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Master Section 1

Master oral


Q: What are the statutory documents you will take over from outing Master?


  1. Safety Construction Certificate. (SOLAS)
  2. Safety Equipment Certificate. (SOLAS)
  3. Passenger ship Safety Certificate. (SOLAS)
  4. Safety Radio Certificate. (SOLAS)
  5. Load line Certificate.
  6. Safe Manning Documents. (SOLAS)
  7. Stability Booklet.
  8. Certificate of Lifting Appliance.
  9. Charts of publication.
  10. Operation Manuals.
  11. De-rat Certificate.
  12. FFA/LSA test and report.
  13. Life raft servicing Certificate
  14. GMDSS Certificate
  16. MSNS / MINS / MGNS
  17. Medical Locker / Store /Narcotics
  18. Declaration of health
  19. IMDG Code.
  20. IOPP Certificate
  21. Garbage Certificate
  22. SOPEP
  23. OLB
  24. Exemption Certificate


  1. ISO 9002 QA
  2. Registry
  3. Tonnage
  4. Light dues
  5. Certificate of class
  6. B/L, Mate/R
  7. Cargo manifest
  8. Charter party
  9. P & I Club information
  10. Customs Documents
  11. Port Clearance
  12. Note and Letter of Protest.


  1. Articles / Contracts
  2. Certificate of Competency
  3. Passport and CDC
  4. Working Hours / Rest log
  5. Cash / Bond Portage
  6. Overtime / Stores
  7. Provision / Stores
  8. Personnel reports / appraisal
  9. Training log
  10. Medical

As per SMS Company should have a checklist to go through to avoid missing any item

Q: What you will enter in OLB

A: 1) The off going master should make an entry in the narrative section to the effect that he has delivered to me all documents relating to the ship and the crew and both he and I would sing entry. 2) I would add my Names and Certificate no. to the list on the front cover.

Q: what are the items cover by (1) Safety Construction (2) Safety Equipment (3) Load Line Certificate?

A: Safety Constructions:

Structural strength

  1. Machinery and electrical installation
  2. Higher protection
  3. Windlass and mooring equipment
  4. Steering gears and requirements for UMS
  5. Communications bridge / ER and bridge / alternative steering position

Safety Equipment:

  1. LASA and FFA equipment,
  2. Navigating lights, shapes and sound signals
  3. Pilot ladders and hoist
  4. Gyro compass, eco sounder, nautical publications, emergency lighting.
  5. OLB, Damage control appliance.
  6. Fire plan.

Load line:

  1. Assignment of freeboard and marketing of load line
  2. Ship’s structure and fittings for water-tight integrity (i.e. hatch ways, ship side openings, on-return valve, sounding pipe, opening in ends of superstructure, vents, air pipes, freeing ports)
  3. Crew protection (i.e. crew access and guard-rails, life line).
  4. Loadicator, stability book.

Q: Certificate validity?

Name of certificate
1. Safety equipment
2. International load line
3. Certificate registry
4. Safety construction
5. Certificate of fitness
7. Safety ratio
8. De-rat Certificate
9. Safe manning certificate
10. Life raft servicing certificate
11. GMDSS Certificate
13. Tonnage certificate
14. Certificate of class
2 year
5 year
5 year
5 year
5 year
5 year
1 year
6 months
5 year
2 year
5 year

Q: what is a safe manning certificate? What would you fined on it is determine? Validity?

A: Safe manning certificate: to confirms minimum person to be carried onboard a v/I

to carried out full operation

  1. V/L to alongside
  2. V/L to cust off,
  3. Port Operation including Cargo watch, gangway watch,
  4. At sea: a) Safe navigation watch on Bridge.

b) Engine room watch.

c) Radio watch

  1. Safe maintenance work in E/R
  2. Safety maintenance work on in E/R.
  3. Safe handle the operation in an emergency.
  4. Environmental protection.
  5. Cleanness for Fire safety Note of Protest

Validity:           nil.

Q: What is Note of Protest? When to of Protest?


  1. After every case of General average
  2. After wind and / or sea conditions have been encountered which may have damage cargo or caused failure to make a cancelling data?
  3. After Cargo is shipped in a condition likely to deteriorate during the forthcoming voyage.
  4. After the ship has been damage from any cause.
  5. After a serious breach of the C/P by the character or his agent ( e.g. Undue delay, refusal to load, cargo not of a sort)
  6. After the consignee fails to discharge or take delivery of the cargo or fails to pay freight.
  7. Search and Rescue

    Q: what is Master obligation on having a distress message ?

