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Poor Deepanshu Gupta has bravely tried to cover the whole art of navigation, developed over a few centuries, in a few sentences, and generally done a complete and thorough job, although he missed out the latest in that art: GPS.Please read his answer in full before coming here.Your question very likely, meant, “How does a pilot know which way to point his aircraft to get to his destination?”When I’m playful I use the meridians of longitude and parallels of latitude for a seine, drag the Atlantic Ocean for whales.—MARK TWAIN, Life on the MississippiRight from the very beginning of man’s explorations, initially over the oceans, the art of navigation has meant plotting a course: a plan on paper on how to reach your destination.A course is an imaginary line, on the ocean if you are a sea-farer, on the land if you are an explorer, and in sky sky above if you are a flier.A course tells the helmsman which way to steer, and for how long. The “helmsman” term applies only to nautical navigation; but it is generally used to describe an interested party who wants to navigate.Crossing an ocean under sail today is not an especially risky undertaking. Accurate offshore navigation—for so long an impossible dream — has now been reduced to the press of a button, and most modern yachts are strong enough to survive all but the most extreme weather. Even if errors, accidents, or hurricanes should put a boat in danger, radio communications give the crew a good chance of being rescued. Few sailors now lose their lives on the open ocean: crowded inshore waters where the risk of collision is high are far more hazardous.But it was not always so. When a young man called Álvaro de Mendaña set sail from Peru in November 1567 to cross the Pacific with two small ships, accompanied by 150 sailors and soldiers and four Franciscan friars, he faced difficulties so great that his chances of survival, let alone achieving his objectives, were slim.Although Magellan had managed to cross the Pacific from east to west in 1520–21, he had been killed in fighting with local people after reaching the Philippines, and only four out of the forty-four men who sailed with him aboard his small flagship had returned safely to Spain. This first, epic circumnavigation was counted as a brilliant success, but other expeditions ended in oblivion.Mendaña and his officers had no idea where they were, how far they had travelled, or when they might again reach land. Their few navigational tools would have included astrolabes and quadrants for determining latitude, magnetic compasses to steer by, hourglasses for measuring short intervals of time, and lead-lines for sounding the depth in shallow water. But they had no proper charts and—crucially—no reliable means of judging how much progress they had made either to the east or to the west: only by estimating the ship’s speed through the water could the pilots assess how far they had travelled. This was a deeply unreliable method.It was not until September 1569 that Mendaña finally reached Peru. He had found no riches, no continent, had made not a single convert, and had failed to establish a colony, but his extraordinary voyage was to become a legend.The islands Mendaña had discovered were soon known by the name of the fabulously rich king of the Old Testament: Solomon. The longitude that he assigned to the Solomon Islands was so wildly inaccurate that subsequent explorers repeatedly failed to find them and eventually began to doubt their existence. It was to be two hundred years before any European set foot on the Solomons again.Later generations of mariners and cartographers, deprived of detailed information about these voyages by the secretive Spanish authorities, struggled to make sense of Mendaña’s claims, and the Solomon Islands shifted giddily about the Pacific, varying in longitude by thousands of miles and even in latitude from 7 degrees to 19 degrees South.The finding of the Solomon Islands, their subsequent “disappearance,” and their eventual rediscovery perfectly illustrate the difficulties that confronted transoceanic navigators of the early modern age. It would be easy to multiply examples of this kind, which reveal the intimate, reciprocal dependence of navigation and hydrography.In nautical (sea) navigation, the steering instructions to the helmsman were in terms of compass heading; the compass is always available on a ship (or an airplane), whatever be the weather, the currents (sea or air), or the time of day (day or night).Verification of the ship’s position on our dear planet was usually by taking sightings of the positions of heavenly bodies, if they were visible: celestial navigation.Two hundred and fifty years ago, the shapes of whole continents then remained largely unknown, and accurate charts—even of European waters—did not exist. The main reason for this state of ignorance was the imperfection of the art of celestial navigation and in particular the impossibility of determining longitude with any precision on board ship. In 1714 an act of Parliament was passed in Great Britain designed to encourage the development of a practical shipboard solution to this age-old problem. It was not the first such prize but it turned out to be the last. Within fifty years, and in the space of a single decade, two radically different solutions emerged, one mechanical and the other astronomical.The long-running and often ill-informed tussle between the advocates of these two methods has obscured the fact that both depended on a newly developed observational instrument: the sextant.Though its praises have seldom been sung, the sextant was to play a crucial part in shaping the modern world—both literally and figuratively.Developments in astronomy, mathematics, and instrument making first permitted navigators to fix their position with the sextant's help.