Q. 123) One Red light ahead, what is it?
Compass bearing, Alter course to stbd. As I am seeing a side lights of a vessel Q. 124) IAMSAR, what do u know?
Q. 125) What contract of carriage applies on tankers Q. 126) What are the principles of radar plotting?
Q. 127) Helicopter operation - how ship to head wind?
Answer is keep wind on 30deg on port bow
Q. 128) What kind of ships have u done since ur cadetship? Tell me about your last ship particulars & run
Q. 129) One thing about Capt.P.K.C though he gives very tough looks and not satisfied but by heart he is soft.
Q. 130) What is RPSL no. What is its purpose?
RPSL stands for "recruitment and placement service license". For other details please read Q95 above
Q. 131) what is shell expansion plan? What all info in it?
Q. 132) If u have to anchor in Suez, how will u do it considering ur vessel's huge size?
Q. 133) overtaking in narrow channel, what precautions Q. 134) what luggage included in Athens convention
"luggage" means any article or vehicle carried by the carrier under a contract of carriage, excluding:
(a) articles and vehicles carried under a charter party, bill of lading or other contract primarily concerned with the carriage of goods, and
(b) live animals
Q. 135) Full procedure of Insurance of V/L? Does U/W issue the policy? If not then who issues
On instructions from the assured (the shipowner), the broker prepares a document called a slip for presentation of details of the subject matter (the ship) to underwriters. The broker first takes the slip to an influential lead underwriter, who, if he accepts the terms sought, stamps the slip, indicating on it the percentage of the risk which he is accepting on behalf of his (Lloyds) syndicate or (IUA) company, and initialing or signing it The broker then approaches a succession of other underwriters, and in the same way obtains lines from each of them, until the risk is 100% covered.
The broker then prepares details of the cover on a cover note and sends this to the assured for his approval. If the assured approves the terms, a formal Lloyds or Companies policy document is drawn up (depending on where the lead insurance was obtained) with the relevant Institute clauses attached (e. g. Institute Hull Clauses, Institute Strike Clauses, etc. ).
Q. 136) Ship sanitation certificate & exemption certificate and validity?
Q. 137) Form A/B of PSC
Q. 138) lights of CBD , NUC , and difference between underway and making way ...
a vsl is making way when cutting though water and when cannot steer she bcome underway ...
Q. 139) action codes to psc
When deficiencies are found on board ships during a PSC inspection, the inspector mentions the action to be taken for the same in number codes.
Code number "30" means "Grounds for Detention" others are mentioned below: Following codes are mainly used: 30 = Grounds for detention
17 = Master instructed to rectify deficiency before departure 16 = to be rectified within 14 days
15 = to be rectified at next port of call 19 = rectify major non-conformity before departure 18 = rectify non-conformity within 3 months 10 = deficiency rectified
40 = next port informed 47 = as in agreed class conditions 50 = Flag state/consul informed
70 = Classification society informed 80 = temporary repair
99 = to be specified in free text
Q. 140) Coast station is asking you to become the OSC (you are alone)? Distress message rcvd 12 hrs. Before. Pattern u will choose and the calculation
The 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 Life raft Leeway is calculated from IAMSAR Volume III table. Time interval is the interval between the incident time or last computed datum and the commencement of search time. This emphasizes 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 knot or seas 0 to 1 m then the Weather correction factor is 1.0 for Person in water and Life raft. 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 life raft, 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 centered 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 unit’s 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. 141) what is ground tackle and its use
Q. 142) V/L in Bay of Biscay, C/O reports 1m water in No.1 hold (bulk carrier loaded with grain), action?
Q. 143) which all vessels do not show mast lights 1. Not Under Command.
2. Fishing vessels.
3. Trawler less than 50m.
4. P/d vl less than 12m
5. p/d vl less than 7m and speed less than 7kts.
6. V/l being towed.
7. Sailing vl 8. Pilot vl
9.RAM except Mine Clearance, when not making way Q. 144) transfer
Q. 145) Bank Suction?
Q. 146) Validity of Certificate of Class?
5 years validity
Q. 147) How will u prepare Muster list as a Master?
Q. 148) ROR, 2 red lights over white light. and situation inside the TSS when spotting the same right ahead, own vessel position uncertain?
Q. 149) amendments to rule 8
Q. 150) Can u deviate course if charterer says discharge port changed. as per which clause Yes if deviation clause is incorporated in the charter party. Which gives liberty to ship owner to call any port in any order for any purpose.
Q. 151) Tell me about various Annexes of MAPOL
Q. 152) U have stopped your vessel for 3 monthly lowering of lifeboat, unfortunately while picking up boat after doing maneuvers it gets
Q. 153) what is barratry
Barratry is an act of gross misconduct committed by a master or crew of a vessel, which damages the vessel or its cargo. These activities may include desertion, illegal scuttling, theft of the ship or cargo, and/or committing any actions which may not be in the ship owner’s best interests by the master or crew.