    A: a) While in a position to able to provide assistance on receiving a single from any source acknowledge receipt of massage and is bound to proceed with all speed to their assistance. If possible informing them or the search and rescue service that the ship is doing so, & enter in the OLB.

    b) The master of the ship in distress or the search and rescue service concerned, after consultation, so far as may be possible, with the master of ship which answer the distress alert, has the right to requisition one or more of those ships such as the master of the ship in distress or the search and rescue service considers best able to render assistance, and it shell be the duty of the shipor ships so requisitioned to comply with the requisition by continuing to proceed with all speed to assistance of persons in distress.

    c) Master of ship shell be released from the obligation imposed by paragraph (a) of the regulation on learning that their ships have not been requisitioned and that one more other ship have been requisitioned and are complying with the requisition. This decision shall, if possible, be communicated to the other requisitioned ships and to the search and rescue service.

    d) The master of ship shell be released from the obligation imposed by paragraph (a) of this regulation, and, if the ship has been requisitioned, from the obligation imposed by paragraph (b) of the regulation, on being informed by the persons in distress or by the search and rescue service or by the master of another ship which has reached such persons that assistance is no longer necessary.

    e) The provisions of this regulation do not prejudice the convention for the Unification of Certain of-Law-Relating to Assistance and Salvage at Sea, signed at Brussels on 23 September 1910, particularly the obligation to render assistance imposed by 11 of that Convention

    Q: What preparation you will make whilst proceeding for distress?

    A: Establish a traffic co-ordination system among v/l’s proceeding to same area of distress.

    On-board Preparation:

    Life saving and Rescue equipment’s:

  1. Life boat,
  2. Inflatable life raft
  3. Life Jackets
  4. Survival suits for crew,
  5. Life buoys
  6. Breeches buoys
  7. Line throwing apparatus
  8. Potable VHF radios for communication with the ship the boats deployed.
  9. Buoyant lifelines.
  10. Heaving lines
  11. Non-sparkling boat hooks or graping hooks.
  12. Hatches.
  13. Rescues basket
  14. Litters
  15. Pilot ladders
  16. Scrambling nets
  17. International Cod of signals.
  18. On board radio (MF/HF) equipment’s
  19. Fire fighting equipment’s
  20. Portable ejectors pumps
  21. Binoculars
  22. Cameras
  23. Bailers
  24. Oars

Signalling Equipment’s:

  1. Signalling lamps
  2. Search light
  3. Torches
  4. Flare pistol with colour coded signal flares
  5. Buoyant VHF/UHF marker beacons
  6. Floating lights
  7. Smoke generators
  8. Flame and smoke floats
  9. Dye marker
  10. Loud hallers

Preparation for Medical assistance. Including:

  1. Stretchers
  2. Blankets
  3. Medical supplies and medicines
  4. Food
  5. Shelter


  1. If fitted crane for hoisting on each side of with cargo net for recovering of survivors.
  2. Line running from bow to stern at the water’s edge on both side for boats and craft to secure alongside.
  3. On the lowest weather deck, pilot ladders and man rope to assist survivors boarding the vessel.
  4. Lifeboat ready for use as a boarding station.
  5. Line throwing apparatus ready for making connection with either ship in distress or survival craft.
  6. Flooding light set in appropriate locations, if recovery at night.
Q: When vessel not assisting?

A: The master deciding not to proceed to the scene a distress due to sailing time involved and in the knowledge that a rescue operation is under way should:

  • Make an appropriate entry in the ship’s log book.
  • If the master had previously acknowledged and respond to the alert, report the decision not to proceed to the SAR service concerned.
  • Consider reports unnecessary if on contact has been made with the SAR service.
  • Reconsider the decision not to proceed nor report to the SAR service when vessel in distress is far from land or in an area where density of shipping is low.

  • Q: What information you will gather from the survivors?


