Considerations from the above event:
- All available means should be used to identify the faulty thruster and then shut it down as deselecting it from the DP system might not be effective.
- Depending on the time frame, it is recommended that the bulk transfer hose is disconnected prior to engaging manual control of thrusters.
- It should be noted that on a vessel that utilises main propellers for DP, pitch should fail safe to zero. This is because the second propeller, working astern, would not be able to compensate for the erroneous thruster working ahead.
The following case studies and observations have been compiled from information received by IMCA. All vessel, client, and operational data has been removed from the narrative to ensure anonymity.
Case studies are not intended as guidance on the safe conduct of operations, but rather to assist vessel managers, DP operators and DP technical crew in appropriately determining how to safely conduct their own operations. Any queries should be directed to IMCA at [email protected]. Members and non-members alike are welcome to contact IMCA if they have experienced DP events which can be shared anonymously with the DP industry.
IMCA’s store terms and conditions (https://www.imca-int.com/legal-notices/terms/) apply to all downloads from IMCA’s website, including this document.
IMCA makes every effort to ensure the accuracy and reliability of the data contained in the documents it publishes, but IMCA shall not be liable for any guidance and/or recommendation and/or statement herein contained. The information contained in this document does not fulfil or replace any individual’s or Member's legal, regulatory or other duties or obligations in respect of their operations. Individuals and Members remain solely responsible for the safe, lawful and proper conduct of their operations.