Where candidates fall short
The most common failure on passage planning is treating it as a four-stage checklist rather than a continuous, command-level decision cycle. Candidates can recite appraisal–planning–execution–monitoring but cannot explain what the Master personally owns at each stage, or what triggers a re-plan. A second consistent weakness is conflating ECDIS type approval, chart carriage equivalence, and RCDS — examiners will probe all three.
The four stages: command depth
Appraisal. Gather all relevant information: charts, NtMs, sailing directions, tidal atlases, pilot books, light lists, radio signals, climatological data, port entry requirements, draft/air draft constraints, traffic separation schemes, and any vessel-specific limitations. The Master must personally assess this — it cannot be wholly delegated.
Planning. Produce the passage plan with waypoints, courses, no-go areas, abort points, parallel indexing marks, safe-water anchoring positions, contingency diversions, and communications/reporting obligations. Under SOLAS V/34, the passage plan must cover the entire voyage berth-to-berth. Yachts are not exempt from SOLAS V. The four-stage appraisal–planning–execution–monitoring framework is set out in IMO Resolution A.893(21), which provides the practical means of compliance with SOLAS V/34.
Execution. The OOW carries out the plan, but the Master remains responsible. Any departure from the plan must be authorised; the Master must define in standing orders what deviation requires them to be called.
Monitoring. Continuous cross-checking of position by independent means. Changes in weather, draft, ETA at locks or tidal gates, or new NtMs en route can each trigger a formal re-appraisal. This is the stage most candidates underplay.
Navigational publications
The Master is responsible for maintaining an up-to-date outfit. NtMs (weekly, UKHO) correct charts and publications. The vessel's chart correction log must be maintained. Sailing directions, light lists, and tide tables must be current editions.
ECDIS and chart carriage equivalence
ECDIS can substitute for paper charts only if:
- The system carries type-approved ECDIS (conforming to the IMO performance standard IMO Resolution MSC.232(82), with equipment type-approved to IEC 61174);
- ENCs are official, sourced from a recognised RENC/RNC distribution chain;
- ENCs are kept up to date (ENC updates must be applied; weekly AVCS or equivalent);
- A back-up arrangement is provided.
On the question of back-up, the MCA/REG YC position is clear: a yacht may operate fully paperless only with a dual-ECDIS fit — a primary ECDIS and a fully independent back-up ECDIS on a separate power supply/UPS with independent position inputs. A yacht fitted with only a single ECDIS must carry an up-to-date, corrected paper chart folio covering the intended voyage as the legal secondary means of navigation. A single ECDIS without a paper folio is not compliant.
Masters must hold evidence of ECDIS generic and type-specific training.
RCDS mode
Raster Chart Display System mode occurs when no ENC exists for an area and a raster image (RNC) is used instead. RCDS does not meet the full ECDIS performance standard — it carries no automatic alarm overlays, ARPA integration, or route-checking capability against chart features. When operating in RCDS mode, an adequate folio of up-to-date paper charts must be carried as a back-up. Examiners will ask this directly; a candidate who says RCDS equals ECDIS equivalence will fail.