CÂU HỎI PHỎNG VẤN CHO PHÓ 2 HÀNG HẢI

ANH NGỮ DÙNG CHO PHỎNG VẤN TUYỂN DỤNG
SĨ QUAN VẬN HÀNH BOONG
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CÂU HỎI GIÀNH CHO THUYỀN PHÓ HAI
1. Can you tell me about your education background and working experience?
2. Can you tell me about your last vessel?
3. What are your responsibilities as a Second Officer?
Answer (A):The 2/O will be the navigational officer and medical officer on board.
His duty includes;
(1) Navigation watch keeping (from 1200 to 1600, and from 0.00 to 0400);
(2) Chart and navigational publication corrections,
(3) Passage plan making,
(4) Checks for the communication equipment and instruments on board the GMDSS
ships and spare parts,
(5) Care of all the basic navigation equipment and instruments, including magnetic
compasses, gyrocompasses, gyro repeaters, time changes, depth sounders and course
recorder.
(6) Stocks of the stationery, medical duty, and other duties designated by the Master
or C/O.
4. Please briefly describe the chart drawing procedure.
A: Firstly, I shall Register the navigational warnings in the Register Book and record
the warning number in the card.
Secondly, I shall select the charts that are affected by the warnings. Then I shall use
pens, scissors and glues to fix permanent(Lâu dài, thường xuyên) notices. I shall also
use pencils to fix temporary and preliminary notices. All of the notices must be used
to fix charts and keep chart corrected up to dated. When I fix the chart, I shall
frequently consult(Tham khảo) the geographical index.

5. Can you describe the charts correction procedures?
A: Firstly, you have to make sure that you have received the latest Notice to Mariner;
you have to write the notice request on time. The Master shall make emergency
request if the latest is not received.
Secondly, to record the Notice to Mariner on the correction logs on time according
to the chronological order. (Theo thứ tự thời gian)
Thirdly, when correcting the chart, first check that the last published correction to
it has been made to the chart, otherwise, this should be deal with first. Erasure should
never be made, when deleting information crossed through or series of short double
strokes should be used. While correction fluid (Hay thay đổi) should not be used.
Always insert information before you delete any information.
6. Who should draft the passage plan on board? What are included in passage
plan? (Phác thảo, dự thảo)
When you make passage plan, what information do you need?
A: Unusually, the passage plan shall be made by the second officer, but shall be
approved by the Master. During passage, when error or mistake is found about the
passage plan, immediate correction shall be made by the second officer. But during
voyage the furnished(cung cấp) passage plane can not be hanged(bị mắc) without
any approval(Chấp thuận).The ìnformation and publications we need are Admiralty
Notice to Mariner, Port guidance, Sea chart, Printed Catalogue of admiralty charts
and other publications. Choosing the sea charts from it. Sea charts should include the
large scale ones for the costal water, small scale chart for ocean water, and planning
chart for lord land zone. Besides, the following information and publications are also
necessary in the passage plan making: Sailing directions, Pilot book, Port entry
guidance, Tide table’s local area warning from the NAVAREA areas, List of light
and radio signals.
7. What sailing areas should the passage plan cover? If you miss one or two
charts for next voyage, can the ship give sea going or not?

A: The passage plan should cover the sailing area from berth to berth.
The ship can not go if one or two charts are not available.
8. If the signal of “three red lights vertically aligned” is found on board a ship
during night voyage, what do you think is wrong with the ship? If a motor ship
is moving under the way, but not under command, what kind of light signals
does she use?
A: This is a draught limited vessel. It is very hard for that vessel to maneuver and to
keep away. Our vessel should give a wide berth and take actions to keep away
beforehand. If a motor ship is moving under the way, but not under command, she
should use not under control lights, i.e., two sideslights and two red lights vertically
aligned.