▲An eloquent elegy to one of the most important navigational instruments ever created, and to the daring mariners who used it to explore, conquer, and map the world. Barrie takes readers straight to the helm of some of history's most important expeditions, interweaving these heroic tales with the account of his own transatlantic passage as a young man. A heady mix of adventure, science, mathematics, and derring-do, Sextant is infused with a sense of wonder and discovery. At once a dramatic history of maritime endeavor and a love letter to the sea and sky, it is timeless storytelling at its best. A must-read!Celestial navigation retained its importance right up to the arrival of the Inertial Navigation System in the early 1970s.On some routes, even the jet-age Boeing 707s had to carry a licensed Navigator as crew member, and his principal tool was a sextant: a star-observation and measurement tool.If the skies were not observable, as was usually the case, an accurate chronometer on board enabled mariners to keep track of their longitude.Anyone alive in the eighteenth century would have known that "the longitude problem" was the thorniest scientific dilemma of the day — and had been for centuries. Lacking the ability to measure their longitude, sailors throughout the great ages of exploration had been literally lost at sea as soon as they lost sight of land.Thousands of lives and the increasing fortunes of nations hung on a resolution. One man, John Harrison, in complete opposition to the scientific community, dared to imagine a mechanical solution — a clock that would keep precise time at sea, something no clock had ever been able to do on land.Harrison embarked on an epic scientific quest and of forty-year obsession with building his perfect timekeeper, known today as the chronometer.OK, let’s move on to aerial navigation.The first—and, for many pilots, still the basic—method of navigation was plain pilotage. The pilot simply followed the river, or the highway, or the railroad, until he got where he was going.The next step was dead reckoning, the “dead” being a corruption of the abbreviation “ded” for “deduced.” In dead reckoning, the pilot plots his course, works out what his compass heading should be in terms of the wind, works out his groundspeed, then simply holds his heading for as long as the arithmetic said it would take to reach his destination.None of these served aviation very well, and their shortcomings became increasingly unacceptable as flight in cloud became more common. Along the way, airmail routes had been established, first used only during daytime, then briefly lighted by bonfires at night, then marked by airways light beacons.Airway (historic). An air route between air traffic centers over terrain best suited for emergency landings, with landing fields at intervals equipped with aids to air navigation, and a communications system for the transmission of information pertinent to the operation of aircraft.Inaccurate though this was in the early days, some kinds of area-navigation equipment have brought it back into the cockpit, now with a high degree of accuracy. Last came celestial navigation, which, like dead reckoning, came to the air from the sea.The five-year period (1920-1925) represents a quantum leap forward in the development of aeronautical charts, maps, bulletins, and other materials needed by pilots in making extended cross-country flights.The fundamental mechanics of navigation, such as pilotage and dead reckoning, changed very little, but the textual and graphic resources needed to be able to plan and execute accurate long-distance aeronautical operations matured markedly.The development of more reliable and accurate flight instruments was progressing rapidly, landing areas were becoming more readily available, and flight operations were quickly becoming more than just daytime activities; however, there were still significant gaps in the aeronautical sciences as they relate to advanced navigation and flight operations.Most pressing of these deficiencies was the need to continue to develop truly all-weather flying, the necessity to improve electronic communication and navigational equipment, and the implicit but requisite requirement to establish governmental regulation and coordination of the rapidly growing aviation industry.Although great strides had been made in furthering the development of aviation as a viable commercial endeavor, airmail service was still somewhat fragile; however, the future of aeronautics looked very bright.Following the First World War, the U.S. Post Office began to operate a series of air mail routes in the eastern United States. On August 20, 1920, the Transcontinental Air Mail Route was opened, extending from New York to San Francisco.Since pilots typically relied on landmarks for navigation, night flight along the route was precluded, and, as a result, air mail was often no faster than that carried by rail.Experiments were conducted in an attempt to rectify this problem.A 1923 experiment showed that pilots could navigate at night using rotating light beacons.Beacons were positioned every 10 miles along the airway.At the top of a 51-foot steel tower was a 1 million candlepower rotating beacon, visible for 40 miles (Figure). The top of the tower also included two color-coded course lights that pointed up and down the airway. Green signified an adjacent airfield, while red signified no airfield. The course lights also flashed a Morse code letter corresponding to the number of the beacon.Beacons also assisted daytime navigation. Each tower was erected on an arrow-shaped concrete slab painted yellow. The arrow pointed to the next higher-numbered beacon. An equipment/generator shed adjacent to the tower had the beacon number and other information painted on the roof.By the fall of 1924, the lighted segment extended from Rock Springs, Wyoming, to Cleveland, Ohio, and by the following summer, it extended all the way to New York.Later the lighted airways program was turned over to the Commerce Department’s Bureau of Lighthouses, and an improved version of the beacon was fielded 1931.In 1933, the Federal Airway System operated by the Airways Division included 18,000 miles of lighted airway, including 