Capt Mittal

CAPT.
MITTAL Q&A
SET-I
1. Started cards...about 10-15 cards (towing, dredger, air cushion vsl, buoys) he
tells you what he wants to listen, doesn’t expect you to answer word by word
as per cards.
2. ROR situations,
- How will you confirm it is head on or not: The other vessel should be within 3°-5° of
own ship heading as 3° is the cut off sector of the lights and 2° is allowance for yawing.
- Crossing vsl coming from abaft the beam: Determination of vessel overtaking or not,
By vessel overtaking- By night: at first she would be able to see her Sternlight
followed by sidelights then we are overtaking.
By Day- Using radar plotting or AIS (with Radar in-operational) find out the course of the
other vessel and then find out the aspect of the other vessel, if the aspect of other
vessel is more than 112.5° and reducing we are overtaking.
Action- Keep clear of the vessel overtaking.
In doubt- Consider yourself to be overtaking and keep clear of the other vessel as per
Rule 13 (c).
By vessel being overtaken- Determine the aspect by the use of Radar plotting or by
checking the course of other vessel from AIS if the aspect is less than 22.5° and
increasing or just take a bearing if it is more than 22.5° abaft the beam and decreasing
then the other vessel is overtaking.
Action- 1. Maintain course and speed.
2. If the overtaking vessel is not taking action then sound 5 or more rapid short
blasts.
3. If still not taking action or in doubt give a bold alteration to port and pass stern
of the overtaking vessel.
- Situations involving CBD
- RV-without radar fog signal from port quarter-he wants you to know exactly how
much you will alter to bring it on your stbd quarter: Alter by at least 60°
Prepared By- Abhishek Jha

CAPT. MITTAL Q&A
- Few other RV situations
3. Overtaking in narrow channels (i told him i will sound m y sound signal, to

confirm she will sound hers-then he told me what if she does not agree)?
Ans. If she does not agree overtaking can’t take place without her action, so inform
Master and VTS
4. What does TSS rule say about crossing or joining a channel (lot of x-
questioning)?
Ans. As per Rule 10 (c) vessel is allowed to cross if obliged to but with heading as
nearly as practicable at right angles also she can cross for joining or leaving a lane as
mentioned in Rule 10 (e). Vessel should leave or join a lane at the termination of the
lane and when doing so shall do so at as small an angle as is safe and practicable as
per 10 (b) (iii).
5. Duties of c/o as per STCW?
Ans. 1. Carry out onboard safety familiarisation of the new joiners.
2. Prepare and maintain rest hours and work hours of the crew.
3. Make the Watchkeeping arrangements for the bridge.
4. Carry out navigational watches.
5. Perform duties at stations while arrival or departure.
6. Carry out training for the trainees.
7. During the drill brief everybody.
6. Grounding...action?
Ans. 1. Raise alarm, inform master and engine room

2. Stop engines, display aground light or shapes and change AIS status.
3. Take headcount and lead emergency squad and close all the watertight doors
to ensure watertight integrity of the ship.
4. Change the sea suction from low to high.
5. Swing out the boats and keep it ready in case if it is required to abandon the
vessel.
6. Check position and depth on the chart.

CAPT. MITTAL Q&A
7. Check nature of seabed if soft then no time to be wasted and vessel to be

refloated as the vessel will sink further into seabed.
8. In case of oil pollution immediately inform nearest coastal state.
9. Take sounding of all the tanks and assess the damage, check the rate of ingress
of water and start pumping out water.
10. Calculate the stability of the vessel.
11. Advise master possibility of refloating by lightering.
12. Prepare for laying ground tackle, lower the anchor on anchor handling tug.
13. Prepare the vessel for refloating.
7. Arrangements for towing fwd of the vsl, how will you deploy?
Ans. Procedure for deployment Fwd ETA

(When unable to use vessel’s power)
Tug boat
 Throw the heaving rope of the vessel to the tugboat through the fairlead
 Fasten the heaving rope to the other end of the messenger rope on the tugboat and
then pull up the messenger rope
 Return the messenger rope to the tugboat by way of the chain stopper, the pedestal
roller and the fairlead roller, and then reel it on to the warping end of the tugboat’s
winch
 While reeling the messenger rope, pull up the towing rope on the vessel where it can
be fastened with the stopper rope and can be connected with the chain
 Lash the towing rope with the stopper rope so that the towing rope won’t drop loose
 Loosen the messenger rope
 When the load on the towing rope has moved over to the stopper rope, remove the
messenger rope from the towing rope
 Turn the tip of the towing rope to the chain
 Connect to the chain with the metal connecter (shackle etc.) fitted to the tip of
towing rope
 Fasten the messenger rope to the other end of the chain
 While reeling the messenger rope again, when the chain comes to the point suitable
for setting on the chain stopper, stop reeling the messenger rope and hang the
tongue of the chain stopper on the chain
 Slowly reel in the towing rope while getting the stopper rope loose. So that the chain
and the towing rope get tense
 Start towing
Procedure for deployment
(When using the vessel’s power)
TUG BOAT
 Throw the lead rope of the vessel to the tugboat through the fairlead

