Test 2025 variante 1
What might cause a loss of a target in a microwave PRS?
Transponder batteries failing
In a situation where your DP2 logistics vessel has to perform a small transfer (waste) activity with a smaller non DP Vessel what will be a principal consideration (mitigation) regarding position?
Positioning the non DP Vessel in a blow off / down-weather position.
When might it be a good idea to deselect a wind sensor in a specific location during operations?
During Heliops
Per IMCA M103 Rev 5 - Guidance for the design and operation of DP vessels, What reference systems should be used for Float Over operations?
At least 3 independent reference systems with a minimum of two measurement principles
The time to terminate in an emergency situation for Drilling Vessels is influenced by what?
Time for an ESD to conclude or additional time if non shearables are passing through the wellhead.
What should be the effect of a failure of a single tension sensing device?
Positioning should remain stable with no adverse thrust reactions
Which of the following missions should NOT be carried out in the DP mode?
Anchor handling
What precautions should be taken by the vessel's crew prior to every DP Operation ? (Ref: IMO MSC 1580)
The DP system should be checked against applicable check lists and decision support tools such as ASOG should be available.
What should a DP FMEA analyze? (Ref: IMO MSC 1580)
The complete installation necessary for dynamically positioning a vessel including but not limited to a; power system, thruster system, and DP control system.
In IMO MSC 1580 how are DP equipment classes categorized? (Ref: IMO MSC 1580)
Equipment Class 1; Equipment Class 2; Equipment Class 3
What is the definition of equipment class 1 vessels? (Ref: IMO MSC 1580)
A loss of position or heading may occur in the event of a single fault.
What is the definition of equipment class 3 vessels? (Ref: IMO MSC 1580)
A loss of position or heading will NOT occur in the event of a single fault in any active or static component or system or loss of compartment due to flooding or fire.
How is single failure criteria for DP equipment class 2 vessels defined? (Ref: IMO MSC 1580)
Redundancy of all active components.
What does IMO MSC 1580 require in a DP annual survey? (Ref: IMO MSC 1580)
An annual survey that confirms maintenance of DP systems, the systems functionality and the ability to keep station after single failures associated with the equipment class witnessed by officers of the flag state or nominated surveyors or organisations.
The six degrees of freedom of a vessel are yaw, roll, heave, sway, pitch and surge, which three contribute to the calculation of a DP position? (Ref: NI)
Yaw, Surge, Sway.
What action should the DPO consider at the first signs of a fire in the engine room? (Ref: IMCA DP SKB 02/17)
The vessel should go to a yellow alert state and prepare to terminate operations.
What actions should be taken by the DPO upon the failure of a DP UPS? (Ref: IMCA DP SKB 01/17)
The DPO should inform the Master, consult the ASOG and prepare to terminate activities as per a yellow condition
How is current, as shown at the DP operating station, derived? (Ref: MTS)
By calculation based on all residual external forces acting on the vessel that cannot otherwise be accounted for.
What is the purpose of consequence analysis? (Ref: IMCA M103)
To provide a warning that if a predefined worst case failure occurs there is insufficient thrust available to maintain position.
What is the DPOs correct response when the ASOG indicates a GREEN condition "Normal operations - all systems fully functional and operating within acceptable performance limits"? (Ref: IMCA M103 3.5)
Commence and continue operations as planned.
Within the DP Industry how is a loss of position and/or heading defined? (Ref: IMO MSC 1580)
The vessel's position and/or heading is outside the limits set for carrying out the DP activity in progress.
How is position keeping within the DP industry defined? (Ref: IMO MSC 1580)
Maintaining a defined position or heading or track within the normal excursions of the control system and the defined environmental conditions.
What is Worse Case Failure (WCF)? (Ref: IMO MSC 1580)
The identified single fault in the DP system resulting in maximum detrimental effect on DP capability as determined by the vessels DP FMEA.
The consequence analysis verifies the position keeping ability of the vessel after what event? (Ref: IMO MSC 1580)
A Worst Case Failure (WCF) situation.
When should redundant components be available? (Ref: IMO MSC 1580)
Redundant systems should be immediately available without needing manual intervention.
What should the power available for position keeping be sufficient to do on Equipment Class 2 and 3 vessels? (Ref: IMO MSC 1580)
Maintain the vessels heading and position after Worst Case Failure (WCF).
What three decision support tools promote proper planning and control for successful DP Operations? (Ref: IMCA M103)
Activity Specific Operating Guidance (ASOG), Critical Activity Mode (CAM), Task Appropriate Mode (TAM).
