Captain’s License questions

S

stevej

New member
After 23 years of working in IT for the same company looks like my job is going overseas (hello Bangalore) very soon and have this wonderful opportunity to change careers. While I am not able to retire (10 + years to go) I have no kids, mortgage or other payments so have a lot of freedom and can be flexible in my approach.

Been crewing on transports/deliveries in my spare time for the east coast yacht crowd off and on for the last 5 years so have exposure to the yachting industry and have made a number of contacts. This last week one of my contacts now in SAG harbor NY called and started a conversation about working with him next season doing booze cruises for the filthy rich (has 3 retaining offers on the table).
So in the next few months I will be moving forward with acquiring a 100 GRT Master license (will be limited to 25 GRT for now). Am looking for some input on methods to get licensed and to learn form others experiences.
Did you go the Coast Guard testing route or do it through a training center? Currently looking at Columbia Pacific Maritime here in Portland http://www.columbiapacificmaritime.com/index.html

I have study guides with sample tests and such to start the process
Reasonably proficient at Chart based navigation (comes naturally and is one of my strengths)
Have also attended a CG Aux class and have certs for that
Will hit Chapman’s hard covering rules of the road, markers, lights and such
Not overly concerned about getting the license as I’m pretty good at picking up information and testing but no reason not to solicit advice from those who have gone down this road already.

Any suggestions and or comments on the endeavor?

Thanks
stevej
 
One good study guide (if you don't already have it) is:-
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INTERNATIONAL MARINE
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www.pearsoft.com

You can run your own test exams against all the know questions

Merv
 
hey Steve, sucks that you're getting outsourced but neat that you get a fresh start. There should be some retraining money available to you that would pay for school.
I have no knowledge of the school mentioned but am familiar with http://www.maritimetesting.com/pages/index.php Mike Fryar does a great job + you study at your own pace and he's well versed in the in & outs of dealing with the USCG. For me, school was the way to go, not only do you get all of the required testing done, but, help with the myriad of forms and hoop jumping that goes along with the process.

good luck, get that license and reverse that cost per fish cash flow

did I mention that my cost per fish was about + $4000
 
I too took the course from Mike Fryar. He is a very capable trainer, a wealth of knowledge, and a good route to go. It used to be called Sea School when he was training in vancouver washington.
 
You have two choices: the hard way and the easy way.

The hard way is to self study using the Charlie Wing book titled "Get Your Captain's License" and other necessary tide tables, practice charts, etc. and then take your 4 exams at your nearest USCG center. This will take longer, be much harder, and will cost the least.

The easy way is to pay an outfit like Sea School (or others) who teach you the test and can administer their own USCG accepted exams. This way will cost more of course but it will be faster and easier.

I'm sure you have researched all the steps:

1.) Sea Service Time - this determines your tonnage and Inland, vs. Near Coastal endorsements. The magic number for tonnage is 5 tons...time on vessels below 5 tons means 25 GT Master. Time on vessels above 5 tons will result in 50 or 100 GT Master. (4 days on vessels >5 tons = 50 Ton, and once you have your 50 ton it's 180 days on vessels >5 tons for your 100 ton). The magic line that determines Inland vs. Near Coastal is the "Boundary Line" (many mistakenly think it's the Demarcation Line). Seaward of the Boundary Line will count towards Near Coastal, coastwise applies to Inland. For booze cruise you would likely need just Inland but of course get whatever you can qualify for.

2.) TWIC - Transportation Worker Identification Credential. All captains have to get this and will involve background check, fingerprints, etc., etc. and you are administered a biometric chip with your info that you will never use except to renew your license and prove to employers that you have one.

3.) CPR/First Aid - most employers will require this as it is technically a requirement for serving as a captain.

4.) FCC MROP - Marine Radio Operators permit. Same deal as above - you need to study a book called GROL Plus by Maia and West and schedule the test at your local FCC testing center. (I'm sure there are other books you can use and be sure you prepare specifically for the MROP - there are several tests of course).

5.) Mariners Physical - this must include an eye test to include specific approved color blindness tests.

6.) Drug test - you must get this done as approved facilities. Don't eat a lot of Poppy Seed muffins! (ha)

7.) Application forms of course...when I got my license you also needed 3 letters of recommendation.

8.) Partridge in a pear tree.......

Phew...my personal advice is to get to know your ships. Working as a captain (depending upon the size) will involve A LOT more than being a good wheel man. I (somewhat) jokingly say you are Head Janitor, Head Babysitter (may be managing 6 college age crew members for example), Head of Customer Service (with client needs), Engineer, and THEN Captain. :) I know a lot of guys that are good wheel men but would not know how to properly valve the piping for an emergency pump for example. (Big ships don't have bilge pumps with float switches connected to batteries).

