Practical Seamanship Exam Topics & Skills — USCG Captain's License

What Is the Deck General Module?

The Deck General module is a core section of every USCG captain's license exam — OUPV (6-Pack), Master Near Coastal, and Master Ocean. It covers the practical seamanship skills every vessel operator must know: fire prevention and suppression, lifesaving equipment, distress signals, stability, emergency procedures, documentation, and equipment requirements. A passing score of 70 percent is required (at least 35 of 50 questions correct).

OUPV (6-Pack)

Questions: 50 questions

Passing: 70% (35 correct)

Scope: Foundation license — 6 passengers

Master Near Coastal

Questions: 50+ questions per module

Passing: 70% per module

Scope: Up to 100 GT; unlimited passengers (inspected)

Master Ocean

Questions: Multiple modules

Passing: 70% per module

Scope: Unlimited ocean; additional navigation modules

High-Frequency Deck General Topics

▸Fire classes A, B, C, D and correct extinguishing agents

▸PASS acronym for fire extinguisher technique

▸PFD Types I through V — requirements and limitations

▸Visual distress signals — day vs. night requirements

▸Metacentric height (GM) and vessel stability

▸Free surface effect — worst case and correction

▸Emergency procedures: fire, flooding, grounding, MOB

▸Navigation light configurations by vessel type and length

▸Equipment requirements by vessel length

▸USCG documentation vs. state registration

Fire Prevention and Firefighting

Fire is the most feared emergency at sea. Unlike ashore, there is nowhere to retreat. The exam tests fire classification (what is burning determines the class), extinguisher selection, the PASS technique, fixed suppression systems, and the first action to take when fire breaks out underway.

The PASS Technique

Pull

Pull the pin — breaks the tamper seal and unlocks the handle

Aim

Aim the nozzle or horn at the BASE of the fire, not the flames

Squeeze

Squeeze the handle to discharge the extinguishing agent

Sweep

Sweep side to side across the base until fire is out

Fire Classes and Extinguishing Agents

Class	Fuel / What Is Burning	Correct Agents	Memory Tip
A	Ordinary combustibles — wood, paper, cloth, rubber, plastics	Water, dry chemical (ABC), foam	Think 'Ash' — materials that leave ash when burned
B	Flammable liquids and gases — gasoline, diesel, oil, grease, propane	CO2, dry chemical (ABC or BC), halon substitutes, foam. NEVER water.	Think 'Barrel' — petroleum products. Water spreads burning fuel.
C	Energized electrical equipment — wiring, motors, switchboards, panels	CO2, dry chemical. NEVER water (shock hazard). NEVER foam.	Think 'Current' — electricity. De-energize first, then treat as Class A.
D	Combustible metals — magnesium, titanium, sodium, potassium	Special dry powder only. Water, CO2, and standard dry chemical worsen it.	Rare on recreational vessels. Know it for the exam.
K	Cooking oils and fats at high temperature (galley fires)	Wet chemical agent — smothers and saponifies the oil	Commercial vessels with galleys. Wet chemical only.

Fixed Fire Suppression Systems

CO2 System

Use: Engine rooms, machinery spaces

Floods the compartment with CO2, displacing oxygen. Smothers the fire without damaging equipment.

CO2 is lethal to personnel — clear the compartment completely before discharge. Post 'CO2 WARNING' signs.

Halon / Halon Substitutes (FM-200, Novec 1230)

Use: Engine rooms, wheelhouses, electrical spaces

Chemically interrupts the combustion chain reaction. Leaves no residue. Safe for electronics.

Halon production banned (ozone depleting) but legacy systems exist. Replacements are USCG-approved.

Dry Chemical Fixed Systems

Use: Galley hoods, engine rooms

Discharges dry chemical powder to smother and chemically suppress the fire.

Leaves substantial residue — major cleanup required. Damages sensitive electronics and equipment.

Wet Chemical Systems

Use: Commercial galley hoods (Class K fires)

Wet chemical agent saponifies (converts to soap) cooking oils and fats, smothering the fire.

Required on commercial vessel galleys with deep-fat fryers. Not a substitute for Class B systems.