9. Usually, in a vessel, the second officer shall be designated as officer
responsible for care of magnetic compasses and gyrocompasses. Please describe
how do you take care of Magnetic compass?
A: The liquid magnetic compass shall be regularly checked for air bubbles and shall
be always covered when it is not in use. Where fitted as standby system, the
magnetic compass control of the automatic pilot should be tested weekly.
10- Why do you correct a magnetic compass?
A: As because the magnetic compass is most reliable equipment, which need not any
power. In case of gyro compass failure, magnetic compass can be used to steer the
vessel for reach the next port.
11- How do you order of placing correctors?
A: The correct order of placing the correctors is as follows:
1, Flinder’s bar:
The flinder’s bar acts a bit like a sphere forward of the compass bowl. It also affects
heeling error, and can be magnetised with the fore and aft and the athwartships
magnets. The heeling error magnets often induce poles in the top of the Flinder’s bar,
causing coefficient permanent B. It is important that the Flinder’s bar is positioned

before the spheres, and all the permanent magnets.
2, Spheres:
The spheres cause (and help to correct) heeling error and are affected by the
permanent magnets. It is important that the spheres are positioned before the
permanent corrector magnets are finally placed.
All soft iron correctors should be in position before final adjustment of the
permanent corrector magnets.
3, Heeling error magnets:
The heeling error magnets causes coefficient Permanent B by inducing the Flinder’s
Bar, so it is important that the heeling error magnet is positioned before the
horizontal fore and aft corrector magnets.
4&5, The fore and aft magnets and the athwartship magnets(nam châm) are done
last and can in my order: It is probably best to correct the larger of the two
coefficients(hệ số) first which steadies the card and makes the other correction easier
to do. Coefficient B is usually the larger so the fore and aft magnet is usually
positioned before athwartship corrector magnet.(Nam châm hiệu chỉnh ngang)
12- Q: When will you adjust magnetic compass?
A: Magnetic compasses should be adjusted when:
- It is first installed;
- It is become unreliable;
- The ship undergoes structural repairs or alterations that could effect its
permanent (vĩnh cửu) and induced magnetism;(Từ tính được gây ra).


- Electrical or magnetic equipment close to the compass is added removed or
altered; or
- A period of two years has elapsed(trôi qua) since the last adjustment and a
record of compass deviations has not been maitained, or the recorded
deviations are excessive or when the compass shows physical defects.(sai số lý
học)

13- Q: You have join a ship, where you will get information regarding compass

and correctors?
A: Deviation card.
14- Q: Why wooden pieces under flinders bar?

A: To keep the top of the flinders bar above the level of the compass magnet.
15- Q: Which Certificate covers compass?
A: Safety Equipment Certificate.( Makers name, Serial no. etc.)
16- Q: How do you put corrector for adjusting coefficient B and C
A:

For Coefficient
For Coefficient
For Coefficient
For Coefficient

+B,
-B,
+C,
-C,

Corrector red to the Fwd.
Corrector blue to the Fwd.
Corrector red to the starboard.
Corrector blue to the starboard.

17. How do you set and adjust gyrocompass’ corrections?
A: The 2/O shall frequently check the compressor’s error. Actually, gyrocompass’s

accuracy shall be checked at least once a day at sea and at anchor, and for each
course steered. During the watch, the simultaneous(đồng thời) check shall be made at
least hourly. If there is any significant(Biểu hiện,biểu thị) deviation error, the 2/O
shall adjust it immediately. The data or errors shall be recorded in the Compass
Record Book and Deck Logbook. The electronic devices shall be away from the
compasses in a reasonable distance. The chief mate or other designated officer shall
test the error difference in the morning or in the night.
18. What are the second officer’ responsibilities while the vessel is in port?
- To ensure the safety of life on board, ship, cargo and port, the second officer must
implement a good watch keeping if he is on duty in the port.
- The second officer is also required to maintain orders and facilitate the routine
working of the vessel. When on duty, he should be aware of the air draft, sea
gauge and under keel clearance, the state of ship to avoid dangerous listing,
trim or hull stress during cargo handling or ballasting to prevent pollution of the
environment by the ship.
- During cargo watch, he should watch and supervise the loading process and report
any big incident or abnormality to the C/O.


