USCG OUPV Six-Pack Captain License 2026: The Complete Playbook
The USCG Operator of Uninspected Passenger Vessels (OUPV) license — universally called the "Six-Pack" — is the entry-level Coast Guard captain credential that lets you carry up to six paying passengers for hire on uninspected vessels. With it, you can charter sport-fishing trips, run small dive boats, drive guided eco-tours, captain a Sunday-morning sailing charter, or pilot a small water-taxi — and get paid to do it legally.
If you carry money for the trip without an OUPV, the Coast Guard can fine the operator up to $7,500 per violation. With the OUPV, you become a licensed merchant mariner in the Coast Guard's National Mariner Center (NMC) records, eligible for chartering, ferry work, and the upgrade path toward the 100-Ton Master and Master 200/500 GRT licenses.
This 2026 guide walks you through everything: the "Six-Pack" rule, sea-service documentation, the four exam modules (Rules of the Road, Deck General, Navigation General, Chart Plotting), TWIC and medical requirements, total cost, the Inland vs Near Coastal vs Great Lakes endorsement decision, and the upgrade ladder to 100-ton Master. Every linked resource is 100% free.
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OUPV Six-Pack at a Glance (2026)
| Spec | Detail |
|---|---|
| Issuing body | U.S. Coast Guard, National Maritime Center (NMC) |
| Passenger limit | 6 paying passengers (the "Six-Pack" rule) |
| Vessel limit | Uninspected, less than 100 GRT (most candidates run 6-passenger vessels under 26 ft) |
| Sea service required | 360 days, with 90 days in the last 3 years |
| Minimum age | 18 |
| Exam modules | 4: Rules of the Road, Deck General, Navigation General, Chart Plotting |
| Pass standard | Rules: 90%; others: 70% |
| NMC evaluation fee | $145 |
| NMC issuance fee | $100 |
| Medical exam (CG-719K) | ~$80-$200 (varies by clinic) |
| Drug test (CG-719P or random consortium) | ~$50-$80 |
| TWIC card | $125 (5-year card) |
| CPR/First Aid certification | $80-$120 (American Red Cross, AHA, or equivalent — REQUIRED) |
| Course (USCG-approved) | $695-$1,500 (most candidates choose this route) |
| Total all-in 2026 | $1,200-$2,500 |
| License validity | 5 years; renewable |
| Endorsements | Inland, Great Lakes & Inland, Near Coastal |
The license is federal, recognized in all 50 states and US territories. Your boat doesn't need to be Coast Guard-inspected as long as it carries 6 or fewer paying passengers; the moment you cross to passenger #7, you need an inspected vessel and a Master license — a different and much harder credential.
The "Six-Pack" Rule (Why It Exists and What It Forbids)
The term "Six-Pack" comes from one specific number embedded in 46 USC §2101 and 46 CFR 24.10-1: six paying passengers. Cross that number — even by one passenger — and your vessel transitions from "uninspected" to "small passenger vessel" or "subchapter T" inspected, and your OUPV license is no longer sufficient.
What OUPV Allows
- Carrying up to 6 paying passengers for hire on an uninspected vessel
- Operating in the route endorsement of your license (Inland, Great Lakes & Inland, or Near Coastal)
- Receiving compensation directly or through a charter business you operate
- Acting as a Designated Representative on a small commercial fishing vessel
- Bareboat-charter "checkout" captaining (you operate someone else's vessel for the day)
What OUPV Forbids
- Carrying 7 or more paying passengers on an uninspected vessel (full stop, no exceptions)
- Operating an inspected small passenger vessel (subchapter T) — that's a Master license
- Operating commercially on rivers governed by Inland Rules if you only hold a Near Coastal endorsement without inland authorization (Near Coastal automatically includes inland subordinate routes, so this is rarely an issue)
- Operating outside your route endorsement's geographic boundaries
- Carrying cargo on "freight for hire" basis without freight endorsement — generally not relevant for charter captains
The Compensation Test
The Coast Guard interprets "compensation" broadly. If you receive any payment, fuel reimbursement, lodging, or barter from passengers for the trip, you're in commercial passenger-for-hire status and need OUPV. The only "safe" no-license operations are: (1) genuine free trips with personally-known guests, (2) recreational use only, no compensation. Even sharing fuel cost from non-friends has been ruled compensation.
