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Superyacht Shemara: the 65m classic motor yacht is restored to her former glory

The 65-metre superyacht Shemara has been successfully relaunched after a three-year, one million man-hour rebuild project. Originally launched by JL Thornycroft in the UK in 1938, the classic motor yacht Shemara led a colourful life in the public spotlight under her original owners, industrialist Sir Bernard Docker and his wife Lady Norah. Sold at the end of the 1960s, her second owner cruised her for a short period before berthing her in Lowestoft, UK, where she remained largely forgotten for the better part of three decades. Her third owner saw her in the pages of Boat International magazine in 2007, went to see her and instantly fell in love. It was the start of a seven-year journey to bring her back to her former glory.

Shemara was towed to Portsmouth, UK, and hauled out in October 2010. Her new owner set up Shemara Refit LLP to be run by friend and business partner Peter Morton, who then set about recruiting naval architects from BAE along with several subcontractor companies, including Burgess Marine for the mechanical and structural elements, SEC Marine for the electrical installation, Design Unlimited for the GA and Studioilsa for interior design. The ensuing project – lasting three and a half years and taking one million man hours – has seen her reconfigured, refreshed, and largely rebuilt. The result is stunning, retaining her original character but with far superior spaces both on deck and within, and with all mod cons added – including a Rolls-Royce diesel-electric drive train with twin azimuthing pods aft instead of conventional shafts.

Inspiration

As one of the largest private yachts in existence when launched, Shemara epitomised the glamorous lifestyle of the rich and famous. Restoring her to her former glory would prove to be a serious undertaking, but the rebuild has been done sympathetically, retaining the elegance and charm of the original both inside and out while reconfiguring the interior and deck spaces for modern living.

Construction

‘As the boat started to come apart, the level of shell plate renewal and core engineering required for the refit became quite apparent,’ says Nick Warren of Burgess Marine. Much of the steel plate on the hull was rotten, as was the entire stern section. She was meticulously rebuilt using as much of the original steel plate as possible, but with a new underwater profile to aid stability, add a keel and a bulbous bow, and to allow for the azimuthing drives aft. The superstructure was redesigned and rebuilt in aluminium, including the old wheelhouse which had originally been built in brass. The masts were replaced with carbon replicas, and the main funnel was remade in GRP – it now houses the satellite dish. Much of the original material – including the pine plank flooring, the teak decking and the tons of brass – was reused in the rebuilt yacht.

Exterior styling

At first glance you would be hard pressed to spot the difference between the old and new Shemara – she retains the classic, gentleman’s motor yacht lines of the original with just a few tweaks here and there. The upper deck superstructure is slightly longer to allow for the generous upper saloon and day bar, but elsewhere little has changed – the main deck portholes are original, and indeed the hull from the sheerline to the waterline is the original plating. Even the new superstructure was deliberately left unfaired, giving her a real, classic ship feel.

Interior design

A tweak of the interior spaces and GA by Design Unlimited along with inspired interior design from the London based Studioilsa gives Shemara an extraordinary feel inside – contemporary, yet classic. ‘The idea,’ says Ilsa Crawford of Studioilsa, ‘was to make it a home for the owner and his family, albeit a floating one. Too often the interiors of superyachts can feel more like hotels than homes.’ The esoteric mix of furniture works perfectly, and the spaces are wonderful – a giant formal saloon and dining room on the main deck, with an informal upper saloon and day bar that opens on three sides on the upper deck. Guest accommodation, comprising six double guest cabins and a larger VIP on the lower deck, and an owner’s suite forward on the upper deck, is classically comfortable. A new, grand central staircase links the decks.

