Welcome to the website where you can pass online the CES CBT CD-7021 test on the subject «TOTS 1B-Engine Room Operations-Special Circumst». Practice like this will help you as a marine specialist improve your knowledge with the help of online studying and appraisal practice. CES based on practical information and marine specialists experience.
CES tests developed for evaluating seaman basic knowledge by Seagull Company (rebranded as «OTG»), is an evaluating online-tool, used for revealing any professional preparation needed in specific fields of knowledge, defined by STCW.
CES tests have proven themselves as good tools for the selection and recruitment process, as well as advancing the level of knowledge of the current officers and crew. Ocean Technologies Group use various subjects for question creation, which includes:
Crowd and Crisis Management;
Integrated Navigation System (INS);
Ballast water management;
Handling and Stowage;
Vessel operation management and safety;
Marine engineering;
Maintenance and repair, etc.
Current test contains Seagull CES questions on the subject «TOTS 1A-General Tanker Section». Those questions can be used for competence verification specialist capable of preventing accidental situations related with transporting safety, or also for self-examination.
«TOTS 1B-Engine Room Operations-Special Circumst» subject includes theoretical and practical information about advanced training for work on any type of vessel. The subject is designed to prepare seafarers for handling unique and challenging situations in the engine room. It provides advanced training on managing engine room operations under special circumstances, such as adverse weather conditions or mechanical failures. The course includes instruction on the impact of special circumstances on engine room systems and equipment. The training focuses on troubleshooting and maintaining engine room functionality during emergencies or unusual operational conditions. Participants learn how to adapt engine room procedures to ensure safety and efficiency in special scenarios, such as navigating through ice or shallow waters. The subject emphasizes the importance of quick decision-making and effective communication with the bridge team during special circumstances. Advanced topics include the use of backup systems and alternative power sources when primary systems are compromised. Upon completion, seafarers are well-prepared to handle engine room operations confidently in any special circumstance encountered at sea.
On this site Crew Evaluation System Test on the subject «TOTS 1B-Engine Room Operations-Special Circumst» contains 33 questions you need to answer with no possibility to go back to previous question. Therefore, we recommend carefully reading each question and making decision with no hurry. In case you have some difficulty answering, you have also possibility to request a hint.
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* Some questions may have more than 1 correct answer.
An intermittent failure to start astern at the first try is …
Not very significant if the engine starts on the second or subsequent attempts.
Not very significant provided the engine starts astern on local control.
Significant and must be immediately rectified, and pilots and shore management notified.
Very significant and must be investigated at the next port.
How is it ensured that important operations are carried out according to set procedures?
By following the Chief Engineer’s standing orders.
By using the appropriate critical operations check list.
By using the Company operating manual.
By using the manufacturer’s operating/instruction manuals.
If, during the sea passage, oil is observed leaking from the sterntube inboard seal header tank, what should you do?
Add thicker oil to the sterntube system in order to minimise the oil loss until repairs can be carried out.
Collect the leaking oil and return it to the header tank to minimise the oil loss until repairs can be carried out.
Fit an oil tight cap to the header tank and monitor the inboard seal for leakage until repairs can be carried out.
Reduce the header tank level to reduce the leakage by maintaining minimum positive pressure on the seals.
If a fuel pump is identified as defective on one unit and spares are unavailable, the main engine …
Can continue to be run at reduced power with the fuel pump hung up and isolated.
Can continue to be operated at lower load or reduced RPM once the pump has been removed from the engine.
Can continue to be run at full power until the next port of call.
Can continue to be run, but all other fuel pumps should be adjusted to balance exhaust temperatures.
If a significant limitation of engine power due to cooling problems is experienced before stand by …
You can wait until you have finished manoeuvring as manoeuvring speed is less than full sea speed.
You need to resolve the problem as emergency power may be needed unexpectedly.
You may ignore the problem until you have time to carry out repairs.
You should stop immediately as any such limitation could result in engine damage.
If the local engine side control is used in order to overcome problems with starting astern …
All interlock and protection devices are over ridden.
All interlocks and protection devices continue to work in the normal way.
All interlocks and protection devices with the exception of those connected with reversing, operate in the normal.
Only the low lub oil trip and mechanical overspeed trip continue to work in the normal way.
If, during the sea passage, oil is observed leaking from the sterntube outboard seals, what should you do?
Reduce the header tank level to maintain minimum positive pressure on the seals, and monitor the water level in the sterntube oil to ensure any ingress is controlled.
Add thicker oil to the sterntube system in order to minimise the oil loss until repairs can be carried out, and reduce the engine speed to prevent overheating.