CAPT. MITTAL Q&A
 Fasten the lead rope to the other end of the messenger rope on the tugboat, then
pull up the messenger rope
 Reel the messenger rope on the warping end of the vessel’s mooring winch by way
of the chain stopper, the pedestal roller and the fairlead roller
 Loosen the messenger rope. When the load on the towing rope has moved over to
the stopper rope
 Remove the messenger rope from the towing rope
 Connect to the chain with the metal connecter (Shackle etc.) fitted to the tip of the
towing rope
for setting on the chain stopper stop reeling the messenger rope and hang the
tongue of the chain stopper
 Stop reeling the messenger rope and hang the tongue of the chain stopper on the
chain
 While getting the stopper rope loose, reel in the towing rope slowly, so that the
chain and the towing rope get tense
 Start towing
8. Information from synoptic charts?
Ans. Synoptic charts depict current situation for weather, waves and ice.
9. Star sight?
Ans. 1. First we need to choose suitable stars which can be found using the Star
finder.
2. For morning twilight find out LMT Nautical Twilight and for evening twilight
find out LMT Civil Twilight apply LIT to get GMT and ZT to get SMT.
3. Now apply run to last known position to get DR Lat and Long from current
SMT to the SMT obtained.
4. Now from almanac get GHA Aries and apply longitude to get LHA Aries.
From DR Lat and LHA Aries go to star finder and using the correct template closest to DR Lat
choose 3-4 stars.
5. Criteria for choosing the stars should be as follows

CAPT. MITTAL Q&A
i) Angular separation should be as close as possible to 90°.
ii) Chosen stars magnitude should be low i.e. they should be bright.
i) Altitude should be between 20°-70°.
6. Now for morning sight start with the stars on eastern horizon as they will
disappear from horizon first, take the altitude and azimuth note down the time
for all the stars, for evening sight we will have to set the sextant at obtained
altitude and azimuth from star finder for stars on eastern horizon as the eastern
horizon will disappear first.
7. Use 3 stars for plotting purpose. Apply run to the obtained PL using Intercept to
nearest hour. Point of intersection of the PL’s would be your position.
10. Gaussin error, precautions to be taken w.r.t this error?
Ans. Gaussin error is caused when the ship executes a hard over turn and an EMF is
induced in the ship because it is cutting the magnetic line of forces, the error
induced will cause easterly deviation in case of port swing and vice versa. The
precaution will be not to rely on magnetic heading for a while after executing such
big turns.
SET-II
1. Asked about buoys and how they look (cardinal and preferred channel)
2. Wreck marking buoy (in detail)?
Ans. The emergency wreck-marking buoy is designed to provide high visual and radio aid
to navigation recognition. It should be placed as close to the wreck as possible, or in a
pattern around the wreck, and within any other marks that may be subsequently
deployed. The emergency wreck marking buoy should be maintained in position until:
• The wreck is well known and has been promulgated in nautical publications;
• The wreck has been fully surveyed and exact details such as position and least depth
above the wreck are known;

CAPT. MITTAL Q&A
• A permanent form of marking of the wreck has been carried out.
4.1 Characteristics the buoy has the following characteristics:
• A pillar or spar buoy, with size dependant on location.
• Coloured in equal number and dimensions of blue and yellow vertical stripes
(minimum of 4 stripes and maximum of 8 stripes).
• Fitted with an alternating blue* and yellow flashing light with a nominal range of 4
nautical miles (authorities may wish to alter the range depending on local conditions)
where the blue and yellow 1 second flashes are alternated with an interval of 0.5
seconds. Bu1.0s + 0.5s + Y1.0s + 0.5s = 3.0s
• If multiple buoys are deployed then the lights should be synchronised.
• Consideration should be given to the use of a racon Morse code “D” and/or AIS
transponder.
• The top mark, if fitted, is to be a standing/upright yellow cross.
3. Difference between TRS and tropical depression?
Ans. TRS is an area of very low pressure surrounded by area of high pressure with
wind blowing spirally inwards at very high speed.

CAPT. MITTAL Q&A
A tropical depression is designated when the first appearance of a lowered pressure and
organized circulation in the centre of the thunderstorm complex occurs. A surface
pressure chart will reveal at least one closed isobar to reflect this lowering.
4. Gaussian error and precautions?
big turns.
5. Precautions in ice?
Ans. Ice navigation- Firstly follow company SMS checklist.

Preparation for ice consists of 4 Step
1. Law
2. Information
3. Precautions
4. Ship Handling
1. Law
 Check whether your underwriters permit you.
 Check charter party term and condition check for Ice Clause in C/P.
2. Information
Ice information to be obtained from following resources
 Sailing Direction
 Weather Message Fax
 Ice Charts
 Warning from Other Ship.
 Internet
 Us Sailing Direction
 Monthly Ice Charts
 Mariner Hand Book
 Ocean Passage of World
 Routeing Charts
 Daily Bulletins By International Ice Patrol
3. Precautions
 All Possible Info
 Have Sufficient Trim

CAPT. MITTAL Q&A
 Crew Warm Cloth

 Deck Water Line Drained
 Deck Machinery Running/Covered/Heating Started Before Using.
 Stab Calculation for Ice Accumulation
on Deck.
 Train Crew
 Keep Ballast In Recirculation.
 Spray anti-freezing mixture on deck and accommodation areas
 Keep sufficient equipments for removal of ice from deck.
 Keep Search lights ready forward.
4. Ship handling
 Thickness Of Ice Should Be Estimated Before Entering.
 Whether Vsl Can Safely Pass Through. No Attempt Should Be Made To Enter
a Region Of Thick Ice.
 Use Ice Breaker And Follow His Instruction.
 Never Stop M/E
 Enter In Slow Speed And Increase Power When Bow Made Contact To Maintain Hea
d Way.
 Follow Leads Of Other Vsl.
 Enter Ice Area At Right Angle.
 In Night Sufficient Lighting Arrangement, Do Not Enter In Darkness.
6. His regular situations with CBD and the one with RV and no radar?
7. Rule 6.
Situations
- PDV 3 pts on stbd bow n can see both sidelights n masthead lights in line?
Ans. It’s a crossing situation, with both sidelights visible the aspect is zero so she will
pass clear of my stern, therefore i will maintain my course and speed.