Outdoor living

While Shemara Refit LLP and Burgess Marine were tackling the technical aspects of the rebuild, Design Unlimited explored the reconfiguration of the spaces. ‘We started developing the exterior while keeping all the character of the original boat, just improving the spaces without going over the top,’ says Design Unlimited founder Mark Tucker. The result is a wonderful array of deck spaces – from the observation deck atop the wheelhouse, to a large sunbathing area aft on the bridge deck, an expansive aft deck with plunge pool on the upper deck and an alfresco dining area on the main deck aft. The sidedecks – particularly on the upper deck – are wide, and reminiscent of the promenade decks of classic liners.

Engineering and performance

The key change was the installation of the Rolls-Royce diesel-electric system. 'She’s quite a low volume yacht to put that equipment in,’ says her current captain, Julian Spier, ‘but the key selling point from the owner’s perspective was the quietness of the system. It’s also efficient and there’s a lot of redundancy. It gives great manoeuvrability and it also allows for a dynamic positioning system.’ The system comprises five main generators that can supply anything from 300kW to over 1600kW depending on mode. The azimuthing pods and new bowthruster allow her to turn almost in her own length. Cruise speed is around 11 knots, with a maximum just over 14 knots.

Images by Jeff Brown/Superyacht Media/Mark Sims

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Canark Marine Ltd provided engineering design as part of the project which oversaw the successful completion of the Shemara superyacht refit in 2014. After a three-and-a-half-year and one million-man hour project, Shemara , once one of the world’s largest and most famous private yachts, was restored back to her former glory. Originally launched in 1938, the classic motor yacht had rarely been out of the glamorous spotlight in its infancy. But over the course of time, and several changes of ownership, Shemara found herself languishing for almost twenty years in Lowestoft, UK until being rescued in 2007. Shemara ’s acquisition started a seven year journey of restoration, enlisting the services of Canark’s engineers from 2011.  Canark’s engineers redesigned the 65-metre classic motor yacht while retaining her original character and charm. Beginning with a full structural analysis, Canark meticulously scoped and planned Shemara ’s historic restoration that saw much of her original superstructure and systems redesigned and replaced.

The refit saw the installation of two Rolls-Royce diesel-electric engines, a new ancillary system, azimuthing pods, a new bowthruster and dynamic positioning capability ensuring Shemara looked like a classic motor yacht and performed like a modern-day high-tech superyacht. 

The project was completed on time and to budget with the Shemara being handed over to the Owner on 17 July 2014.  

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From Spirit of Bermuda to superyachts

James Daniels usually passes his winters in the Caribbean and his summers on the Med.

He is able because of the years he spent studying and training to earn “the holy grail of engineering tickets”, the second engineer license.

At the moment he is working on MY Shemara , a 212-foot superyacht that berthed at the Princess Marina last week.

He signed on in April 2020, when the pandemic closed LF Wade International Airport and forced Bermuda into its first lockdown.

The call came from the captain, who had hired Mr Daniels for a temporary job on Shemara six years earlier. This time he was needed to complete the boat’s five-year survey, a six-month task.

“This is standard in shipping – to pull the boat out and do a full check of the hull and critical equipment. He was like, the chief engineer is leaving. Do you want it? And I was like, ‘Yes, of course’.

The immediate problem was finding a flight out of Bermuda.

“I remember it was like one a month and you had to apply for it,” Mr Daniels said. “I basically got on the first flight out – I think it was to Canada – and I had to get back to New York and then back to Palma Majorca.”

MY Shemara is a classic yacht built in 1938. The following year she was requisitioned by the Royal Navy and used as a training vessel for anti-submarine warfare throughout the Second World War.

In 1946 she was returned to her owner, the British industrialist Bernard Docker, who threw lavish parties on-board. In 1965 he put her on the market; by 1980 she was rarely used.

Businessman Charles Dunstone bought her in 2010 and began a four-year project to restore her to her former glory.

MY Shemara now has “a contemporary interior while retaining many of her historic original features”. Her machinery was completely replaced with a Rolls-Royce diesel-electric system, the “top of the line” in industry standards.

In Spain, Mr Daniels discovered the full scope of the work he’d taken on.