Raise the sterntube oil pressure to ensure there is no possibility of water entering the sterntube and causing damage to the sterntube bearing.
Reduce the header tank level to below sea level to ensure that there is no possibility of pollution, and monitor the sterntube temperature for any overheating.
In case of any malfunction or breakdown of critical equipment during navigation what is the first action you should take?
Inform the Chief Engineer and 2nd Engineer.
Inform the bridge to alert them.
Man the engine room until normal manned operation commences and then inform Engine Staff.
Raise the general alarm.
In the event of a low lub oil pressure alarm during standby you should …
Keep the engine running and try to solve the problem, but advise the bridge of the situation.
Keep the engine running and try to solve the problem without troubling the bridge.
Stop the engine and engage the turning gear.
Stop the engine because you must prevent damage to the engine at all cost.
In the event of full astern emergency being requested on a slow speed engine on sea passage you should …
Immediately bring the speed control to stop and put starting air to turn the engine in the astern direction.
Immediately bring the speed control to stop, wait for ahead rotation to stop, then put starting air to turn the engine in the astern direction.
Immediately bring the speed control to stop, wait for the engine rotation to slow, then put starting air to turn the engine in the astern direction.
Stop the engines and open the air bottles in preparation for starting astern.
In the event of telegraph/bridge control being unexpectedly rung to «stop engines» on sea passage you should …
Stop the engine and call the bridge to ask the reason why the engine has been stopped.
Slow down the engine and phone the bridge to ask what is happening.
Stop the engine, call the bridge and inform them you have opened the indicator cocks and engaged the turning gear so the engine will require 10 minutes notice before restart.
Stop the engine, engage the turning gear and open the indicator cocks.
In the event of the crankcase explosion door opening under pressure on sea passage you should …
Keep the engine running and call the bridge to request agreement to stop the engine.
Slow the engine and increase lubricating oil pressure.
Slow the engine and call the bridge to request agreement to stop.
Stop the engine because you must prevent damage to the engine at all cost.
It is normal good practice to operate the engine in standby mode with …
Both air bottles on line and the main air compressor start and stop on automatic control.
Both air bottles on line and the main air compressor start and stop on manual control.
Both bottles on line with one compressor on auto and the other on manual start/stop.
One air bottle on line and the other topped up with its supply valve shut.
It is normally expected that starting on local engine side control uses up …
Less starting air than bridge control.
More starting air than bridge control but only on astern movements.
More starting air than control room control.
The same amount of starting air as bridge control.
On a Steam turbine propulsion, set astern manoeuvring power is …
Less than 40 % of ahead power.
90 % of ahead power.
Equal to ahead power.
Greater than ahead power.
On a slow speed direct drive engine, the safety device which prevents fuel and starting air being simultaneously applied to the engine is …
The camshaft wrong-position indicator.
The fuel air interlock.
The turning gear interlock.
The wrong way alarm and cut out.
On a slow speed main engine installation, where damage to a connecting rod bottom end bearing necessitates the removal of the bearing shells, the main engine may still be operated at reduced power …
And speed, taking care not to exceed the maximum exhaust temperature on any unit once the damaged unit has been blanked off and connecting rod removed.
Once the fuel to the damaged unit is shut off and the connecting rod secured clear of the crankshaft.
With the scavenge ports blanked off, the fuel and cooling water to the damaged unit shut off and the connecting rod secured clear of the crankshaft.
Avoiding any speed range that may induce severe torsional vibration in the crankshaft once the damaged unit has been blanked off and the connecting rod removed.
On a slow speed main engine installation, where the fuel pump on one unit has to be hung up because of damage to the fuel cam, how should the main engine be operated?
At normal power provided the exhaust temperature of the other units does not exceed the maximum permitted temperature.
At reduced power and speed ensuring the engine is not run within barred speed ranges specified by the manufacturer.
At reduced power indicated in the engine operating manual, even though this may result in surging of the turbocharger.
At the highest possible power once the other fuel pumps have been adjusted to balance the exhaust temperatures.
On a slow speed main engine, direct drive installation, a turbo-charger failure …
Requires that the auxiliary blowers be used to operate the engine at reduced power.
Does not affect full power operation provided the auxiliary blowers are fully operational.
Does not affect full power operation provided the engine can be kept running.
Puts the propulsion plant out of use as the engine cannot operate with natural aspiration.
On a slow speed main engine, direct drive installation, where a crankcase oil mist has been detected, the likely cause of the oil mist is due to …
A bearing overheating.
A blockage of the crankcase vent pipe.