CAPT. MITTAL Q&A
- Overtaking in narrow channel n sound signals, what signal of vsl being overtaken if
she doesn’t agree?
Ans. If she does not agree overtaking can’t take place without her action, so inform
Master and VTS
- RV without radar hearing fog signal 3 pts on stbd bow
Ans. 1. Post extra lookout forward.
2. Determine ROC with fog signal intensity of other vessel.
3. If increasing the reduce speed or take all way off as per rule 19 (e).
- RV without radar fog signal port qtr n increasing intensity?
Ans. Intensity increasing which means ROC exists, post extra lookout aft, alter course to
stbd by 60° and take the signal on stbd quarter proceed in same way until danger of
collision is over.
Cards-
- Mineclearance
- RAM dredger/uwo
- Few lateral buoys
Aspect? (my remark)
Ans. It is the angle at the target vessel contained between line joining both the v essels
and targets fore and aft line.
ETA? Length of chafing chain?
Ans. 3 m + length of chain from lead to securing point
TRS? Signs of approaching?
Ans. 1. Swells travelling radially outwards
2. Falling Pressure
3. Visibility exceptional

CAPT. MITTAL Q&A
4. Dark clouds on the horizon with thundering
5. Peculiar red copper colour of sky during evening
6. Cirrus clouds leading towards the centre
7. Increasing wind speed
8. Storm warnings
As mate how will u assist master in command making decisions?
Ans. As second in command to master I am supposed to complement master in every

decision he makes and advice him as and when required.
My assistance to master will depend on my role an on situation.
1. As a chief officer I will carry out all the duties assigned to me, maintaining
seaworthiness of the vessel, maintaining ship stability, ensure emergency
preparedness of the vessel, make sure all the company procedures are in place
and keeping the ship ready for inspection at all times.
2. As a part of bridge team I will provide him all the aspects of lookout i.e. traffic,
navigational dangers, VTS etc.
3. For deviating passage provide him details if the vessel is suitable for the voyage
to be undertaken with regards to stability and seaworthiness.
4. In case of emergency provide him all the details of emergency and kind of
assistance and action required also I will update him of the situation and provide
him data on stability of vessel in such condition.
5. In case vessel is about to face heavy weather or TRS, then making sure the
watertight integrity of the ship and securing every loose object and on bridge
obtain timely weather reports and advice master of actions to be taken to avoid
the heavy weather and TRS.
SET-III
1) What is safe speed?
Ans. A speed at which vessel can stop or take proper and effective action to avoid
navigational dangers and collision.
2) Quote rule no.19

CAPT. MITTAL Q&A
3) Explain rule 8 f.
Ans. 8 (f) (i): It says that a vessel which is not required to impede the passage as
mentioned in rule 9, 10 and 18 should take action before ROC exists to allow sufficient
sea room for the passage of vessel of which the passage is not to be impeded.
8 (f) (ii): It says that a vessel not required to impede the passage will still be
required to take action if ROC has developed, suppose a CBD has a PDV on her stbd, by
rule 15 if ROC develops it is the responsibility of CBD to keep clear as she has the other
vessel on her stbd, however as per this section the PDV is still required to keep out in
case of ROC.
8 (f) (iii): It says that a vessel passage of which is not to be impeded shall comply
with normal ROR, which means that in a CBD PDV situation she shall comply with Rule
15 if ROC develops and keep clear of the PDV, and the best she could do here is reduce
speed.
4) Own v/l CBD power driven v/l crossing from port side action?
Ans. 1. Take bearings and determine ROC, PDV should take action as per 8 (f) (i) before
ROC exists.
2. If yes the maintain course and speed, as per rule 15 PDV should keep clear.
3. If still not taking action, sound 5 or more rapid short blasts.
4. If still no action then reduce speed and let her pass ahead.
5) NUC v/l overtaking own v/f from stbd quarter action?
Ans. If ROC exists as per rule 13 (a) it’s NUC responsibility to keep clear but as I know
that NUC vessel cannot take action so I will take a round turn to port and pass stern of
the other vessel, action would be as per rule 17 (a) (ii).
6) Own v/l seas other v/l on stbd bow masthead light and both side lights visible
action?
Ans. Determine if it is a head on situation or crossing situation. If it’s a head on

situation then alter to stbd pass port to port, if It’s a crossing situation, with both
sidelights visible the aspect is zero so she will pass clear of my stern, therefore i will
maintain my course and speed.

