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MASTER EXAM ORAL QUESTIONS AND ANSWERS - LATEST QUESTIONS | Page 128
Q. 1271) Port at security level 3. your vessel at level 2. what action will you take ?
XQ. 1272) Certificate of fitness ? required for which types of vessel ? why is it not required for product tankers ?
X
Certificate of fitness is required onboard all vessel's involved in the carraige of chemicals.The COF gives the list of all chemicals the vessel is capable of carrying(Annex II cargoes).It doesn't apply to product tankers if its not designated to carry chemicals onboard(Annex II cargoes).
Q. 1273) Situation - you have a vessel on your stb beam same co and spd for 5-6 hrs. you see a vessel on your port bow on collision co. ac
X
In Normal visibity he will not allow to reduce speed, hence can alter to port just remeber to alter at 6-8 miles.
Q. 1275) About capt menon.
XCapt Menon lays too much stress on COMMERCIAL KNOWLEDGE, ISM. Most of the times he gives hint also if you are telling something wrong. Subconsciously he also judges by the confidence of the Candidate.
Capt. Menon confuses you a lot even when you know that you are correct. If you know that ALL IS WELL then just stick to your answer....
Q. 1276) You are berthed alongside stb side.onshore wind. you have a ship 25m forward and 25m aft berthed. how will you cast off ? no tug
X1. Single up to a spring line F and A
2. Slack fwd spring, Hard port, kick ahead.
3. vl will swing to port, the onshore will wind will help by acting more on the accommodation block.
4. Once the vl ahead comes on stbd bow, let go all lines, mid ship rudder, dead slow ahead and come out clear.
Note- In the single up position the vl is safely held by the spring lines since they provide the largest proportion of longitudinal restraint and the onshore wind keeps the vl alongside.
Mariners who passed said that they will give a short kick with Port Rudder, let it swing a little port and a little ahead, drop port anchor to stop onshore drift and then Astern kick to clear ...While Capt menon was not very happy with this but he agreed to it.
Refer
Book : The Theory and Practice of Seamanship
Edition : 11
Author : Graham Danton
Pg No. : 23
- X
0 pg no. 102, instead of 23
let go all lines fwd aft except aft aft springs and 1 breast line. give shot kick ahd andwith rudder hard stbd.when bow clears well from vsl ahd. then let all lines aft, with on shore wind stern will move to stbd. and with ahd and stbd movement vsl can cast off easily. bt if wind speed is very high donotunberth till wind subsides.
Make sure all shore cranes and gantries have been cleared away from ur shipside.Cast of all lines aft, keep only 1 headline and 1 fwd spring. make sure ur springline is tight(this can be done by heaving ur headline) and give a kick ahead. This will cause an effect of moving the stern out and the bow will close in towards the berth. A close watch must be kept on ur bulbous bow. When ur stern has moved out sufficiently,give a stern movement and simultaneously cast off all lines. Give a stbd helm while doing so, so as to counter the transverse thrust.
Q. 1277) Various PSC mou ? is usa part of any mou ?
XQ. 1278) Coast station is asking you to become the osc (u are alone).distress message rcvd 12 hrs before. patttern you will choose and the
XThe first stage in every SAR incident is the establishment of a geographical reference or DATUM for commencing the search and depends upon:
Reported position
Time of incident
Any bearings or sightings
Time interval between the incident and arrival of SAR facilities
Size, type and condition of the search object
Estimated surface movements of the distressed craft or survival craft, depending on drift
Liferaft Leeway is calculated from IAMSAR Vol III table.
Time interval is the interval between the incident time or last computed datum and the commencement of search time. This emphasises the requirement of working out the ETA precisely.
In order to search effectively, units have to cover the search area following designated tracks. The distance between adjacent tracks is called track spacing. The IAMSAR manual provides tables for recommended track spacing based upon meteorological visibility. Track spacing is dependent upon:
Size of the search object
Type of the search object
Meteorological visibility
Sea state/condition
Time of the day (day/night/twilight)
Position of the sun
Effectiveness of the observers (height, etc)
Number of assisting craft
Recommended track spacing for merchant vessels are give in a table in IAMSAR Vol III, entering with Search Object & Meteorological visibility.
Weather correction factor is then found out from the next table.
If Wind from 0 to 15 kt or seas 0 to 1 m then the Weather correction factor is 1.0 for Person in water and Liferaft.
Track spacing (S) = Recommended track spacing x Weather correction factor
If search units are in the immediate vicinity and arrive on scene very rapidly and commence the search, use radius of 10NM, draw circle and box with tangents.
CALCULATED SEARCH AREA (A)
Where time is available for computation, the area is:
A = Track space (S) x Search speed (V) x Time (T)
A ship with a speed of 14 knots and planning to search for 2 hours for the 25 person liferaft, can search an area = 4.7 x 14 x 2 = 131.6 NM2
Where more than one unit is available, their individual areas can be added to obtain the total area that can be searched:
At = A1 add A2 add etc
SEARCH PATTERNS
1. Expanding square
Can only be used by a single ship and is often appropriate for vessels to use when searching for persons in the water or other search objects with little or no leeway. It is most effective when the location of the search object is known within relatively close limits. The commence search point (CSP) is always the datum position.
2. Sector Search
It is used to search a circular area centred at the datum and can only be used by only one craft at a time at a certain location.It is most effective when the position of the search object is accurately known and the search area is small. It is most appropriate after man overboard incident immediate action for searching the person.
CSP is where the search unit enters the area. Sectors are marked from datum as 1st, 2nd, 3rd, and the course alterations are 120deg. After initial search, the pattern is oriented 30deg in the direction of turn.
3. Parallel Sweep
It is employed where a large area has to be searched and survivor location is uncertain.
The area may be assigned to individual search units on-scene at the same time, after it is divided into smaller sub-areas.
CSP for each ship is S/2 inwards from edge of the area. All turns and outer most legs are planned at not more than S/2 inwards of the edges.
If there is uncertainty about the position of the distressed unit and significant time has lapsed since the incident, wind effect on the search object may be different.
There may be a number of other factors that introduce errors in the calculations. Search planners allow for these factors and work out maximum allowable error radius for each of the three datum points. These radii are used to draw error circles from the three datum points. The search area is then obtained by enclosing the error circles in the smallest possible rectangle. In actual fact there may be a numerous datum points on the arc between the down wind and two extreme datum points.
Q. 1279) What was the condition for entry of annex 4 of MARPOL ? has india ratified annex 4 ?
XYes India has ratified Annex 4.
http://www.imo.org/includes/blastData.asp/doc_id=693/status-x.xls
Q. 1280) Psc non favourable treatment ?
XIn applying a relevant instrument (convention) for the purposes of port State control, the principle of %u201Cno more favorable treatment%u201D is applied to ships which fly the flag of a State which is not a Party to that convention. In such a case ships shall be subject to a detailed inspection and the PSCO will follow the same guidelines as those provided for ships to which the relevant instruments are applicable.
