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MASTER EXAM ORAL QUESTIONS AND ANSWERS - LATEST QUESTIONS | Page 34
Q. 331) Diff.between non confirmity & major non confirmity ? what happens when you get a major non confirmity ? time limit to rectify
X
Non conformity : An observed situation where objective evidence proves the non fullfillment of the required code. (3 months or as directed by the administration )
Major non conformity :An identifiable deviation that poses a danger to life ,property and marine environment ,shall require immediate and corrective action .It also explains that there is a lack of implementation as required by the code. (no time limit should be done immediately)
Q. 332) Anction when stowaway is found and which convention deal with stowaway ?
XQ. 333) What are the contents of manoeuvring booklet ?
XQ. 334) Explain which all civil liability conventions.who will contribute for CLC , fund and supplimentary fund.
XQ. 335) Reqmnts for helicpter operation ?
X
Communication
It is important that adequate information is exchanged between the helicopter and the vessel and they are thoroughly understood. This would be possible only when a direct radio link is established between the ship and helicopter. This is usually accomplished with the helicopter equipped with the marine VHF FM radio able to transmit and receive on at least Channel 16 and preferably on two other two working channels. Unless other arrangements have been agreed upon in advance, the ship should monitor VHF Channel 16 or pre--designated SAR frequency for the arrival of the helicopter.
Evacuation
Evacuation by Helicopter is undertaken depending upon the nature of casualty,the prevailing condition and the availability of the space onboard for winch operations and landing. The mission also depends upon the capabilities and limitations of the helicopter.The safety and efficiency of the helicopter operations is greatly enhanced if the crew of the vessel. the ground party at the rescue scene and the aircrew are thoroughly briefed in advance on what is required/expected of the operations.
11.6.2 The helicopter operations include landing and winching on land, water and oil rigs/offshore installations or on the deck of the ships at sea. Landings on vessels and oilrigs at sea will normally be done on well-equipped and trained craft. Though winching by helicopter can be hazardous to the persons being hoisted/lowered, the rescue facility
and others on the scene of winching, the operations if coordinated and conducted well will certainly save lives of the casualties or personnel in distress. However, the final decision about whether it is safe to conduct the winching is subject to agreement of the pilots of the helicopter, personnel at the scene and the person in command of the rescue
facility
3 When arranging for the evacuation of a patient by helicopter or any other helicopter operations with the vessel, the following points should be considered by MRCC/MRSC/MRSSC :-
(a) Whether the ship has requested appropriate MRCC/MRSC/MRSSC for helicopter assistance.
(b) Rendezvous position to be indicated as soon as possible.
(c) If the vessel is beyond helicopter range, it must be diverted to facilitate operation.
(d) Obtain as much medical information as possible from the vessel,particularly about the patient’s mobility.
(e) Advise vessel to intimate immediately of any changes in the condition of the patient
The vessel must be advised to be ready with the following information for exchange between the ‘helicopter and the vessel’ to enable helicopter operations for the evacuation of the casualty :-
(a) Position of the ship.
(b) Course and speed to the rendezvous position.
(c) Local weather situation.
(d) Details of the ship for easy identification from the air (such as flags orange smoke signals, spotlights or daylight signalling lamps)
Q. 336) What are the situations when the loadline exemption certificate are given ?
X
In case a vessel, not normally engaged on international or ocean voyages, needs to perform an international voyage, the administration may issue a Loadline Exemption Certificate for that particular voyage.
- X
0 (a) any sailing vessel, being an existing vessel of less than one hundred and fifty tons gross, or a new vessel of less than twenty-four metres in length, and in either case employed in plying coastwise between ports situated within India, Pakistan, Buram and Ceylon;
(b) any ship solely engaged in fishing;
(c) any pleasure yacht.
(3) The Central Government may, on such conditions as it may think fit, exempt from the provisions of this Part relating to load lines--
(a) any ship plying between the near neighbouring ports of two or more countries, if the Central Government and the Governments of those countries are satisfied that the sheltered nature and conditions of the voyagese between those ports make it unreasonable or impracticable to apply to ships so plying the provisions of this Part relating to load lines;
(b) any ship plying between near neighbouring ports of the same country, if the Central Government is satisfied as aforesaid;
(c) wooden ships of primitive build, if the Central Government considers that it would be unreasonable or impracticable to apply the said provision to them.
[(d) any coasting ship, being an existing ship of less than one hundred and fifty tons gross or a new ship of less than twenty-four metres in length.
Q. 337) Above you decide to abandon the l / b.action ?
XQ. 338) Difference between salvage and towage ?
X
1. When the tug abandons the towage contract n not the tow.
2. Towage contract must end before Salvage contract starts.
3. When the tug owning company understands the renumerstions earned by the the standard towage contract can't cover him for the time, effort, dangers he faces
3.When court decides
4. When LOF 2000 is signed
Q. 339) What are the various charter party clauses ? exp both to blame collosion clause , sue & labour clause
XShips A and B collide in American waters. Ship A is the cargo-carrying ship, ship B the non-carrying
ship. Ship A is held by a US court to be 60% to blame for the collision, and ship B 40% to blame. Shipper A loses
$1000 worth of cargo damaged on ship A, but cannot claim against the owners, who are protected by their bill of
lading terms (incorporating the Hague-Visby Rules). Shipper S is allowed to claim the entire $1000 from the owners
of the non-carrying ship B. But Ship B is only 40% to blame, so her owners can claim $600 back from the owners of ship A. The net effect is that the owners of ship A, while in no way contractually liable to shipper S, must pay 60%
of S’s loss.