What is a Critical Activity Mode (CAM) of operation? (Ref: IMCA M103)
The CAM defines mission activities where special precautions may be needed in how the vessel is operated.
What equipment should be checked during DP field arrival trials? (Ref: IMCA M103)
Thrusters, power generation, auto DP, independent joystick (IJS) and manual controls.
Within what parameters should a fully operational DP system be able to reliably keep a vessel in position? (Ref: IMCA M103)
As defined by the rated environment for the DP vessel defined by the capability plots.
Which of the following is a decision support tool for DP operations? (Ref: IMO MSC 1580)
Activity Specific Operating Guidelines (ASOG).
Which of the following best describes a Task Appropriate Mode (TAM) of operation? (Ref: IMCA M103)
The TAM is a risk based operating mode in which the vessel may be configured and operated such that a single point failure could result in exceeding the vessels identified worst case failure.
Who should be involved in testing and rehearsing emergency communications within the 500m zone? (Ref: IMCA M205)
Vessel crews and crews of nearby structures or vessels.
Which of the following is a known issue with laser position monitoring systems in terms of position keeping? (Ref: IMCA DP SKB)
Be aware of multipath issues that may affect the integrity of the laser beam.
What precautions should be taken when operating with two wind sensors? (Ref: IMCA DP SKB)
That extra vigilance should be given to wind sensor differences because the DP control system can only identify difference rather than voting out an obviously erroneous wind sensor when three or more sensors are used.
Which of the following PRS groups are ALL RELATIVE references? (Ref: MTS)
Artemis; Laser; Radar.
Which of the following PRS groups are ALL ABSOLUTE references? (Ref: MTS)
DGNSS; Acoustic; Taut Wire.
What advantages do inertial navigation systems offer to acoustic position reference systems?
Overcome update rate issues due to the speed of sound in water.
How many independent position reference systems (PRS) are required during operations on Equipment Class 1 vessels? (Ref: IMO MSC 1580)
At least 2 independent position reference systems (PRS).
While working alongside the installation, one of your thrusters fails to 100% pitch. Which of the following two words correctly replaces the blanks? ________safely
suspend operations while ensuring position is stable, notify all relevant parties of a ________follow your escape plan and depart the 500m zone in a controlled
manner.
E-stop the thruster / yellow alert
You are the DPO on watch at the DP control station while answering a question to the client representative, you hear thrusters ramping up. When you turn to view the "Thruster "page (see diagram) on the DP system you see both bow tunnels are using 95%-100% thrust in opposite directions. Both thrusters have high level alert
alarms. How do you know winch thruster is the faulty thruster that should be shut down via e-stop?
You are conducting OP operations on a fully redundant DP-2 vessel (see diagram) and are fully compliant with CAM-ASOG when T2 (aft bow tunnel thruster) trips offline. The vessel crew initiates Yellow-Alert as per their ASOG, completes controlled disconnect procedures and exits the 500m zone for trouble-shooting and reactivation activities. Once outside the 500m zone it is determined that the vessel does not have the required spare components to reinstate T2 (Aft-Bow Tunnel Thruster). Can the vessel resume operations under CAM as a fully single fault tolerant vessel?
You are conducting DP operations on a fully redundant DP-2 vessel (See diagram) and are fully compliant with CAM-ASOG when DG 1 (Generator No. 1) trips offline.
The vessel crew initiates yellow-alert as per their ASOG, completes controlled disconnect procedures and exits 500m zone for trouble-shooting and reactivation activities. Once outside 500m zone it is determined that the vessel does not have required spare components to reinstate DG 1 (generator No.1). Can the vessel resume operations under CAM as a fully single fault tolerant vessel?
Which of the following statements about the possible consequence of deselecting a drifting reference is false?
Deselecting a drifting reference is something that may be done at any time with no consequence on a modern DP system with multiple references online
What is HOS philosophy for PRS selection (vessel equipped with two relative (microwave & laser) and two absolute (DGNSS) PRS) and DP mode when going alongside a FPSO on a turret moor which will be weather-vaning?
Both relatives online, selected into DP System and on Auto-DP. DGNSS to be online and available but not selected into DP System
The vessel is alongside a drillship with all thrusters online, fully redundant in DP-2 Class with the following sensors online: 3 x Gyros, 3 x Wind sensors, 3 x VRS, 2 x DGNSS, 1 x Cyscan & 1 x radascan. The vessel is instructed to relocate 200m from the asset maintaining current configuration. The drillship notifies the vessel that it will be making a 35° heading change. Should any actions be taken prior to the drillship conducting the heading change as the vessel is already a safe distance from drillship?