CAPT. MITTAL Q&A
7) R.V own v/l hears sound signal on stbd bow intensity of fog signal increasing
action?
2. ROC exists with fog signal intensity of other vessel.
3. Reduce speed or take all way off as per rule 19 (e).
8) Day signals cards.
9) Star sight. (He wants to listen full procedure with calculations)?
Ans. 1. First we need to choose suitable stars which can be found using the Star
finder.
choose 3-4 stars.
ii) Altitude should be between 20°-70°.
8. Now for morning sight start with the stars on eastern horizon as they will
disappear from horizon first, take the altitude and azimuth note down the time
for all the stars, for evening sight we will have to set the sextant at obtained
altitude and azimuth from star finder for stars on eastern horizon as the eastern
horizon will disappear first.

CAPT. MITTAL Q&A
10) What is gravity controlled gyro?
Ans. Gravity controlled gyro in North Seeking Gyro.
11) What is the difference between gravity controlled gyro and Anschutz gyro?
Ans. There is no difference, Gravity control is used in Anschutz gyro in the form of
bottom heavy weight o make it north seeking.
12) What is ballastic deflection?
Ans. Whenever the ship is manoeuvring there are lots of hard over movements involved
which alters the inertia of the ship and the, this change in inertia is taken as an external
force by the gyro and causes deflection due to gyroscopic precession i.e. 90° away from the
force application, to avoid this a device known as Scheuler Tuning is fitted in gyro which
counters these forces.
13) What is scheuler tuning?
Ans. A device fitted to counter ballastic error.
14) TRS -weather associated with TRS. And avoiding actions?
Ans. Weather
1. Atmospheric pressure will be dropping below normal.
2. The wind speed will be increasing, blowing spirally inwards in clockwise direction in SH
and in anticlockwise direction in NH. Wind will always be veering in RHSC and backing
in LHSC in both the hemispheres.
3. The temperature does not vary too much because of only one air mass involved.
4. Cirrus clouds are leading to the centre with altostratus and nimbostratus into the
cumulonimbus cloud at the eye wall.
5. Visibility is exceptional except in case of rain.
6. The strong winds can build up to 20 m high waves. Since the TRS moves slow it acts
over the same area for a long period of time building up current up to 25 m deep.
These strong currents when reach shallow waters near the coast the water suddenly
rises well above the usual level and floods the coast this sudden rise in water level is
known as storm surges.

CAPT. MITTAL Q&A
Avoiding actions
1. Take bearing of storm centre using Buys Ballots Law. Face the true wind and storm
centre will be 8-12 points on the right. If pressure has fallen 5 mb below normal after
allowing for semi diurnal variation take 12 points, if it is 20 mb below normal allow 8
points as the TRS is in near vicinity.
2. Determine which semicircle you are in. Wind will veer in RHSC and back in
LHSC. Due care must be exercised while determining wind direction.
3. Once the position is confirmed, take action
- In Dangerous semicircle i.e. RHSC: keeping the wind on stbd bow 1 point for
slow vessels (speed less than 12 knots) and 4 points for vessel fast vessels (speed more
than 12 knots) altering as the wind is Veering.
- In Navigable semicircle i.e. LHSC keeping the wind 4 points on Stbd quarter,
alter course as the wind is Backing.
In both the above cases vessel to proceed in the same way until the pressure comes
back to normal.
centre will be 8-12 points on the left. If pressure has fallen 5 mb below normal after
- In Dangerous semicircle i.e. LHSC: keeping the wind on port bow 1 point for
than 12 knots) altering as the wind is Backing
- In Navigable semicircle i.e. RHSC keeping the wind 4 points on Port quarter,
alter course as the wind is veering.
back to normal.
15) Which ocean currents flows in North Atlantic?
Ans. North Atlantic- Clockwise circulation- canary current, Portuguese current, north
equatorial current, Caribbean current, gulf stream, Norwegian current, west Greenland
current and North Atlantic current.
Anticlockwise Circulation- Labrador current and east Greenland current.

CAPT. MITTAL Q&A
16) V/l grounded action as chief mate (remedial actions)?

vessel.
17) How will u connect a tow to your v/l?
Ans. Procedure for deployment Fwd ETA

(When unable to use vessel’s power)
Tug boat
 Throw the heaving rope of the vessel to the tugboat through the fairlead
 Fasten the heaving rope to the other end of the messenger rope on the tugboat and
then pull up the messenger rope
 Return the messenger rope to the tugboat by way of the chain stopper, the pedestal
roller and the fairlead roller, and then reel it on to the warping end of the tugboat’s
winch
 Loosen the messenger rope
 When the load on the towing rope has moved over to the stopper rope, remove the
messenger rope from the towing rope
 Connect to the chain with the metal connecter (shackle etc.) fitted to the tip of
towing rope

CAPT. MITTAL Q&A

for setting on the chain stopper, stop reeling the messenger rope and hang the
tongue of the chain stopper on the chain
 Slowly reel in the towing rope while getting the stopper rope loose. So that the chain
and the towing rope get tense
 Start towing
Procedure for deployment
(When using the vessel’s power)
TUG BOAT
 Throw the lead rope of the vessel to the tugboat through the fairlead
 Fasten the lead rope to the other end of the messenger rope on the tugboat, then
pull up the messenger rope
 Reel the messenger rope on the warping end of the vessel’s mooring winch by way
of the chain stopper, the pedestal roller and the fairlead roller
 Loosen the messenger rope. When the load on the towing rope has moved over to
the stopper rope
 Remove the messenger rope from the towing rope
 Connect to the chain with the metal connecter (Shackle etc.) fitted to the tip of the
towing rope
for setting on the chain stopper stop reeling the messenger rope and hang the
tongue of the chain stopper
 Stop reeling the messenger rope and hang the tongue of the chain stopper on the
chain
 While getting the stopper rope loose, reel in the towing rope slowly, so that the
chain and the towing rope get tense
 Start towing