19. Please tell me what is the difference between the great circle line and Rhumb
line？
A: Theoretically(lý thuyết), great circle line is the shortest distance between two
places, while the rhumb line is longer than the great circle line. However, it is very
hard for a vessel just to take the circle line or rhumb line.
20. During the cargo loading, if you find the cargo damaged in holds, what
should you do?
A: Stop cargo loading, I shall record the damage by writing or even by photo and
report this to the C/O immediately. The C/O should report it to the tallyman and ask
them to replace the cargo, if possible. At the same time, the officer on duty should
make on the spot record. (Hiện trường xảy ra) and making report between concern

parties.
21. We are wondering when you usually do chart work? When you are watch
keeping, can you do the chart work?
A: Whenever I receive the Notice to Mariner. I will do the correction and drawing,
especially for a new voyage. At the same time, I shall collect the out of dated charts
and file them to avoid any misunderstanding or confusion.(Nhầm lẫn, hỗn độn).
When the voyage employment is issued. The 2/O begins to do the sea chart work at
the discretion of the master. The correction is to be done right after the new Notice to
Mariner is received, Generally, I should not do the chart work during watch
keeping. Doing chart work during watch keeping can give rise to some potential(khả
năng) danger to the maneuvering of the vessel.
22. What is the maximum blood alcohol concentration (BAC) rate on board?
A: According to the ISM, the BAC shall not be more than 0.04% by weight any time
when being tested. But watch keepers are not allowed to drink any alcoholic
beverage (Đồ uống) 4 hours before their watch. Besides, when bunkering, loading
and unloading, mooring and unmooring. 4 hours before and after port all, the sailor
on board cannot have any alcoholic drinks.
23. How did you keep your medicine log book?
A: I should be responsible for the medical inventory and keep a good record on the
use and inventory of different medicine. I should also make sure that the aide(dự
phòng) bags are at proper locations. I should also be careful with the medicine
locker. The medicines that are out of validity should be replaced on time.
24. When do you call the Master to the bridge?
A: In the following situations, I will have to call the Master to the bridge if the
Master is not in the bridge:
(1) When the visibility is lower than the one mentioned in the Master’s standing
order;


(2) Breakdown of the main engine, steering gear, gyrocompass or any other critical

equipment related to the safety of the vessel;
(3) When the ship’s position and sounding are unusual or strange;
(4) When the navigational marks or sounding do not appear as expected;
(5) When heavy weather is encountered;
(6) When ship is behaving in unusual way;
(7) When marine pollution is seen or suspected;
(8) When distress message is received or accident observed;
(9) Any other situation when the officers are in doubt.
(10) Whenever the ship is in jeopardy. (nguy cơ, hiểm nghèo)
25. When RADAR and ARPAR are use, does it relieve your duty of lookout as a
watch-keeper?
A: No, the working of these apparatus does not relieve the watch officer of his duty to
maintain a proper lookout at all times. This is very important to the maneuvering of
the vessel. Accidents often arise because of the officers’ complete dependence on the
RADAR, ARPAR, GPS and other equipment, especially in hazard areas, such as the
coast and port areas, low visibility area, restricted areas and heavy weather regions.
All in all, the rules and regulation of the COLREG 1972 must be strictly obeyed.
26. What do you know about EC and ECDIS?
A: EC means Electronic Chart, and ECDIS means Electronic Chart and Display
Information System.
This system uses the computer technology to provide chart details on a visual display
unit, combined (Được phối hợp) with an automatic indication of ship’s position, and
possibly a radar image, a navigation aide (thiết bị hỗ trợ). This kind of chart needs
basic computer operation skills and automation knowledge.
27. Tell me the main contents of a typical Admiralty Notice to Mariner. How did
you get the Notice to Mariner on your last vessel?
A: Admiralty Notice to Mariners is maritime publications issued by Hydrographic
Department of the United Kingdom. They include Admiralty Notices, Australian and
New Zealand Notices.
They are published on weekly basis and there is also annual summary version (giải

thích, thuật lại).
The Admiralty Notice to Mariner includes 6 sections:
- Section one: Explanatory Notes and indexes to section two.
- Sections two: Admiralty Notices to Mariners Corrections to charts.
- Section three: reprints of Radio Navigational Warnings.
- Section four: Corrections to Admiralty Sailing Directions.
- Section five: Corrections to Admiralty List of lights and Fog Signals.
- Section six: Corrections to Admiralty List of Radio Signals.