    1. What was the time and date of the incident?
    2. Did you bail out or was the aircraft ditched?
    3. If you bail out, at what altitude?
    4. How many others you see leave air craft by parachute?
    5. How many ditched with the air craft?
    6. How many survivors did you see in the water?
    7. What floating gears had they?
    8. What was the total number of person on board?
    9. What caused the emergency?
    10. What was the last position?
    11. Were any of persons able to leave by life boat or raft?
    12. How long was the survivor in the water?
    13. Were search craft seen before, if so dates and times of sighting?
    14. Were any signals or devices used to try to attract the attention of search craft? If so what were they and when were they used?
    15. About their medical history
    16. All information should be noted
    Q: What is the purpose of questioning?


    1. To ensure that all survivors are rescued.
    2. To attend to the physical welfare of each survivor.
    3. To obtain information which may assist and improve SAR service.
  • Care must be taken to avoid worsening a survivors condition by excessive interrogation.
  • If the survivor is frightened or excited, the questioner should assess these statements carefully.

  • Note: Questions should be asked avoid suggesting to the survivor. Explain that the information required is for the Success of the SAR operation and may be of great values for future SAR operation.

    Q: On-Scene Co- ordination

    A: # The types of facilities involved in the response and the region of the SAR incident affect on-scene co-ordination.

    # Available facilities may be include.

  • designated SRUS
  • civil aircraft and vessels, military and novel or the facilities with SAR capability.

  • # In remote regions, SAR aircraft may not always be available, to participate.

    # In most oceanic region, ship will normally be available, depending on shipping density.

    # Ships may receive information from land-based SAR authorities or by monitoring distress traffic.

    # No advice received from these authorities can set aside the duties of any master as set forth in regulation V/I 0 of SOLAS 1974(see appendix A).

    Q: Who will be On-Scene Co-ordinator (OSC)?


    1. When two or more SAR facilities conduct operation together, the SMC should designated an OSC.
    2. If this is not practicable, facilities involved should designate, the mutual agreement, an OSC.
    3. This should be done as early as practicable and preferably before arrival within the search area.
    4. Until an OSC has been designated, the first facility arriving at the scene should assume the duties of an OSC.
    5. When deciding how much responsibility to delegate to the OSC, the SMC normally considers the communicational and personnel capability of the facilities involved.
    Q: What is duties of OSC?


    # Co-ordinate operation of all SAP facilities on-scene.

    # Receive the search action plan for the search and rescue operation, if no plan is otherwise available.(See planning and conduction the search in this section.)

    # Modify the search action or rescue action plan as the situation on-scene dictates, keeping the SMC advised ( do in consultation with the SMC when practicable.)

    # Co-ordinate on-scene communications.

    # Monitor the performance of the participating facilities.

    # Ensure operations are conducted safety, paying particular attention to maintaining safe separation among all facilities, both surface and air.

    # Make periodic situation reports (SITREPs) to the SMC. The standard SITREP format may be found in appendix D. SITREPs should include but not be limited to:limited to:

  • Weather and sea conductions
  • the result of search of date
  • any action taken
  • any future plans or recommendations

  • # Maintain a detailed record of the operation:

  • on-scene arrival and departure time of SAR facilities, other vessels and aircraft engaged in operation
  • areas searched
  • track spacing used
  • sighting and leads reported
  • action taken
  • result obtained

  • # Advise the SMC to release facilities no longer required.

    # Report the number and names of survivors to the SMC.

    # Provide the SMC with the name and designation of facilities with survivors aboard.

    # Report which survivors are each facility.

    # Request additional SMC assistance when necessary (for example, medical evacuation of seriously injured survivors).

    Q: Planning And Conducting The Search

    A: General

  • For surface and air facilities to search patterns and procedures must be pre-planed so ships and aircraft can co-operate in co-ordinate operations with the minimum risk and delay.
  • Standard search patterns have been established to meet varying circumstances.

  • Responsibilities of OSC

  • The OSC should obtain a search action plan from the SMC via the RCC or RSC as soon as possible. Normally, search planning is performed using trained personnel, advanced search planning techniques, and information about the incident or distressed craft not normally available to the OSC. However, the OSC may still need to plan a search under some circumstance. Search operation should commence as soon as facilities are available at the scene. If a search plan has not been provided by the SMC, the OSC should do the planning until an SMC assumes the search function. Simplified techniques are present below.
  • Modify search plans based on changes in the situation, such as:

  • arrival of additional assisting facilities

     receipt of additional information

     changes in weather, visibility, lighting conditions etc.