“The boat had been completely taken apart. It's the biggest challenge I've ever faced working on boats. The other guy, he’d completely downed tools and just left; the boat was in pieces. With [a survey] the boat comes out of the water, everything gets ripped apart, everything gets surveyed, everything's decommissioned. It's physically been mothballed. Add a pandemic into the mix – no one's been on board for three months. You’re basically just going around blowing off cobwebs.

“I had only worked [on Shemara ] sporadically. So to take this on and put this thing back together piece by piece was such a challenge.”

Added to the stress, it was May and the boat had to be ready for August when the owner wanted it for a trip to Greece.

“So I didn't have much time to get the boat from dead ship to fully functioning – all the lights working and all the entertainment equipment. The physical propulsion was the most challenging because you can fix a lot of this stuff under way but if you can't spin the props you got a problem. It got down to the last day I had to actually get the props to physically spin to actually physically move the boat – a massive challenge. And I was met with that straightaway.”

Although his interests were in line with a career in marine engineering, Mr Daniels had no idea what he wanted to do when he left Saltus Grammar School in 2007.

“I grew up sailing from a very early age – the whole White’s Island, Dinghy Club experience; Optis and 420s and Lasers and all that. I was an avid sailor and so this is what really kick-started my passion for wanting to be on the ocean originally.

“But I was a typical Bermudian teenager, you start taking your bike to bits at 15, 16 and then putting it back together and getting mechanically able a little bit.”

Through a summer job with Bermuda Maritime Operations Centre he was invited to join a cadetship programme with a view to training as an electrical engineer.

“It was a very, very good opportunity but then, honestly, it was like a shift in the universe, I looked in the newspaper and the Bermuda Maritime Authority, the shipping registry, were advertising for an engineering officer to do basically the same thing but not the electrical side, the engineering mechanical side.”

Five people interviewed. Mr Daniels was offered one of two spots and travelled to England for the four-year programme at South Tyneside College in Newcastle.

Qualifications in hand, he came back home and “sat around for about a month applying for jobs”. Nothing happened.

In need of work he went to Dockyard and walked onto Spirit of Bermuda and asked if there was a spot for an engineer.

“And so I ended up working on Spirit for the first ten months of my career. It was actually a good springboard into what it's like. The other engineer was there and he was helping me and also the captain and crew were supportive. For a first time job, you couldn't ask for anything better.”

James Daniels got his start through a cadetship programme at South Tyneside College in Newcastle.

It offered a combination of “practical on-the-job experience” at sea and “formal, facilitated training” at the college.

The programme was split into five distinct phases.

During Phase 2, Mr Daniels spent four months on a bulk carrier transporting gypsum from Little Haven, Nova Scotia, to New York.

“It was pretty similar to the Oleander in size. We worked every single day. It was pretty tiresome.”

For Phase 3 he went back to college and began working towards a Higher National Diploma.

“You do your first two phases to see if this actually is a career for you. And then the third phase of college you actually get stuck right into the engineering of it – all the thermodynamics and mechanics; all the serious maths work that you do as an engineer.”

For Phase 4 he returned to sea on a “much, much larger” bulk carrier, that weighed in at 100,000 gross tons.

“We were taking coal from Colombia up the East Coast of the states in random places. And then we ended up moving over to the North Sea for a time.

“That was probably some of the worst seas I've ever been in in my life. It was absolutely hellacious. It gave me an idea of what it's like to be an actual seafarer in the merchant and quite frankly, it wasn't really for me. I worked every single day down in the engine room. Every day is Monday because you work every single day. There’s no weekend.”

As such, it is “quite a demanding job” although there are various benefits once a person qualifies as an engineer.

“You work a rotation. You could do four months on, two months off and get a pretty decent wage and all that but for me this was just a means to an end. I definitely just wanted to get my qualification and look at other options on the ocean.”