CAPT. MITTAL Q&A
SET-III
1. Sound signal in narrow channel sound signal
Ans. When overtaking- two prolonged one short: I intend to overtake you from stbd
Two prolonged two short: I intend to overtake you from port
One prolonged one short one prolonged one short: If the vessel being
overtaken is in agreement.
When nearing a bend: One prolonged blast, any vessel in the vicinity to reply
with one prolonged blast.
2. Own CBD, vsl crossing from port bow , and stbd?
Ans. When vessel is crossing from port bow,
1. Take bearings and determine ROC, PDV should take action as per 8 (f) (i)
before ROC exists.
2. If yes the maintain course and speed, as per rule 15 PDV should keep clear.
4. If still no action then reduce speed and let her pass ahead.
When vessel is crossing from stbd,
1. Take bearings and determine ROC, PDV should take action as per 8 (f) (i)
before ROC exists.
2. If yes the maintain course and speed, vessel on stbd side is required to keep
out as per 8 (f) (ii).
4. If still no action then reduce speed and let her pass ahead as per.
3. Own p/d, CBD crossing from port side and stbd side action ,vsl crossing bow 4
m off, abeam and roc exist rule8?

CAPT. MITTAL Q&A
Ans. In both the cases i should have acted before ROC existed as per 8 (f) (i), but
even with ROC in both cases it’s my responsibility to keep clear of CBD as per 8 (f)
(ii). With vessel on my port side I will alter to stbd and come parallel to other vessel
and pass her stern and with vessel on my stbd side I will alter to stbd and pass her
stern.
4. Rule 19d and 19e
5. Overtaking situations and rule 13, rule 15, 17(in situations)
6. Situations with aspects like 150(g)
7. Action when fog signal intensity increasing like shifting fog horn from aft to
fwd etc.
8. R.V (radar in operational) fog signal from dead astern intensity increasing, R.V
(radar in operational) fog signal from stbd bow?
Ans. - RV without radar hearing fog signal on stbd bow
1. Post extra lookout forward.
2. Shift sound signal from aft to forward
- RV without radar fog signal right astern and increasing intensity?
Ans. Intensity increasing which means ROC exists, post extra lookout aft, alter
course to stbd by 60° and take the signal on stbd quarter proceed in same way until
danger of collision is over.

CAPT. MITTAL Q&A
9. R.V (radar in operational) fog signal from abeam action when overtaking, vsl
right ahead in R.V
Ans. With fog signal abeam, reduce speed will be the best action. With vessel right
ahead in R.V overtake her from her port side, if ROC exists then reduce speed.
From annex 1 requirement of fwd. Aft mast head lt.
10. ROR cards for about 10-15 mins
11. South cardinal buoy light IALA buoy cards
12. Signs of approaching TRS?
2. Falling Pressure
8. Storm warnings
13. How to locate the centre of TRS?

CAPT. MITTAL Q&A
Ans. Using buys ballots law. Face true wind area of low pressure will be 8-12 points
on your right in NH and to left in SH. 12 points in drop in pressure is 5 mb and 8
points if drop in pressure is 20 mb.
14. How will u determine in which semicircle you are in NH?
Ans. In RHSC wind will be veering and in LHSC wind will be backing.
15. Why dangerous quadrant is so called.
Ans. There are 3 reasons.
1. The TRS is expected to recurve towards that direction.
2. The winds in dangerous quadrant are such that they push the vessel in the direct
path of the storm.
3. The wave heights encountered in this quadrant are greatest.
16. Avoiding action in TRS?
Ans. Avoiding actions

back to normal.

CAPT. MITTAL Q&A
back to normal.
17. GPS error.
Ans. 1. Ionospheric delay
2. GDOP
3. Satellite clock error
4. User clock error
5. Multipath error
6. Orbital error
18. Heeling error and how to correct it (magnetic compass)?
Ans. Heeling error is caused due to Force R, rod k, rod e and partly due to rod g and
c. This error is only apparent in case of rolling of ship, and vertical permanent
magnet correctors are used for the correction of heeling error which are placed
symmetrically in a heeling error bucket.
19. Gaussin error and precaution?
big turns.

CAPT. MITTAL Q&A
SET-IV
1. Safe speed.
2. Why necessary 2 stop engines in safe speed?
Ans. Safe speed will reduce the stopping distance which is required for the situation,
so basically safe speed is maintained for ensuing that the vessel can stop in time
which is suitable for the prevailing circumstance, and in all cases where danger is
imminent or can’t be avoided vessel should be stopped.
3. Rule 19
4. Situation R.V Radar operational, in operational.
5. Situation: CBD crossing how much to alter if you r altering( i told him as per
Sarin that I’ll give bold alteration to stbd how I pass i don’t know he
disagreed).
Ans. Alter to stbd come parallel to CBD vessel an pass hr stern.
6 Sights.
Ans. 1. First we need to choose suitable stars which can be found using the Star finder.

CAPT. MITTAL Q&A
choose 3-4 stars.
iii) Altitude should be between 20°-70°.
6. Now for morning sight start with the stars on eastern horizon as they will disappear
from horizon first, take the altitude and azimuth note down the time for all the stars,
for evening sight we will have to set the sextant at obtained altitude and azimuth
from star finder for stars on eastern horizon as the eastern horizon will disappear
first.
8. Gaussin n retentive errors?
big turns.
Retentive error is caused when vessel follows a course over a long period, it causes
temporary pole formation on the sides which causes deviation of compass heading.
SET-V
1. Explain safe speed.