Critical Exam Point: Fire at Sea — First Action

When a fire breaks out underway, the FIRST action is to stop the vessel and maneuver so the wind carries flames and smoke away from the fuel tanks and passengers. Forward motion feeds oxygen to the fire. Only after controlling fire spread: fight the fire, notify the Coast Guard, and as a last resort, prepare abandon-ship equipment. Do NOT deploy the life raft before attempting to fight a controllable fire.

Personal Flotation Devices

PFD requirements are heavily tested. Know the five PFD types, their buoyancy ratings, face-up performance, required use scenarios, and which types satisfy offshore requirements. Children under 13 must wear their PFD while underway on federal navigable waters.

Type I

Offshore Life Jacket

22 lbs (adult) / 11 lbs (child)

Best for: Offshore, rough or remote water, extended survival time

Turns face-up: Yes — turns most unconscious wearers face-up

Required when: Uninspected vessels beyond 3nm; recommended offshore

Most protective, bulkiest. Required on commercial vessels offshore.

Type II

Near-Shore Buoyant Vest

15.5 lbs (adult)

Best for: Calm inshore water, where rescue is likely prompt

Turns face-up: Sometimes — less reliable than Type I in rough water

Required when: Minimum for vessels operating beyond 3nm if Type I not carried

Less bulk than Type I. Common on recreational vessels.

Type III

Flotation Aid

15.5 lbs (adult)

Best for: Calm, inland water; water sports; conscious wearer

Turns face-up: No — wearer must hold head upright

Required when: Acceptable for inland/calm conditions; NOT adequate offshore

Most comfortable. Not for offshore use or unconscious persons.

Type IV

Throwable Device

Ring buoy or seat cushion

Best for: Thrown to conscious victim in water; not worn

Turns face-up: N/A — not a wearable PFD

Required when: Required on all vessels 16 ft and over IN ADDITION to wearable PFDs

Must be immediately accessible. Cannot substitute for wearable PFD.

Type V

Special Use Device

Varies by approval conditions

Best for: Specific activities only — kayaking, decked vessel, work vest

Turns face-up: Some hybrid types do when inflated

Required when: Satisfies requirement only when used as per approval label

Inflatable hybrids in this category are now very common.

PFD Fit Requirements

▸Must be the correct size for the intended wearer — child PFDs must be sized by weight range

▸Must be in serviceable condition — no torn material, missing buckles, or deformed foam

▸Must be USCG-approved — check for the USCG approval number on the label

▸Inflatables must be inspected — CO2 cylinder charged, armed properly, no damage

▸Must be readily accessible — not buried in a locker under gear

▸Wearing requirement: children under 13, all persons on PWC (personal watercraft), all persons being towed

Visual Distress Signals

Visual distress signals (VDS) are required on all vessels used on coastal waters (ocean, bays, sounds, and lakes or rivers wider than 2 nautical miles). You must carry signals that satisfy BOTH day and night requirements, or combination devices that satisfy both. Pyrotechnic signals expire 42 months from manufacture date — expired flares do not satisfy the legal requirement but may be carried as extras.

Signal	Type	Day / Night	SOLAS	Notes
Red Parachute Flare	Pyrotechnic	Day or Night	Yes	Most effective visual distress signal. Burns red at high altitude. Satisfies both day and night requirement.
Red Handheld Flare	Pyrotechnic	Day or Night (better at night)	Yes	Burns 1 minute minimum. Good for directing rescuers. Handle away from face and body.
Orange Smoke Signal	Pyrotechnic / Non-pyrotechnic	Day only	Yes	Handheld or floating. Highly visible in daylight. Not effective at night.
Orange Distress Flag	Non-pyrotechnic	Day only	No	Square orange flag with black square and ball. Acceptable for inland daylight use. Cheapest VDS option.
Electric Distress Light (SOS)	Non-pyrotechnic	Night only	No	Flashes SOS automatically. USCG-approved; 6-hour battery minimum. Reusable and no expiration.
EPIRB (406 MHz)	Electronic	Any time	Yes (Category I)	Transmits to satellites; provides GPS coordinates. Not a substitute for visual VDS but most effective distress device.
VHF Channel 16 MAYDAY	Electronic	Any time	Yes	Primary method for vessels within VHF range. Always attempt radio call first when able.

