MISCELLANEOUS QUESTIONS Question 1 What is the radar signature you would expect to receive from a Search and Rescue

Transponder (SART)? Answer: Twelve dots on the screen issuing from the SART up to a range of 5 nautical miles.(assuming SART at 1 m above sea level). Once under the mile range from the SART the signature would turn to one of concentric circles on the screen. Question 2 A vessel aground is advised by the Regulations for the Prevention of Collision at Sea, that it may sound an appropriate whistle signal. What would you consider as an appropriate whistle signal in these circumstances? Answer: The vessel aground could probably use U or L as an appropriate sound signal. Question 3. What does ECDIS stand for? Answer: An accepted abbreviation is Electronic Chart Display and Information System. Question 4 Where would you expect to find an oxter plate on the ships construction? Answer: An oxter plate is the S shaped plate found in a position on the ships hull, on either quarter. It is a shell plate, sited from above the propeller towards the gunwale. Question 5 How would a new danger be identified under the current buoyage system? Answer: New dangers are marked with double cardinal or double lateral marks. Question 6

What do you consider the most important navigation instrument aboard the vessel? Answer: The magnetic compass. Question 8 According to the Collision Regulations, do ships have to carry an all-round maneuvering light? Answer: No. The Regulations stipulate the ship may carry, not must carry.
Note: The vessel has a statutory obligation to carry an Aldis Lamp in order to comply with the necessary capability to supplement whistle signals.

Question 9 Where would you expect to encounter a stealer plate in the ships construction? Answer: A stealer plate is a reducing plate. It is normally found at the fore and aft ends of the vessel. It may be a side strake of the hull, but it is more often a deck stringer plate, reducing say three stringers to two, at the fine lines of the bow.

Question 10 What publication is concerned with safe operations in all shipboard departments? Answer: The Code of Safe Working Practice Question 11 What type of vessel would operate with a spectacle frame and an A frame in its construction? Answer: Twin screw/propeller vessels have the tail end propeller shafts supported by either an A Frame and/or a spectacle frame. Question 12

What stops the inert gas (IG) of a tankers IG System (IGS), flowing back along the line towards the accommodation block? Answer: All IGSs operate with a deck water seal which prevents back pressure moving gas backwards in the system, as with a non-return valve. Question 13 Describe the procedure for launching a davit launched liferaft? Answer: The davit launched liferaft is a method of launching liferaft popular on passenger vessels and ferries. The procedure for launching is given below: Manhandle the liferaft in its canister under the wire fall of the davit. Pull off the sealing patch of the canister and pull out the securing shackle of the liferaft. Secure the fall hook to the exposed shackle. Pull out and tie off the container retaining lines to the side rails. Pull out and secure the browsing-in lines to the deck cleats provided. Pull out the short painter and tie off at the embarkation deck. Hoist the liferaft canister clear above the deck. Turn out the davit by the handle provided; to its designed limit (usually about 70 off the ships fore and aft line). Inflate the liferaft by giving a sharp tug on the painter (the two halves of the canister should fall away to either side of the ship being retained by the container retaining lines secured at the rails). Tension the browsing-in lines to ensure that the liferaft is flush against the ships sides.
Note: Some liferaft have browsing-in lines secured to a boarding flap.

The person in charge of the liferaft should then carry out internal checks on the condition of the buoyancy chambers for any defects and ensure that the inside is well ventilated and not containing CO2. A further check must be made overside to ensure that the water surface beneath the liferaft is clear of debris and it is safe to launch. Load the liferaft in a stable manner checking that all personnel have no sharp objects on their person. When fully loaded, detach the bowsing-in lines and the painter and cast them into the access point of the raft. Commence lowering the liferaft on the fall towards the surface. Approximately 23 m from the surface, the person in charge of the liferaft should pull down on the lanyard from the release hook.
Note: This effectively unlocks the hook arrangement, but the sheer weight inside

The liferaft does not allow the shackle to release from the hook at this time. Continue to lower to the surface. As the buoyancy effects the underside of the liferaft the hook arrangement (spring loaded) retracts from the shackle, to effect the release of the liferaft.

Question 14 What information would you expect to find on the front cover of the Official Log Book? Answer: The format of the front cover of the Official Log Book contains the following: The ships name, Port of Registry and the official number. The Gross and Registered (Net) Tonnages. The name of Master(s) and the respective number of Certificate of Competency. The name and address of the registered, managing owner; or the ships husband or manager. The date and place at which the Log Book is opened. The date and place at which the Log Book is closed. Date and official stamp of the superintendent accepting delivery. Date received by the Register General of Shipping and Seaman. Question 19 What are the duties of the Safety Officer aboard the vessel? Answer: The function of the Safety Officer is to primarily promote a safety culture aboard the ship. This may be carried out by regular drills and training exercises. Promotion poster displays, holding active safety meetings or making use of the Training (Video) Manual. The Safety Officer would also be a member of the Safety Committee, under the Chairmanship of the Master, and could expect to draw up the agenda for the meeting. He would normally take the minutes of the meeting and give a safety report at this time. Such a report would include details of any investigation undertaken following an accident. Recommendations from accident findings would be a cause for deliberation by the Safety Committee. Accident reports, obtaining witness statements and taking photographs to support any incident, all fall to the duties of the Safety Officer. The position of the Safety Officer is an appointment and he/she cannot resign this position. In the event the Safety Officer observes unsafe activity on the vessel he has the authority to stop this work immediately. Only the Master can order the resumption of said work. His duty is also to maintain a log account and file of all accidents and accident reports.