CAPT. MITTAL Q&A
2. Vessel overtaking, stbd quarter, ROC exists, action?
Ans. Action- 1. Maintain course and speed.

2. If the overtaking vessel is not taking action then sound 5 or more rapid short
blasts.
3. If still not taking action or in doubt give a bold alteration to port and pass stern
of the overtaking vessel.
3. Radar not operational, you hear fog signals apparently four points on port
bow, action?
4. Radar not operational, fog signal apparently right astern, action?
Ans. 1. Post extra lookout aft.
4. Intensity increasing which means ROC exists, post extra lookout aft, alter
course to stbd by 60° and take the signal on stbd quarter proceed in same way
until danger of collision is over.
5. Trade mark situation - PDV On stbd bow, both head lights in line, sidelights
visible, action?


CAPT. MITTAL Q&A
6. Gaussian error?
big turns.
7. How will you find out if you are in dangerous quadrant or navigable semicircle?
Ans. Wind will always be veering in RHSC and backing in LHSC in both the hemispheres.
RHSC is dangerous semicircle in NH and navigable in SH. LHSC is dangerous semicircle in SH
and navigable in NH.
8. Avoiding action in dangerous quadrant.

Ans. - In Dangerous semicircle i.e. RHSC: keeping the wind on stbd bow 1 point for slow
vessels (speed less than 12 knots) and 4 points for vessel fast vessels (speed more than
12 knots) altering as the wind is Veering.
- In Dangerous semicircle i.e. LHSC: keeping the wind on port bow 1 point for slow
vessels (speed less than 12 knots) and 4 points for vessel fast vessels (speed more than
12 knots) altering as the wind is Backing
9. Difference between grounding, beaching and stranding? (last remark)
Ans. Stranding and beaching is a kind of grounding. Stranding is accidental

grounding and beaching is intentional grounding.

CAPT. MITTAL Q&A
SET-VI
1. Safe speed?
2. RV situations?
3. Aground vessel fog signals
4. Understanding of rules 6 and 19, in own words
5. No cards asked
6. Operational Radar and hear fog signal on stbd bow (was pushing me to take
action as per 19d , argument for 15min , i stayed on 19 e)
7. Fog signal abeam increasing intensity action
Ans. With fog signal abeam, reduce speed will be the best action. With vessel r ight
8. Fog signal stbd quarter action (bold alteration)
Ans. Bold alteration to port and take the vessel on port quarter.

CAPT. MITTAL Q&A
9. Other v/l's both mast head lights and side lights sighted action (basically own
v/l right ahead of other v/l , major part of v/l already passed so no roc )
maintain course and speed.
10. Sound signal of aground and anchored v/l ( i messed it )
Ans. Aground Vessel- Three Distinct strokes on bell- Continuous ringing of bell for 5s-
Three Distinct strokes on bell- Additionally by v/l more than 100 m in length continuous
ringing of bell for 5s in after part- Also a whistle signal three blasts namely two Short-
one Prolonged.
Anchored vessel- Continuous ringing of bell for 5s- Additionally by v/l more than 100 m
in length continuous ringing of bell for 5s in after part- Also a whistle signal three blasts
namely one Short- one Prolonged- one short.
11. TRS approaching signs
2. Falling Pressure
8. Storm warnings
12. Errors of gyro and how to take care about it (lat adjustment)
Ans. Errors in gyro
1. Damping error- It is also known as latitude error, it is caused in the Sperry gyro which
is damped in tilt. For any latitude other than equator there will be a drift (15 Sin Lat)
and the damping precession will cause the north end of the gyro to settle slightly to

CAPT. MITTAL Q&A
east and north in north latitude and slightly to west and south in south latitude to
counter this drift.
Sin Damping Error= K Tan Lat
1. Speed and course error- The gyro north is shifted from actual north due to this error,
actually the gyro settles on the resultant of ship course & speed and earth speed.
Tan C= (v Cos Course) / (902 Cos lat- v Sin Course).
2. Ballistic deflection error- Whenever the ship is manoeuvring there are lots of hard over
movements involved which alters the inertia of the ship and the, this change in inertia
is taken as an external force by the gyro and causes deflection due to gyroscopic
precession i.e. 90° away from the force application, to avoid this a device known as
Scheuler Tuning is fitted in gyro which counters these forces.
 Damping error is corrected by providing latitude input to gyro

 Speed and course error is corrected by providing latitude, speed and course
input to gyro
 Ballistic deflection error is corrected by fitting a device known as scheuler tuner
13. Requirement of ETA, minimum length of chafing chain ( 3 m + length of chain

from lead to securing point)
Ans. Ships other than tankers should have an ETB which should contain:
1. Drawing of the layout of forward and aft towing arrangement.

2. List of spares and equipments to be used for towing.
3. Communication Procedures.
4. Towing connections and procedures.
Requirement for the ETB was of 3 such booklets with each copy placed at a specific
location (Bridge, Ships office & Forecastle) with one copy in Company office which could
be utilised by them in case of emergency.
Tankers, constructed before 01st July 2002,
1. Aft ETA should be capable of being deployed within 15 minutes.

