatest concentration of Superyachts can be found in Ft Lauderdale in October and November. Antibes (pronounced Anteeb) on the French Med coast is one of the best places to find crewing work during the Med season. Majorka in Spain is also a good place to look for crewing work. There are a number of crew placement agencies operating in these locations.

When Should you do Your CoST Training?

We conduct frequent CoST courses on the Sunshine Coast in South East Queensland. At times through the year the courses are quickly filled.

You will need to hold a current HTLAID003 “Provide First Aid and CPR” as a pre-requisite for the course, this is available from most First Aid Training providers around Australia.

Certificate Recognition

The AMSA Certificate of Safety Training is recognised by many overseas Administrations or Flag States including the United Kingdom MCA. MCA recognition of your training is an essential pre-requisite to obtaining a job on a superyacht overseas. The AMSA approved Certificate of Safety Training which we deliver takes 2 straight days plus approximately 40 hours of online learning to.

Most people intending to find work overseas for the MED season complete their course with us before the end of March. It can take 21-30 days to receive your marine qualification from AMSA.

If you intend working in the Caribbean season then you should complete your training by the end of September at the latest.

There are a number of companies in Australia who offer Superyacht Hospitality Courses which might be of interest to you if you intend seeking work as a steward or stewardess on a superyacht. It might well be that the qualifications issued by these colleges have limited recognition overseas and in Australia but some of them are delivered by experienced superyacht crew who may well provide you with some increased knowledge of the superyacht industry. If you already have hospitality experience then these courses might be of limited value to you.

It is useful to gain an Australian recreational boat and jetski licence and an Australian Radio Certificate, either MROCP or MRVOCP. These qualifications are widely recognised in the superyacht industry overseas. Most Volunteer Marine Rescue organisations including the Royal Volunteer Coastal Patrol and the Australian Volunteer Coastguard offer these courses at a reasonable cost.

Regarding engineering and deck qualifications, please email Barry Barnes at [email protected] for advice on what training you should consider.

 Australians can enter Europe or the USA and obtain a Visitor’s Visa for a short stay. The vast majority of superyachts are registered in The Cayman Islands or the Marshall Islands.

When working on one of these yachts you are actually working in the ‘Flag State’ where the vessel is registered. In the case of both The Cayman and The Marshall Islands, no work visa is required.

However, many superyachts are owned by wealthy US citizens and during the Carribean season might frequently enter US waters. If you are working on such a vessel and you do not hold a US B1/B2 visa then you might be seen by the US authorities as an illegal immigrant and be deported and that would be the end of your job.

In order to avoid this situation it is essential that before leaving Australia (or from Europe but not inside the USA) you make an appointment by visiting the US Consulate’s website in Australia and fill out a form. The US Consulate will then stipulate a date and time that you can appear for an interview in support of a US B1/B2 Visa.

Normally the visa is issued for a 5 year period, allowing frequent visits without the need to clear US Customs and Immigration.

We recommend that you are very clear and honest about your work intentions. Just explain that you intend seeking work on a non-US Registered superyacht and show your AMSA Certificate of Safety Training as evidence that you are qualified to work on a Superyacht.

You would need a US Work Permit to work on a US Registered superyacht but there are very few of those. To obtain a US Work Permit is extremely difficult unless you were born in the USA or are a permanent resident.

Support email: ML @ stcw95.net

Course Enquiries email: [email protected]

Phone for support during office hours:  0438 303 714

Location: 9-11 Ayrshire Road, Kulangoor QLD (Please do not send mail to this address) AMSA Approval cert. No 028/003 ABN 17 089 464 817

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Superyacht Training

How to Work on a Superyacht, with no Experience

Working in the superyacht industry looks like the dream job, right? But, how do you get started with no work experience? With over 12 years in the industry, interviewing and hiring countless candidates across various positions, we know first hand what information you require to get your first real crew job on a superyacht. In this post we highlight some of the features of our “Beginners Guide to Yachting” Ebook which explains all you need to know from how to get your CV yacht perfect, typical daily stewardess or deckhand duties, how to find day wo rk, and more.

What kinds of entry level positions could I apply for? 

The two most common entry level positions on yachts are stewardess and deckhand jobs. These are both junior ranks whose primary concern is to keep the guests happy and ensure the interior and exterior are kept immaculately clean.

What previous experience is useful when looking for a job on a yacht?