Coastal Waters (Ocean, Bays, Large Lakes)

▸3 combination red flares (day/night) — satisfies both requirements

▸3 orange smoke (day) + 3 red parachute or handheld flares (night)

▸Electric SOS light (night) + orange smoke or flag (day)

Inland Waters (Lakes, Rivers under 2nm)

▸Orange distress flag (day) + electric SOS light (night) — cheapest combination

▸Any coastal VDS combination also satisfies inland requirements

Note:Vessels under 16 ft on inland waters in daylight only are exempt

Vessel Stability Basics for the Exam

Vessel stability questions are among the most conceptually challenging on the Deck General exam. The key relationships are: G (center of gravity), B (center of buoyancy), M (metacenter), and GM (metacentric height). These concepts appear directly in exam questions about loading, free surface effect, angle of loll, and the stability test.

Center of Gravity (G)

The point where all of the vessel's weight acts downward. Adding weight raises G; removing topside weight or adding ballast low lowers G.

Exam focus: Low G equals more stable. High G equals tender or capsizing. Never load heavy items high in the vessel.

Center of Buoyancy (B)

The geometric center of the underwater hull volume. Shifts outward in the direction of heel, generating a righting force.

Exam focus: When B moves outboard of G, the buoyancy force creates a righting moment that returns the vessel to upright.

Metacenter (M) and Metacentric Height (GM)

The metacenter is the point where the buoyancy force acts when the vessel is slightly heeled. GM is the distance from G to M. Positive GM (M above G) equals stable. Negative GM equals capsizing.

Exam focus: High positive GM equals stiff, snappy roll. Low positive GM equals tender, slow roll. Negative GM equals capsize. This is the most tested stability concept.

Free Surface Effect

When a tank is partially filled, liquid shifts to the low side as the vessel heels. This raises the effective G and reduces GM — potentially causing capsize.

Exam focus: Worst at 50 percent tank fill. Correction: keep tanks completely full or completely empty in rough water. A half-full fuel tank is the most dangerous scenario.

Angle of Loll

When GM is zero or negative, the vessel rests at a heeled angle rather than upright. It is NOT the same as a list (which is caused by off-center weight).

Exam focus: Correction: lower G by adding ballast low, removing topside weight, or pumping out high tanks. Do NOT simply move cargo to the high side — that can cause a sudden capsize to the opposite side.

Quick Stability Test

Rock the vessel from side to side. A stable vessel rights itself quickly. A tender vessel rolls slowly and hesitates. A vessel with loll rests off-center and resists returning to upright.

Exam focus: This is how operators assess stability without instruments. Any vessel that does not right itself briskly after a roll should not proceed offshore.

Emergency Procedures at Sea

The Deck General exam tests the correct sequence of actions for each emergency type. The order matters — for many emergencies, calling for help comes AFTER you have done what you can to control the situation and ensured crew and passenger safety.

Fire at Sea

1Stop the vessel — maneuver so wind blows fire and smoke away from fuel and passengers
2Assign crew to fight fire with correct extinguisher (PASS technique)
3Close all hatches, vents, and ports to reduce oxygen to the fire
4If engine room fire, deploy fixed suppression system (do NOT open the hatch after discharge)
5Broadcast MAYDAY on VHF Ch 16 if fire cannot be quickly controlled
6Prepare abandon-ship equipment as a last resort — do not deploy until fire is uncontrollable

Critical: Never open an engine room hatch after activating a CO2 or halon system — oxygen re-entry can cause re-ignition.

Flooding / Sinking

1Locate the source of flooding immediately — sea cock, through-hull fitting, hull breach
2Plug the breach using damage control materials (wooden plugs, rags, mattresses, damage control kit)
3Activate bilge pump — manual or electric; all hands available to bail
4Broadcast MAYDAY on VHF Ch 16 with position, number of persons aboard, nature of distress
5Activate EPIRB if flooding is uncontrollable
6Don PFDs and prepare life raft — do not board the raft until the vessel is about to sink

Critical: Stay with the vessel as long as safely possible — a swamped boat is more visible to rescuers than persons in the water.

Grounding

1Stop engines immediately — prevent propeller damage and check for flooding
2Assess the situation: is the vessel taking on water? Is the grounding hard or soft?
3Check tide direction — if tide is rising, you may float free; if falling, act quickly
4Attempt to back off the same way you came in — the path in was clear
5Reduce weight: move crew and cargo aft or shift weight to reduce draft forward
6If unable to free the vessel, broadcast a SECURITE or MAYDAY as appropriate and request assistance

Critical: Never power forward over a grounding — you drive deeper into the bottom and increase the chance of hull damage.