Q. 154) what is the difference between Controllable Pitch Propeller and Variable pitch propeller?
Q. 155) Hazard of coal cargo
Spontaneous combustion / Emission of methane / Corrosion / Liquefaction / Shifting Q. 156) Tell me the formula for quarter mean draft
Q. 157) what are the precautions u have to take before entering ice bound regions Q. 158) latest CIC of Indian
Fire safety systems starting from 01.09.12 to 30.11.12 Q. 159) Certificates of Passenger ships?
Q. 160) how will u ask for salvage?
When a vessel is in peril, the master must immediately assess the threat and decide urgently whether assistance, including salvage assistance, is needed or not. The master should always over-react on the side of safety and pollution prevention rather than delay in the hope that the situation may improve.
The master of a vessel in peril should seek advice and instructions from the ship owner, but only if time allows. If the urgency of the situation does not permit communications with the owners of the property in peril, the master will usually have authority to act on his own initiative (i.e. as an agent of necessity). - Immediately request assistance if he thinks it necessary for the safety of the ship, crew and cargo. - accept the assistance that seems the most reasonable, taking into account the possible value of the assisting ships, her ability to perform the salvage services and the amount of her deviation from her intended route. - Try to obtain agreement to Lloyd Open Form 2011 before accepting any salvage services offered. - Give the salver all possible assistance to enable him to do the job, remembering, however, that the more that can be done by the ships crew, the less will be the salver reward and the cost to the ship owner and cargo owners. (Professional salvers may well want to do everything, in order to maximize their reward.) - gather contemporaneous evidence relating to: the
terms on which assistance was offered and accepted (e.g. witnessed log entries of radio messages);
details of assisting vessels and their equipment used (e.g. ropes, pumps, etc.); any measures taken before the salvor’s arrival, and measures that might have taken to save the ship had salvors not arrived (i.e. “sue and labour†cost items); any damage to the ship, injuries to crew, etc.; assistance rendered by the ship’s crew, the master and the ship’s own
equipment during the salvage services
Source : https://www.jahajee.com/orals/ASM_Master/?p=16&arr=most
Q. 161) What is PSC & what is the purpose of PSC? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 162) Exp the process of loading grain including various methods of stowing for partially filled & filled compartments? Vivek Nair | COMMENT | 2 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 163) how will u motivate people Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1
Surveyor asked Q. 164) What is MAS ? Rishi Kashyap | COMMENT | 2 FOLLOW 508 FOLLOW X 0 WHEN REQUIRED ? Guidelines for Coastal States 4.1 Resolution A.950(23) outlines the situations in which the services of the MAS are involved; they are: .1 the ship is involved in an incident (e.g., loss of cargo, accidental discharge of oil, etc.) that does not impair its seakeeping ability but nevertheless has to be reported; .2 the ship, according to its Master’s assessment, is in need of assistance but not in a distress situation (about to sink,fire developing, etc.) that requires the rescue of those on board; and .3 the ship is found to be in a distress situation and those on board have already been rescued, with the possible exception of those who had remained aboard or have been placed on board to attempt to deal with the ship’s situation. WHO CONTROLS IT IN INDIA? The Directorate General of Shipping (DG Commcentre) is the Maritime Assistance Service (MAS) nodal point in India complying under IMO Resolution A. 950 (23). The DG Comm. Centre operates as MAS (Maritime Assistance Services) on 24 x 7 basis and should be contacted as advised above. The full style is as follows: DG Commcentre, Tel: 0091 22 2261 0606, 2261 4646, 32959320 Fax: 0091 22 2261 3636 E-mail: [email protected];
[email protected] ADI PEREIRA | 5 years ago | EDIT | REPLY 1 Surveyor asked Q. 165) Will the v/l SQUAT only by stern & SQUATS by head when or in what conditions Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 •Ship’s speed- More the speed more the squat & lesser the speed lesser the squat. •The Trim of the Ship- If a ship is having a trim, the ship will squat by deeper end regardless the shape of the hull. •Cb ( >0.7 )Box like ships will squat by head. E.g.
Tankers, Bulk Carriers Where as streamlined ships will squat by stern. E.g. Container ships, Battle ships. Higher the (Cb), higher the squat. •The draft to depth ratio-If it is 2, there is negligible squat. •The narrowness of the channel or cannel-In narrow channels side water to the ship is less, so void created by ship will be filled by below water so the ship will squat more. In shallow waters - Squat = 2(Cb x V2)/ 100 Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q.