  • In case of languages difficulties, the International Code of Signals and Standard Marine Navigational Vocabulary should be used.
  • On assuming the duty, the OSC should inform the appropriate CRS or ATS unit and keep it informed of developments at regular intervals.
  • The OSC should keep the SMC informed at regular intervals and whenever the situation had changed.
  • Planning the search


  • In will be necessary to establish a datum, or geographic reference, for the area to be searched. The following factors should be considered:
  •  reported position and time of the SAR incident

     any supplementary information such as DF bearing or sightings

     time interval between the incident and the arrival of SAR facilities

     estimated surface movements of the distress craft or survival craft, depending on drift (The search in found as follows:

    – has two components: leeway and total water current

    – leeway direction is downwind

    – leeway speed depends on wind speed

    – the observed wind speed when approaching the scene may be used for estimating leeway speed of life rafts by using the graph following this discussion (person in the water (PIW) have no leeway while life raft stability and speed vary with or without drogue or ballast.)

    – total water current may be estimated by computing set and drift when approaching the scene

    – drift direction and speed us the vector sum of leeway and total water current

     drift distance is drift speed multiplied by the time interval between the incident time, or time of the last computed datum, and the commenced search time.

     Datum position is found by moving from the incident position, or last computed datum position, the drift distance in the drift direction and ;plotting the resulting position on a suitable chart.

    Plot the search area:

     draw a circle centred on datum with radius R.

     using tangents to the circle, from a square as shown below

     if several facilities will be searching at the same time, divided the square into sub-areas of the appropriate size and assign search facilities accordingly.

    n Search patterns

    Expanding squire search (SS)

  • Most effective when the locations of the search object is known within relatively close limits
  • The commence search point is always the datum position.
  • Often appropriate for vessels or small boats to use when searching for person in the water or other search objects with little or no leeway.
  • Due to small area involved, this procedure must not be used simultaneously by multiple aircraft at similar altitude or multiple vessels.
  • Accurate navigation is required, the first is usually oriented directly into the wind to minimize navigational errors.
  • It is difficult for fixed-wing aircraft to fly legs close to datum if S is less than 2 NM.
  • Sector Search (VS)

  • Most effective when the position of the search object is accurately known and the search area is small.
  • Used to search a circular area centred on datum point.
  • Due to small area involved, this procedure must not be used simultaneously by multiple aircraft at a similar altitude or by multiple vessels.
  • An aircraft and a vessels may be used together to perform independent sector searches of the same area.
  • A suitable marker (for example, a smoke float or a radio beacon) may be dropped at the datum position and used as a reference or navigational aid marking the centre of the pattern.
  • For aircraft, the search pattern radius is usually between 5 NM and 20 NM.
  • For vessels, the search pattern radius is usually between 2 NM and 5 NM, and each turn is 120 degree, normally turned to starboard.

  • The OSC will normally consider the initial phase to have been completed when, in the absence of further information, searching ships have completed one search of the most probable area.
  • If at that stage nothing has been located, it will be necessary for the OSC consider the most effective method of continuing the search.
  • Failure to the search object may be due one or more of the followings causing:
  • error in position owing to navigational inaccuracies or inaccuracy in the distress communications reporting the position. This is especially likely to apply if the position of datum was based on an estimated position using incomplete information.
  • an error in drift estimation.
  • failure to the search object during the search although it was in the search area. This most likely to occur if the search object is a small craft, survivors in the water.
  • the craft having sunk without a trace. Other than the case of a small ship or craft in rough weather, experience has shown that there are usually some trace, even if debris or oil patches.
  • n Navigational inaccuracies of Searching Ships

  • This is most likely to apply when navigational fixes cannot be obtained. In this situation, the OSC may:
  • re-search the same area, allowing for added drift during the time elapsed since calculating last datum;
  • expands the probable area, after allowing for added drift, and search the expanded area;

  • Or

  • expand the area more in one direction than another, depending on circumstance and information available.
  • Determine a new probable area based upon any additional information received.
  • Were information is received to indicate that the original datum was grossly inaccurate, determining an entirely new probable area would be advisable.
  • A small search object, which is easily missed in the day time, may become visible at night time if it shows lights, flares, or other pyrotechnics.
  • The OSC should, therefore, consider using surface craft at night to re-search areas covered by day.
  • It is very practice when searching for survivors in small craft, in survival craft, or in the water, to stop the engines occasionally at night and in restricted visibility by day to listen for cries for help.
  • n Navigational inaccuracies of Searching Ships

  • In some case, the search ay provide evidence of the distressed craft without survivors being found.
  • This evidence may provide information for a recalculation of datum and revision of the search area.
  • A low-lying, half-sunken loaded ship or aircraft may drift more slowly than a floating survival craft,even if a drogue is used.
  • A derelict may drift at a considerable angle off the prevailing wind direction.
  • When wreckage is located it usually consists of debris, possibly with an oil slick.
  • Should this have come from the distressed craft, survival craft will usually be found downwind from the debris.