On my last ship, the ship owner provided the Notice to Mariner on weekly basis. If
they failed to give us the Notice, we’ll send them a Request for this.
28. It is very important to get rid (Giải thoát) of the out of dated charts and
other SMS documents on board. Why?
A: It is very important to keep the latest revised (Sửa lại, duyệt lại) charts (also some
other ISM documents on board) in the deck and engine room, and keep away those
out of dated charts because after a period of time, sometimes, you do not know what
documents are the newest ones. The mixture of the old and new documents on board
can easily give rise to some problems for the safety of the vessel.
29. How do you maintain the clocks?
A: I am responsible for the vessel clocks except for those in the engine room. Before
getting underway, clocks shall be compared and synchronized(đồng thời, đồng bộ),
and the synchronization record shall be entered into the Deck Logbook.
30. When working on in the deck bridge, when do you call the engine room?
A: (1) Whenever necessary to ascertain that engine room and bridge clocks are
synchronized;
(2) At least one hour before starting or ending a sea passage;
(3) As soon as it appears that engine operation maneuvers may be required, with one
hour’s notice if possible;
(4) Whenever the ship machinery operation may be affected by weather or other

condition changes, such as shallow water approach, concentration of marine life or
seaweed, ice in water, or change of trim or draft due to ballasting shifting;
(5) One hour before inert gas system operation is required (for tanker);
(6) One hour before steam is required on deck;
(7) Whenever the temperature falls to 2 degree centigrade to prevent damage to
equipment;
(8) At least one hour before the standby generator is required;
(9) As soon as an excessive some is to be turned;
(10) Whenever the cargo pumps are used;
(11) One hour prior to getting underway.
31. When you join a vessel, what should you do first?
A: Firstly, I shall report to the master and familiarize myself with the master and
other officers and seamen on board the vessel. Second, with accompaniment (Bổ
sung) of the relieved the 2/O, I shall have an inspection of those items the 2/O is
responsible for. I shall discuss immediately with the master on any unsatisfactory
conditions, including equipment malfunctions. I shall also take over all the
documents the 2/O shall take care of, A good handover with the relieved 2/O is the
most important thing for me.


32. When do you have to change from the automatic steering to manual
steering?
A: The steering mode shall be changed from automatic to manual under the
following circumstances:
(1) in any emergency situations;
(2) in diminishing and restricted visibility, as defined by the Master;
(3) When it is necessary to avoid maneuvers;
(4) when the ship’s draft is too deep (more than 60% of the water depth);
(5) whenever the ship steers poorly or when the Master thinks necessary. When the
steering mode is changed, the watch officers shall supervise the process.

(6) When the weather is bad such as rough sea, catch heavy rain,…
(7) When sailing in fair way, narrow chanel,…
(8) When she meets heavy traffic,…
33. If ship collision happened when you are on duty, what procedures should
you follow?
A: 1- I shall sound the alarm for emergency;
2- I shall inform the Master immediately;
3- I shall inform the engine room and prepare engine standby;
4- I fix the ship’s position and check the deep, natural, situation,…around of
ship’s position.
5- Communicating with the vessel that collided to take informations such as
ship’s paticular, ship’s owner,…and situation of him.
6- Inform to all ships in the vicinity area by VHF, MF/HF, INM-C, …about my
ship’s situation.
7- I shall sound the tanks including ballasting tanks and oil tanks;
8- Master shall report to the head office of ship owner, Management Company
and Charter at the discretion of the Master. Report to the relative department and
coast country at the discretion of the Master.
34. During under navigation, If your vessel comes in restricted visibility area
when you are on duty, What should you do?
A: - I shall inform the Master immediately;
- I shall inform the engine room and prepare engine standby;
- I switch on 2 Radar, sound signal, change hand steering and keep sharp look out
by all means;
- I fix the ship’s position and check the deep, natural, situation,…around of ship’s
position;
- Keep vessel sailing with safety speed according to Colreg 72;