Man Overboard (MOB)

1Shout 'Man Overboard' — assign a dedicated person to point at and NEVER lose sight of the victim
2Throw a Type IV throwable PFD (ring buoy or cushion) toward the victim immediately
3Press the MOB button on GPS to mark the position
4Execute a turn: Quick-stop (immediate), Williamson Turn (fog/night recovery), or Figure-8
5Approach the victim from downwind, slow, keeping victim on the leeward side
6Recover the victim — have a boarding ladder or sling ready; call for medical assistance if needed

Critical: The designated lookout must never look away from the victim — in seas, a person in the water disappears within seconds.

Medical Emergency

1Assess the situation: is the scene safe? ABC — airway, breathing, circulation
2Begin CPR or first aid as trained — do not delay for communication
3Call for medical advice: USCG Ch 16, then request to switch to working channel; or SeaTow/BoatUS medical line
4Broadcast MAYDAY if the patient's condition is life-threatening and you need immediate assistance
5Request Coast Guard medevac helicopter for serious trauma, heart attack, or stroke — time is critical
6Document: patient's condition, age, medications, allergies, time of onset

Critical: For suspected stroke (FAST: Face drooping, Arm weak, Speech slurred, Time to call), every minute without treatment equals brain damage. Request medevac immediately.

Coast Guard Documentation Requirements

Documentation and capacity plate requirements appear on every Deck General exam. Know the difference between documentation and state registration, when documentation is required, and what information the capacity plate must display.

USCG Certificate of Documentation

REQUIRED when:

Vessel is 5 net tons or more AND used in coastwise trade (transporting passengers or cargo for hire between U.S. ports) AND owned by a U.S. citizen

OPTIONAL for:

Recreational vessels — documentation provides preferred mortgage status and clear title chain but is not required

Display requirements:

Vessel name and hailing port on the hull; official number permanently affixed inside; NO state registration numbers required

Capacity Plate

Required on:

Monohull recreational vessels under 20 feet built after October 31, 1972

Must display:

▸ Maximum number of persons
▸ Maximum weight capacity (persons + gear)
▸ Maximum horsepower

Exam tip:

Exceeding any capacity plate limit in rough water is grounds for a USCG citation and creates liability. The operator — not the manufacturer — is responsible for not overloading.

Hull Identification Number (HIN)

Required on:

All recreational vessels built after November 1, 1972. The HIN must be on the starboard transom at the upper right corner.

Format:

12 characters: 3-letter manufacturer ID + 5-character hull serial number + 2-character date of manufacture + 2-character model year. Tampering with HIN is a federal crime.

Navigation Light Requirements by Vessel Length

Navigation light questions on the Deck General exam test two things: which lights are required for a given vessel type and length, and what the lights mean when you see them on another vessel. The key breakpoint lengths are 7m, 12m (39.4 ft), and 50m (164 ft).

Vessel Type / Length	Underway Lights Required	Alternative Option	At Anchor
Powerboat under 39.4 ft (12m) underway	Masthead (white, 225°, forward) + Sidelights (red/green, 112.5° each) + Sternlight (white, 135°)	All-round white + Sidelights (alternative for vessels under 12m)	All-round white light
Powerboat 39.4–164 ft (12–50m) underway	Forward masthead + Sidelights + Sternlight. Second masthead aft optional.	No alternative — must use separate masthead and stern lights	All-round white forward, all-round white aft (if over 50m; optional under 50m)
Sailing vessel underway (any length)	Sidelights + Sternlight. No masthead light when under sail only.	Tricolor lantern at masthead (vessels under 20m under sail only)	All-round white (under 7m, lantern or flashlight acceptable in remote anchorage)
Vessel at anchor (under 50m)	All-round white light (visible from all directions)	None	This IS the anchor light
Vessel not under command	Two all-round red lights (vertically), plus sidelights + sternlight if making way	None — mandatory signals	Two all-round red lights
Vessel aground	Two all-round red lights (NUC) + all-round white anchor light	None	Same as above

Port Sidelight

Red — 112.5°

Visible from dead ahead to 22.5° abaft the port beam

Starboard Sidelight

Green — 112.5°

Visible from dead ahead to 22.5° abaft the starboard beam

Masthead (Steaming) Light

White — 225°

Visible from dead ahead to 22.5° abaft each beam; forward-facing

Sternlight

White — 135°

Visible from dead astern 67.5° to each side; aft-facing

All-Round White

White — 360°

Anchor light or small vessel alternative — visible from all directions

Not Under Command

Red over Red — 360°

Two all-round red lights = vessel unable to maneuver; give way

Equipment Requirements by Vessel Length

Federal equipment requirements scale with vessel length. The critical breakpoints tested on the exam are under 16 feet, 16 to 26 feet, 26 to 40 feet, and 40 to 65 feet. These are the minimum federal requirements — state law may impose additional requirements.

