100+ Free Sætteskippereksamen Practice Questions

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Sample Sætteskippereksamen Practice Questions

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1When configuring an Electronic Chart Display and Information System (ECDIS) for a coastal transit with a vessel draft of 5.8 m, squat of 0.6 m, and a company-required minimum Under Keel Clearance (UKC) of 1.0 m, what is the minimum calculated safety depth?

A.5.8 m

B.6.4 m

C.7.4 m

D.8.4 m

Explanation: Safety depth is calculated by adding the vessel's maximum static draft (5.8 m), expected squat allowance (0.6 m), and required safety margin or company under-keel clearance (1.0 m), yielding 7.4 m. Depths shallower than this value are displayed in bold black text on the ECDIS to immediately alert the watchkeeping officer to navigational hazards.

2What occurs on an ECDIS display when the user enters a safety contour value of 7.4 m, but the loaded Electronic Navigational Chart (ENC) only contains depth contours at 5 m, 10 m, 15 m, and 20 m?

A.The ECDIS automatically defaults to the next shallower contour of 5 m to maximize navigable water

B.The ECDIS automatically selects and highlights the next deeper available contour of 10 m as the safety contour

C.The system generates an unresolvable alarm and refuses to draw any depth contour boundaries

D.The system interpolates a virtual 7.4 m contour line between the surveyed 5 m and 10 m depth contours

Explanation: According to IMO ECDIS performance standards, if the specified safety contour is not available within the vector chart database, the ECDIS must default to the next deeper available contour. Here, because 7.4 m is not encoded in the ENC, the system highlights the 10 m contour to ensure a fail-safe boundary.

3Own ship is steering 000° at 12.0 knots. At 08:00, an echo on the marine radar is tracked at bearing 045° at a range of 8.0 NM. At 08:12, the echo remains at bearing 045° but the range has decreased to 5.0 NM. What is the Closest Point of Approach (CPA) and Time to Closest Point of Approach (TCPA) calculated from 08:12?

A.CPA 1.5 NM; TCPA 15 minutes

B.CPA 0.5 NM; TCPA 25 minutes

C.CPA 2.0 NM; TCPA 12 minutes

D.CPA 0.0 NM; TCPA 20 minutes

Explanation: Because the target's relative bearing remains constant at 045° as the range decreases, the relative motion vector passes directly through own ship, indicating a CPA of 0.0 NM. The relative closing speed is (8.0 NM - 5.0 NM) / 12 minutes = 3.0 NM in 12 minutes, which is 15.0 knots relative; dividing the remaining 5.0 NM distance by 15.0 knots gives 0.333 hours or exactly 20 minutes to CPA from 08:12.

4An Automatic Radar Plotting Aid (ARPA) can display target vectors in either 'True Vectors' or 'Relative Vectors' mode. Why is switching to Relative Vectors critical when assessing collision risk?

A.Relative vectors directly display the target's projected relative motion track, showing whether the vector passes through own ship to indicate collision risk

B.Relative vectors remove sea clutter and rain attenuation from the raw radar video display

C.Relative vectors display the true heading and aspect of the target vessel for COLREG compliance

D.Relative vectors automatically calculate the target vessel's true course and true speed over ground

Explanation: Relative vectors show the path that the target vessel will travel relative to own ship. If a relative vector passes directly through own ship's position, risk of collision exists and the CPA is zero, allowing immediate visual appraisal of CPA and TCPA.

5Own ship is steaming on course 090° at 10.0 knots. At 14:00, a target is acquired dead ahead (bearing 090°) at 6.0 NM. At 14:06, the target is still bearing 090° at 4.5 NM. Constructing the radar plotting triangle (O-W-A), what is the target vessel's true course and true speed?

A.Course 090°; speed 5.0 knots

B.Course 270°; speed 5.0 knots

C.Course 090°; speed 15.0 knots

D.Course 270°; speed 15.0 knots

Explanation: In 6 minutes, own ship vector WA is 1.0 NM on heading 090°. The relative motion vector OA is 1.5 NM closing along 270°. Using vector subtraction WO = WA - OA: starting from W, moving 1.0 NM east to A, then along the reverse relative vector AO (1.5 NM west) arrives 0.5 NM west of W. In 6 minutes, the target travels 0.5 NM west, giving a true course of 270° and true speed of 5.0 knots (0.5 NM × 10 = 5.0 knots).

6A coastal vessel's scanner is mounted at an antenna height of 16 m above the sea surface. A lighthouse has a focal plane height of 25 m above sea level. Applying the standard radar horizon formula D = 2.22 × (√h1 + √h2), what is the maximum theoretical radar detection range of the lighthouse?

A.15.5 NM

B.17.8 NM

C.20.0 NM

D.24.2 NM

Explanation: Using the standard formula D = 2.22 × (√h1 + √h2): √16 = 4.0 and √25 = 5.0. Summing the roots gives 4.0 + 5.0 = 9.0. Multiplying 2.22 × 9.0 yields exactly 19.98 NM, which rounds to 20.0 NM.