While working on a yacht is certainly different to any land-based career, there are a few land-based jobs that would have equipped you with skills useful on a vessel.  Jobs that may be useful include: 

• Hospitality-related jobs
• Waiting tables in a high-end restaurant 
• Child care or au pairing 
• Carpentry 
• Sports or diving instructor 

If you have already completed some form or degree or diploma in engineering or mechanics, this is also considered a huge plus. 

Are there specific qualifications I need? 

Yes. You will need an STCW 10 certificate to understand basic safety protocols, as well as an ENG1 Medical Certificate to prove that your health is in good enough shape to join a vessel. Get Onboard Superyacht Academy offers complete STCW and ENG1 training in Cape Town, South Africa. These are the only compulsory documents needed, but if you are interested in a specific role, we offer specialised courses to equip you for these. 

How do I get my first job on a yacht?

Once you are qualified, follow these steps: 

• Construct a CV. Be sure to include all relevant information and documents, as well as a friendly, yet professional photo of yourself. Download our free template for a starting point. 
• Pick a location to start. Antibes in France, Palma de Mallorca in Spain, and Fort Lauderdale in Florida are great places to start out as a newbie. 
• Find some day work. This is work outside of a formal contract, which may involve helping out for a day to several weeks. Day work is an excellent opportunity to network, build contacts in the industry, and get a foot in on your journey to securing a more permanent job. 

How much money do you make working on a yacht?

The standard entry level salary for a junior stewardess or deckhand ranges between €2,000 – €2,500 or $2,300 – $2,800 per month. This amount is generally tax free, although the onus is on each crew member to check with their home county about tax obligations. Certain countries are tax exempt, provided you spend more than six months out of the county.

Check out our salary guidelines for more information. Still have questions? Get in touch with us , we’d love to help you navigate the seas of yachting!

Needing more?

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RYA/MCA Online

1. what are the basic requirements you need to be eligible to work in the yachting industry, 2. what is the stcw and why do i need it, 3. what is the eng1 medical certificate, 4. what land based experience will help me find a super yacht job, 5. what are the different departments onboard, 6. what crew training is required for me to work as a junior deckhand.

• Yachtmaster/Coastal Skipper Theory
• Yachtmaster/Coastal Practical
• Specialist Super Yacht Training Course (Deck Hand Training Course)
• RYA Power Boat Level II
• RYA Personal Watercraft Course
• RYA Competent Crew Certificate
• RYA Day Skipper Theory and Practical Certificates
• VHF Radio Operator’s License

7. What crew training is required for me to work as a junior stewardess?

• Stewardess Course
• Proficiency in Designated Security Duties (PDSD)
• MCA Food Safety Level 2
• RYA Powerboat Level 2

8. How do I book my training courses?

9. how do i get my first job on a yacht, 10. are these courses worth it, or am i just wasting my money, 11. will i get hired for my first job from south africa, 12. what is daywork, 13. what are the best locations to get a yacht job, 14. how much can a motor yacht stewardess or deckhand earn, 15. what are the negatives of working on a yacht, 16. what are the positives of working on a yacht, 17. is working on a super yacht for everyone, 18. what is the minimum age to work on a yacht, 19. is accommodation provided when i am completing my yacht training in cape town.

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Why More American Weapons Will Soon Be Made Outside America

With the wars in Ukraine and Gaza straining U.S. arsenals, Washington is seeking to expand production with global partners like Australia.

By Damien Cave

Reporting from Mulwala, Benalla and Orchard Hills, Australia

On the grassy plains of Australia’s vast interior, an industrial evolution in the American war machine is gathering momentum. In munitions factories with room to grow, Australia is on the verge of producing heaps of artillery shells and thousands of guided missiles in partnership with American companies.

Made to Pentagon specifications, the weapons will be no different from those built in the United States, and only some of what rolls off the line will stay in Australia. The rest are intended to help replenish U.S. stockpiles or be sold to American partners in an era of grinding ground wars and threats from major powers.

It is all part of an Australian push to essentially become the 51st state for defense production, an ambitious vision that is now taking shape with a giant yellow mixer for explosives and a lightning-protected workshop for assembling missiles known as GMLRS — or “gimmlers.”

“We’re not buying a commodity, we’re investing in an enterprise,” said Brig. Andrew Langford, the Australian director general responsible for domestic manufacturing of guided weapons and explosives. “And that’s where it’s really novel.”

The embrace of joint production reflects a wider awakening in Washington and other capitals: The United States by itself cannot make enough of the weapons needed for protracted warfare and deterrence. Vulnerable partners like Taiwan are already facing delayed orders for American equipment even as China’s military capabilities continue to grow .

