General information

IMO:
9789843
MMSI:
373416000
Callsign:
3FZS7
Width:
36.0 m
Length:
228.0 m
Deadweight:
Gross tonnage:
TEU:
Liquid Capacity:
Year of build:
Class:
AIS type:
Cargo Ship
Ship type:
Flag:
Panama
Builder:
Owner:
Operator:
Insurer:

Course/Position

Position:
Navigational status:
Moored
Course:
293.5° / 0.0
Heading:
213.0° / 0.0
Speed:
Max speed:
Status:
moored
Location:
Makassar (Makassar Port)
Area:
Indonesia
Last seen:
2024-12-23
5 min ago
Source:
T-AIS
Destination:
ETA:
Summer draft:
Current draft:
Last update:
5 min ago
Source:
T-AIS
Calculated ETA:

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Latest ports

Port
Arrival
Departure
Duration
2024-12-15
7d 17h 13m
2024-10-19
2024-10-25
5d 11h 26m
2024-09-15
2024-09-18
2d 10h 9m
2024-08-21
2024-08-21
9h 59m
2024-08-18
2024-08-21
2d 20h 53m
2024-08-01
2024-08-02
1d 9m
2024-07-14
2024-07-19
4d 15h 11m
2024-06-20
2024-06-22
1d 50m
2024-05-27
2024-06-07
11d 25m
2024-05-23
2024-05-25
2d 3h 47m
Note: All times are in UTC

Latest Waypoints

Waypoints
Time
Direction
La Plata Approach
2024-10-28
Leave
La Plata Approach
2024-10-18
Enter
Malacca Straits - Port Klang
2024-09-08
Enter
Malacca Straits - Penang Island
2024-09-08
Enter
Kukup Island
2024-09-06
Enter
Hong Kong Approach
2024-08-21
Enter
Hong Kong Approach
2024-08-16
Leave
Note: All times are in UTC

Latest news

Report: Older version of checklist contributed to helicopter accident on bulk carrier deck

Thu Apr 25 11:11:45 CEST 2024 Timsen

An Australian Transport Safety Bureau (ATSB) report stated that the tail rotor of an Agusta A109 helicopter struck a handrail while landing on the 'Tai Keystone' on Dec 6, 2023, as the pilot did not detect the obstacle, and the ship’s crew were using an older version of the vessel’s helicopter operations checklist. The report detailed that the helicopter was conducting marine pilot transfer operations to the bulk carrier, which was about 240 km north-east of Mackay, Queensland. As the helicopter’s wheels touched down on the ship’s helicopter landing site, the tail rotor struck an upright handrail that was not identified by the pilot during his approach. The pilot reported hearing a shredding noise and an increase in the engine pitch before completing the emergency shutdown procedure. The helicopter siffered substantial damage and was secured to the deck of the vessel, which then returned to Hay Point to allow the helicopter to be recovered. The ATSB investigation found that the ship’s crew was using an older version of the vessel’s helicopter operations checklist, which did not require the removal of the handrail, and the handrail was not removed during preparation of the landing site. In addition, the handrail was not painted in a color that contrasted with the ship’s deck, which was not in accordance with international guidance. The helicopter was also not positioned correctly during the landing, resulting in its tail rotor being outside the obstacle free zone. While it is the responsibility of the pilot in command to ensure that a landing area is safe, vessel operators should ensure their procedures and landing areas on ships are aligned with the relevant guidance material. To best aid pilots, objects that present a threat to a landing helicopter that are retractable, collapsible or removable should be painted in an appropriate color to ensure they are visible if forgotten or missed. Since the accident, the ship’s operator has updated the relevant checklist, and the helicopter operator has amended its procedures to ensure helicopter pilots are provided with a visual representation of each individual vessel’s helicopter landing site prior to departure. Report with photo: https://www.marinelink.com/news/old-checklist-led-helicopter-incident-513209

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Daily average speed

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Distance travelled

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Ship master data