Equipment	Under 16 ft	16 to 26 ft	26 to 40 ft	40 to 65 ft
Fire Extinguishers (Class B)	1 B-I (if enclosed engine compartment or fuel tank)	1 B-I minimum	2 B-I or 1 B-II	3 B-I or 1 B-II + 1 B-I
Wearable PFDs	1 per person (Type I, II, or III)	1 per person (Type I, II, or III)	1 per person (Type I, II, or III)	1 per person (Type I, II, or III)
Type IV Throwable PFD	Not required	1 required	1 required	1 required
Visual Distress Signals	Not required (inland daylight exempt); coastal: required	Required — day and night on coastal/oceanic waters	Required — day and night on coastal/oceanic waters	Required — day and night on coastal/oceanic waters
Sound-Producing Device	Any device capable of making a sound signal	Bell or whistle audible 0.5nm	Bell and whistle (or horn) audible 0.5nm	Bell and whistle (or horn) audible 0.5nm
Navigation Lights	All-round white light (anchor) + sidelights (underway)	Masthead, sidelights, sternlight	Masthead, sidelights, sternlight	Masthead forward, second masthead optional, sidelights, sternlight
Backfire Flame Arrester	Required on inboard gasoline engines	Required on inboard gasoline engines	Required on inboard gasoline engines	Required on inboard gasoline engines
Ventilation	Required for gasoline engines/fuel tanks	Required — natural or powered	Required — natural or powered	Required — natural or powered

Exam trap: Fire extinguisher requirements jump at 26 feet — not at a round number like 25 or 30. A 28-foot vessel requires TWO B-I extinguishers or ONE B-II. A 25-foot vessel requires only one B-I. Know the breakpoints exactly.

High-Frequency Deck General Practice Questions

These questions reflect the style and traps found on actual USCG Deck General exams. Each explanation breaks down why the correct answer is right and why the trap answers are wrong — the most efficient way to build exam-day confidence.

When using a fire extinguisher, the PASS acronym stands for:

A. Pull, Aim, Squeeze, Sweep

B. Point, Apply, Spray, Stop

C. Pull, Apply, Spray, Sweep

D. Point, Aim, Squeeze, Stop

Pull the pin to break the tamper seal. Aim the nozzle at the BASE of the fire, not the flames. Squeeze the handle to discharge the agent. Sweep side to side across the base of the fire until extinguished. Always aim at the fuel source — hitting the flames is ineffective.

Trap: Answer C substitutes 'Apply' for 'Aim' — the exam uses 'Aim' specifically. Aim at the BASE is the critical technique.

A motorboat 28 feet long with an enclosed engine compartment must carry at minimum how many USCG-approved B-I fire extinguishers?

A. One

B. Two

C. Three

D. None if a fixed suppression system is installed

Motorboats 26 to 40 feet require at least two B-I portable fire extinguishers or one B-II. This is a common exam trap — students remember the under-26-foot rule (one B-I) and apply it to a 28-foot vessel. Answer D has a kernel of truth: a fixed suppression system in the engine compartment reduces the portable extinguisher count by one, making one B-I sufficient for a 26-to-40-foot vessel — but a fixed system is not a complete exemption.

Trap: The jump from 'one required' (under 26 ft) to 'two required' (26-40 ft) is specifically tested. Know the breakpoints: under 26 ft = 1 B-I; 26-40 ft = 2 B-I or 1 B-II; 40-65 ft = 3 B-I or 1 B-II + 1 B-I.