So while the Pentagon waits for changes to Cold War-era laws that prioritize protecting — not sharing — military technology, and as the Ukraine and Gaza conflicts push U.S. factories to their limits, officials are leading a worldwide campaign to make more American weapons with friendly nations.

Poland, Japan and India are a few of the countries in various phases of production partnerships. But Australia, the closest of U.S. allies, having fought alongside Americans in every conflict since World War I, has gone further and faster with the Defense Department and U.S. contractors like Lockheed Martin.

Together, they are testing a more collective approach that demands greater trust, investments in the billions of dollars, and cross-continental sharing of sensitive technology for American weapons systems, along with complex production and testing methods.

“We’re really pleased at the momentum and speed we’re generating with Australia,” said Bill LaPlante, the under secretary of defense for acquisition and sustainment. “Efforts like these act as a kind of blueprint for additional U.S. co-development, co-production and co-sustainment agreements around the world.”For Australia, a distant island of 26 million people, going first adds opportunity and stress.

At a time when China’s military keeps leaping forward, with seemingly endless production lines for warships and missiles, Australia’s push into joint production could make the country more of a “porcupine,” with sharper defenses that would deter China or another adversary. It could also create a much bigger weapons export industry with a U.S. stamp of approval — Australian officials have been lobbying for a broad exemption to military export laws, a status only Canada has now.

“We are there to supplement, not supplant, the American industrial base,” said Pat Conroy, Australia’s minister for defense industry, who recently returned from a trip to Washington. “They should see this as an opportunity for us to be a second supply line.”

The risk is that the United States loses interest. Some Australian officials worry that their costly bet on American cooperation — which accelerated in 2021 with plans for nuclear-propelled submarines — could be endangered by another isolationist Trump presidency, or simply by an objection from a member of Congress who sees foreign factories as a threat to American jobs.

Analysts argue that weapons co-production will deliver the benefit of greater deterrence only if the manufacturing process advances with alacrity in Australia and around the region.

“There is strength in numbers,” said Charles Edel, the Australia chair and a senior adviser at the Center for Strategic and International Studies, “but only if those numbers materialize rapidly and in sufficient quantity to give Beijing pause.”

Mr. LaPlante stressed that joint production agreements signaled a long-term commitment, with multiyear contracts for munitions. In Australia, it’s something of a revival: During World War II, the island hosted American troops and served as a military supply center.

That legacy can still be found at a factory in Mulwala, a small town a few hundred miles from Australia’s eastern coast where the United States shipped over the machinery for making weapons propellants in the 1940s to support Allied operations in the Pacific.

One of the original buildings, with the musty smell of a museum, has photos on the walls from that era, but the rest of the complex points to the future.

Mulwala is a hub of Australia’s public-private explosives industry. It’s where the volatile materials that fill artillery, bombs and rifle rounds are made in heavy concrete buildings set far apart from each other and protected with hair-trigger alarms and wet floors to minimize static electricity.

Most of the 2,500-acre site is managed by Thales, a multinational defense contractor, which also oversees munition production at a second location nearby in Benalla. Both sit on government land with a large pastoral buffer that could allow for expansion during what Australian officials described as the “crawl, walk, run” process of collaborative manufacturing.

First, the United States and Australia are finalizing joint production of unguided 155-millimeter artillery shells, which Pentagon officials described as “an early win.”

Next, in the coming months, Lockheed Martin will start assembling GMLRS (Guided Multiple Launch Rocket System) with American components at a location where other missiles are maintained, ramping up from a few units to a few hundred.

And as walking turns to running, Australia expects to be producing around 3,000 GMLRS per year with at least some local parts — most likely those that rely on “energetics,” a term that includes the explosives that are used to fly a missile and blow up its target.

“The intellectual knowledge is here,” said Col. Tony Watson, who is leading a program to upgrade government factories at Mulwala and Benalla. “So it’s easy to grow and expand.”

Production, by all accounts, will increase with caution. James Heading, director of programs for Lockheed Martin Australia’s missiles and fire control division, said that coordinating safety procedures for dangerous liquids, differences in voltage and other issues had already required considerable back and forth.

He added, however, that Pentagon approvals for Australia now often take weeks rather than months or years — and that the hurdles are worth overcoming primarily because the end products are in demand.

GMLRS are launched from tubes on trucks known as HIMARS, and they can hit targets 50 miles away with 200 pounds of explosives using GPS for precise strikes.

Last year, the United States supplied Ukraine with at least 20 HIMARS systems, along with GMLRS, and they rapidly shifted momentum in the conflict .

