Float plan, fuel rule of thirds, weather briefing, chart planning, passenger safety briefing, night operations, and emergency contingencies — everything a licensed captain must know before casting off.
The USCG licensing exam tests voyage planning across multiple question banks — float plans, fuel management, weather briefing, and passenger safety briefings all appear regularly. Beyond the exam, systematic pre-departure planning is the defining habit that separates professional mariners from recreational boaters. A licensed captain operating commercially has both a legal duty of care to passengers and a professional obligation to plan every voyage as if conditions will deteriorate.
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Rule of thirds — maximum fuel fraction to use on any single leg
Ch. 16
VHF distress and calling channel — monitored at all times underway
2 min
Maximum interval between sound signals in restricted visibility
Never depart on a single weather source. A professional captain cross-checks at least two sources and considers the forecast for the entire planned voyage window — not just departure conditions.
NOAA Marine Forecast — weather.gov/marine
NOAA publishes zone marine forecasts covering coastal, inshore, and offshore waters by geographic zone. These include wind speed and direction, wave height, visibility, and any active marine warnings (small craft advisory, gale, storm). Always identify which forecast zone covers your planned route.
National Weather Service (NWS) Point Forecast
Use weather.gov point forecasts for departure port, destination, and any waypoints where you might seek shelter. Point forecasts provide hourly detail for the first 48 hours — check the wind and precipitation timeline against your planned underway window.
VHF WX Channels — NOAA Weather Radio
NOAA broadcasts continuous weather updates on VHF WX1 (162.550 MHz), WX2 (162.400 MHz), and WX3 (162.475 MHz). Monitor WX channels before departure and periodically while underway. WX1 is the most widely used. Weather broadcasts include active marine warnings for your region.
Marine Weather Apps and Modeling
Windy.com, PredictWind, and dedicated marine weather apps provide wind model outputs (GFS, ECMWF) and wave modeling. Use these to visualize wind patterns over your planned route and timeline. Never rely on apps as a primary source — they are supplements to official NOAA/NWS forecasts.
A float plan is a written document left with a responsible person ashore describing your vessel, voyage, and emergency contacts. It is not legally required under federal law — but it is tested on USCG licensing exams as a judgment and best-practice question, and it is one of the most effective search-and-rescue tools available.
Exam tip — "not legally required but always right"
When the exam presents a judgment question about float plans, the correct answer is always to file one. The exam tests your knowledge that it is recommended — not required — and that leaving one is the professional standard.
Vessel name, registration number, and documentation number
Vessel type, length, hull color, and identifying features
Engine type, horsepower, and number of engines
Fuel capacity and estimated range
Names and addresses of all persons aboard
Emergency contact information for each person
Departure point, date, and time
Destination and planned route (waypoints)
Estimated time of arrival (ETA)
Communication equipment (VHF channel, SSB, satellite)
Safety equipment aboard (EPIRBs, flares, life raft)
Action to take if vessel is overdue (call Coast Guard, phone number)
Where to leave it
Leave the float plan with a responsible person ashore — not aboard the vessel. The Coast Guard offers a free float plan form at cgaux.org. Do not file float plans directly with the Coast Guard — they do not maintain them. Leave with a marina, dock master, friend, or family member who knows to contact the Coast Guard if you are overdue.
Fuel management is a foundational seamanship skill and a frequent exam topic. Running out of fuel is an avoidable emergency — one that puts passengers and crew at risk and requires Coast Guard assistance.
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Outbound
Fuel used to reach your destination
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Return
Fuel used to return to your home port
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Reserve
Emergency reserve — never touch this except for genuine emergencies
Example: 90-gallon usable capacity → 30 gallons outbound maximum → 30 gallons return → 30 gallons reserve. If outbound conditions require more than 30 gallons, turn around before reaching the one-third point.