1,550 rotating bacons and 236 intermediate landing fields.The last beacons were established in 1941, when the domestic mileage of Federal airways was 30,913. The number of beacons was down from 2,276 in 1941 to 1,789 on April 1, 1950, before a policy on discontinuation was put into effect. The fact that roughly half of those airways were not implemented with beacon lights, raising a grave question about the necessity for them on many of the airways which were so equipped.While night flying with beacons as a primary aid was done by all users, it was realized that improved safety standards could be met only by using a combination of two-way radio and electronic aids during periods of low visibility.As congestion along airways increased, the danger of night flying without electronics aids increased.There were some convincing arguments to show that night flying, except at low altitudes and in very clear weather, or off airways in sparsely settled areas, should be restricted to aircraft fitted to maintain communications and to fly on instruments.Next came the first radio navigation aids, which operated in a low-frequency band and provided four courses to the stations.One of the first successful radio navigation systems was the four-course range. This system used ground stations to broadcast radio beams radiating on four courses from the antenna. The ground antennas were designed in such a way that two separate code modulations merged into a steady tone on the centerline of each course. The coded signal told pilots whether they were left or right of centerline and marker beacons pinpointed progress along the course. The signals were at the lower end of the radio frequency spectrum and were subject to all manner of atmospheric and aircraft-generated interference.The four-course range had, not surprisingly, four courses. A pilot maintained centerline on one of the four courses by listening to Morse code identifiers. A leg of the range could also be used for lateral approach guidance which pilots flew down to a decision height of 200 feet at some airports.The Four-Course Radio Range: Birth of the Modern Federal Airway SystemIn the early 1920s, flying long distances was, for the most part, a fair weather enterprise. Even though airway beacon lights were being established for night flying across the United States, you still needed good visibility to fly at night.The explosive growth of the radio industry during this time frame facilitated the development of radio navigation.The origins of the four-course radio range lay just before the First World War, when engineers at the German electronics firm Lorentz proposed using radio signals in an overlapping pattern- one station broadcast the Morse code for A which was dot-dash or beep-beeeeeee and the other station broadcast the Morse code for N (since it was the inverse of A) which was dash-dot or beeeeeeee-beep.If you were in the overlap area, the broadcast of the A and the broadcast of the N would sound like a steady tone and then, depending upon how far left or right you were of the overlap, you heard a stronger A or a stronger N.If you were completely in the broadcast area of one or the the other, then you only heard the A or the N.The overlap area defined a straight line course either away or towards the broadcast station.This way, radio beams could define navigational courses.A variation of this system was used by German zeppelins for navigation during their bombing missions against London during the First World War.With an environment of extreme fiscal austerity in Germany during the war, continued development of the Lorentz radio range system moved to the United States.On 1 July 1925, the US Post Office inaugurated the first regular night air mail service which connected Newark, New Jersey and Chicago, Illinois.Beacon lights marked out the route between the two metropolitan areas, but it was quite obvious that what was needed was a system that operated day and night regardless of visibility conditions.Considering that air mail flights and the developing airline industry rarely flew over 10,000 feet, it didn't take much cloud cover make the airway beacons as well as daytime visual navigation useless.Code beacons and course lights are remnants of "lighted" airways that predate the current electronically equipped federal airways system. Few of these beacons exist today and mark airway segments in remote mountain areas. The code beacon flashes the three- or four-character airport identified in Morse code six to eight times per minute with green flashes for land airports and yellow flashes for water airports. Course lights, which can be seen from only one direction, are used in conjunction with the rotating beacons. Two course lights, back to back, direct coded flashing beams of light in either direction along the airway.Despite the obvious benefits to the US Post Office and the movement of air mail, it was the US Army that took the lead, partnering with the National Bureau of Standards to develop the Lorentz system further.The development and testing of the AN range system was completed in February 1928 with a demonstration of radio navigation flight from Newark/New York to Cleveland, Ohio, using three AN range ground stations- one in New Brunswick, New Jersey, one in Bellefonte, Pennsylvania, and the third one in Cleveland, Ohio.Revenue flights on the Newark/New York to Cleveland airway by AN radio range commenced in November 1928. Because of the budget constraints of the day, airway beacon lights were still being installed as they were considerably cheaper than AN range ground stations.It wasn't until 1933 that the construction and activation of AN range ground stations took precedence over the airway beacon lights.By 1931, the pace of AN range station construction reached a point where it was possible to fly from New York to San Francisco by radio navigation only. At the outbreak of the Second World War, there were 90 AN range stations in the United States that marked out over 18,000 miles of airways.Marker beacons were also added to increase navigational accuracy along any of the four courses of a given AN range station.In order to have some semblance of order and a reasonably navigable airway, some AN range stations had their four courses deviate from exactly 90 degrees to each other.