Question 20 What precautions and safety actions will you take when about to take on bunkers? Answer: A vessel can take on bunkers from a bunker barge on the offshore side or alternatively from shore side facilities. In any event the following activities should be carried out: Seal all deck scuppers before commencing to take on bunkers. Display the red light signal or B Bravo Flag by day. Additional No Smoking signs displayed at the gangway and deck outlets. No unauthorized personnel allowed on board and gangway watch set. Three-way communication link tested between (i) the manifold; (ii) the pumping station and (iii) the tank top ullage port. Ships Oil Pollution Emergency Plan (SOPEP) checklist observed. Fire precautions set in a position of readiness. Drip trays in position under flange/pipe connections. Anti-spillage equipment readily available. Double access established. Adequate manpower on deck throughout, especially during topping off. Log Book entries made on commencement and finish. Notation in the Oil Record Book on completion. Question 21 What are the factors that must be taken into consideration when determining the construction of sea watches? Answer: The responsibility of the ships watch structure lies with the Master and the established system will be constructed taking into account all the prevailing circumstances at the time. Ideally, the following factors will influence the overall structure: The geographic position with the associated navigational hazards present. The state of visibility affected by fog, rain, sleet, snow or haze. Day or night conditions. The traffic density and the proximity of focal points. The number and experience of watchkeeping personnel available. The need for a continuous radar watch or not. The possibility of fatigue affecting watch keepers. The level of navigational duties anticipated. The need for a Bridge Team, as with special operations, i.e. SAR operations.

Question 22 What is gale force on the Beaufort Wind Scale? Answer: Gale force is recognized as force 8 Question 23 What do you understand as being the function of the International Safety Management (ISM)? Answer: The ISM system is a safety culture affecting both the shore side and the sailing side of the Maritime Industry. It is monitored by Auditors who are both internal and external to the ship owning company. These Auditors carry out periodic checks into all operations of marine activity and provide evidence of compliance with the issue of a Safety Management Certificate to individual, compliant vessels. A Document of Compliance (DoC) is also issued for each class of vessel that the company manages. It should be noted that the original DoC is held by the shipping company, but the company ships of class would carry a copy of the DoC. Question 24 : Following an abandon ship situation, you are the last person into a liferaft. What would be your first action to take place? Assuming you are going to take charge of the liferaft, Answer: Cut the liferaft painter to release the raft. Stream the sea anchor (drogue) and maneuver the raft away. Batten down the access points. Maintain and manage the liferaft.

Question 25 How would you beach a liferaft after abandonment from the parent vessel? Answer: When in charge of the liferaft, it would be necessary to: Order all personnel to don and secure lifejackets. Inflate the double floor. Open the access doorways. Man the paddles on approach.

Question 26 What is the range of the lights fitted to lifejackets and liferaft, as seen on a dark night, with a clear atmosphere? Answer: Lifejacket lights in these conditions should be detected at about 1 nautical mile. Liferaft being positioned at an increased height above sea level would be detected at about 2 nautical miles. Question 27 Under the Standards of Training, Certification and Watchkeeping (STCW) Convention, watch keepers must be given designated time off duty so that they do not become fatigued. What are the designated times off periods? Answer: Watch keepers must be given a period of ten (10) hours off duty, of which six (6) hours must be continuous (Reference: STCW). Question 28 What pyrotechnic would you not use from a survival craft if your location was being sort by a rescue helicopter? Answer: Persons should not use rocket parachute flares when aircraft are in close proximity. The recommended signal for attracting the attention of aircraft would be a red hand flare at night and the orange smoke float during the daytime. Question 29 What information would you find on a deviation card? Answer: Information on the deviation card would include: The ships name, the name of the compass adjuster. The position of the swing. The number and position of all correctors. A table or curve of deviations and the signature of the adjuster.

Question 30 What would be included in the Masters standing orders for the OOW when the vessel is under pilotage? Answer: The OOW remains the Masters representative despite the presence of the pilot and in the absence of the Master from the bridge. The OOW maintains an effective lookout throughout the watch and pilotage period by all available means. The OOW will continuously monitor the ships position and ensure that the vessel is not stood into danger. The OOW will ensure that the pilots instructions are carried out in a correct manner provided that they do not endanger the ships progress. The OOW will continue to monitor the performance of bridge equipments and instruments, and report any defects to the Master.