Taiwan has ordered at least 29 HIMARS launchers since 2020, adding another potential customer for Australia. Israel makes its own rocket systems, but American and Australian officials have discussed potential sales to allies in Europe.

GMLRS, an established, relatively straightforward product, would be what the Australians call a “pipe cleaner” — it will help clear out problems with joint production, paving the way for more missile and munition manufacturing.

In the Pentagon and Australian vision of the future, Australia and other U.S. partners will soon be the nodes of a global supply chain, producing interchangeable weapons with greater ramp-up capacity in more places where extra firepower could be needed.

The weapons would be at least partly American. They just won’t have all come from America — and that may make avoiding a war or fighting one a lot easier.

“The West has a great opportunity to harness its collective industrial base, to ensure we maintain a rules-based global order,” said Air Marshal Leon Phillips, Australia’s most senior military official in charge of guided weapons and explosive ordnance. “We’re moving toward a just-in-case model, and away from just-in-time.”

Damien Cave is an international correspondent for The Times, covering the Indo-Pacific region. He is based in Sydney, Australia.  More about Damien Cave

Concerns for 4G phones without VoLTE, regional customers as Australia's 3G shutdowns continue

Queensland IT worker Serge didn't think his 4G phone would be impacted by the gradual shutdown of Australia's 3G networks — until one day when his device suddenly couldn't make or receive calls.

"I was sort of in a bit of a panic," he said. "I'm pulling my hair out. I'm connected to 4G. Everything seems to be working. Why can't I make phone calls?"

Serge said he was warned by his provider to upgrade his phone before telecommunications giant TPG (which now owns Vodafone) shut down its 3G network — but he ignored the warnings, believing his 4G device would not be affected.

More Australians like Serge are likely to be caught out by further 3G shutdowns this year, with millions of Telstra and Optus customers (as well as those using smaller providers on those two networks) to lose 3G coverage in the coming months.

The shutdowns are also causing concern for some people living and working in regional and rural areas.

When are Australia's 3G networks shutting down?

TPG , which merged with Vodafone in 2020, gradually shut down its 3G network between December 2023 and January 2024, impacting its mobile customers as well as smaller providers that use its network, such as Kogan, Lebrara, Internode, iiNet and Felix.

The next major provider to close its 3G network is the country's largest telecommunications company, Telstra , which will switch off 3G on June 30, 2024. This will impact smaller providers on the Telstra network such as ALDI Mobile, Belong, Boost, Exetel, Tangerine and Woolworths Mobile.

Lastly, Optus plans to shut down its 3G service in September 2024, impacting smaller providers including amaysim, Aussie Broadband, Coles Mobile, Dodo, iPrimus and Moose Mobile.

All three major telcos have been warning customers to make sure they upgrade from 3G-only devices, but also to check if their 4G and 5G devices have something called Voice over LTE (VoLTE), so that they don't get caught out when 3G networks shut down.

So what is VoLTE?

VoLTE (short for voice over long term evolution) is what most modern phones use to send voice calls over the same 4G and 5G channels that also carry other mobile data.

Essentially, VoLTE allows 4G and 5G phones to usually have better call quality, faster connection times, and the ability to use voice and data at the same time.

After doing some research, Serge said he discovered his Android phone did have VoLTE capability, but the toggle to enable it was in a hidden menu he could only access by putting a specific code into his phone's dialler.

Serge said he also checked the phones of some family members and found some of their devices also didn't have VoLTE enabled by default, which caused issues when their 3G network disappeared.

How do I check if my phone has VoLTE?

Mark Gregory from the School of Engineering at RMIT University said it was "generally not normal" for someone to need to find a hidden menu to enable VoLTE, and you could usually find it in your phone's network settings.

He said if customers were unsure whether their device had VoLTE or if it needed to be manually enabled, they could check with their carrier or their phone's user manual.

The Australian Mobile Telecommunications Association (AMTA), which represents Australia's mobile telecommunications industry, said 3G-only phones and some older 4G phones that don't have VoLTE capabilities would be impacted by 3G network shutdowns.

Mr Gregory said while many of the phones likely to be affected were older devices, some of them were very popular.

"These are not just small brands, these are some of the larger brands such as Apple and Samsung, so people need to check," he said.

The AMTA said people should also check if their devices support VoLTE Emergency Calling, as "a very small proportion of 4G phones that support voice calls over 4G (VoLTE) do not support voice calls to emergency services over 4G and it is highly recommended that these be replaced".