The Sea-Service Requirement (The Real Gatekeeper)
The single biggest barrier to OUPV is 360 days of documented sea service, with at least 90 days within the last 3 years.
What Counts as a "Day"
A "day" of sea service means at least 4 hours underway on any single calendar day on a vessel of 5+ net tons (or in some cases on smaller vessels with documentation). Underway means not at the dock, not at anchor.
- 8 hours underway = still 1 day (cannot count as 2)
- 4 hours underway = 1 day
- 3 hours underway = 0 days
- Multiple short trips on the same calendar day still equal 1 day
Documentation: Form CG-719S or Equivalent
The NMC accepts sea service documented on:
- Form CG-719S Small Vessel Sea Service Form — signed by the marine employer or vessel owner. The most common format.
- Letter from Marine Employer — on company letterhead, listing dates, vessel, route, hours, your role
- Owner-operator self-certification — acceptable if the vessel is yours, supported by Coast Guard documentation, registration, insurance, and trip logs
- Charter logs and trip tickets — supplementary evidence
- Federal employment records (Navy, Coast Guard, NOAA) — count substantially with documentation
Critical 2026 tip: Sea service can be counted all the way back to your 16th birthday. Many candidates discover they have 360 days of recreational boating they can document. Pull every old trip log, fishing trip photo with timestamps, and friends' boat insurance records. Your 16-year-old self going out 4+ hours every Saturday for 4 summers may already have 200+ days documented.
Recreational vs Commercial Sea Service
Both count. Coast Guard recognized recreational sea service since 2009. The distinction matters only for upgrade routes (e.g., 100-ton Master upgrade requires more commercial-specific service).
Sea Service Letter Template (Steal This)
If your sea service was on a friend's, employer's, or relative's vessel, you typically need a signed letter or completed CG-719S. The single most-rejected NMC submission is the sea service letter. Use this template:
[Date]
U.S. Coast Guard, National Maritime Center
100 Forbes Drive
Martinsburg, WV 25404
RE: Sea Service Verification — [Your Full Legal Name], DOB [MM/DD/YYYY]
To Whom It May Concern:
I verify that [Your Full Name] served aboard the vessel
[Vessel Name], Official Number / State Registration: [number],
[length in feet] feet, [GRT or net tons], homeported at [marina/port],
from [start date] to [end date] in the capacity of [crew / mate /
operator / passenger-deckhand], during which [name] accumulated a
total of [number] days of sea service. A 'day' is defined as at
least 4 hours underway on a single calendar day.
The waters served on were [Inland / Great Lakes / Near Coastal /
Ocean] within the area bounded by [geographic description, e.g.,
"Long Island Sound and adjacent Atlantic waters within 100 nautical
miles of the US coastline"].
I am the [Owner / Operator / Master / Marine Employer] of the vessel
and am authorized to verify this service.
[Signature]
[Printed Name]
[Title — e.g., Owner]
[Address]
[Phone] [Email]
[Coast Guard Document Number / State Registration if applicable]
Matching attachments to include: vessel documentation/registration copy, your trip log printout, dated photos of you on the vessel if available.
The four most common NMC rejections of sea service letters:
- Missing vessel registration/documentation number
- No signature in ink (digital signatures sometimes rejected)
- "Total hours" stated instead of "total days underway"
- Letter from a non-owner/non-employer (e.g., a buddy who was also a passenger)
Fix these BEFORE mailing — NMC processing of a corrected submission takes 4-8 weeks longer than getting it right the first time.
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The Four OUPV Exam Modules
The Coast Guard OUPV exam is split into four modules, taken in any order. Each module is independently scored. Pass Rules of the Road first, on its own day if possible — failing it means a 30-day mandatory waiting period before retest.