▲ Looking at the map of the time, you might even make out the roots of the current airways on modern aeronautical charts.Each station operated in the low to medium frequency range from 200 kHz to 410 kHz, but the US military operated some of its own AN range stations that went up as high as 536 kHz.Since the technology used in the aircraft receiver and in the broadcast equipment in the AN range stations was based on that used in consumer radio sets and the radio broadcast industry, it was relatively inexpensive and adaptation by the aviation interests in the United States was rapid.Despite the relative low costs and simplicity of the AN range system for airways navigation, there were several issues that were constant challenges to air crews.The first one was the layout of the AN range broadcast area — there were only four possible courses since there were only four overlap areas where a pilot could hear a steady tone instead of the A or the N.There was some deviation from 90 degrees, but the practical limit was that the courses had to be separated by more than 20 degrees or the overlap area was simply too big to be of any navigational use.The second draw back was that there was no way of determining position location with the AN range system except if you were directly above the AN station in its "cone of silence".There were a series of complex procedures that had to be learned to intercept an on-course beam and to identify that beam — it involved a series of maneuvers while listening to the relative strengths of both the A and N signals.Changes in the signal strength while performing a series of maneuvers determined which quadrant you were in as well as which on-course beam you intercepted.Now imagine having to do this in a very noisy prop liner flight deck in inclement weather!But the system worked. Airline crews were flying approaches to 200-foot decision heights at Newark using nothing but a range signal.While the airlines plodded along the range courses, two independent developments were about to change the way we flew—the VOR, or very-high-frequency omnidirectional range, and the transistor.Development and implementation of the VOR navigation system was the product of a government determined to build a reliable airway net-work usable by all manner of aircraft.The transistor was the product of the best minds working in free enterprise. The government played its necessary and vital role by installing ground stations necessary for a navigation system, and free enterprise took over from there, developing smaller, lighter, faster, cheaper and more reliable avionics to use those signals.Radio equipment in the airplane consisted of what was called a “command” set—a low-frequency transceiver, so you could talk, listen and navigate, after a fashion, on the old four-course range.The network of airways expanded slowly throughout the U.S., still pretty generally following rivers and railroads. Stage lengths were short, because the range of the airplanes was short, and the fact that the airways zigged and zagged didn’t matter much.The old range stations had serious limitations, not the least of which was the fact that they could provide only four courses. In addition, they were subject to severe interference, both natural and man-made; they produced multiple courses and swinging beams; night effect and shoreline effect made their courses unreliable.The last four-course range was used for an instrument approach to Elkins, West Virginia. It was decommissioned in early 1969.The four-course range was the basis for the airway system in the US in the years before World War II and was gradually replaced by the VOR network.The VOR system was a stroke of genius. The ground station broadcasts a two-part signal that the receiver can use to deter-mine bearing to or from the station. After flying with only four courses from each ground station, pilots were astonished by this “omni direction” capability.A replacement system called VOR/DME was finally decided upon, and installations began in the 1950s. The new stations transmitted in the very-high-frequency (VHF) band, and theoretically provided an infinite number of courses to and from, though only those courses that define airways and intersections are regularly checked, and hence are the only ones with guaranteed accuracy. This has a considerable bearing on certain kinds of area navigation.During the difficult years of 1946-47, while other business enterprises were getting out of private flying or steering clear of it, the Narco group decided to devote their full time and talents to an accelerated program of engineering and design. They aimed to produce the first light weight, low cost omni set. Basically, they were producing a tunable VHF receiver and a crystal controlled VHF transmitter. They had found a ready market, even though ground facilities were lacking.However, the U.S. Civil Aeronautics Administration, riddled by financial cut-backs and restraints, was unable to progress as rapidly as planned with the installation of a complete coast-to-coast, border-to-border omni range network.Budgetary limitations were predicated on the fact that there was no airborne equipment available to use this proposed ground network, even if it were constructed.Solution for this problem came from a joint civil and military group, the ANDB (Air Navigation and Development Board) which made development funds available to the CAA.In turn the CAA contracted with Narco for the development and manufacture of a limited quantity of light weight, inexpensive airborne omni range receivers.Narco materially aided in turning the tide of the whole omni program by successfully filling this contract within the time and financial allocation.Practically speaking, any aircraft could now utilize the CAA’s omni network.……and that is where we are now; every country has a network of VOR stations to guide pilots by radio signals.That was the story of aerial navigation: it was more difficult to find airports than to cross the ocean!Watch out for GPS-based technologies which will outmode everything else that we have seen so far:WAAS (A Satellite Based Augmentation System - SBAS - to correct errors in GPS signals enabling its use as a navigational signal for aircraft near airports), GBAS (A Ground Based Augmentation System to do the same thing SBAS does - apply corrections to GPS signals), which is under consideration of ICAO for international adoption - these, together, may totally change the face of aerial navigation as we know it today.