On completing his fifth phase Mr Daniels earned an Engineer Officer of the Watch license and a National Diploma degree in marine engineering.

He continued searching however. Mr Daniels estimates he sent his CV out about 3,000 times – to cruise ships, oil tankers, agencies.

Months later he stumbled on a former engineer who was working as an agent and within a week, he had an interview with a 57-metre motor yacht based in the south of France, Diamond A .

“The idea was to join the motor yacht and be a second engineer in September 2012. That's where I got my first yacht job and I've basically done this since then. That's just been my main career path.”

He was there for about two years before he decided he needed a break.

“It's actually quite normal to move around in yachting. Sometimes a commitment of two years is all any boat will ever ask of you,” he said.

“It's quite a demanding lifestyle. Don’t get me wrong it is fun – you're travelling all the time to these amazing places, laying up there for a few days and experiencing the place and going on your charter trips and guest trips. But being in a relationship is quite difficult.”

After a few months off he joined Shemara in a temporary role as its owner unveiled her refit in Venice.

“It's such a strange surreal thing to have all these celebrities walking on the boat, shaking your hand. I had to show them the engine room which I barely even knew – I’d been here two days. I did that and I delivered the boat back to Palma Majorca, Spain.”

Back in England he joined Le Grand Bleu , a 364-foot motor yacht.

“That was really cool. I was tender engineer for that, so I looked after eight tenders on that boat. One of them was a 68-foot Sunseeker; there was also a 75-foot sailboat on deck and they had four 32-ton cranes which they used to lift these boats on and off the big boat. There were also two helicopter pads. It was the craziest boat I’ve ever worked on.”

Despite that, he couldn’t resist the opportunity to join Christopher , a 164-foot sailing yacht.

“I'm a sailor at heart,” he said. “That's probably been one of my most favourite boats of all time. I did two-and-a-half years on that, travelled all around Europe, sailed all around the Caribbean – multiple crossings back and forward.”

As an engineer he realised it would be better if he switched to a boat that was primarily powered by an engine. He’d also just come to the end of a relationship and wanted to spend time with his father, who “was very sick”.

“I decided to take some time out and focus on studies.”

His goal was a Class 2, a license that would allow him to be second engineer on any type of vessel.

“It actually took me about a year-and-a-half to get my next qualification with everything that was going on in my exterior life,” Mr Daniels said.

He returned to college and then to Bermuda, where his father passed away, and then rejoined Spirit, in 2018.

Nine months later he went back to Europe to see his friends and look for a job. In Palma Majorca MY Shemara came calling once more, interested in his help with the five-year refit.

“I knew that I would be able to get a job there just walking around seeing some friends and all that and I did actually did that,” he said.

“I was doing them temp work at this point I wasn't actually fully employed in any real capacity. I was working there and then of course the pandemic hit about that time and so me, not being a full-time crew member I basically was let go for a bit and I went back home.”

Back in Bermuda this week he described MY Shemara as “quite special”.

“He basically commissioned Wight Shipyard in the Isle of Wight and Shemara was born from that. They completely ripped everything down to bare hull. I think it went into the yard at about 700 tons.

“And at its lightest point, it was about 100 tons. And so they built it back up to what is now an 850-ton ship. So they did a massive refit.”

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One of Britain's richest men spotted on his 1930s superyacht in Devon

Alicia has been named for the daughter he lost in a car crash, aged 11 months old

• 13:57, 30 OCT 2018
• Updated 12:50, 14 NOV 2018

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One of Britain's richest men has been spotted in his newly refurbished 1930's super-yacht - named after his daughter who was tragically killed.

Ian Wace, 55, who has a net worth of £505m, was spotted on board the Alicia, previously known as the Janidore.

The multi-millionaire hedge-fund manager has recently taken back the vintage vessel after it underwent a three-year refurbishment.

It was released following a christening ceremony where it was re-named in honour of Mr Wace's daughter Alicia, who died in a car crash aged 11 months alongside his son Guy, four, and wife Joanna, 34.