7Under IMO Resolution A.893(21) on Guidelines for Voyage Planning, what are the four mandatory, sequential phases of a complete passage plan?

A.Appraisal, Planning, Execution, and Monitoring

B.Departure, Transit, Coastal Approach, and Berthing

C.Risk Assessment, Waypoint Entry, Chart Correction, and Pilot Briefing

D.Drafting, Review, Approval by Master, and Port Clearance

Explanation: IMO Resolution A.893(21) formally establishes that passage planning consists of four distinct, sequential stages: Appraisal (gathering all relevant information), Planning (preparing the detailed berth-to-berth plan), Execution (executing the plan while accounting for prevailing conditions), and Monitoring (continually verifying vessel progress against the track).

8What is the primary operational purpose of establishing parallel indexing (PI) lines on a marine radar display during a coastal passage?

A.To automatically steer the vessel using autopilot cross-track feedback

B.To calibrate the radar heading marker against the gyrocompass repeater

C.To provide continuous, real-time visual monitoring of the vessel's cross-track position relative to charted fixed radar targets without delay

D.To determine target vessel aspect and true speed under COLREG Rule 7

Explanation: Parallel indexing is a real-time radar monitoring technique where index lines drawn parallel to the planned track touch conspicuous fixed radar targets at known cross-index ranges. If the target trace moves off the index line, the navigator immediately knows the vessel is being set off the planned track by wind or current.

9During a transit through the Kattegat, the bridge GNSS receiver suddenly indicates a Horizontal Dilution of Precision (HDOP) jumping from 1.1 to 6.8, accompanied by intermittent position jumps. What does an HDOP of 6.8 indicate, and what immediate action must the Officer of the Watch (OOW) take?

A.An HDOP of 6.8 indicates optimal satellite geometry; the OOW should ignore the warning as a momentary ionospheric fluctuation

B.An HDOP of 6.8 indicates complete failure of the gyrocompass input; the OOW must switch immediately to magnetic compass steering

C.An HDOP of 6.8 indicates poor satellite geometry resulting in low horizontal positional accuracy; the OOW must immediately cross-check position using visual bearings, radar ranges, and parallel indexing

D.An HDOP of 6.8 indicates differential GPS correction loss; the OOW must reboot the ECDIS unit while underway

Explanation: HDOP is a multiplier of satellite geometric quality; values near 1.0 indicate ideal satellite distribution, whereas values above 5.0 indicate poor geometry and degraded horizontal accuracy. When GNSS accuracy degrades or experiences spoofing/jamming, the OOW must immediately verify ship position using independent terrestrial methods such as radar ranges and visual lines of position.

10When setting up safety parameters in an ECDIS, what is the specific operational distinction between the 'Safety Depth' and the 'Safety Contour'?

A.Safety Depth is applied only in port, whereas Safety Contour is applied only in open sea

B.Safety Depth highlights individual spot soundings in bold black text, whereas Safety Contour creates a bold boundary line separating safe navigable water from unsafe water and triggers audible grounding alarms

C.Safety Depth controls the radar overlay transparency, whereas Safety Contour controls target tracking

D.Safety Depth is determined by the hydrographic office, whereas Safety Contour cannot be altered by the mariner

Explanation: In ECDIS, Safety Depth is used to emphasize isolated soundings shallower than the entered threshold by displaying them in bold black text. In contrast, the Safety Contour defines the visual boundary between navigable waters and shallow waters, and crossing the Safety Contour triggers mandatory audible and visual anti-grounding alarms.

About the Sætteskippereksamen Exam

Sætteskippereksamen is the current Danish deck-officer programme under BEK nr. 661 af 10/07/2026, effective 1 August 2026. It supports Styrmand af 3. grad and, after prescribed service, Sætteskipper certification, with management-level competence for command of ships below 3,000 GT in all trading areas. Danish is the default assessment language for Danish-delivered programmes, subject to institutionally permitted alternatives. This English MCQ bank preserves Danish legal and nautical terms but is not an official translation or substitute for oral, chartwork, simulator, project, or practical performance.

Assessment

Modular programme comprising six key maritime disciplines: Terrestrial & Electronic Navigation, COLREGs & Bridge Procedures, Ship Construction & Stability, Cargo Handling & Stowage, Meteorology & Ocean Routing, and Maritime Law & Conventions.

Time Limit

The education includes one year of theoretical education and up to 1.5 years of practical training; individual assessment durations vary

Passing Score

02 where the Danish 7-point scale is used, or pass where an assessment is graded pass/fail

Exam Fee

Assessment is part of the programme; the current Søfartsstyrelsen certificate-of-competency application fee is DKK 855 (Søfartsstyrelsen (Danish Maritime Authority) in conjunction with approved Danish maritime training academies)

Sætteskippereksamen Exam Content Outline

25% (~25 questions)

Terrestrial and Electronic Navigation

ECDIS operational requirements, safety contours and depths, radar plotting triangles, ARPA vectors, CPA/TCPA calculations, passage planning stages (appraisal, planning, execution, monitoring), and GNSS vulnerability and spoofing counter-measures.