2. Fwd ETA should be capable of being deployed within 60 minutes.
3. It should be possible to pick up the towing pennant manually without use of ship’s
power.
4. All the equipments to be clearly marked and to be visible in night.
5. All the equipment should be properly maintained.

CAPT. MITTAL Q&A
Tankers, constructed after 01st July 2002,
1. ETA should be capable of rapid deployment.

2. At least one ETA shall be pre rigged for rapid deployment without use of ships main
power.
3. The strength of the ETA should be sufficient considering the size of the ship.
14. Grounding action?
vessel.
SET-VII
1) Quote rule- 14 (head on situation)
2) quote rule- 15 (crossing situation)
3) Situation – R.V, radar in-operational, target vessel on port quarter. Action?

CAPT. MITTAL Q&A
Ans. Bold alteration to stbd take sound signal on stbd quarter.
4) Situation – R.V, radar in-operational, target vessel on stbd quarter. Action?
Ans. Bold alteration to stbd take sound signal on stbd quarter.
5) Star sight ?
Ans. 1. First we need to choose suitable stars which can be found using the Star finder.
choose 3-4 stars.
iv) Altitude should be between 20°-70°.
6. Now for morning sight start with the stars on eastern horizon as they will disappear
from horizon first, take the altitude and azimuth note down the time for all the stars,
for evening sight we will have to set the sextant at obtained altitude and azimuth
from star finder for stars on eastern horizon as the eastern horizon will disappear
first.
6) Sound signal in narrow channel ?
Ans. When overtaking- two prolonged one short: I intend to overtake you from stbd

CAPT. MITTAL Q&A
Two prolonged two short: I intend to overtake you from port
One prolonged one short one prolonged one short: If the vessel being
overtaken is in agreement.
When nearing a bend: One prolonged blast, any vessel in the vicinity to reply
with one prolonged blast.
7) Own v/l PD, CBD crossing from port side and stbd side?
Ans. In both the cases i should have acted before ROC existed as per 8 (f) (i), but
even with ROC in both cases it’s my responsibility to keep clear of CBD as per 8 (f)
(ii). With vessel on my port side I will alter to stbd and come parallel to other vessel
and pass her stern and with vessel on my stbd side I will alter to stbd and pass her
stern.
8) ROR - rule 19(d)?
9) ROR - rule 19(e)?
10) ROR - rule 13?
11) ROR - rule 15?
12) Situations with aspects like 150 (g).
13) Situation – R.V (radar in operational) fog signal from dead astern intensity
increasing?

CAPT. MITTAL Q&A
Ans. 1. Post extra lookout aft.
4. Intensity increasing which means ROC exists, post extra lookout aft, alter
course to stbd by 60° and take the signal on stbd quarter proceed in same way
until danger of collision is over.
14) Situation – R.V (radar in operational) fog signal from stbd bow?
Ans. Go as per 19 (e) reduce speed to maintain her course or take all way off.
15) Situation – R.V (radar in operational) fog signal from abeam?
Ans. With fog signal abeam, reduce speed will be the best action. With vessel right
16) Situation - action when overtaking, vsl right ahead in R.V?
Ans. With vessel right ahead in R.V overtake her from her port side, if ROC exists
then reduce speed.
17) From annex 1 requirement of fwd to aft mast head lt.
18) ROR cards - south cardinal buoy light.
19) ROR cards - IALA buoy cards

CAPT. MITTAL Q&A
20) How to locate the centre of TRS?
Ans. Using buys ballots law. Face true wind area of low pressure will be 8-12 points
on your right in NH and to left in SH. 12 points in drop in pressure is 5 mb and 8 points
if drop in pressure is 20 mb.
21) How will u determine in which semicircle you are in NH?
Ans. Wind will be veering in RHSC i.e. dangerous semicircle and backing is LHSC i.e.
navigable semicircle.
22) Why dangerous quadrant lies fwd half of the dangerous semicircle?
Ans. Dangerous quadrant lies forward because
• This is the forward half of the dangerous semi circle
• The path of the TRS is likely to turn in this direction once attaining the latitude of
recurvature and thus placing the vessel forward of the trough line.
• The winds are strongest in this quadrant because of the steep pressure gradient due
to the closing up of the isobars just prior to recurvature on the polar side
• The direction of the wind is so as to move the vessel towards the storm centre and
closer to more violent weather.
23) Heeling error and how to correct it?
Ans. Heeling error is caused due to Force R, rod k, rod e and partly due to rod g and
c. This error is only apparent in case of rolling of ship, and vertical permanent
magnet correctors are used for the correction of heeling error which are placed
symmetrically in a heeling error bucket.
24) Gaussin error and precaution?

CAPT. MITTAL Q&A
big turns.
25) What is safe speed?
Ans. A speed at which vessel can stop or take proper and effective action to avoid navigational
dangers and collision.
26) Situation - R.V horn port quarter action?
Ans. Bold alteration to stbd and take the sound signal on stbd quarter.
27) Situation - R.V fog signal dead astern?
Ans. Bold alteration to port and take the sound signal on port quarter.
28) Situation - R.V fog signal port bow?
Ans. Reduce speed or take all way off as per rule 19 (e).
29) Situation - CBD vessel port bow action?
Ans. Reduce speed before Roc exists to allow safe passage for the CBD, if ROC exists,
bold alteration to stbd come parallel to the CBD v/l and pass her stern.
30) Situation - normal PDV port bow?