"Devices that are not able to be used to make emergency calls are really no longer fit for purpose," Mr Gregory said.

Concerns over 3G in regional areas

The major telcos say their 3G networks will be repurposed to expand the reach of their 4G and 5G networks. But that will take time, which is concerning for some customers in regional areas.

The AMTA did not provide a time frame for those network upgrades when contacted by ABC News, but it said telcos had "committed to equivalent, or better, coverage with 4G, or 5G, in advance of closing 3G".

Mr Gregory said there were going to be "a lot of people affected" when Telstra turned off its 3G services at the end of June — even though they might have appropriate 4G and 5G devices — because 4G and 5G networks don't usually reach as far.

Some farmers have already reported significant drops in 3G service .

Mr Gregory said the telcos were not required to ensure their customers did not lose service as they upgraded their infrastructure to 4G and 5G systems, which he said was unfortunate.

"There's nothing to stop that from happening, other than the customer has the option to complain to the ombudsman, and I strongly recommend that people do that because I'm already hearing that this is happening in some places," he said.

However, Telecommunications Industry Ombudsman Cynthia Gebert said telcos were not required by law to continue to offer 3G services, which is why her office could not refer complaints it received about the decision to shut down 3G networks to any regulator.

The ombudsman's office said it would "not be able to handle complaints about having no coverage as a result of the shutdown, requests for the 3G network to stay connected, or handsets and devices that are no longer working and were not supplied as part of a current contract".

Ms Gebert told ABC News that her office might be able to help with problems such as "how the transition from 3G services is being managed by a telco, detriment that has occurred because of not being notified of the network closure, contractual disputes, or paying for a service that cannot be used".

She has previously called for greater government regulation of the telecommunications industry.

Mr Gregory from RMIT said people in the regions who were likely to be impacted might consider switching telcos, trying a signal booster, or using a satellite communications provider.

'It doesn't need to be this hard'

Angus Witherby lives in the northern New South Wales town of Moree, which has a population of around 7,000 people.

He said he had not had consistent mobile coverage in the nine years he has lived there, and he is concerned about the closure of 3G networks because he relies on them for his work travelling through the regions as a town planning consultant.

"In terms of being on the road and in terms of being in smaller communities, I will have a significant loss of coverage," he said.

Mr Witherby said he might need to purchase a satellite internet solution, which would cost him thousands of dollars.

"In the last three weeks I've [punctured] three tyres on our lovely rural roads around here … Welcome to regional Australia," he said.

"Now, if I lose that fortuitous 3G coverage, unless I'm willing to fork the money for a [satellite] solution, how do I get help when I'm maybe 10 kilometres from the nearest dwelling? What do I do if I haven't seen a car for three hours?"

Mr Witherby believes the telcos "don't care" about people in the regions, and he wants the government to ensure affordable internet access for every citizen, especially "in an era where government expects every citizen to interact with them over the internet".

"This is critical hardware to underpin the functioning of our society, both socially and economically," he said.

"It doesn't need to be this hard, where we are continually fighting against a diminution of service availability in the bush."

What's more, a 2023 report by the Australian Competition and Consumer Commission (ACCC) found that many remote Indigenous communities were still relying on 3G networks, and already had poor or no coverage.

Are the telcos doing enough to prepare us?

Serge believes telecommunications companies need to better explain to customers how 3G shutdowns might affect them.

"With my case, they just said they were switching off 3G and I would not be able to make a phone call. Well, that's not entirely the whole story," he said.

"They should have explained it and said, 'Well, even if you have 4G, you might not have VoLTE, or not have it enabled.'"

Serge is worried other Australians will be caught out as more 3G networks are shut down later this year.

"[The telcos] need to have a different strategy because you will have at least two more waves of people panicking, and going out and buying new phones," he said.

The AMTA said telcos and the wider industry had been "preparing customers for the network closure by providing clear and consistent communications for over two years".

Mr Gregory from RMIT said the major telcos had been communicating the change with customers "reasonably well", but smaller providers — also known as Mobile Virtual Network Operators, or MVNOs — appeared to be less proactive.

"The problem is that when you get the changeover of people moving from one vendor to another, and also with the smaller companies that people are utilising, that there may not be as much information being made available," he said.

"The smaller tiers — the companies that are utilising the Telstra, Optus and Vodafone networks — may not be providing as much information as those big companies. So really it's very important that everyone takes some time to look at the website of the network they're using."

The AMTA said the major telcos were working with their MVNOs "to ensure they are sharing consistent, clear information with their customers as we transition off the 3G networks".

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