  • Q: Where will you get the information regarding search pattern.

    A: In IAMSAR




    A: Take the con & follow Emergency checklist procedure from International chamber of shipping

    1. Stop Engines
    2. Sound general emergency alarm – head count, look for casualty, establish communication informall department.
    3. Close watertight doors, if fitted
    4. Order chief officer for damage assessment.
    5. – Water tight integrity of full and subsequent breaches of same.
      – Obtained sounding from all tanks, bilge’s, hold
      – Condition of machinery space.
      – Details casualties.
      – Any fire risk
      – Any other information regarding associate problems.
    6. Maintained VHF watch.
    7. Exhibit light / shapes and appropriate sound signals
    8. Switch on deck lighting at night
    9. Check hull for damage
    10. Sound bilge’s and tanks.
    11. Visually inspect compartments where possible
    12. Sound around the ship.
    13. Determine which way deep water lines
    14. Obtain information on local currents and tides, particularly details of rise and fall of the tide.
    15. Reduce draught of ship de-ballasting cargo to re-float as soon as possible ( depending upon tide and weather condition)
    16. Make ship’s position available to Radio / GMDSS room
    17. Broadcast Urgency / Distress massage as required.
  • Inform local authorities / owner with position, extent of aground, weather, wind, sea, and swell, Condition of hull and machinery, any visible damage, and of the possibilities of re0floating. As well as available assistance, P & I, flag state control, Agent of last and next port of call, coast guard, classification society.
  • As soon as possible report MAIB as stranded.

    n Take the con.

    n Stop/manoeuvre the ship so as to minimize effects of collision. (leave one v/I embedded to other unless there is a fire risk, explosion or toxic escape from other v/I, which could endanger the safety of your v/I and crew.

    n Sound general alarm.

    n Mustering all crew/head count. Establish communication

    n Close water tight door.

    n Inform engine room/other department.

    n Order radio officer to standby radio room for obtaining v/l’s position.

    n Deck light on/not under command signal hoisted.

    n Order engine room to start pump out from damage compartment.

    n Stand by life boat ready to embarkation dk.

    n Order chief officer for damage assessment.

    1. Water tight integrity of hull and subsequent breaches of same.
    2. Obtain sounding from all tanks, bilge’s, hold.
    3. Condition of machinery space.
    4. Details casualties.
    5. Any fire risk.
    6. Any other information regarding associate problems.
    n If any compartment damaged and ingress of water exist:

    1. List the v/l over to raise damage area above water line.
    2. Build and position collision patch.
    3. Co-ordination pumping out on to effected area.
    n Transmit URGENCY signal if appropriate.

    n Transmit DISTRESS signal if appropriate.

    n { {Investigate safe port operation, and/or beaching situation in order to save the v/l from being totally lost.

    n If delaying tactics are not holding the situation transmit the distress signal and order an abandonment to save life.}}

    n Calculate damage stability

    n Inform owner, P & I, classification society, flag state control, Charterer, Agent of last & next port of call & coast guard.


    n Standby for render assistant provided own v/I’s and crew safety,

    n Exchanger information between both the v/I : Name of v/I, port registry, Last port call, Next port of call.

    n Entry into the OLB.

    n Inform MAIB.


    Q: What equipment do you have on board for GMDSS?


    1. STRT.
    2. EPIRB.
    3. VHF with DSC ch&70.
    4. VHF with ch 16.
    5. NAVTEX.
    6. INMARSAT.
    7. MF/HF.
    8. NABDP.
    9. Two way Radio telephone.
    Q: What check would you carry out on GMDSS equipment?

    A: Daily- Printer,


    Power on/off, Battery power supply,

    DSC internal,

    VHF,MF/HF without radiation.