A vessel's center of gravity is high relative to its center of buoyancy. This vessel will be:

A. Stiff — it will right itself quickly after heeling

B. Tender — it will be slow to return to upright and may capsize

C. On an angle of loll — it will rest heeled to one side

D. Unaffected — buoyancy force always equals gravity

When G (center of gravity) is high, the metacentric height (GM) is reduced. Low positive GM produces a tender vessel with a slow, lazy roll. Negative GM (G above the metacenter M) produces a vessel that will capsize. A 'stiff' vessel has high positive GM — the opposite of the scenario described. Angle of loll results from negative GM, but the question does not specify G is above M — just that G is high.

Trap: Answer A is the trap for candidates who confuse 'high center of gravity' with 'high stability.' High G reduces GM and reduces stability.

Free surface effect is most severe when a tank is approximately:

A. Completely full

B. One-quarter full

C. Half full (50 percent)

D. Three-quarters full

Free surface effect is worst when a tank is approximately 50 percent full because that is when liquid has maximum room to shift from side to side as the vessel heels. A completely full tank has no free surface — liquid cannot shift. The correction: keep tanks completely full or completely empty in heavy weather. A 50-percent-full fuel or water tank is the most destabilizing condition.

Trap: Many candidates choose 'one-quarter full' because intuition says less liquid equals less weight shifting. Wrong — the amount of surface area for liquid to shift is greatest at 50 percent fill.

At night, a recreational powerboat under 39.4 feet that is at anchor must display:

A. Masthead light and sidelights

B. All-round white light

C. Sternlight only

D. No lights are required in a designated anchorage area

A vessel at anchor must display an all-round white light — visible from all directions. Masthead and sidelights are underway lights only. Sternlight is also an underway-only light. Answer D is a trap: even in a designated anchorage area, vessels are required to display an anchor light at night. The only exception is very small vessels in a designated anchorage where the Harbor Master determines lights are unnecessary — not generally tested as a standard exemption.

Trap: Candidates often choose A because they associate nighttime with the full underway light package. Anchored vessels use only the all-round white anchor light.

Which visual distress signal is acceptable for daytime use ONLY?

A. Red parachute flare

B. Red handheld flare

C. Orange smoke signal

D. Electric SOS distress light

Orange smoke signals are effective in daylight only — the orange smoke cloud is highly visible from aircraft and other vessels during the day but invisible at night. Red flares (parachute and handheld) are effective day or night, though more visible at night. The electric SOS distress light is night-only — it is not visible as a distress signal in full daylight. To satisfy coastal VDS requirements, you need signals for BOTH day and night.

Trap: Answer D (electric light) is the most common wrong answer — candidates know it is not a flare and associate 'non-pyrotechnic' with general acceptability. Night-only is a critical limitation.

A vessel operating on the navigable waters of the United States used in coastwise trade (transporting passengers for hire between U.S. ports) and measuring 5 net tons or more must:

A. Have a state registration number displayed

B. Be documented with the USCG

C. Carry a capacity plate

D. Display the vessel's draft marks

Vessels 5 net tons or more engaged in coastwise trade must have a USCG Certificate of Documentation — state registration is not sufficient. The vessel's name and hailing port must be displayed on the hull; the official number must be permanently affixed inside the vessel. Documented vessels do not display state registration numbers. Capacity plates are required on monohull recreational vessels under 20 feet built after 1972.

Trap: Answer A is the trap — state registration is the default for recreational vessels, but it does NOT satisfy the documentation requirement for commercial passenger vessels in coastwise trade.

During a fire at sea, the first action the operator should take is:

A. Broadcast a MAYDAY on VHF Channel 16

B. Stop the vessel and position it so the wind blows the fire away from the fuel

C. Deploy the life raft

D. Discharge the fixed fire suppression system

The first action in a fire at sea is to stop the vessel and maneuver so the wind carries flames and smoke away from the fuel tanks and the remainder of the vessel. Forward motion feeds oxygen to the fire and pushes flames aft toward passengers and fuel. Only after controlling fire spread do you fight the fire, broadcast a MAYDAY, and as a last resort, prepare abandon-ship equipment. Deploying the life raft before fighting the fire is premature.

Trap: Answer A (broadcast MAYDAY) feels right because communications are important — but fighting the fire takes priority in the first seconds. You cannot communicate and fight a fire simultaneously; stop the vessel first.

Frequently Asked Questions — Practical Seamanship Exam

Common questions from captain's license candidates studying the Deck General practical seamanship module.