Institute of Maritime Studies » Admission InformationA. ADMISSION: Through Online Entrance Exam. followed by Interviews, Psychometric Test and Medical Test. An amount of Rs.2000/- for GME and DME candidates is to be paid by the candidate towards online/entrance exam and Psychometric test fee. Above payment can be made at any branch of HDFC Bank by downloading and printing the payment challans given at the end of these Instructions IN DUPLICATE. (THERE ARE SEPARATE CHALLANS FOR CASH AND CHEQUE PAYMENTS – DETAILS OF THE INSTITUTE I.E ACCOUNT NO., ID ETC. ARE ALREADY FILLED IN)B. DETAILS OF COURSE: ( for more details visit our website: www.imsgoa.org)Sr.Nos. Details Diploma Entry Course Degree Entry CourseI ELIGIBILITYa Educational Qualification Diploma in Mechanical/ Shipbuilding / Electrical /Electrical & Electronics/ Marine Engineering B.E. MechanicalorNaval Architectureb Minimum Marks 50% in final yearc Maximum Age Age not exceeding 28yrs. on 02nd December(33 yrs. for SC / ST candidates)d Marks in English Minimum 50% in X or XII or Diploma or Degreee Eye Sight 6/6 or 6/12 in each eye or 6/18 in one eye and 6/9 in other eye without glasses WITH NO COLOUR BLINDNESS by Ishihara chart.f Body Mass Index <<27g Min HeightMin Weight 1.58m51 Kgh No. of seats 40 80II COURSE DURATION 2 Years 1 yearIII COURSE COMMENCES ON 1st December every yearIV FEE Rs. 5,48,000/- + Rs. 10,000/- Caution money (refundable). Payable in two yearly installments. Rs. 4,00,000/- + Rs. 10,000/- Caution money (refundable) Payable on ADMISSIONV FEE INCLUDES Inclusive of course fee, boarding & lodging, uniforms, uniform shoes, helmets, boiler suits, safety shoes, library, laboratory charges, group accidental insurance, training and assessment record book, training manual, auxiliary courses, stationery, CDC, INDos registration, IME (I) student Membership etc. Also includes 1% levy to Director General of Shipping, GOVT. of India.VI BOARDING & LODGING Compulsorily ResidentialVII SUBJECTS FOR ENTRANCE EXAM. 1) Engineering KnowledgeGeneral Knowledge andEnglish2) PSYCHOMETRIC EVALUATION1 HOUR APPROXIMATELY Duration 1 hrs 1) Engineering KnowledgeGeneral Knowledge andEnglish2) PSYCHOMETRIC EVALUATION1 HOUR APPROXIMATELY Duration 1 hrsSELECTION PROCEDURE:(A) All expenses incurred by way of travelling, boarding, lodging etc. for the purpose of this selection, will have to be borne by the candidate.(B) Candidates travelling to Vasco da Gama, Goa from outside Goa, and need a place to stay, may click here to see the list of Hotels in Vasco da Gama. (Note: We do not have a tie up with the hotels displayed in the list. The information displayed is freely available and is compiled for candidates convience and they may stay at their own risk.)Any candidate found using unfair means or having made false representations will be disqualified.It has been brought to our notice that some agents / persons are charging a fee from the prospective candidates to facilitate selection at IMS, Goa. Please be advised that we have NO such agreement with any agents nor any individual or Company, for the purpose of selection of candidates.Medical standards in merchant marine are very strict. Furthermore the nature of work involved demands a tough constitution and sailing on merchant ships for upto 10 months at a time. If the candidates have any doubts about meeting these requirements, they are advised to reconsider their decision to join this field.RESERVED SEATS:A total of 8 seats in GME and DME Batch are reserved for sons of employees of the Organizations providing training facilities to IMS. These seats are allotted without any capitation fee.INSURANCE AND INDEMNITY:In view of the training being given in Industrial workshops, Shipyards and Training Vessels the Institute provides accident Insurance policy for all. The Institute also arranges Mediclaim Policy for each Cadet at his expense, for a value of Rs.50,000/- for the period of training. The premium for this policy will be intimated to the Cadet for recovery at a later date. However it is advisable that the cadets take their own life insurance policies.Group Accident Insurance Cover – Sum assured 2,00,000 per head is also arranged in addition to the Mediclaim Policy for all the students.Notwithstanding above provisions, the Cadet and his/her parent/guardian shall sign a declaration indemnifying the INSTITUTE against any claim arising during the tenure of training.HOSTEL:Hostel facilities for cadets include:– Rooms ( on triple sharing basis) for studying and sleeping.– Cadets Mess for all meals ( No meals are allowed to be taken in room).– Recreation rooms for playing indoor games, viewing T.V. and Internet station.