Skip to main content

MEO Class 1

  • Latest meetings of imo...agenda of council meeting in July
  • Lifeboat develop a hole at water line when in port what’s ur action....will u be detained by PSC?
  • Work and rest hours as per MLC
  • Titles of MLC and in brief
  • Master’s Review inputs and outputs
  • Difference between product tanker and crude oil IG line
  • Ship condition required before entering drydock
  • Difference between Hazard and Risk
  • Difference between short-term DOC and interim DOC
  • Leadership qualities of CE as per stcw
  • Series of incidents on ship and company ask u to find out as a CE what will u do
  • Objectives of ISM
  • Difference between deficiency code 30 and 17
  • In-water survey requirements
  • Docking survey requirements
  • What are the contents of SSA and SSP
  • BCH and IBC code.
  • Corrective and Preventive action.
  • Derating of engine.
  • Convention, protocol and amendments.
  • Auxiliary engine TC damage completely, action by chief engg.
  • Missing bunker checklist NC by psc....
  • BCH and IBC code.
  • Corrective and Preventive action.
  • Types of audits.
  • interim audit preparation by ce.
  • verification by external
  • P& I what when.
  • whats p whats i in detail.
  • Risk covered. Examples
  • GA examples rules for ga. Conditions for ga.
  • GA and P & I relation.
  • 4 clauses and in others also he told to tell clauses as much i remember.
  • adjuster duties and rules.
  • Liabilities
  • p n i liabilities
  • modern salvage principles., example.
  • after ga is declared actions.
  • p n i relationship.
  • me is constantly running on overload, charter strict instruction not to reduce speed, liners cracking frequently. What actions as ce. What suggestion to give to super to save the charter party.
  • Sea trials, why, how.
  • explain turning circle
  • explain zig zag.
  • Statutory recommendations, effects and actions.
  • coc., which form to apply (to confuse me), why.
  • dead ship recovery
  • difference between dead ship and black out.
  • time for recovery.
  • ships anchor not heaving up. Actions as ce.


Popular posts from this blog

Difference Between A, B & C-Class Divisions?

IMO Symbol A Class Division  IMO Symbol B Class Division  SOLAS has tables for structural fire protection requirement of bulkheads and decks. The requirements depend on the spaces in question and are different for passenger ships and cargo ships. The Administration has required a test of a prototype bulkhead or deck in accordance with the Fire Test Procedures Code to ensure that it meets the above requirements for integrity and temperature rise. Types of Divisions: "A" Class "B" Class "C" Class "A" Class: "A" class divisions are those divisions formed by bulkheads and decks which comply with the following criteria: They are constructed of steel or equivalent material They are suitably stiffened They are constructed as to be capable of preventing the passage of smoke and flame to the end of the one-hour standard fire test. they are insulated with approved non-combustible materials such that the average tempera

Load Line & Why it is Important

Merchant ships have a marking on their hull know as the Plimsoll line or the Plimsoll mark, which indicates the limit until which ships can be loaded with enough cargo, internationally, the Plimsoll line on a ship is officially referred to as the international load line. Every type of ship has a different level of floating and the Plimsoll line on a ship generally varies from one vessel to another.  All vessels of 24 meters and more are required to have this Load line marking at the centre position of the length of summer load water line. There are two types of Load line markings:- Standard Load Line marking – This is applicable to all types of vessels. Timber Load Line Markings – This is applicable to vessels carrying timber cargo. These marks shall be punched on the surface of the hull making it visible even if the ship side paint fades out. The marks shall again be painted with white or yellow colour on a dark background/black on a light background.  The comp

Bilge Injection Valve

Bilge Injection is a valve that enables the engine room bilges to be pumped out directly overboard in the event of an emergency such as flooding. The valve is normally fitted to the end of a branch connection with the main sea water suction line. This enables large main seawater cooling pumps to be used as a bilge pump in an emergency. Emergencies like fire and flooding involve the use of seawater. If there is a fire, seawater is the biggest resource of water available in the sea. Similarly, if it involves flooding of the engine room, cargo spaces or any other place on the ship for that matter; you would again require pumping the sea water out of the ship. In both these cases, you require pumps.  There are two valves in close proximity namely main injection valve and bilge injection valve. Both of them have their own independent controls. The diameter of the bilge injection valve is kept nearly 66% of the main valve diameter which draws water directly from the sea through the