What does the PASS acronym stand for for fire extinguishers?▾

PASS stands for Pull (the pin), Aim (at the base of the fire), Squeeze (the handle), and Sweep (side to side across the base of the fire). This is the standard technique tested on the USCG Deck General exam. Always aim at the base of the fire, not the flames. Hitting the flames does nothing — you must knock out the fuel source.

What are the fire classes tested on the USCG exam?▾

The USCG Deck General exam tests four primary fire classes: Class A (ordinary combustibles — wood, paper, cloth), Class B (flammable liquids and gases — gasoline, diesel, oil, propane), Class C (energized electrical equipment — wiring, motors, panels), and Class D (combustible metals — magnesium, titanium). Class K (cooking oils) appears on commercial vessel exams. The fire class is determined by what is burning, not where the fire is located.

What PFD types are required on recreational vessels?▾

All recreational vessels must carry one wearable USCG-approved PFD (Type I, II, or III) per person aboard. Vessels 16 feet and longer must also carry one Type IV throwable device (ring buoy or cushion) in addition to wearable PFDs. Children under 13 must wear their PFD while underway on federal waters. For vessels operating beyond 3 nautical miles offshore, Type I or Type II PFDs are required — Type III is not adequate for offshore use because it does not reliably turn an unconscious wearer face-up.

What distress signals are required on coastal waters?▾

On coastal waters (ocean, bays, large lakes over 2 miles wide), vessels must carry visual distress signals (VDS) that satisfy both day and night requirements. Acceptable combinations include: three combination day/night red flares (satisfies both), three orange smoke signals (day) plus three red parachute or handheld flares (night), or an electric distress light (night) plus orange smoke (day). On inland waters, an orange distress flag (day) and an electric SOS light (night) is the simplest combination. Vessels under 16 feet on inland waters in daylight only are exempt.

What is metacentric height (GM) and why does it matter?▾

Metacentric height (GM) is the vertical distance between the center of gravity (G) and the metacenter (M) — the theoretical point where the buoyancy force acts when the vessel is slightly heeled. A positive GM (M above G) means the vessel is stable and will return to upright after heeling. A negative GM means the vessel will capsize. High positive GM produces a stiff vessel with a snappy, uncomfortable roll. Low positive GM produces a tender vessel with a slow, lazy roll. For exam purposes: positive GM equals stable, negative GM equals capsize.

What is the quick stability test for a vessel?▾

The quick stability test involves rocking the vessel from side to side. A stable vessel with adequate GM will right itself quickly and firmly. A vessel with low or marginal GM will roll slowly, hesitate at the heeled position, or feel like it wants to stay heeled. If a vessel lists (leans to one side) without obvious cause, that is a warning sign of negative GM or free surface effect. Never overload a vessel on one side or add heavy weight high above the waterline without checking stability.

When is Coast Guard documentation required?▾

USCG documentation (Certificate of Documentation) is required for vessels used in coastwise trade (transporting passengers or cargo for hire between U.S. ports) if the vessel is 5 net tons or more and owned by a U.S. citizen. Documentation is optional for recreational vessels but provides advantages including a preferred ship's mortgage for financing and clear chain of title. State registration numbers are not required on documented vessels, but the vessel's name and hailing port must be displayed on the hull. All commercial passenger vessels require documentation.

What navigation lights are required on a powerboat under 39.4 feet at night?▾

A powerboat under 39.4 feet (12 meters) underway at night must display: a masthead (steaming) light forward showing 225 degrees (white), sidelights (red to port, green to starboard, each showing 112.5 degrees), and a sternlight showing 135 degrees white aft. Alternatively, vessels under 39.4 feet may use an all-round white light combined with sidelights instead of separate masthead and stern lights. This option is commonly tested on the exam as the allowable option for small vessels.

What fire extinguisher is required on a 26-foot motorboat?▾

A motorboat 26 to 40 feet in length with an enclosed engine compartment or enclosed living space requires at least two B-I rated portable fire extinguishers OR one B-II rated extinguisher. A vessel under 26 feet with an enclosed engine compartment requires at least one B-I extinguisher. Vessels with fixed fire suppression systems in the engine compartment may reduce the portable extinguisher requirement by one. B-I extinguishers are 2.5-pound CO2, 2-pound halon, or 1-pound dry chemical; B-II extinguishers are 15-pound CO2, 10-pound halon, or 4-pound dry chemical.

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