- Checking situation of all vessels around by ARPA, AIS and contact with them

to avoid collision;
- Keep watching at forecastle and transmit sound signal in restricted visibility;
- Always careful navigation with sharp look out and safety speed.
35. During on the sea, If your vessel sails in bad weather condition when you
are on duty, What should you do?
A: - I shall inform the Master immediately;
- I shall inform the engine room and prepare engine standby;
- I switch on 2 Radar, change hand steering and keep sharp look out by all means;
- Inform to C/O for checking all deck equipments and securing;
- Checking and securing hatch covers and menhold;
- Navigation carefully with safety speed.
36. During under navigation, If main engine of your vessel is broken (damaged)
when you are on duty, What should you do?
- I shall inform the Master immediately;
- I fix the ship’s position and check the deep, natural, situation,…around of
ship’s position;
- Switch/ hang on “Not under command” signal following Colreg 72;
- Inform immediately to all ships in the vicinity area by VHF, MF/HF, INM-C ,
…about my ship’s situation following communication procedure such as security
or pan pan or may day and request them keep wide berth;
- Regularly fixed ship’s position, monitoring and inform to all ship in the vicinity
area;
- C/O and Bosun are ready at fore castle to drop anchor;
- Master reports to ship owner and request instruction and help.
37- Q: If you see a white light on night time what it could be?
1. Astern light of a vessel.
2. Life raft light.
3. Vessel less then 7 meter long and whose maximum speed should not
exceed more then 7 kts.
4. Vessel less then 50 meter long at anchor.

5. Small fishing boat
38- When should operational check on navigation equipment be done?
Regulary,when preparing for sea and entering port
39- What is important when transferring a position from GPS to a chart?
Make sure that the chart and the GPS use same datum
40- How do you check the CO2 System?
A: According checklist includes date of last service, CO2 bottles itself, air blow test
should be made to make sure that the system works well enough. Check and test


certificates to make sure they are up to dated. Besides, I shall test the weight of the
CO2 at interval to make sure that there is enough in it. CO2 system is very
important. It is the fixed fire fighting equipment.

CÂU HỎI GIÀNH CHO THUYỀN PHÓ BA
1. Can you tell me about your educational background and working experience
as a seaman?
Answer (A): I graduated from Vietnam Maritime University in July 2007. Since
April, 2008, I began my seamen career. I have worked on two ships. On the fist ship,
I worked as a deck cadet for 10 months. On the second ship. I worked as a 3/O for
nearly a year.
2. Can you tell me about your last vessel?
A: My last ship was a general cargo ship sailing globally, but mainly from European
ports to the US and Canada port. I worked on that vessel for 13 months as third
officer.
3. What are your responsibilities as a Third Officer?
A:（1）The third officer shall perform the necessary duties as required, such as those
relating to navigational watch (0800 to 1200 and 2000 to 2400) and cargo watch;
(2) To fix the position of the ship and other navigational calculations every day when
the ship is underway and reports to the Master.

(3) To prepare the reports, navigational statistics conditions and report the necessary
items to the Master.
(4) To help the C/O in supervising cargo handing operation;
(5) To measure the draft at the discretion of the C/O or Master;
(6) To help the Master on the bridge with anchoring and mooring and unmooring work;
(7) Before leaving port or shifting anchorage, to inspect communication systems and
important items related to the navigational system and other department;
(8) To maintain and manage the life boat saving appliance and fire fighting equipment
maintenance log and inventory and prepare records when instructed to do so.
(9) To do some paper work and other jobs that is assigned by the Master.
4. When do you call the Master to the Bridge?
A: If the master were not in the bridge room, I would call the master to the bridge
under the following circumstances:
- When the officers do not know the correct actions to take;


- When the giving away vessel does not give away as a rule and cannot get into
contact with it; navigational equipment fails;
- When receiving the distress call;
- When navigational marks are missing or in the expected time, and did not see the
marks;
- When the depth sounding do not have expected result;
- When entry into heavy traffic, low visibility areas;
- When main engine speed decreases or breakdown;
- When approaching the poor visibility areas; And when the vessel is in danger.
5. Who is responsible for the LSA and FFE equipment on board a ship?
A: LSA means Life Saving Apparatus; FFE means Fire Fighting Equipment. The
3/O is responsible for maintenance and keeping of all these apparatus. The records of
maintenance of the equipment shall be put into the logbook.
6. How often and what do you inspect the lifeboats?