    DSC external-UK 2187.5 khz

    MF/HF – routine- Channel assign on ALRS Vol-1


    VHF- Hand Held Rx/Tx channel other than ch-16.

    Two-way Radio internal

    Emergency Generator.


    EPIRB- Physical test, HRU, Battery date ( max cont. opp. Hour-48), Lanyard, readily excessable to life boat/survival craft.

    SART- Physical test in conjunction with 3cm radar, 9.4Ghz, battery date (96 hrsstby mode, 8 hrsTx mode )

    Emergence battery power supply – s. gravity, E/lit level, terminal clean.



    Q: what is MAIB?


    Operates independently of MSA, investigates

    1. Accident at sea and on-board sea,
    2. Dangerous Occurrences at sea,
    Aim-Determining what caused an accident in order to prevent it from happening again.

    -Publishes report on accident with recommendations and lessons to be learned.

    Duties-defined in the MS regulation 1994.

    -Employs a staff of professional and supports staff (Inspectors)

    The Inspectors

    Professional inspector are come from 3 Marine disciplines-1. Nautical 2.Engineer 3.Navel architectural others from recent seagoing for specialist knowledge. Inspectors are available to travel at short notice to wherever a ship has been involved in an accident


  • Administrative Inquiry: For less series cases where enquires are mad by correspondence or telephone, without need for visits
  • Inspector’s Investigation: for more serious case where witness are interviewed and ship is visited where that is feasible, and

  • Inspector’s inquiry: called by chief inspector of Marine accidents in the cases of major accident. This is very compressive investigation, usually carried out by a team of MAIB inspector.

    Q: Defined the Accident, Major and Serious injury, Dangerous Occurrence, and Hazardous Incident?

    A: An accident is an undesired event result in personal injury. damage or loss. Accident include:

    – Loss of life or major injury to a persona on board or when a person is lost from a vessels,

    – The actual or presumed loss of a vessel, its abandonment or material damage to it,

    – Standing or collision,

    – disablement and also material damage caused by a vessels.

    A major injury means:

    – Any facture, other than to the fingers or toes;

    -any loss of limb or part of limb;

    – dislocation of the shoulder, hip, knee, or spine;

    – loss of sight;

    – penetrating injury to the eye;

    -any other injury leading to hypothermia or to unconsciousness, or requiring resuscitation, or requiring admittances to the hospital to an off-shore sick-bay for more then 24hur, or if at sea requiring confinement to bed for more than 24hur.

    A serious injury means:

    – any injury, other than a major injury, to a person employed or carried in a UK vessel which occurs on board or during access which result in incapacity for more than three consecutive days of the accident; or

    – as a result of which the person concerned is put ashore and the vessel sails without him or her, unless the incapacity is known or advised to be of three consecutive days or less, excluding the day of the accident.

    A dangerous occurrence

    – Is an incident which might have been liable, taking in to account the circumstance, to cause serious injury or to cause damage to the health of any person, and includes:

    – any person falling overboard;

    – any fire or explosion;

    – the collapse or bursting of any pressure vessel, pipeline or valve or the accidental ignition of anything in a pipeline;

    – the collapse or failure any lifting equipment, access equipment, hatch-cover, staging or bosun’s chair or any associated load bearing parts;

    – the uncontrolled release or escape of any harmful substances or agent;

    – any collapse of cargo, unintended movement of cargo sufficient to cause a list, or loss of cargo overboard;

    – any snagging of fishing gear which result in the vessel heeling to a dangerous angle;

    – the parting of tow-rope;

    – any contact by a persons with loose asbestos fibre except when full protective clothing worn.

    A hazardous incident

    Is any incident or event, not being an accident or a dangerous, by which the safety of ship or any person is imperilled, or as a result of which serious damage to any ship or structure or damage to the environment might be caused.

    Q: Reporting of Accidents

    A: Accident must be reported as soon as possible, by the quickest means available. This can be direct to the MAIB by telephone, fax, telex or e-mail, or to any Maritime Safety Agency (MSA) Marine Office or by VHF or HM coastguard.

    Serious injuries and dangerous occurrence must be report within 14 days, or within 14 days after arrival at the next port if the vessel is at sea at the time of the occurrence.

    These reporting requirements apply to merchant and fishing vessels, and sport or pleasure vessels when used commercially. However, other leisure craft skippers or crews may report accidents to the MAIB if they so wish.

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