rigger
-
Content Count
2,635 -
Joined
-
Last visited
-
Days Won
5
Content Type
Profiles
Media Demo
Forums
Gallery
Calendar
Store
Posts posted by rigger
-
-
2003, gulf of Aden onboard an Ocean going tug, chased by three skiffs at max speed, they gave up as the tugs wake was so bad they could not get close, early hrs morning, dark. 4hrs later fleet of yachts attacked by 3 skiffs......
-
1 for me while onboard ship in gulf is Aden,
VHF Mayday, stopped counting years ago, but 2 in the last month
-
IT how many genuine distress alerts have you received on you DSC VHF?
-
That article needs some corrections, the Golden Princess has been to NZ before. The weights talked about are not weights. FYI the ovation of the seas displaces closer to 78,000 tonnes not the 168,000 claimed in article.
A council ddocument that may be of interest.
http://infocouncil.aucklandcouncil.govt.nz/Open/2017/11/GB_20171123_ATT_6765_PLANS_WEB.htm
-
SD you might be on to it with barges. Each team gets a barge, could be shifted as required.
Another suggestion was charter semi sub ships and use as a base, bonus being they could do double duty, inport as base, on course as spectator / sponsors platform. The enclosed side type with removable upper deck hatches could be interesting. Some have cranes so there's your lifting gear for getting boats out of the water....
-
You would have enjoyed a discussion with some folks from the industries talking about the need to update Gmdss.
IT I know AIS and vhf DSC are different, totally.
The thing is one is used all the time and has wide acceptance by users and potential world wide coverage, the other is poorly understood but mandatory carriage under GMDSS. The only time I've used Dsc vhf is when testing the equipment or seeing what has caused it to alarm.
With AIS you can send messages to individual vessels, or broadcast to all, AIS will sound an alert when a message is received. It is not a distress system yet, though you can get AIS MOB and SARTS.
IT when you say private channels what do you mean? VHF DSC uses ch70 and will trigger a channel change on receiving units. AIS uses a few ch but as not interfaced with a voice radio so no automated change of course.
Recently did a GMDSS course. With my current job to keep ticket valid I do one every 5 years.
-
There is thought that AIS may make vhf dsc outdated. Satellites pick up the AIS transmissions. Pretty much world wide coverage.
-
600 wt is six 1200 x600 panels
five x 120. I've checked.
What sort of panels are you looking at?
Might have it wrong and they are probably not be suitable for onboard but LG do panels that are 300w, 1016mm x 1686mm. similar area to the 6 panels Myjame described.
Recently installed a PV array at home - if anyone is interested I can provide further info on the performance of the setup - 10 x 285w panels - similar size to the ones mentioned above.
-
https://www.americascup.com/en/virtualeye.html
shows wind 9.8 - 13kn in various places on the course
-
In my earlier post the 180deg turn could have been made after discovery of damage on the focsle.
In many places ships may drift if weather conditions are calm enough, though often taking a turn / steaming a box is done as there is no need for engineers to be on standby in the ECR.
IF the box boats AIS had a position error and the warship relied upon AIS data for collision avoidance..... bang.....
One ship we could get the AIS to give a position that was out by 10nm by entering a manual offset in the primary GPS
-
Consider; dark, visibility poor? Warship not detected on radar, warship navlights either dimmed or off.
Collision occurs, no radar target or AIS target, ship slows abit, auto pilot alarms as course cannot be maintained, auto pilot disengaged helmsman instructed course to steer, officers on bridge are puzzled, checking charts, checking position, course adjusted, now thinking we must be off track and ran over a shallow patch grounding but sliding over, commence checking compartments, holds looking for ingress of water thinking hull damage, full muster, contingency plans pulled and followed, crew sent fwd to clear anchors, dark perhaps they do not immediately notice the damage, damage to bow discovered, oh @*#^ we have hit a ship, start turn to return to where impact felt, pick up ship on radar due to damage, head for it, engine is at slow ahead or dead slow, get close helm hard over to get a rate if turn, stop engine, wheel midships buld up to full astern to stop ship. Use bow thruster to hold heading, vessel is stopped, Radio call made.
Ok some points re the link MarkMT posted. The AIS data is in complete, the ships system will be transmitting more often than 2 or 3 minutes. Under 14kn it is every 50secs. When less than 3knots speed some older units will be every 3min and may reduce transmit power to 1W. The vessel turning took 11min, I allow 15 to 20 for a round turn, so that was a good turn.
Basically I think the writer of it does not understand how a ship is run, maneuvered and how checklist orientated things have become. There are many things on that page that indicate lack of knowledge of what has been written.
Be interesting to get hold of the VDR from the box boat.
-
The destroyer was hit on the stbd side.
Look at aerial pics of the box boat, bulb appears to have discoloration ~ contact? That would make a large hole.
Warships can be hard to detect on radar (design and coatings) sometimes run dark, switch off their AIS if fitted, do not answer radio call.
-
We? I had no choice that I was born here, have no right to another passport. What does that make me? I am not a European, nor a Maori. Yet due to my colour I get blamed for acts that happened in the past. I do not hold people that were not alive at the time responsible for the killings of my family members in the past. I understand that wrongs were done and there needs to be some form of restitution.
My understanding of the current situation with the protest in Tauranga is over one iwi claiming interests in another's area and the crown combining the two claims into one. The local Iwi feels the other has no rightful claim to their area.
-
-
Did you see the hit they had before the start - guys thrown about.
-
-
Went ashore at Obs Cay in the 90's, south eastern side was covered in trash, picked up a boat load of it, but no doubt it was covered again in a short while.
-
Many smart phones have a sensor that can output pressure. Agrees with the 2 barometers I have.
-
From what I understand there is 0 glycol in the coolant in those boats I mentioned early, closing in on 4000hrs on the engines I think. The coolant is Cat ELI (Not ELC).
-
On glycol in coolant / inhibibitors
Glycol is to prevent freezing of the coolant - it does not reject heat as well as water.
A couple of boats I know use a coolant with no glycol at all in the keel coolers to allow for max operating conditions - running at 100% for extended duration while going nowhere.
-
mix it with icing sugar - great roach killer
-
Hi John,
My work life jacket is a Secumar Bolero 275N - it is the replacement for my old one that was retired after 10years of use - several different people had use of it - it was a Secumar 275N as well. Comfortable enough.
One that I have heard good things about is the sMRT 275N http://www.mrtsos.com/products/life-jackets/smrt-275n-solas-pfd
-
Ok,
Cannot remember the boat but it had a goose neck tube close to the mast - cable came down then turned up into the gooseneck.
Have seen many leaks with cable glands that were installed vertically - normally when the get old...
-
Try getting a spade bit that is oversized for the gland size and drill the thickness of the ply down to suit the gland, - do it on a test piece of ply - suitable for bulkhead
Or of multiple wires in on location do an insert - bulkhead again.
Or one of the other suggestions.
Is the cable going through a water tight bulkhead / deck? Does it need to be sealed?
Lifeboats
in MarineTalk
Posted
Mnz approved liferaft and life jacket service stations.
https://www.maritimenz.govt.nz/commercial/safety/safety-equipment/documents/Liferaft-service-stations.pdf