– WiFi Facility– Grounds / playing fields for outdoor games.Hostel Warden is in-charge of the hostel and is available round the clock.Liberty to go out is given only on Saturday evenings and Sundays. Night offs are permitted only once a month. Parents/Cadets are advised not to request for night offs or additional liberty for any reason.ISSUE OF CDC:The INSTITUTE has to apply to the Shipping Master, Mumbai, Kolkata, Chennai, as per the choice of the selected candidate, for issuing the CDC for each Cadet. The fee for this as charged by Shipping Master is Rs.1000/-, which is included in the fees.ISSUE OF INDos No.:The INSTITUTE has to obtain INDos No. ( Indian National Database of Seafarers) for all Cadets on joining training INSTITUTE. The fee of Rs.1200/- charged for this registration is included in the fees.AUXILIARY COURSES:Satisfactory completion of courses in Fire Fighting, First Aid, Proficiency in Survival Craft, Personal Safety and Social Responsibility, is the requirement of the STCW 2000 Convention, and hence is made compulsory by Directorate General of Shipping, Govt. of India. These courses are not conducted in the INSTITUTE. However, the INSTITUTE will arrange for these courses for its Cadets, at an appropriate training centre.The fee for these courses in included in the fees.These courses are of two weeks durations and form a part of the training programme being conducted by the INSTITUTE. No refund of fee, partly or fully, shall be made, if the cadet has already done these courses, elsewhere, before joining the INSTITUTE.PLACEMENT :IMS Goa has arrangement with following Shipping Companies for placement. The Companies select the candidates at the time of admission itselfM/s. Wilhelmsen Ship Management.M/s. Anglo Eastern Ship ManagementM/s. V ShipsM/s. Good wood Marine Services Ltd.M/s. BW Maritime Pvt LtdM/s. Dynacom TankersM/s Zodiac MarineM/s Fleet Management Ltd.M/s Elite Mariners.Note: All successful candidates are placed at the time of selection interview or during training or after the course completion.PASSPORT:Selected candidates are required to have a valid Indian Passport By 01st November. Those who do not hold an Indian Passport, should immediately apply for the same and submit 5 copies to the office by 01st November.IMPORTANT INFORMATION (FOR DEGREE ENTRY)Name of the Course : Pre-sea Training in Marine Engineering for Graduate holders.Duration : One yearNo. of Seats : 80Course Starts : 1st December, every year.Eligibility for AdmissionNationality : IndianQualification : B.E. ( Mechanical, Naval Architecture ) with minimum 50% marks in the final year from an AICTE/UGC approved Institution.Age : Age not exceeding 28 years on 02nd December(33 yrs. for SC / ST candidates)English : Minimum 50% marks in English in Std. X or XII.Eye Sight : 6/6 or 6/12 in each eye or 6/18 in one eye and 6/9 in the better eye. Normal colour vision (tested by Ishihara test chart ) and no colour blindness.Medical Fitness : Medically fit for sea service as per DGS rules.Medical Fitness : Medically fit for sea service as per DGS rules.Body Mass Index- <<27Minimum Height- 1.58m,Minimum Weight- 51Kg,NOTE:Please do not apply, if you do not satisfy above eligibility criteria.All correspondence at selection stage will be done on e-mail.All applicants must have an e-mail id and mention the same in the application form.Candidates are advised to check their eyesight to ensure it meets requirements as specified above. Candidate found deficient will be disqualified immediately and not given chance to correct the eye sight by surgery.Selection Procedure:On receipt of online applications, payment of Rs. 2000/- and soft copy of colour photograph in JPEG format (maximum 120×210 pixels), eligible candidate will be sent Hall ticket by email only.Candidate should take a colour print out of the Hall ticket and bring to the examination hall. They should follow all Instructions on the Hall ticket.The details of the test centres will be mentioned in the Hall ticket.The list of Candidates shortlisted for interview, along with interview schedule will be displayed on www.imsgoa.org. The interviews will be held at the Institute at Goa, on the dates mentioned in Admission schedule.Names of the candidates selected in the interviews and also those placed in waitlist will be informed at the Institute, as per admission schedule.All candidates selected for Interview must bring with them a Admission fee of Rs. 3000/- drawn in favour of “The Director, Institute of Maritime Studies” payable at Vasco Da Gama (Goa) towards Admission and carry Rs. 3500/-cash for Medical fee, in anticipation of being selected.The selected and waitlisted candidates will have to deposit payments before verification of certificates.The above payment will be returned to waitlist Candidate not called for selection / medical. Admission fee of Rs. 3,000/- will be refunded to the Candidate who fails in Medicals.Candidates who are awaiting final semester results may also apply. However, they will be required to produce the Degree Certificate along with mark sheet at the time of interview.One set of self attested photocopies of following Certificates is to be brought by the candidate at the time of certificate verification along with the originals.Passing Certificate of Std. X or XII , showing date of birth.Marksheet of X and XII / Diploma.Provisional / Degree Certificate of B.E. (Mechanical/ Naval Architecture) issued by the University (Certificate issued by College is not acceptable)Marksheets of all semesters of B.E.Bonafide student and AICTE approval Certificate in the format available at the end of these instructions.Certificates for any additional courses done, extra curricular activities like NSS / NCC/ Scouts etc.Candidates who have appeared for the qualifying examination and awaiting results should attach a certificate from the appropriate authority to that effect.Proof of Work Experience, if any.Certificates of only selected and wait-listed candidates will be verified. It is the candidate´s responsibility to ensure his eligibility as per details given above, and also fill in true and correct information in the application form.Syllabus for Online Test:Paper I – Engineering (1 hour)Engineering KnowledgeBasic General Engineering Knowledge, Electricity, Heat Engines, Mechanics & Theory of Machines, Hydraulics, Electronics, Strength of Materials, Refrigeration & Air Conditioning, as covered in degree syllabus.Mechanical Aptitude, Abstract Reasoning.General Knowledge, EnglishPaper II – Psychometric Test (1 hour)FEE DETAILS (at IMS, Goa) :All payments are to be done using the Bank Payment Challans given at the end of the Instructions in duplicate (THERE ARE SEPARATE CHALLANS FOR CASH AND CHEQUE PAYMENTS – DETAILS