Module 1 — Rules of the Road (50 questions, 90% pass)
The single hardest module. Requires 90% — only 5 wrong answers allowed out of 50. This module tests the International Regulations for Preventing Collisions at Sea (COLREGS) and Inland Navigation Rules. Both bodies of rules are tested, and you must know which rule applies in which water.
Key topics:
- Steering and Sailing Rules — Rules 4-19: lookout, safe speed, risk of collision, action to avoid collision, narrow channels, traffic separation schemes, sailing vessels, overtaking, head-on, crossing, action by give-way and stand-on vessels, conduct in restricted visibility
- Lights and Shapes — Rules 20-31: powered vessel lights, sailing vessel lights, vessel restricted in ability to maneuver, anchored, aground, fishing, towing
- Sound and Light Signals — Rules 32-37: short blast (~1 sec) vs prolonged (4-6 sec); maneuvering signals (1 short, 2 short, 3 short, 5+ short); restricted-visibility signals; distress signals (Annex IV)
- Inland-only differences — wake danger zones, narrow channel signals (1 short to overtake on starboard side, 2 short to overtake on port), bridge whistle signals, signal differences from International COLREGS
Why 90%? Coast Guard treats Rules of the Road as life-safety. A captain who doesn't know who has right-of-way at a crossing situation in fog can kill people. Five wrong answers is the maximum tolerated error rate.
Module 2 — Deck General + Deck Safety (combined ~70-80 questions, 70% pass)
Most training programs combine these into one bank.
Key topics:
- Vessel construction terminology — bow, stern, port, starboard, hull, keel, beam, draft, freeboard, bulkhead
- Lines and knots — bowline, clove hitch, cleat hitch, figure-eight stopper, square knot, double becket bend
- Anchoring — scope ratios (5:1 fair weather, 7:1 for heavy weather), anchor types (Danforth, plow, mushroom)
- Mooring and docking — spring lines, fender placement, current and wind effects
- Firefighting — Class A/B/C/D fires, extinguisher types and ratings, fire triangle, BC vs ABC
- Pollution prevention — MARPOL, Oil Pollution Act, no overboard discharge of oil within 12 miles, holding-tank rules
- Personal flotation devices — Type I/II/III/IV/V, throwable, inflatable
- Distress communications — VHF Channel 16, mayday/pan-pan/sécurité, GMDSS basics, EPIRB and PLB
- Vessel stability basics — center of gravity, metacenter, free-surface effect
- Weather basics — frontal systems, fog formation, wind warning flags (small craft, gale, storm, hurricane)
Module 3 — Navigation General (~30 questions, 70% pass)
Key topics:
- Buoyage — IALA Region B (US): "red, right, returning"; lateral marks (red triangular nuns, green can buoys); cardinal marks; preferred channel marks (red over green = preferred channel to starboard returning)
- Day shapes — ball, cone, diamond, cylinder configurations
- Compass and magnetic correction — TVMDC + AW (True - Variation - Magnetic - Deviation - Compass; Add Westerly errors)
- Tides and currents — semi-diurnal vs diurnal, slack water, tidal range, tide table use
- Ranges and bearings — leading lines, three-bearing fix
- Aids to navigation — light characteristics (FL = flashing, Q = quick, OC = occulting), sound aids
Module 4 — Chart Plotting (10 questions, 90% pass)
The second-hardest module. Also requires 90%. Pure chart work using NOAA chart 12354 (Long Island Sound) or similar regional chart, with parallel rulers and dividers.
Key skills:
- DR (Dead Reckoning) plot from a known position, given course and speed
- Estimated Position (EP) with current set and drift
- Lines of Position (LOP) — visual bearings, three-bearing fix
- Speed-time-distance — D = S × T calculations using nautical miles and minutes
- Set and drift problems — direction and speed of current
- Chart symbols — depth contours, bottom characteristics, hazards, prohibited areas
Most candidates lose points by misreading the chart's compass rose (true vs magnetic), using wrong scale, or making arithmetic errors under time pressure. Practice plotting until your dividers and parallel rulers feel natural.