Fuel Burn Rate Calculation
Know your vessel's fuel burn rate at cruise RPM — typically in gallons per hour (GPH). Multiply burn rate by planned hours underway to estimate total fuel consumption. Factor in reserve. Formula: Range (nm) = (Usable Fuel × 1/3) ÷ Burn Rate (GPH) × Speed (kts). Always verify burn rate against actual consumption logs from previous voyages.
Headwinds and Current — The Hidden Fuel Thieves
An opposing 2-knot current or headwind increases fuel consumption significantly. If your route has a known adverse current, adjust your outbound fuel allocation accordingly — you may need to allow an additional 15–25% fuel for the affected leg. Check tide and current predictions before departure.
Fuel Dock Availability
Identify fuel docks at your destination and any intermediate stops. Know their hours of operation — many close at sunset. If the route exceeds your vessel's range under the rule of thirds, plan an intermediate fuel stop before departing, not after you are already underway.
Systematic route planning on a chart — electronic or paper — before departure prevents navigational errors underway. Never leave a dock without a plotted route.
Required equipment is mandated by federal law (46 CFR). Recommended equipment reflects professional standards for a licensed captain. Inspect required items before every departure — not annually.
Federal regulations under 46 CFR Part 26 require a safety briefing for all persons aboard passenger-carrying vessels before departure. For licensed captains operating as charter operators or carrying passengers for hire, this is a legal obligation — not optional.
Location and Donning of PFDs
Show passengers where PFDs are stowed. Demonstrate how to put one on correctly. Identify which PFDs are assigned to each person. Emphasize the requirement to wear them in certain conditions.
Location and Operation of Fire Extinguishers
Point out the location of each fire extinguisher. Briefly explain how to operate one (pull pin, aim, squeeze, sweep — PASS). Identify the primary hazard areas (engine room, galley).
Emergency Exits and Escape Routes
Identify all exits from below decks. Explain how to operate hatches and doors in an emergency. Designate a muster station where passengers should assemble if directed.
Man Overboard Procedure
Instruct passengers to shout 'Man Overboard' immediately and point continuously at the person in the water. Do not jump in after them. Throw a PFD or flotation device toward them. Emphasize never taking eyes off the person in the water.
Voyage-Specific Hazards
Brief on conditions relevant to the day: sea state and motion sickness prevention, sun and hydration, no swimming from the vessel underway, staying seated in rough conditions, not leaning over the rail.
Night passages and reduced visibility operations demand heightened planning and procedural discipline. The risk profile changes substantially after dark.
VHF Channel 16 — Distress, Safety, and Calling
Channel 16 must be monitored whenever the VHF radio is on. All distress calls (Mayday), urgency calls (Pan-Pan), and safety calls (Securité) are transmitted on Channel 16. After initial contact, shift to a working channel as directed. Never conduct routine vessel traffic on Channel 16.
VHF Channel 22A — US Coast Guard Working Channel
After initial contact with the Coast Guard on Channel 16, communications typically shift to Channel 22A. Keep this channel in memory. For non-emergency communications with the Coast Guard, you may also be directed to hail on Channel 22A directly.
Check-In Schedule with Shore Contact
Establish a check-in schedule with the person holding your float plan. A typical schedule: check in at departure, at major waypoints, at destination arrival, and on return. Define the overdue threshold — if you do not check in within X hours of planned arrival, the shore contact calls the Coast Guard. Use VHF, cell, or satellite as available.
DSC — Digital Selective Calling
Modern VHF radios with DSC capability can transmit a digital distress signal including your MMSI number and GPS position with a single button press. Register your MMSI with the FCC or BoatUS. In a distress situation, press the DISTRESS button — do not wait to speak on Channel 16. DSC alerts nearby vessels and the Coast Guard simultaneously.
No — a float plan is not legally required under federal law. However, it is strongly recommended and is tested on USCG licensing exams as a best practice and seamanship judgment question. Leaving a float plan with a responsible person ashore is one of the most effective safety measures available. If you are overdue, it allows the Coast Guard or search and rescue to know your intended route, vessel description, and emergency contact information immediately. For passenger-carrying operations, sound judgment demands one for every voyage.