A: Usually I inspect and test the important parts of the lifeboat on weekly basis. My
checking points include attachment to the hull, life-line, handrail, retro- reflective
tapes, the condition of rudder, fuel oil tanks, and so on. After checking, I record the
check results into the logbooks.
7. What actions should you take while you find fire in ones cabin?
A: I shall sound fire alarm first, and then inform to the bridge and Master
immediately, and take portable firefighting equipment to put out the fire the soonest
possible. At the same time, I shall watch carefully about the extending tendency (Xu
hướng) of the fire, and wait for firefighting squad’s(Nhóm, đội) assistance. When the
fire extinguishing squad are in their separate positions, I will come to my position
said in the Fire Muster List to do my job. In a word, I shall follow the fire disaster(tai
hoạ) procedure very strictly on board.
8. What do you know about the ISM code? What are DOC and SMC?
A: ISM means International Safety Management Code (more exact name is:
International Management Code for the Safe Operation of Ships and for Pollution
Prevention). SMS means Safety Management System, and this system is made based
on the ISM code, which is a compulsory part in Chapter 11 of SOLAS74/78.
The ISM code includes 13 chapters:
8.1, Policy: Company have to develop a policy for safety and environment
protection Policy.
8.2, Procedure: Company to establish procedure for ensure safety operation of
ship and protection.
8.3, Designated Person: Person ashore having derect access to the highest level
of management.
8.4, Master responsibility and Authority:


• Implementing the safety and environmental protection policy of the copany.
• Motivating the Crew in the observation of that Policy.
• Issuing appropriate order instruction in a clear and simple manner.

• Verifying specific requirements are observed and
• Receiving SMS and reporting its deficiencies to the shore based management.
8.5, Resource and Personnel:
• Company should ensure Master properly qualified and fully conversant(thông
thạo) with company’s SMS.
• Company should ensure each ship is manned(được cung cấp) with qualified,
Certificated and medically fit seafarers and given proper familiarisation with their
duties.
8.6, Shipboard Operations: Company should established procedures for the
preparation of plan and instructions for key shipboard operations concerning the
safety of the ship and prevention of pollution.
8.7, Emergency preparedness: Company should established procedures to
identify, describle and respond to potential(tiềm tàng) emergency shipboard
situations, and programmes for drills and excercises.
8.8, Non- conformities and reportings: When any work goes out of plan.
Company should establish procedures for the implementation of corrective action.
8.9, Maintenance of the ship and equipment: Company should ensure
inspection held, any non-conformity is reported, appropriate corrective action
taken and all activities recorded.
8.10, Documentation’s: Company should establish and maitenance procedures to
control all documents and data which are relevant to SMS.
8.11, Internal audit: Company should carry out internal audit to verify all policy
implemented.(Kiểm tra nội bộ)
8.12, External audit: To verify company and ship are working as per SMS.
8.13, Certification: Safety Management Certificate to be given to a ship after
audit.
If the company passed the external auditor from the class, it will receive a Document
of Compliance (DOC); and the vessel passes the class’s external audit, then the
vessel will be given a Safety Management Certificate (SMC).
9. During the watch, why must you check the compass error between the gyro

and magnetic?
A: The duty officer should check the difference between the two compasses at least
every an hour. If significant(Biểu hiện) error between magnetic and gyrocompass is
found, compasses must be adjusted and corrected immediately. If there is breakdown
of the gyrocompass, I shall immediately report it to the Master or C/O.
10. When you keep the anchor watch, how to check the ship’s position? Which
way is better?