20% (~20 questions)

COLREGs and Bridge Procedures

International collision regulations (Rules 1-38), Bridge Procedures Guide (BPG) checklists, STCW Code Chapter II watchkeeping duties, master-pilot exchange, sole look-out limitations, and statutory logbook documentation.

20% (~20 questions)

Ship Construction and Stability

Hydrostatic particulars, displacement, drafts, transverse stability statics (KG, KB, KM, GM), free surface effect corrections, righting arm (GZ) curves, list calculations from shifted weights, longitudinal trim (MTC, LCF, forward/aft drafts), and IMO intact stability criteria for vessels under 3,000 GT.

15% (~15 questions)

Cargo Handling and Stowage

CSS Code guidelines, lashing acceleration force calculations, container stack weight limits, solid bulk cargo liquefaction dynamics (TML and moisture content under IMSBC), timber deck cargo stability and securing, and IMDG Code segregation tables.

10% (~10 questions)

Meteorology and Ocean Routing

Surface synoptic chart interpretation, isobaric patterns, geostrophic and gradient wind equations, Coriolis effect, cold and warm frontogenesis, sea vs. swell wave dynamics, wave height calculations, superstructure icing risks, and tactical heavy weather routing.

10% (~10 questions)

Maritime Law and Conventions

Danish Maritime Act (Søloven), charterparties, bills of lading, master's statutory authority and public duties, SOLAS safety certificates, MARPOL Annexes I through VI discharge limits, MLC 2006 seafarer rights, and Paris MoU Port State Control inspection regimes.

How to Pass the Sætteskippereksamen Exam

What You Need to Know

Passing score: 02 where the Danish 7-point scale is used, or pass where an assessment is graded pass/fail
Assessment: Modular programme comprising six key maritime disciplines: Terrestrial & Electronic Navigation, COLREGs & Bridge Procedures, Ship Construction & Stability, Cargo Handling & Stowage, Meteorology & Ocean Routing, and Maritime Law & Conventions.
Time limit: The education includes one year of theoretical education and up to 1.5 years of practical training; individual assessment durations vary
Exam fee: Assessment is part of the programme; the current Søfartsstyrelsen certificate-of-competency application fee is DKK 855

Keys to Passing

Work through all 100 available questions
Review every answer and explanation
Track weak areas and revisit them
Use our AI tutor for tough concepts

Sætteskippereksamen Study Tips from Top Performers

1Master the fundamental stability equations (GM = KM - KG, virtual loss of GM = (density_liquid * i) / displacement, list tan(theta) = (w * d) / (displacement * GM)) and practice step-by-step arithmetic without a programmable calculator.

2Thoroughly review COLREG Rules 1-19, memorizing day shapes, light combinations, and steering rules under both visual and restricted visibility conditions.

3Understand ECDIS safety settings (safety contour vs. safety depth vs. shallow/deep contours) and vector display modes (true vs. relative vectors) in coastal navigation.

4Familiarize yourself with Danish maritime law (Søloven), specifically the legal duties of the master regarding seaworthiness, logbook entries, protests, and salvage.

5Review the IMSBC Code provisions on group A cargoes, transportable moisture limit (TML), and the flow moisture point (FMP) to identify liquefaction hazards.

Frequently Asked Questions

What certificate of competency (sønæringsbevis) does Sætteskippereksamen lead to?

Graduates meet the education requirement for Styrmand af 3. grad and, after the prescribed service, Sætteskipper. The 2026 education order frames the latter as command of ships below 3,000 GT in all trading areas; exact privileges follow the current certificate regulations and the certificate issued.

In what language is the official Danish Sætteskippereksamen held?

Danish is the default for assessment in Danish-delivered maritime programmes, while an institution may permit another language in specified circumstances. This English MCQ bank is a study adaptation, not an official translation or format simulation.

Does the current 2026 programme limit the Sætteskipper outcome to 'udvidet fart'?

No. BEK nr. 661/2026 describes the management-level outcome as command of ships below 3,000 GT in all trading areas. Older programme descriptions using udvidet fart should not be used for the current 2026 route.

What is the passing grade for each module?

A grade of 02 is passing where the Danish 7-point scale is used; pass/fail assessments require a pass. The institution's study rules specify the grading and form of each assessment.

Does this question bank include worked calculation problems?

Yes. In accordance with the official examination syllabus, this question bank includes worked numerical problems for ARPA triangle plotting (CPA and TCPA), virtual loss of GM due to free surface effect, list angle from weight shifts, trim calculations using MTC and LCF, and cargo lashing forces.

100+ Free Sætteskippereksamen Practice Questions

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