Images showed him getting off the vessel after it docked in Dartmouth, Devon.

The 50-metre classic yacht emerged following a major refit at the Southampton Marine yard after work began in 2015.

The ship's systems were rebuilt and the yacht underwent "major structural works".

The yard said that Alicia, which was originally launched in the 1930s as one of the eight yachts to be built by US yard Defoe, had been restored to 'the splendour of her era'.

Alicia is the third iconic super-yacht refit for the yard following Sir Charles Dunstone’s Shemara and Lord Sugar’s Lady A.

Mr Wace's boat also bears more than a passing similarity to James Dyson's 250ft Nahlin. In 2010 it also emerged from a lengthy refit and was pictured pulling in to the same Devon port.

The Nahlin, once owned by newly succeeded King Edward VIII was built in 1930 and boasted six guest staterooms with en-suite bathrooms, a special ladies' sitting room, a gym and a library.

The ship found fame when the royal chose to take his married lover Wallis Simpson on an extended cruise around Eastern Europe.

Mr Wace has now followed in James Dyson's footsteps and has had his own 1930s motor yacht professionally restored and birthed in the same port.

Mr Wace is the chief executive officer, chief risk officer, and founding partner of London's Marshall Wace hedge fund.

He became a successful businessman after witnessing the haunting death of his first wife and their two young children.

Speaking in 2011 Wace said: "The motivating force of my life was the accident.

"It's no use avoiding it - it's the elephant in the room. Something terrible happened to people very dear to me.

"It is what it is, I can't undo it. But a positive force did emerge, in Ark, and I'm happy to be part of that."

Peter Morton, the CEO of The SMS Group, described the yacht as “unquestionably beautiful” and said the launch was “a major positive milestone in another huge refit project.

He said: “The project has seen the best of British design, innovation and engineering and we now look forward to a successful period of trials pre-handover."

“Today’s launch is a major positive milestone in another huge refit project for The SMS Group, all our colleagues and all our suppliers.

"It’s big, big news.

"As a company, we are genuinely thrilled to have had the inspiration and support of another truly exceptional British businessman; and whilst the project has been challenging the end result is simply outstanding.

"MY Alicia is unquestionably beautiful.

“MY Alicia, MY Shemara and MY Lady A were all managed by SMS in a totally transparent and honest way – working directly with the owner.

"This ensures the very best value for money and complete control of the project; owners are therefore, masters of their own destiny, which is so very important to all those involved.

"In this case, it was the owner’s vision that has inspired the growth and creation of a business as opposed to just another project; we’re extremely grateful and look forward to very many future successful projects.”

The christening of MY Alicia was caught on camera by Jacek Prawdzik, who also shared many pictures of the boat on social media.

On deck two other boats can be seen, one a motorboat and the other by sail, and a tender is located towards the front of the vessel.

As per tradition, a bottle of champagne was broken on the hull - although it took a few attempts for the bottle to its target. There was also a well-stocked bar at the event.

Alicia is now expected to head for the Mediterranean and join modern and classic yachts for the 20th Les Voiles de Saint Tropez in September.

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2014 saw the completion of a three year project to completely update the interior and exterior styling of the 1930s, 65-metre, gentleman’s motoryacht, Shemara. Design Unlimited played a major role in the project that brought her up to 21st century standards while retaining her 1930s character and ambience. Over 6,000 hours were spent on the detailed redesign of both the interior and exterior styling and the full interior layout. The exterior work included detailed designs for almost all the features and equipment; ranging from the funnels and the plunge pool down to the stanchions and biminis.

Inside, the brief was to return her to her original look and feel, complete with wood panelling, brass work, marble bathrooms and fittings redolent of the 1930s.