Inland vs Near Coastal vs Great Lakes: Which Endorsement?
Your OUPV license carries one of three route endorsements based on where you accumulated sea service. Each opens different waters.
| Endorsement | Where You Can Operate | Sea Service Requirement |
|---|---|---|
| Inland | All inland navigable waters of the US (lakes, rivers, bays inside the COLREGS demarcation lines) | 360 days; 90 in last 3 years; ALL on inland waters |
| Great Lakes & Inland | All inland US waters PLUS the Great Lakes | 360 days; 90 in last 3 years; can include Great Lakes |
| Near Coastal | All of the above PLUS up to 100 miles offshore (Atlantic, Pacific, Gulf, Caribbean) | 360 days; 90 in last 3 years; at least 90 days on offshore (outside COLREGS demarcation lines) waters |
Near Coastal automatically includes Great Lakes and Inland subordinate routes. It is the most flexible endorsement and the most common choice for serious charter captains.
The Endorsement Trap
OUPV-Inland holders sometimes accept a charter that takes them just outside the COLREGS demarcation line — into bay waters that are technically "offshore." That single trip violates the license. If you intend to ever charter outside marked inland waters, document offshore service early and apply for Near Coastal from the start.
Upgrading Endorsement Later
You can upgrade Inland → Near Coastal later by submitting 90 days of additional offshore sea service plus the offshore Rules of the Road portion of the test (if you didn't take both originally). Most candidates pay one fee and prep once for both — the cost difference is marginal.
The Three Routes to Pass: Course vs Direct-to-REC vs Hybrid
The Coast Guard offers three pathways to actually take the OUPV exam.
Route A — USCG-Approved Course (recommended for ~90% of candidates)
USCG-approved schools (Sea School, Mariners Learning System, US Captains Training, Maritime Institute, Northeast Maritime Online, etc.) deliver a 40-50-hour course culminating in an in-house proctored exam that the Coast Guard accepts in lieu of testing at an REC.
Pros:
- Skip the REC — no traveling to a Coast Guard Regional Examination Center
- Same instructor through prep + exam = better support
- Pass rate ~90% vs ~60% direct-to-REC
- Fee bundles are predictable ($695-$1,500)
Cons:
- More expensive than direct-to-REC by $500-$800
- Course schedule may not match yours (most are 8-day intensive, weekend, or online self-paced)
Format options:
- 8-day intensive in-person — fastest path, best instruction
- Two-weekend course — popular for working professionals
- Online self-paced — Mariners Learning System and Northeast Maritime Online lead this category; ~$700, 6-month access window
Route B — Direct-to-REC Testing
You self-study, then schedule the exam at one of 17 Regional Examination Centers (Boston, NY, Baltimore, Miami, Houston, San Francisco, Seattle, Honolulu, etc.). NMC fees only — no course fee.
Pros:
- Cheapest route at ~$345 (just NMC + medical + TWIC + drug test)
- Self-paced timing
Cons:
- Pass rate substantially lower (~60%)
- Each module requires REC travel and proctor scheduling
- 30-day waiting period after a Rules of the Road failure
- No instructor support
Direct-to-REC works best for active-duty Coast Guard, Navy, NOAA, and merchant mariners with prior maritime training.
Route C — Hybrid (Course Only, Test at REC)
Some candidates take a course but choose to test at the REC anyway (perhaps because the course-house exam isn't recognized for their specific endorsement). This is rare for OUPV.