The rule of thirds divides your total usable fuel into three equal parts: one-third to reach your destination, one-third to return, and one-third held in reserve for emergencies, detours, or unexpected conditions. For example, if your vessel carries 90 gallons of usable fuel, plan to use no more than 30 gallons outbound, 30 gallons inbound, leaving 30 gallons as a reserve. This rule is a USCG exam staple and a cornerstone of professional seamanship. Always compute range using actual fuel burn rate, not estimated speed alone.
Licensed captains should consult at minimum: (1) NOAA marine forecasts at weather.gov/marine for zone-specific forecasts covering inshore and offshore waters; (2) VHF WX channels — WX1 (162.550 MHz) is the primary NOAA weather radio broadcast channel; (3) the National Weather Service (NWS) point forecast at weather.gov for the departure area; and (4) a dedicated marine weather app or Windy.com for wind and wave modeling. For offshore passages, also consult the offshore forecast and any active NAVTEX or Coast Guard broadcast warnings. Never rely on a single source.
For passenger-carrying vessels, federal regulations require a safety briefing before departure that covers: location and donning of personal flotation devices (PFDs); location and operation of fire extinguishers; location of emergency exits and emergency equipment; procedures in case of emergency or man overboard; and any specific hazards of the voyage. The briefing must be given to all passengers. For uninspected passenger vessels (UPVs) carrying 6 or fewer passengers for hire, this requirement applies under 46 CFR Part 26.
Under the Navigation Rules (COLREGS Rule 35), vessels in or near restricted visibility must use sound signals at intervals of not more than 2 minutes. A power-driven vessel making way sounds one prolonged blast. A power-driven vessel underway but stopped sounds two prolonged blasts. A sailing vessel, vessel not under command, vessel restricted in ability to maneuver, or a vessel towing sounds one prolonged followed by two short blasts. These signals apply in both inland and international waters and are tested heavily on USCG licensing exams.
VHF Channel 16 (156.800 MHz) is the international distress, safety, and calling channel. It must be monitored at all times when the radio is on. All distress calls (Mayday) are made on Channel 16. After contact is established with another vessel or the Coast Guard, you may be directed to a working channel. Channel 22A is the primary working channel for communications with the US Coast Guard after initial contact on 16. Channel 9 is used for recreational boat-to-boat calling in some areas.
Tides and currents directly affect your ETA, fuel consumption, and safety. A 2-knot following current can add 2 knots to your effective speed; a 2-knot opposing current subtracts 2 knots and significantly increases fuel burn. Plan departure times to maximize favorable current, especially in tidal inlets, channels, and rivers. Use NOAA tide tables and current predictions (tidesandcurrents.noaa.gov) for your specific waypoints. In shallow areas, tidal height determines whether you can safely transit at a given time — always check tidal height against your vessel's draft plus an adequate safety margin.
Night operations require heightened vigilance. Key considerations: (1) Dark adaptation takes 20–30 minutes — avoid white light sources before and during watches; (2) Use red light for chart work to preserve night vision; (3) Navigation lights must be properly displayed from sunset to sunrise; (4) Radar is essential for night passages — understand the collision avoidance limitations; (5) Fatigue management is critical — schedule watch rotations and avoid solo night passages on long voyages; (6) Sound signals are more critical at night when visibility of lights may be reduced; (7) Know the range and arc of required navigation lights so you can identify approaching vessels' courses and intentions.
Barometer readings, weather fronts, Beaufort scale, cloud types, fog formation, and NOAA forecast warning levels
Channel usage, DSC, Mayday procedures, and communication protocols every licensed captain must know
How tides and currents affect navigation, route planning, and ETA — with NOAA resource guide
Timing strategy, high-frequency topics, common traps, and how to approach multiple-choice questions
1,628+ USCG exam questions covering float plans, fuel management, safety briefings, restricted visibility, and emergency procedures — spaced repetition flashcards with instant explanations. Free to start.
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