Shemara was originally built at the Thorneycroft yard at Woolston, Southampton and launched on 30 April 1938. Her owners were Sir Bernard and Lady Docker, well-known socialites in an era of austerity and social change, and over the years the yacht played host to royalty, film stars and aristocrats. The refit was an all-British affair, completed at Trafalgar Wharf in Portchester for a British owner and using local suppliers.

Shemara received a Judges Commendation at the 2015 World Superyacht Awards

SHEMARA JI Thornycroft & Co

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1930s classic motor yacht Alicia ...

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If you have any questions about the SHEMARA information page below please contact us .

A General Description of Motor Yacht SHEMARA

From the Ji Thornycroft & yacht builder in the United Kingdom the SHEMARA is 65 m 212 (ft) in length. Superyacht SHEMARA is able to accommodate up to 13 people with 30 crew. She can reach a high speed of 15 knots.

The 212 ft steel motor yacht SHEMARA built in 1938 was famous for being the venue of many fancy parties in the 1950s when she was owned by Lady Docker. The yacht has since been out of the public eye and is owned by a reclusive English Millionaire.

Building & Design for Luxury Yacht SHEMARA

John I Thornycroft was the naval architect firm involved in the formal vessel composition for SHEMARA. Also the company John I Thornycroft successfully worked on this venture. the United Kingdom is the country that Ji Thornycroft & built their new build motor yacht in. After the formal launch in 1938 in Southampton the boat was delivered on to the owner following final finishing. Her hull was constructed with steel. The motor yacht superstructure component is made mostly using steel. With a beam of 9.24 m / 30.3 ft SHEMARA has fairly large room. She has a reasonably deep draught of 3.96m (13ft). She had refit maintenance and alteration work undertaken in 1992.

Engineering And The Speed That M/Y SHEMARA Can Reach:

She is driven by twin screw propellers. The main engine of the yacht creates 960 horse power (or 706 kilowatts). She is fitted with 2 engines. The total power for the yacht is 1920 HP or 1413 KW.

With Superyacht SHEMARA She Caters For The Following Guest Accommodation For Guest:

Providing chambers for a maximum of 13 yacht guests spending the night, the SHEMARA accommodates them comfortably. The boat requires circa 30 expert crew to manage.

A List of the Specifications of the SHEMARA:

Miscellaneous yacht details.

This motor yacht has a teak deck.

SHEMARA Disclaimer:

The luxury yacht SHEMARA displayed on this page is merely informational and she is not necessarily available for yacht charter or for sale, nor is she represented or marketed in anyway by CharterWorld. This web page and the superyacht information contained herein is not contractual. All yacht specifications and informations are displayed in good faith but CharterWorld does not warrant or assume any legal liability or responsibility for the current accuracy, completeness, validity, or usefulness of any superyacht information and/or images displayed. All boat information is subject to change without prior notice and may not be current.

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SHEMARA YACHT CHARTER

64.7m  /  212'3   vosper thornycroft   1938 / 2014.

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Cabin Configuration

Special Features:

• Extensively refitted from 2011-2014
• Beautiful classic features
• Modern luxury amenities
• Elegant, stylish interior
• Expansive living areas
• Sundeck Jacuzzi

Classic superyacht SHEMARA was re-launched in 2014 as a charter yacht of the highest calibre.

The 64.41m/211'4" 'Shemara' classic yacht built by the British shipyard Vosper Thornycroft is available for charter for up to 12 guests in 6 cabins. This yacht features interior styling by British designer Design Unlimited.

For refined luxury and elegance, look no further than classic yacht Shemara. Offering an array of sumptuous living areas coupled with superb amenities, you'll feel like Hollywood royalty aboard this spectacular vessel.

Guest Accommodation

Built in 1938, Shemara offers guest accommodation for up to 12 guests in 6 suites comprising a master suite, four double cabins and one twin cabin. She is also capable of carrying up to 16 crew onboard to ensure a relaxed luxury yacht charter experience.