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Total 2026 Cost Breakdown
| Item | Cost |
|---|---|
| USCG-approved course (most candidates) | $695-$1,500 |
| NMC evaluation fee | $145 |
| NMC issuance fee | $100 |
| Medical exam (CG-719K) | $80-$200 |
| Drug test (CG-719P) | $50-$80 |
| TWIC card (5-year) | $125 |
| Background check (FBI fingerprints) | included in TWIC |
| Charts and tools (parallel rulers, dividers, plotter) | $40-$80 |
| CPR + First Aid certification | $80-$120 (REQUIRED — both Adult CPR and First Aid) |
| Mailing/shipping NMC application | $20-$40 |
| Total all-in (course route) | $1,335-$2,290 |
| Total all-in (direct-to-REC) | $600-$890 |
| 5-year renewal | $145 (NMC) + $80 medical + open-book CE quiz |
Hidden cost most candidates miss: the drug consortium subscription. If you don't have a current employer-administered random drug-test program, you must enroll in a Coast Guard-approved random testing consortium. Annual cost: $50-$120. Required for license validity.
Your 6-Week FREE OUPV Study Plan
| Week | Focus | Hours | Tasks |
|---|---|---|---|
| 1 | Read 33 CFR 83 + 33 CFR 84-90 (Inland Rules + Annexes) | 8 | Build flashcards for all 38 COLREGS rules |
| 2 | Steering and Sailing Rules deep dive | 10 | Practice 200+ Rules questions; target 95%+ |
| 3 | Lights, Shapes, Sound Signals | 10 | Memorize all light/shape configurations and signal patterns |
| 4 | Deck General + Deck Safety | 10 | Knots in person; firefighting and PFD types; pollution rules |
| 5 | Navigation General + Chart Plotting | 12 | Practice TVMDC+AW; do 30+ chart plotting problems |
| 6 | Full-length timed mocks for all 4 modules + weak-module re-drill | 10 | Score 95%+ on Rules and Plot; 80%+ on others before sitting |
Total prep: 60-80 hours over 6 weeks. Active recreational boaters with strong navigation skills can pass in 40 hours. Pure beginners typically need 100+ hours, especially on Rules of the Road.
Free and Low-Cost Resources
- 33 CFR Part 83 (Inland Navigation Rules) — full text, free at ecfr.gov
- COLREGS — full text via NavCen.uscg.gov, free
- Coast Guard Navigation Rules Online Test — official COLREGS practice from the Coast Guard, free
- NOAA chart catalog — free electronic charts at charts.noaa.gov
- Boat Ed Rules of the Road study guide — free for state boater education and useful overlap
- OpenExamPrep OUPV Practice Bank — Start FREE OUPV Practice — unlimited AI-generated questions across all 4 modules
TWIC and Medical: The Two Documents You Need Before You Test
TWIC (Transportation Worker Identification Credential)
- Cost: $125 for 5-year card (originals)
- Process: Online application at universalenroll.dhs.gov, then in-person enrollment at a TSA enrollment center for fingerprints and photo. Card mails in 3-6 weeks.
- Required for: Working at any maritime facility regulated under MTSA, including most marinas, fishing docks, and ports. The Coast Guard requires TWIC for license issuance.
Medical Exam — Form CG-719K
- Performed by: Any licensed physician, PA, or nurse practitioner; ideally one familiar with USCG medical standards
- Cost: $80-$200; some sliding-scale clinics offer it for $50
- Tests: Vision (20/40 corrected, color vision pass), hearing, blood pressure, urinalysis, basic neuro screening, medical-history review
- Validity: 12 months from signature date (so don't get it more than a year before applying)
- Common disqualifiers: uncontrolled diabetes (insulin-dependent often passes with monitoring waiver), uncontrolled hypertension, certain cardiac arrhythmias, severe sleep apnea without treatment documentation, history of seizures within last 5 years
Most candidates pass cleanly. If a condition is flagged, the NMC may issue a Medical Certificate with limitations or request additional documentation.
