The vessel has recently been modified and a new thruster has been fitted aft. The DP FMEA has been updated but the results have not yet been distributed or discussed with the DPO team. The lead DPO is still consequence-testing against the old WCF from the previous configuration. As chief officer, you are aware of this gap. What action do you take?

A. Wait for the master to address it — distributing FMEA results is not the chief officer's responsibility

B. Brief the lead DPO informally about the new thruster and trust them to update their own consequence analysis

C. Raise the issue with the master immediately and ensure DP operations are suspended or limited until all DPOs have been briefed on the updated FMEA and new WCF, and the consequence analysis test has been re-established for the new thruster configuration

D. The old WCF is likely still valid as the new thruster only adds capacity, not new failure modes

A. Approve it with the condition that it is documented in the DP logbook as a controlled deviation

B. Approve the closed bus operation — a 45-minute delay causes significant commercial harm and the risk is manageable

C. Seek the vessel manager's written approval before deciding — the decision is above the master's authority

D. Decline to approve closed bus DP operations inside the field. The 45-minute delay is a scheduling cost; a common cause failure on closed bus inside the field is a safety event with consequences potentially including total loss of DP, collision with the installation, and environmental damage. Commercial pressure is not a safety justification. The master's accountability to the ISM Code and the SMS cannot be commercially overridden

A. Verbal ASOG limits agreed with the installation representative are acceptable under IMCA M109

B. Prepare a retroactive ASOG dated from the start of the operation to close the documentation gap

C. If the operation completed without incident, there's no further action required — the verbal limits clearly worked

D. Report the finding to the master, raise it through the SMS non-conformity process, and ensure a formal ASOG is in place before the next DP operation. The absence of a signed ASOG means the operation ran without the agreed, documented limits that protect the vessel, client, and crew — if an incident had occurred, liability and insurance implications would have been significant. Completing without incident does not mean the risk was acceptable