With both absolute and relatives in use when the drillship makes a heading change there is a risk of divergence of sensors resulting in a drive-off scenario. The vessel should deselect relative sensors and allow for stabilization prior to drillship conducting heading change
As per the diagram, you will be going alongside a FPSO on a turret moor for cargo transfer operations, port side to in a bow to bow configuration. During 100m validation and verification checks, due to FPSO movement being negligible, the decision is made to select both relatives and two DGNSS into system. After 30 minutes while monitoring sensor page or Pos-Plot page you note position references in diagram on right. What is the correct statement based on the position references?
As per the diagram, the vessel will be going alongside a FPSO on a turret moor port side to and bow to bow. If just using two relative sensors (CyScan and RadaScan) into the DP System, would the vessel follow the movements of the FPSO even when using Auto-DP mode?
The vessel is alongside a FPSO on a turret moor conducting operations at forward crane with targets (CyScan and RadaScan) mounted forward. Two DGNSS are available but not selected into the DP system. Cargo transfer is completed and the OIM informs you that they have two lifts left on the aft crane before releasing the vessel. Which answer describes correct course of action?
Move to 100m, bring both DGPS sensors online to calibrate them, then deselect both relative sensors. Call the OIM and instruct them to move both relative targets aft and into a position so that the aft crane will not block them. Once targets have been moved, bring them back online, calibrate, and deselect DGPS before moving into position under aft crane
You are conducting DP operations on a fully redundant DP-2 vessel (see diagram) and are fully compliant with CAM-ASOG when T3 (drop-down bow azimuth thruster)
teips offline. The vesseI crew initiates yellow-alert as per their ASOG, completes controlled disconnect procedure and exits 500m zone for trouble-shooting and reactivation activities. Once outside 500m zone it is determined that the vessel does not have required spare components to reinstate T3. Can the vessel resume
operations under CAM as a fully single fault tolerant vessel?
The vessel is standing by inside the 500m zone and is instructed to come back alongside under the aft crane to complete the remaining few cargo transfer lifts. What is correct procedure or best practice?
The vessel is to come to a complete stop at 100m and come to operational heading. Complete the 100m validation checklist. Bring relatives online and confirm no divergence of sensors. Complete 10 minute hold test before making apporaches via set-point moves
What should DPOs be cognizant of if the final working position of the vessel will be alongside a drillship which is providing a lee?
Upon entering the lee, there can be a sudden change in calculated current which could affect station keeping ability of the vessel
How does the CAM (Critical Activity Mode) support safe and predictable DP Operations onboard your vessel?
The CAM defines the most fault tolerant configuration of the DP system and equipment.
The vessel is positioned alongside a drillship conducting pumping operations when a consequence analysis alarm is received. What actions, if any, should be taken?
The DPO should recognize the fact that an intermittent consequence alarm is an indication that the vessel is outside of its post worst case failure DP capability and in yellow status per ASOG. The vessel should suspend operations and relocate at 100m from the facility / asset. If consequence analysis can be resolved by a heading change, the vessel is to conduct 100m verification checks and hold test and can re-approach work location per set-point moves as per ASOG. If consequence analysis alarm cannot be resolved vessel should relocate outside 500m zone
As per the diagram while conducting DP Operations with a floating facility you receive a "Median Test" alarm on RadaScan. Would there be any undesired consequences if you deselected RadaScan
What would be the correct procedure when approaching a drillship which is not fitted with CyScan prisms or RadaScan responders?
After completing the 100m validation, 100m checklist, and hold test, move via setpoints as per the ASOG to the work location, pass up the prism and transponder via the drillship's crane, and step out to create a 50m steel-to-steel separation. Once at 50m and confirmed targets have been properly mounted and won't be moved, ensure all sensors have a good grouping and no divergence before selecting relative sensors into the system. Once selected into the system, proceed to work location via set-points as per ASOG
What is the correct course of action if you are conducting operations alongside a facility/asset and detect divergence between position reference sensors?
As long as deselecting drifting sensors) will leave you with more than two sensors in system, deselect drifting sensors and continue operations
As per the diagram, the vessel is alongside a FPSO on a turret moor amd conductong DP operations with (1) Radascan and (1) Cyscan selected and vessel in Auto-DP. If there are no sensors failures, alarms or sensor performances issues Why are the two sensors not indicating the same position?
The vessel is on the east side of the platform unloading deck cargo when instructed to reposition on the west side. What should the vessel do prior to positioning at the west side of the platform prior to resuming operations?
The vessel should reposition at a minimum of 100m from the facility and conduct appropriate checks and set-up as indicated under 100m checks in the 500m checklist