Drug Test — Form CG-719P
- Cost: $50-$80 at any DOT-approved testing facility
- Tests for: marijuana, cocaine, opiates, PCP, amphetamines (5-panel)
- Note on marijuana: federally illegal; Coast Guard tests positive even for state-legal medical/recreational use. Stop using 30+ days before testing
- Random testing: ongoing requirement once licensed; enroll in a Coast Guard-approved consortium
Test-Day Strategy
The Day Before
- Reread your Rules of the Road flashcard deck — especially light configurations and crossing/head-on/overtaking situations
- Practice 5 chart plotting problems start-to-finish — your hands need muscle memory for parallel rulers
- Reread Inland-vs-International rule differences — at least 5-8 questions will hit these
- Get all your tools: Form 719B (license application), CG-719K (medical), CG-719P (drug), TWIC, sea service forms, ID. Bring extras of everything
- Sleep 8 hours
During the Exam
- Take Rules of the Road first if possible. Failing it triggers a 30-day waiting period; passing it gives you confidence for the others
- Eliminate two answers before picking. Most OUPV questions are answer-choice quality differential — not knowledge depth differential. The right answer often reads like the COLREGS verbatim
- Watch for "shall" vs "may", "all" vs "some", "vessel" vs "power-driven vessel". One wrong word kills the answer
- For chart plot: double-check magnetic vs true bearings. The single most common chart error is using the wrong compass rose ring
- Keep moving. If a question takes more than 90 seconds, flag and return
After Each Module
You'll see your score immediately. Pass: retain that result; the next module is independent. Fail: 30-day waiting period before retest of THAT module only (other modules' passes remain valid). Do not panic if you fail one module — most candidates re-test on Rules at least once.
The Three-Failure Rule (Course-House Exams)
If you take the course-house route and fail any single module three times, USCG-approved schools (per the National Maritime Center's QSE rules) trigger a 45-day waiting period AND require you to retake the entire course and ALL exams from scratch. This is not the same as REC retest rules — it's a course-provider-specific safeguard. To avoid it: if you fail Rules of the Road twice, do not sit a third attempt until you score 95%+ on three full mock exams. Walking in cold for attempt #3 is the most expensive mistake in OUPV prep.
CPR and First Aid — The Requirement Most Candidates Forget
Every OUPV candidate must hold current Adult CPR and Adult First Aid certifications. The Coast Guard requires both for license issuance. They are NOT bundled with the OUPV course at most schools.
Acceptable providers:
- American Red Cross (most common)
- American Heart Association (BLS or Heartsaver counts)
- American Safety & Health Institute (ASHI)
- Emergency Care & Safety Institute (ECSI)
- Military or USCG-approved equivalent
Cost in 2026: $80-$120 for a combined Adult CPR + First Aid course (typically a single 4-6 hour class). Online-only courses are NOT accepted — the practical (hands-on) skills test is mandatory.
Validity: Most certifications are valid 2 years. The cert must be active when you submit your OUPV application — not when you take the exam, when NMC reviews. Get certified within 6 months of submitting your CG-719B application.
Common pitfall: Some candidates take an online-only "CPR certification." The Coast Guard rejects these. Always confirm in-person practical was tested before paying.
Charter Captain Salary in 2026
OUPV captains earn highly variable income depending on geography, season length, and whether you own the vessel.
| Role | 2026 Earnings (US) |
|---|---|
| Hourly captain on someone else's charter (deckhand-with-license) | $25-$45/hr + tips |
| Sport-fishing charter captain (Florida, Gulf, Northeast summers) | $40,000-$80,000 seasonal |
| Year-round dive/snorkel/eco charter (Caribbean, Hawaii, Florida Keys) | $55,000-$95,000 |
| Owner-operator charter business (own the vessel + license) | $60,000-$150,000+ (high variance) |
| Water-taxi/harbor-tour seasonal | $30,000-$55,000 |
| Yacht delivery captain (per-trip pay) | $300-$600/day + per diem |
| Bareboat charter check-out captain (Caribbean) | $250-$500/day per booking |
The big variable: vessel ownership. If you own a 25-ft center console and run sport-fishing charters yourself, you can capture full charter rates ($800-$1,500/day) but assume all maintenance, fuel, slip, and insurance costs. If you captain someone else's vessel, you take home roughly 25-40% of charter revenue without ownership headache.