A: I can use three measures (i.e. Radar fixing, GPS fixing, land mark fixing) to get
vessel position and define(XĐ) the anchor position. But I think the best way is radar
fixing because the radar fixing is more precise and reliable. For the sake (mục
đích) of safety, instead of using only one means, all the measures available shall be
used. At the same time, sea watching is still very important.
11. When the vessel is going to meet the PSC inspection, what should you do in
the preparation?
A: Under the leadership of the master and C/O, the 3/O shall check very carefully on
the utilities (Thực tiễn) he is responsible for. It is very important to match (làm cho
phù hợp) each check list and make sure that no item is missing in dealing with the
check of the PSC.
12. How do you check the CO2 System?
A: According checklist includes date of last service, CO2 bottles itself, air blow test
should be made to make sure that the system works well enough. Check and test
certificates to make sure they are up to dated. Besides, I shall test the weight of the
CO2 at interval to make sure that there is enough in it. CO2 system is very
important. It is the fixed fire fighting equipment.
13. During the cargo watch, what shall the 3/O do if he is on duty?
A: According to the cargo and stowage plan, the 3/O shall watch and supervise the
work of loading, and report the accident and abnormalities, if there is any, to the
C/O. Besides, the 3/O should keep watch on the weather, sea and vicinity condition,

and sound the draft of the water regularly.
14. What is the maximum blood alcohol concentration (BAC) rate on board?
A: According to the ISM, the BAC shall not be more than 0.04% by weight of the
blood any time when being tested. But watch keepers is not allowed to drink any
alcoholic beverage 4 hours before their watch.
15. When RADAR and ARPAR are in use, does it relieve your duty of lookout
as a watchkeeper ?.
A: No, the working of these apparatus does not relieve the watch officer of his duty
to maintain a proper lookout at all time. You can not depend on the machines too
much. Lookout (deck watch) is always very important, especially in some passages,
inside the port and in some dangerous sailing areas. Delayed actions will possibly
give rise to big accidents.
16. When the vessel departs the port, what preparation shall the Master do?
A: (1) He shall make various principal(Chủ yếu) calculations such as the tide, current
and the time of sunrise and sunset that are necessary for securing safety during port
entry or departure.


(2) Check to see that the disembarkation of the visitors and the embarkation/
disembarkations of supernumeraries (Số người dư,thừa) in accordance with the
safety management records.
(3) Check to see that the deck crew are on board.
(4) Prepare and check signal flags etc.
17. How often do you check and correct the chronometer ?
A: I shall check and correct it on daily basis. The record of each correction shall be
put into the record book. Besides, the chronometer shall be sent ashore for cleaning
during each shipyard repair period.
18. While working on in the Deck Bridge, when do you call the engine room for
information?
A: (1) Whenever necessary to ascertain that engine room and bridge clocks are

synchronized; (Đồng thời)
(2) At least one hour before starting or ending a sea passage;
(3) As soon as it appears that engine operation maneuvers may be required, with one
hour’s notice if possible;
(4) Whenever the ship machinery operation may be affected by weather or other
condition changes, such as shallow water approach, concentration of marine life or
seaweed(rong-tảo biển), ice in water, or change of trim or draft due to ballasting
shifting;
(5) One hour before inert gas system operation is required (for tanker);
(6) One hour before steam is required on deck;
(7) Whenever the temperature falls to 2 degree centigrade to prevent damage to
equipment;
(8) At least one hour before the standby generator is required;
(9) As soon as an excessive(quá mức) some is to be turned;
(10) Whenever the cargo pumps are used;
(11) One hour prior to getting underway.
19. When you join a vessel, what should you do first?
A: Firstly, I shall report to the master and familiarize myself with the Master and
other officers and seamen on board the vessel.
Second, with accompaniment of the relieved the 3/O is responsible for. I shall
discuss immediately with the master on any unsatisfactory conditions, including
equipment malfunctions. I shall also take over all the documents the 3/O shall take
care of.(Especial, hand over the position of all light- switches and how to stand-by
M/E and how long notice to E/R for standing by).
Lastly, I shall prepare for getting underway. I shall test the draft of the vessel and
report the result to the C/O.
A good handover with the relieved 3/O is the very important thing for me.