OF THE INSTITUTE I.E ACCOUNT NO., ID ETC. ARE ALREADY FILLED IN)PAYMENT SCHEDULE:Pay on or before 20th OctoberAdvance fees (Non-Refundable)50,000.00FEEPay on or before 5th NovemberTution Fees1,15,900.003,60,000.00Hostel Charges1,09,150.00STUDENT DEVELOPMENT CHARGES Uniform, Text Books Stationery, Safety Courses, Personality Development Courses,TAR Books, Examinations, INDos registration, CDC, IME(I) Membership, Library and Workshop Consumables etc.1,24,950.00Caution Money Deposit ( Refundable at the end of course)10,000.00TOTAL AMOUNT PAYABLE4,10,000.00REFUNDABLE ( Caution Money )10,000.00NET FEE4,00,000.00Note:Above fees includes 1% levy to Director General of Shipping, Ministry of Shipping, Government of India.Candidate desirous of obtaining educational loan from Bank may approach Bank of India or State Bank of India, Vasco Branch. It is advisable that they open an account in that Bank, before applying for loan.a candidate after joining this training course withdraws on his own from the training or is expelled on disciplinary ground, he shall not be eligible for any refund of fees.Penalty @ Rs.50/- per day for late payment of fee will be charged as per the rules laid down by the INSTITUTE. Late payment with penalty is limited to a period of 15 days. After expiry of 15 days, heavier penalty may be imposed or the candidate may be expelled from training as per discretion of the Director.In unavoidable circumstances, fee may be revised during training, and the difference will be payable at that time.ADDITIONAL WEIGHTAGE FOR FINAL SELECTION:-Passed XII or Degree from Goa university.Percentage of marks in XII / Diploma more then 60%Work Experience from 3 months onwards.NCC/Scout.Admission Schedule:1 Commencement of receiving Application Form 9th February2Last Date of Receipt of Applications.11th August3Online Entrance Exam. Paper I and Paper II01st Augustto31st August4List of candidates selected for Interview8th September5Interviews of the short listed candidates at the Institute.5th, 6th, 7th and 8th October ( 9.00 am)6List of candidates short listed for Medical Test, Measurement of uniforms and Certificate Verification, fee payment of Admission Process , Medical Test fee, Total Rs.6,500/-.9th October ( 11.00 a.m.)7Medical test of selected candidates(Candidates can leave after Medical Test)9th, 10th and 12th October8Admission intimation to candidate by email.17th October9Last date of Acceptance of Admission & Advance Fee of Rs.50,000/- (Non refundable)22nd October10Last date for payment of remaining fees.07th November11Course commencement at 09.00 a.m.01st DecemberN.B.: Above dates are subject to change. Please check the website to confirm the dates once again in August.IMPORTANT INFORMATION (FOR DIPLOMA ENTRY)Name of the course : Pre –sea Training in Marine Engineering for Diploma holders.Duration : Two YearsNo. of Seats : 40Course starts : 1st December , every year.EligibilityNationality : IndianQualification : Diploma (Mechanical / Electrical /Electrical & Electronics/ Shipbuilding / Marine Engineering) with minimum 50% mark in the final year from an AICTE approved Institution.Age : Age not exceeding 28 years on 02nd December(33 yrs. for SC / ST candidates).English : Minimum 50% marks in English in Std. X or XII or Communication Skill I & II in Diploma.Eye Sight : 6/6 or 6/12 in each eye or 6/18 in one eye and 6/9 in the better eye. Normal colour vision (tested by Ishihara test chart ) and no colour blindness.Medical Fitness : Medically fit for sea service as per DGS rules.Body Mass Index- <<27Minimum Height- 1.58m,Minimum Weight- 51Kg,NOTE:Please do not apply, if you do not satisfy above eligibility criteria.All correspondence at selection stage will be done on e-mail.All applicants must have an e-mail id and mention the same in the Application Form.Candidates are advised to check their eyesight to ensure it meets requirements as specified above. Candidate found deficient will be disqualified immediately and not given chance to correct the eye sight by Surgery.Selection Procedure:On receipt of online applications, payment of Rs. 2000/- and soft copy of colour photograph in JPEG format (maximum 120×210 pixels), eligible candidate will be sent Hall ticket by email onlyCandidate should take a colour print out of the Hall ticket and bring to the examination hall. They should follow all Instructions on the Hall ticket.The details of the test centres will be mentioned in Admission ScheduleThe list of Candidates shortlisted for interview, along with interview schedule will be displayed on www.imsgoa.org. The interviews will be held at the Institute in Goa, on the dates mentioned in Admission schedule.Names of the candidates selected in the interviews and also those placed in waitlist will be informed at the Institute, as per admission schedule.All candidates selected for Interview must bring with them a Demand Draft of Rs. 3,000/- drawn in favour of “The Director, Institute of Maritime Studies” payable at Vasco Da Gama (Goa) towards Admission and carry Rs. 3500/- in cash for Medical fee, in anticipation of being selected.The selected and waitlisted candidates will have to deposit payment, before verification of certificates.The above payment will be returned to waitlist Candidate not called for selection / medical. Admission fee of Rs. 3,000/- will be refunded to the Candidate who fails in Medicals.Candidates who are awaiting final semester results may also apply. However, they will be required to produce the Diploma Certificate along with mark sheet at the time of interview.One set of self attested photocopies of following Certificates is to be brought with you at the time of certificate verification along with the originals.Passing Certificate of Std. X or XII , showing date of birth.Marksheet of X and XII exam.Provisional/Diploma passing Certificate( Mechanical/Electrical/Electrical & Electronics/ Shipbuilding/Marine Engineering) issued by the Technical Board (Certificate issued by College is not acceptable)Marksheets of all semesters of Diploma.Bonafide student and AICTE approval