Geographic premium: Florida Keys, Caribbean (USVI, Puerto Rico), Hawaii, Bahamas charter, and Pacific Northwest have the longest seasons and highest day-rates. New England summer-only seasonal income tops out lower but compresses earning into 4 months.
OUPV Upgrade Ladder: Master, Sail/Aux, OICNW, STCW
Many OUPV captains progress to higher tonnage and offshore credentials.
| Step | Credential | What It Adds |
|---|---|---|
| OUPV Six-Pack (you are here) | 6 paying passengers, uninspected, ≤100 GRT | Entry credential |
| OUPV + Sailing/Auxiliary Sail Endorsement | Adds authority to operate sailing vessels for hire | +1-day course, +$200 |
| Master 25/50/100 Ton Inland or Near Coastal | Allows operating INSPECTED small passenger vessels (Subchapter T), more passengers | Additional 360-720 days commercial sea service + 80-hour Master course |
| OICNW 500/1600 GRT (with STCW) | Officer in Charge of a Navigational Watch on larger commercial vessels | Multi-year additional training; STCW Basic Training certification (5-day course) |
| STCW Basic Training | International seafarer credential | Required for all vessels in international service; ~$700 5-day course |
Most OUPV captains who pursue upgrades go OUPV → Master 100 GRT Near Coastal in 2-3 years, opening charters with 6+ passengers on inspected vessels (T-boats) — typically 25-40% higher day-rates.
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Common OUPV Mistakes (And How to Avoid Them)
Mistake 1: Underestimating Rules of the Road
90% pass standard. Most candidates spend 60% of total study time here and still struggle. If you score below 95% on practice Rules tests, do not schedule the exam. Study another week.
Mistake 2: Confusing Inland and International Rules
They are 80% identical, 20% different. The differences are heavily tested. Common traps:
- Inland uses "1 short blast" to indicate intent to overtake on starboard; International uses "2 short blasts." (One of the most-tested differences.)
- Inland has wake-danger zones at narrow channels; International doesn't define them similarly
- Bridge whistle signals are Inland-only
Mistake 3: Botching Sea Service Documentation
Submitting incomplete CG-719S forms — missing vessel size, route, your role, or owner signature — is the #1 reason for NMC application rejection. Every line filled, every form signed in INK, every supporting doc attached. Make a checklist before mailing.
Mistake 4: Letting the Medical Exam Lapse
The CG-719K is valid 12 months from signature date. If your application takes 3-4 months at NMC and you've already used 8 months of validity, you may need a fresh exam. Get the medical 1-3 months before applying, not earlier.
Mistake 5: Picking Inland When You Need Near Coastal
If you might EVER charter to a barrier-island sandbar, Florida reef, or any waters outside the COLREGS demarcation line, get Near Coastal from the start. Upgrading later costs more total than just including offshore sea service in the original application.
Mistake 6: Forgetting the Drug Consortium After Licensing
The Coast Guard requires ongoing random drug-testing enrollment for license validity. New captains often forget to enroll in a consortium after passing — meaning their license is technically inactive at next renewal. Enroll within 30 days of license issuance.
OUPV Renewal (Every 5 Years)
OUPV licenses are valid 5 years. Renewal requires:
- Form CG-719B (renewal application) + $145 NMC fee
- Fresh CG-719K medical ($80-$200)
- Open-book Rules of the Road test (45 questions, take-at-home, mailed back to NMC) — most renewals do NOT require an in-person retest
- Active drug consortium enrollment documentation
- TWIC card still valid (renew separately if expired)
- Sea service documentation if you've been actively working; if inactive, expect a refresher exam at REC
File renewal paperwork 8-12 months before expiration. NMC processing can take 4-6 months in busy seasons (spring before charter season).
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Official Resources
- USCG National Maritime Center (NMC) — applications, fees, medical forms
- 33 CFR Part 83 (Inland Navigation Rules) — full text, free
- USCG Navigation Center COLREGS — International rules
- NMC Approved Course Providers — every USCG-approved school
- Form CG-719B (License Application) — and all related forms
- TWIC enrollment portal — TSA application for the credential
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