20. Please tell some working parts of a lifeboat in English.

A: For instance: manrope, oars, ration, securing, launch tracks, slip gear, sea anchor,
sea plug davit, roll, harbor pin(đinh, ghim), canvas roof, fresh water, fishing gear,
medicine, axe, provisions, sail makers lather palm, sail makers needle, grommet
(vòng dây), serving boards, serving mallets(vồ), round mallets, wood hand fids(dùi),
hatch wedge(nêm), rat guards, lifejackets, lifejacket lights, lifebuoys, thermal
protector(áo chống mất nhiệt), radar reflector, bailer(gầu), hatchets(rìu nhỏ), sponges
(bọt biển), lifeboat oil lamps, inflatable life jacket, immersion suit, matches,
lifesaving signal, survival manual, waterproof electric torch, boathooks, and so on.
21. If ship collision happened when you are on duty, what procedures should
you follow?
A: 1- I shall sound the alarm for emergency;
2- I shall inform the master immediately;
3- I shall inform the engine room and prepare engine standby;
4- I fix the ship’s position and check the deep, natural, situation,…around of
ship’s position.
5- Communicating with the vessel that collided to take informations such as
ship’s paticular, ship’s owner,…and situation of him.
6- Inform to all ships in the vicinity area by VHF, MF/HF, INM-C, …about my
situation.
7- I shall sound the tanks including ballasting tanks and oil tanks;
8- Master shall report to the head office of ship owner, Management Company
and Charter at the discretion of the Master. Report to the relative department and
coast country at the discretion of the Master.
22. During under navigation, If your vessel comes in restricted visibility area
when you are on duty, What should you do?
A: - I shall inform the Master immediately;
- I shall inform the engine room and prepare engine standby;
- I switch on 2 Radar, sound signal, change hand steering and keep sharp look out
by all means;
- I fix the ship’s position and check the deep, natural, situation,…around of ship’s

position;
- Keep vessel sailing with safety speed according to Colreg 72;
- Checking situation of all vessels around by ARPA, AIS and contact with them
to avoid collision;
- Keep watching at forecastle and transmit sound signal in restricted visibility;
- Always careful navigation with sharp look out and safety speed.
23. During on the sea, If your vessel sails in bad weather condition when you
are on duty, What should you do?
A: - I shall inform the Master immediately;


- I shall inform the engine room and prepare engine standby;
- I switch on 2 Radar, change hand steering and keep sharp look out by all means;
- Inform to C/O for checking all deck equipments and securing;
- Checking and securing hatch covers and manhold;
- Navigation carefully with safety speed.
24. During under navigation, If main engine of your vessel is broken (damaged)
when you are on duty, What should you do?
- I shall inform the Master immediately;
- I fix the ship’s position and check the deep, natural, situation,…around of
ship’s position;
- Switch/ hang on “Not under command” signal following Colreg 72;
- Inform immediately to all ships in the vicinity area by VHF, MF/HF, INM-C ,
…about my ship’s situation following communication procedure such as security
or pan pan or may day and request them keep wide berth;
- Regularly fixed ship’s position, monitoring and inform to all ship in the vicinity
area;
- C/O and Bosun are ready at fore castle to drop anchor;
- Master reports to ship Owner and request instruction and help.
25- Q: If you see a white light on night time what it could be?

A: 1. Astern light of a vessel.
2. Life raft light.
3. Vessel less then 7 meter long and whose maximum speed should not
exceed more then 7 kts.
4. Vessel less then 50 meter long at anchor.
5. Small fishing boat

23. How did you keep you medicine log book?
A: I should be responsible for the medical inventory and keep a good record on the
use and inventory of different medicine. I should also make sure that the aide(dự
phòng) bags are at proper locations. I should also be careful with the medicine
locker. The medicines that are out of validity should be replaced on time.
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