Just last Saturday I had let go last lines to soon realize I did not have a stb engine. I did my usual safety inspection, started the engine in the engine room, etc. and all was good. I was parallel parked and had to squeeze out of a pretty tight channel near other ships and it was interesting on one engine. It turned out to be a slight misalignment of a throttle control sleeve that rendered my throttle useless. Engine was running perfectly but this linkage was misaligned and I had no throttle. It was fixed within 30 minutes but it's an example of the critical safety need in knowing your ships. Don't be afraid to use checklists (I created a 5 page checklist completed with piping schematics for the ships I'm running now).

I love it. I would do this FT in a heartbeat if I could figure out a way to replace the income from my day job. I too want to do this in retirement but for now it's great to be able to do it part-time.

Good luck - it's a great learning experience and we all love to be on the water.
 
I took a 9 day course, arrived with medical completed, and documentation completed(forms here http://www.uscg.mil/nmc/applications_forms.asp), passed the test and submitted final application at the end of the course. I read and studied Chapman's from cover to cover, along with the Rules of the Road. For me, this was the easiest way to do it, got the CPR/First Aid, Oath and background applications done at the same time, you just need the block of time. If the school is approved by the CG to administer testing, then it should be fine.
 
I attended Sea School in Alabama. Aquired a 100 ton. Only dumb move was to not complete everything for a 200 ton Mate. Same testing wether you take the OUPV (6 pack), or greater tonnage, shoot for the moon if you qualify be the skinniest of margins. Would hate to sit for another test to move up, when you already taken and passed the same test once.

I was encouraged to go bigger, but too stubborn to listen!
 
I went the school route when I got my license. The school was run by a guy who was thorough and by-the book. He guided you through the paperwork and let you know in advance what you really needed to get through the process. It was a 10 day, very intense process. I received a OUPV license first, then when I had more documented time and it was time for the license renewal, took the additional test and redid the paperwork for the Master license.

The TWIC requirement was just coming on-line after I got my Master license, with the idea that it would be the identification and documentation part of the licensing. For me, it meant double expense, since I had to go one direction to do the paperwork, fingerprinting, etc with the Coast Guard, and the other direction (and more $$) for the TWIC documentation.

Matt's post is spot on and should be archived here, with this part highlighted...


...my personal advice is to get to know your ships. Working as a captain (depending upon the size) will involve A LOT more than being a good wheel man. I (somewhat) jokingly say you are Head Janitor, Head Babysitter (may be managing 6 college age crew members for example), Head of Customer Service (with client needs), Engineer, and THEN Captain. Smile I know a lot of guys that are good wheel men but would not know how to properly valve the piping for an emergency pump for example. (Big ships don't have bilge pumps with float switches connected to batteries).
Click to expand...

For pure enjoyment, nothing beats cruising in our own boat. Any boat job is still... a job. During my career as a professional photographer, I had a lot of people tell me how "lucky" I was to be doing something I loved... because they did it as a hobby. We worked 13-14 hour days, but reaped the benefits (and headaches) of owning the business. Just about to finish this season as a captain and go back to our own boat... and I've been working 13-14 hour days and working just as hard as when I owned the business. The downside is I don't get the financial rewards (well, the overtime is good :wink: ), but, did I mention the part about "heading back to our own boat"? 8) Being retired is still my favorite job.

Good luck with the process.

Best wishes,
Jim B.

JimUniform1e.thumb.jpg
 
WOW, thanks for all the input. Such a diverse and talented group of people who contribute, support and assist is an amazing thing. The Brats deliver as always.

Lots of good advice and great to hear the endorsements for Mike Fryar. Thanks BC and lloyds that is a perfect setup.
Ken, I get a lot of inspiration for this transition from your success with summer work in Alaska. Same with James/Blue Sea and his seasonal work.

Captain Matt thanks for all the info, interesting on the 4 days on vessels >5 tons = 50 Ton bit had not caught that in my reading and I do have the hours. Fully understand what you are saying about the job being more than a wheelman, have had the pleasure of crewing with a number of captains and know the good ones cover a lot of ground.

The end goal for right now is to get licensed this winter and then see where it goes.

Again, thanks to everyone for the advice and information.

stevej
 
Hi Steve,

You might want to start with the Launch License. It would get you on the water running launches and water taxies. It would build sea time.

Also take all the USCGAux and USPS Courses.

There are sites on the internet that can help you with the NavRules section. They show picture of lights and you can answer by multiple choice. I used them when I had to take the NavRules test to be a Coxswain in the USCGAux. I passed it the first time because of it.

Good luck and have fun.

Fred
 
The launch tender's license is extremely restrictive and mostly for short ferry trips in the same waters by a yacht club, summer camp etc tender.

Your sea time can be on anyone's boat--not as skipper of a boat. Unless you specifically want to operate a launch, for a specific organization I would go for at least the 50 ton license and take the course.
 
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