166) Describe HNS convention Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 167) at dis port agent coming with loi and askin u 2 start dis..
what action Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 168) Pressure testing of the CO2 System ? Rishi Kashyap | COMMENT | 2 FOLLOW 22 FOLLOW X 1 Periodical Pressure Testing of CO2 piping i.e. 5/10/15 years: (a) 5 yearly routines: (i) At intervals of not more than 5 years, a carbon dioxide fire extinguishing installation must be
subjected to the tests described below (ii) The servo - cylinders and any remote controlled stopcocks to be tested by opening one pilot cylinder. The battery must be uncoupled for the purpose (iii) The proper operation and correct connections to the cargo holds to be checked. (iv) The entire installation to be checked to make sure that it is operational. (v) The spring-loaded safety valves must be also checked and reset to 180 kg/cm. (vi) The alarm system must be tested to make sure that it functions properly. (b). 10 yearly routines: (i) At intervals of not more than 10 years, the section of a carbon dioxide fire extinguishing system, which can be shut off, must be tested with carbon dioxide or air at a minimum pressure of 25kg/cm2. (ii) All the tests described in "a" above. (c ) 15 yearly routines: (i)
The piping must be pressure tested as follows: - 1) The high pressure section up to and including the engine room, boiler room or pump room stopcock and up to and including the operating valves or cocks to the cargo holds: At a pressure of at least 190 kgf/cm2 using a suitable liquid. 2) The medium pressure section (open ended pipes where they run through accommodation spaces, together with the section of the main supply line running to the engine room, boiler room or pump room between the stopcock and the room concerned): At a pressure of at least 80 kgf/cm2 using a suitable liquid. 3) Low pressure section (other pipes with open ends): With air at a pressure of at least 6 kgf /cm2 Pipes running from the pilot cylinders to the servo-cylinders and the sections of pipes to deep tanks, which can be shut off, must be considered as part of the high-pressure system. Pipe sections and valves tested hydraulically with water must be blown dry with air. (ii) The servo-cylinders and any remote-controlled stopcocks to be tested by opening 1 pilot cylinder. The battery must be uncoupled for the purpose; (iii) The alarm system to be tested with the engine operating to full capacity; (iv) The setting of the spring loaded safety valves at 180 kgf/cm2 . (v) The proper operation and correct connections to the cargo holds to be checked (vi) The free flow of carbon dioxide out of the nozzles into the engine room, boiler room or pump room to be checked by opening one or more cylinders of the battery or by using air at a minimum pressure of 25 kgf/cm2; (vii) The entire installation to be checked to make sure that it operational. The high-pressure section that can be shut off, the stopcocks and the controls to be checked for tightness under operational conditions by opening one cylinder of the battery. This check may be omitted if the equipment is intended solely for the engine room and consists of not more than 15 cylinders. Anshuman SinhaChaudhary | 4 years ago | EDIT | REPLY 1 Surveyor asked Q.
169) Who prepares SSP and who approves: Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 CSO has the responsibility of preparing and submitting the SSP for approval. It is approved by the administration or the security organization recognized by the administration Karthi keyan | 2 years ago | EDIT | REPLY 1 Surveyor asked Q. 170) Contents of fire plan ? what are the classification of bulkheads ?
Source : https://www.jahajee.com/orals/ASM_Master/?p=17&arr=most
Q. 171) Significance of class notation? Vivek Nair | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 172) conditions in a contract , its significance Jibin joseph | COMMENT | 1 FOLLOW No Comment for this MMD / MCA Oral Question 1 Surveyor asked Q. 173) Master and crew abandons a vessel and Later some crew went and saves the ship. Can those crew ask for Salvage award ? What if mast Rishi Kashyap | COMMENT | 1 FOLLOW 3.9 K FOLLOW X 0 When a crew properly abandons their vessel (on the orders of the master and without hope or expectation of returning to her), the crew are no longer employed under the Crew Agreement and the vessel becomes a "derelict". If the (former) crew members subsequently manage to re-board and save the vessel, they do so as volunteers and may have a valid claim to a salvage reward. Rishi Kashyap | 6 years ago | EDIT | REPLY 1 Surveyor asked Q. 174) 3/4th Collision liability. (Formerly known as
%u201Crunning down clause%u201D) Karthi keyan | COMMENT | 1 FOLLOW 188 FOLLOW X 0 â€Â
¢if the insured vessel is to blame for a collision with another vessel, underwriters undertake to pay three-fourths of the damage sustained by the other vessel up to a maximum of three fourths of the value of the insured vessel mentioned in the policy. Payments by the assured for cargo on this insured vessel are excluded in view of the fact that ship owners are not responsible, under the bill of lading terms, for the consequences of negligent navigation •loss of or damage to other vessel â€Â
¢delay to or loss of use of other vessel •general average of other vessel •salvage or salvage under contract of other vessel •if both vessels are to blame in the collision, then the liabilities will be calculated as per the principle of cross liabilities, unless the liabilities are limited by law •the 1/4th of liability not covered by the underwriters under the policy is usually insured
¢delay to or loss of use of other vessel •general average of other vessel •salvage or salvage under contract of other vessel •if both vessels are to blame in the collision, then the liabilities will be calculated as per the principle of cross liabilities, unless the liabilities are limited by law •the 1/4th of liability not covered by the underwriters under the policy is usually insured