Certificate in the format available at the end of these instructions.Certificates for any additional courses done, extra curricular activities like / NSS / NCC/ Scouts etc.Candidates who have appeared for the qualifying examination and awaiting results should attach a certificate from the appropriate authority to that effect.Proof of Work Experience, if any.Certificates of only selected and wait-listed candidates will be verified. It is the candidates responsibility to ensure his eligibility as per details given above, and also fill in true and correct information in the application form..SYLLABUS FOR Online TEST:Paper I Engineering (1 hr)Engineering KnowledgeBasic General Engineering Knowledge, Electricity, Heat Engines, Mechanics &Theory of Machines, Hydraulics, Electronics, Strength of Materials,Refrigeration & Air Conditioning, as covered in degree syllabusMechanical Aptitude, Abstract ReasoningGeneral Knowledge, EnglishPaper II (1 hr)Psychometric TestFEE DETAILS (at IMS, Goa) :All payments are to be done using the Bank Payment Challans given at the end of the Instructions in duplicate (THERE ARE SEPARATE CHALLANS FOR CASH AND CHEQUE PAYMENTS – DETAILS OF THE INSTITUTE I.E ACCOUNT NO., ID ETC. ARE ALREADY FILLED IN)PAYMENT SCHEDULE: Amount TotalPay on or before 27th September Advance fees (Non-Refundable)50,000/-50,000/-BALANCE FEE – FIRST YEARPay on or before20th OctoberTution Fees1,51,600/-3,64,650/-Hostel Charges1,09,600/-STUDENT DEVELOPMENT CHARGESUniform, Text Books Stationery, Safety Courses, TAR Books, Examinations, INDos registration, CDC, IME(I) Membership, Library and Workshop Consumables etc.93,450/-Caution Money Deposit( Refundable at the end of course)10,000/-BALANCE FEE –SECOND YEARPay on or before17th OctoberNest year1,33,350/-Hostel Charges1,15,000/-STUDENT DEVELOPMENT CHARGESAS ABOVE.28,350/-Total5,58,000/-Refundable Caution Money10,000/-Net Fee5,48,000/-Note:Above fees includes 1% levy to Director General of Shipping, Ministry of Shipping, Government of India.Incase the fee is revised during the course duration the candidate will have to pay revised fees for the second year.Candidate desirous of obtaining educational loan from Bank may approach Bank of India/or State Bank Of India Vasco Branch. It is advisable that they open an account in that Bank, before applying for loan.If a candidate after joining this training course withdraws on his own from the training or is expelled on disciplinary ground, he shall not be eligible for any refund of fees.Penalty @ Rs.50/- per day for late payment of fee will be charged as per the rules laid down by the INSTITUTE. Late payment with penalty is limited to a period of 15 days. After expiry of 15 days, heavier penalty may be imposed or the candidate may be expelled from training as per discretion of the Director.ADDITIONAL WEIGHTAGE FOR FINAL SELECTION:-Passed X ,XII or Diploma from Goa Board.Candidates with XII Std.Work Experience from 3 months onwards.NCC/Scout.Diploma in Shipbuilding Engineering.ADMISSION SCHEDULE:1Commencement of Receiving Applications Forms.9th February2Last Date of Receipt of Applications.7th August3ONLINE Entrance Exam.Paper I – Engineering Knowledge, English, General KnowledgePaper II – Psychometric Test.01st August to 20th August4List of candidates selected for Interview28th August,5Interviews of the short listed candidates at the Institute.8th to 10th September ( 9.00 am)6List of candidates short listed for Medical Test, Measurement of uniforms and Certificate Verification, fee payment of Admission Process , Medical Test fee, Total Rs.6,500/-.11th September( 11.00 a.m.)7Medical test of selected candidates11th, 12th and 14th September8Admission intimation to candidates by Email23rd September 4.00PM9Last date of Acceptance of Admission& Advance Fee of Rs.50,000/- (Non-Refundable).30th September10Last date for payment of First year fee.20th October11Course commencement at 09.00 a.m.01st DecemberN.B.: Above dates are subject to change. Please check the website to confirm the dates once again in August.(Note: ANNEX-1 Is A Mandatory Submission)ANNEX – 1(TO BE TYPED ON THE COLLEGE / INSTITUTE LETTER HEAD & SUBMITTED AT THE TIME OF CERTIFICATE VERIFICATION)TO WHOMSOEVER IT MAY CONCERNThis is to certify that Mr./Ms________________________________________ son / daughter of Shri._______________________________ was a bonafide student of this College / Institute during the period ________________ to_________________. He / She has successfully passed the Diploma / Degree Examination in stream/branch ____________________________ held in the month of _________________________, and was placed in ____________________Class. His / her Registration No. was _____________________.His/ her conduct and character were ________________________________ throughout his / her stay in this College / Institute.Further certified that the said course and the College/ Institute is approved by University Grants Commission(UGC)/All India Council for Technical Education (AICTE), New Delhi vide their letter No. ____________________________________ dated ____________________ and the validity of the UGC/AICTE approval covers the entire duration of the Diploma / Degree course that the candidate attended.Dated:______________ ( PRINCIPAL’S SIGNATURE)WITH OFFICE SEALNote: This certificate is acceptable for admission only if signed by Principal/Director/ Registrar of the Institute / College with the appropriate office seal.Click Here to Download HDFC Cash Deposit SlipClick Here to Download HDFC Cheque ReceiptROAD MAP TO IMSGOACONTACT USTHE DIRECTORINSTITUTE OF MARITIME STUDIESISBT COMPLEXBOGDA ,VASCO-DA-GAMAGOA – 403 802PHONE : 0832 -2520986, 2520614, FAX: 8332- 2524063For all current enquires please email: [email protected] Feedback / Queries Fill The Form : Click HereAbout UsMarine EngineeringFor Graduate EngineersFor Diploma EngineerAdmission InformationApplication Form For Diploma EngineersApplication Form For Graduate EngineersBlogContact Us© Copyright 2015, All Rights Reserved./******** Google Remarketing Tag Starts ***********/