Performance & Range

Built with a steel hull and steel superstructure, she offers greater on-board space and is more stable when at anchor thanks to her full-displacement hull. Powered by twin Rolls-Royce Marine engines, she comfortably cruises at 11 knots, reaches a maximum speed of 14 knots with a range of up to 900 nautical miles from her 110,000 litre fuel tanks at cruising speed.

Set against the backdrop of your chosen cruising ground, you and your guests can enjoy fun on the water with the collection of water toys and accessories aboard Shemara. Principle among these is a waterski that are hugely entertaining whether you are a beginner or a seasoned pro. In addition there are two SEABOBs, that allow you to skim along the surface or steer under the crystal water and see a variety of aquatic sea life. Another excellent feature is a wakeboard so guests can show off at speed. If that isn't enough Shemara also features scuba diving equipment, inflatable water toys and snorkelling equipment. Shemara features two tenders, but leading the pack is a 7.32m/24' Semi-Rigid Tender to transport you in style.

Shemara is available upon request for charter this winter. She is already accepting bookings this summer for cruising in the Mediterranean.

Classic yacht Shemara is an outstanding pedigree yacht that delivers on all fronts for superlative luxury yacht vacations.

TESTIMONIALS

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Stand Out Features

Impressive sunpad

Relax in absolute comfort with a spacious sunpad with surrounding sunloungers

Panoramic Jacuzzi

Indulge in a Jacuzzi session with unspoilt panoramic views

Spacious master cabin

Made even more luxurious during the refit, the master cabin offers a spacious retreat with modern decor

Shemara Photos

Amenities & Entertainment

For your relaxation and entertainment Shemara has the following facilities, for more details please speak to your yacht charter broker.

Shemara is reported to be available to Charter with the following recreation facilities:

• 1 x 7.32m  /  24' Semi-Rigid Tender
• 1 x 7.92m  /  26' Tender

For a full list of all available amenities & entertainment facilities, or price to hire additional equipment please contact your broker.

Shemara Awards & Nominations

• The World Superyacht Awards 2015 Refitted / Rebuilt / Converted Yachts Special Commendation
• + shortlist

For a full list of all available amenities & entertainment facilities, or price to hire additional equipment please contact your broker.

'Shemara' Charter Rates & Destinations

Summer Season

May - September

€275,000 p/week + expenses Approx $298,500

High Season

€300,000 p/week + expenses Approx $326,000

Cruising Regions

Mediterranean Croatia, France, Italy, Monaco, Montenegro

HOT SPOTS:   Amalfi Coast, Calvi, Cannes, Corsica, French Riviera, Ligurian Riviera, Portofino, Sardinia, St Tropez

Winter Season

October - April

$275,000 p/week + expenses

$300,000 p/week + expenses

Please enquire .

Charter Shemara

To charter this luxury yacht contact your charter broker , or we can help you.

To charter this luxury yacht contact your charter broker or

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NOTE to U.S. Customs & Border Protection

Specification

SEASONAL CHARTER RATES

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 MiG 3 main list    +

 Mikoyan Gurevich MiG 3 172IAP For the Party of Bolsheviks with Nikolai Sheyenko May 1942 01