A crankcase door not being closed properly allowing air to enter the crankcase.
Running the engine with the lub oil pressure too high.
On a slow speed main engine, direct drive installation, where a crankcase oil mist has been detected, the main engine should be …
Run at slow speed for 10 minutes, then stopped, the turning gear engaged and the engine turned over for 20 minutes before opening the crankcase for inspection.
Immediately stopped to prevent any further oil mist, and the turning gear engaged while the crankcase space is inspected for hot spots.
Operated as normal with lub oil pressure increased to cool down hot spots, and the OMD to be monitored for 24 hours for alarms before returning to normal procedures.
Run at normal revs while the oil mist detector is checked.
On a slow speed main engine, direct drive installation, where both the Bridge Control system and the engine control room system are defective, the main machinery should be operated from the local (engine side) control …
By a deck department crew member after establishing direct communication to the bridge for manoeuvring instructions.
By an engineer, and only after operating procedures have been implemented and communications with the bridge tested satisfactorily.
Only by the Chief Engineer who will have communications directly to the Master on the bridge, for manoeuvring instructions.
While the engine is being manoeuvred and unmanned operation can be resumed when the vessel is on passage.
On a slow speed main engine, direct drive installation, with more than 1 turbo charger, a turbine failure …
Requires that the rotor be removed and blanking plates fitted.
Does not affect full power operation provided the engine can be kept running.
Does not require that the rotor be removed and blanking plates fitted.
Means the engine cannot be run on reduced power.
On a slow speed main engine, the engine can be brought back into service after extinguishing a scavenge fire …
As soon as the bridge confirms that the engine may be restarted.
Once the engine has been turned over on the turning gear to ensure that it turns freely.
Only after the engine unit(s) in way of the fire have been fully overhauled.
Only after the cause of the fire is determined and the scavenge space cleaned out and inspected for damage.
On a vessel where the bridge control of the steering gear has failed during the voyage, the vessel should not continue on voyage until the steering gear …
Has been changed to local control with the operating position manned at all times, tested and communications with the bridge established.
Creep test has been carried out.
Has been fully overhauled and the defect fully identified and rectified.
Is secured in amidships position, with tug assistance for the duration of the voyage to a port of refuge.
On a vessel where the bridge control of the steering gear is found to be defective, how should the steering gear be operated?
By the non-follow up steering control.
Directly from the steering gear space local control position, only after local communications with the bridge have been set in place and tested.
From the engine room by a crew member with communications via the engine control room.
From the steering gear compartment with communications from the bridge via the engine control room and OOW.
On a vessel with 2 generators, while preparation is being made to depart on a 3 day voyage, one generator breaks down but cannot be repaired due to lack of a spare part. What should you do?
Cancel the departure and do not sail until the generator is back in service or a backup package generator is fitted.
Advise the office of the problem and agree to sail as the spare part will be arranged for the next port.
Sail as planned and have the generator repaired in the next port as the voyage is very short.
Sail as planned as the owner’s representative is insisting that the vessel must not be delayed.
On restoration of electrical power following a short duration electrical power failure in open water, the main engine may be re-started …
Directly on power being restored.
Only after checking that all the ancillary equipment has restarted and that all pressures and temperatures are normal.
Only after another generator has been put on line to ensure there is no further failure of the electrical power supply.
Only after the turning gear has been engaged and the engine turned over.
On restoration of electrical power following an electrical power failure during a confined water transit, the main engine must be re-started …
Only after checking with the bridge that it is OK to do so.
As soon as the engineer confirms that the steering gear is running and the engine is ready to start.
As soon as the engineer is satisfied that the power supply is stable and that the engine is ready to start.
Directly power is restored in order to minimise any delay to the vessel.
Stand by coolant supply pumps should auto start in the event of …
High coolant temperature alarm.
Low pressure alarm only.
Pump failure alarm only.
Pump failure alarm and low pressure alarm.
The safeguard against starting a slow speed direct drive engine with the fuel cam in the incorrect position is …
A fuel cut off interlock only.
A wrong way alarm only.
A wrong way alarm and interlock.
Not fitted as it will automatically correct itself.
Unavailability of stand-by coolant supply pumps is …
Not very significant and UMS operation of the engine room may be continued.
Not very significant as one pump is enough for cooling.
Significant and must be rectified as soon as possible.
Significant and must be rectified before the engine is started.
What is the number of consecutive ahead and astern starts a slow speed direct drive engine should be capable of?
At least 5 on each air bottle.
Less than 8 but more than 5.
Less than 8.
More than 8 on each air bottle.
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