CAPT. MITTAL Q&A
31) ROR - rule 8.
32) ROR - rule 17.
33) ROR - rule 18.
34) Sound signal vessel aground and at anchor three distinct strokes of the bell
before and after rapid ringing of the bell for 5 seconds also can sound "u" .
35) GPS errors?
Ans. 1. Ionospheric delay
2. GDOP
3. Satellite clock error
4. User clock error
5. Multipath error
6. Orbital error
36) Use of whirling physcrometer?
Ans. To determine relative humidity and dew point temperature.
37) TRS - Wx associated, action in a dangerous quadrant, maximum speed with

wind on port (changing anti-clockwise) bow. for NH: dangerous quadrant is
the advance quadrant of the RHSC, to avoid proceed with maximum speed

CAPT. MITTAL Q&A
keeping the wind on stbd bow 1 to 4 points, till barometer pressure starts
coming up.
38) Suitable conditions for beaching / bow stern beaching adv and disadvantage?
Ans. Should time and choice be available, the mariner should attempt to beach the
vessel on a gentle sloping beach, which is rock free and ideally with little or no current. If
possible it should be sheltered from the weather, free of surf action and any scouring
effects.
Advantages and Disadvantages for ‘Bow’ or ‘Stern’ Approach
When approaching bow-on, the obvious advantage is that a clear observation of the
approach can be made and the vessel will probably have a favourable trim. The
propeller and rudder will favour the deeper water at the stern, while the strengthened
bow would cushion any pounding effects. The disadvantages of this approach are that
the vessel is more likely to slew and the need for anti-slew wires used in conjunction
with anchors, may become necessary. Also it is difficult to lay ground tackle from this
position, to assist with the refloating. In the majority of cases stern power would be
used for refloating the ship and the average vessel normally operates with only 60 per
cent of the ahead power, when navigating stern first.
39) Synoptic charts?
Ans. Synopsis Chart represents actual analysis of the weather observed.
40) TRS.
41) Signs of approaching TRS.
2. Falling Pressure

CAPT. MITTAL Q&A
8. Storm warnings
42) Action to avoid a TRS.
Ans. Avoiding actions

back to normal.
back to normal.

CAPT. MITTAL Q&A
43) Quote rule- 6?
44) Situation - crossing situation while in restricted visibility. Rule no 19 d & e?
45) ROR cards- fishing v/l at anchor.
46) ROR cards- NUC vessel.
47) ROR cards- Aground v/l.

Capt Mittal

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CAPT.

- Situations involving CBD

Prepared By- Abhishek Jha

- Few other RV situations

3. Overtaking in narrow channels (i told him i will sound m y sound signal, to

5. Duties of c/o as per STCW?

Ans. 1. Carry out onboard safety familiarisation of the new joiners.

Ans. 1. Raise alarm, inform master and engine room

Prepared By- Abhishek Jha

7. Check nature of seabed if soft then no time to be wasted and vessel to be

Ans. Procedure for deployment Fwd ETA

Prepared By- Abhishek Jha

8. Information from synoptic charts?

5. Criteria for choosing the stars should be as follows

Prepared By- Abhishek Jha

i) Angular separation should be as close as possible to 90°.

i) Altitude should be between 20°-70°.

10. Gaussin error, precautions to be taken w.r.t this error?

2. Wreck marking buoy (in detail)?

Prepared By- Abhishek Jha

• A permanent form of marking of the wreck has been carried out.

4.1 Characteristics the buoy has the following characteristics:

• A pillar or spar buoy, with size dependant on location.

• If multiple buoys are deployed then the lights should be synchronised.

• The top mark, if fitted, is to be a standing/upright yellow cross.

3. Difference between TRS and tropical depression?

Prepared By- Abhishek Jha

4. Gaussian error and precautions?

Ans. Ice navigation- Firstly follow company SMS checklist.

Prepared By- Abhishek Jha

 Crew Warm Cloth

Prepared By- Abhishek Jha

- RV without radar hearing fog signal 3 pts on stbd bow

Ans. 1. Post extra lookout forward.

2. Determine ROC with fog signal intensity of other vessel.

- RV without radar fog signal port qtr n increasing intensity?

- Few lateral buoys

Aspect? (my remark)

ETA? Length of chafing chain?

Ans. 3 m + length of chain from lead to securing point

TRS? Signs of approaching?

Ans. 1. Swells travelling radially outwards

Prepared By- Abhishek Jha

4. Dark clouds on the horizon with thundering

5. Peculiar red copper colour of sky during evening

6. Cirrus clouds leading towards the centre

7. Increasing wind speed

As mate how will u assist master in command making decisions?

Ans. As second in command to master I am supposed to complement master in every

2) Quote rule no.19

Prepared By- Abhishek Jha

3. If still not taking action, sound 5 or more rapid short blasts.

5) NUC v/l overtaking own v/f from stbd quarter action?

Ans. Determine if it is a head on situation or crossing situation. If it’s a head on

Prepared By- Abhishek Jha

Ans. 1. Post extra lookout forward.

2. ROC exists with fog signal intensity of other vessel.

3. Reduce speed or take all way off as per rule 19 (e).

8) Day signals cards.

9) Star sight. (He wants to listen full procedure with calculations)?

5. Criteria for choosing the stars should be as follows

i) Angular separation should be as close as possible to 90°.

ii) Altitude should be between 20°-70°.