Mikoyan-Gurevich MiG-3

National origin:- Soviet Union Role:- Fighter Interceptor Manufacturer:- Mikoyan-Gurevich Designer:- First flight:- 29th October 1940 Introduction:- 1941 Status:- Retired 1945 Produced:- 1940-1941 Number built:- 3,422 Primary users:- Soviet Air Forces (VVS); Soviet Air Defence Forces (PVO); Soviet Naval Aviation Developed from:- Mikoyan-Gurevich MiG-1 Variants:- Mikoyan-Gurevich I-211 Operational history MiG-3s were delivered to frontline fighter regiments beginning in the spring of 1941 and were a handful for pilots accustomed to the lower-performance and docile Polikarpov I-152 and I-153 biplanes and the Polikarpov I-16 monoplane. It remained tricky and demanding to fly even after the extensive improvements made over the MiG-1. Many fighter regiments had not kept pace in training pilots to handle the MiG and the rapid pace of deliveries resulted in many units having more MiGs than trained pilots during the German invasion. By 1 June 1941, 1,029 MIG-3s were on strength, but there were only 494 trained pilots. In contrast to the untrained pilots of the 31st Fighter Regiment, those of the 4th Fighter Regiment were able to claim three German high-altitude reconnaissance aircraft shot down before war broke out in June 1941. However high-altitude combat of this sort was to prove to be uncommon on the Eastern Front where most air-to-air engagements were at altitudes well below 5,000 metres (16,000 ft). At these altitudes the MiG-3 was outclassed by the Bf 109 in all respects, and even by other new Soviet fighters such as the Yakovlev Yak-1. Furthermore, the shortage of ground-attack aircraft in 1941 forced it into that role as well, for which it was totally unsuited. Pilot Alexander E. Shvarev recalled: "The Mig was perfect at altitudes of 4,000 m and above. But at lower altitudes it was, as they say, 'a cow'. That was the first weakness. The second was its armament: weapons failure dogged this aircraft. The third weakness was its gunsights, which were inaccurate: that's why we closed in as much as we could and fired point blank." On 22 June 1941, most MiG-3s and MiG-1s were in the border military districts of the Soviet Union. The Leningrad Military District had 164, 135 were in the Baltic Military District, 233 in the Western Special Military District, 190 in the Kiev Military District and 195 in the Odessa Military District for a total of 917 on hand, of which only 81 were non-operational. An additional 64 MiGs were assigned to Naval Aviation, 38 in the Air Force of the Baltic Fleet and 26 in the Air Force of the Black Sea Fleet. The 4th and 55th Fighter Regiments had most of the MiG-3s assigned to the Odessa Military District and their experiences on the first day of the war may be taken as typical. The 4th, an experienced unit, shot down a Romanian Bristol Blenheim reconnaissance bomber, confirmed by postwar research, and lost one aircraft which crashed into an obstacle on takeoff. The 55th was much less experienced with the MiG-3 and claimed three aircraft shot down, although recent research confirms only one German Henschel Hs 126 was 40% damaged, and suffered three pilots killed and nine aircraft lost. The most unusual case was the pair of MiG-3s dispatched from the 55th on a reconnaissance mission to PloieÅŸti that failed to properly calculate their fuel consumption and both were forced to land when they ran out of fuel. Most of the MiG-3s assigned to the interior military districts were transferred to the PVO where their lack of performance at low altitudes was not so important. On 10 July 299 were assigned to the PVO, the bulk of them belonging to the 6th PVO Corps at Moscow, while only 293 remained with the VVS, and 60 with the Naval Air Forces, a total of only 652 despite deliveries of several hundred aircraft. By 1 October, on the eve of the German offensive towards Moscow codenamed Operation Typhoon, only 257 were assigned to VVS units, 209 to the PVO, and 46 to the Navy, a total of only 512, a decrease of 140 fighters since 10 July, despite deliveries of over a thousand aircraft in the intervening period. By 5 December, the start of the Soviet counter-offensive that drove the Germans back from the gates of Moscow, the Navy had 33 MiGs on hand, the VVS 210, and the PVO 309. This was a total of 552, an increase of only 40 aircraft from 1 October. Over the winter of 1941-42 the Soviets transferred all of the remaining MiG-3s to the Navy and PVO so that on 1 May 1942 none were left on strength with the VVS. By 1 May 1942, Naval Aviation had 37 MiGs on strength, while the PVO had 323 on hand on 10 May. By 1 June 1944, the Navy had transferred all its aircraft to the PVO, which reported only 17 on its own strength, and all of those were gone by 1 January 1945. Undoubtedly more remained in training units and the like, but none were assigned to combat units by then.

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This webpage was updated 2nd August 2021