rigger
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Posts posted by rigger
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Rena not there
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if mixing small quantities try a few avo syringes.
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700lumens
what about 4100lumens http://www.wickedlasers.com/torch
or http://www.reactual.com/outdoor-equipment-2/led-lights/brightest-led-lights.html
for one with 7500lumens
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Perhaps Weiti river has a lower salt content than Tamaki river?
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Apologies everyone - hit page down.
Rehab.
I take it
“So what's wrong with a e-mail provider there are 160. most boats I have been on have had two and SAT PHONES WITH FREE E-MAIL ACCOUNTS.”
Was aimed at me.
My understanding for email via HF is that you need a modem that works with the SSB – and a shore provider that operates the receiving HF gear. How much for the HF modem - another bit of kit.
I have heard of yahoo and gmail – but as far as I know they do not have HF stations.
Please post details for the sat phones with free email.
Dsc also allows you to inform any number off vessels providing you have their details.
Provided they are in range
During a race if DSC was common place you would have a half dozen or so boats pre programmed to receive the distress call and other vessels that usually transit / sail the same areas,
Why bother with pre programming half a dozen boats in when a DSC distress call is automatically an all ships call
Most take 3 - 4 miles to slow and are on auto pilot.
Ships are required to have a tactical diameter of
Did an MOB exercise on a tanker at full sea speed. Got her turned and stopped alongside the "victim" in fairly short order. Rescue boat could have been quicker but was not the point which was for the deck cadet to con the ship.
Auto Pilot – so what takes no time at all to turn it off. Do you know what a BNWAS is?
Not all ships are badly crewed.
How many stories have you read where a life raft person has fired 2 or 3 parachute fares, and smoke flares only to watch the vessel to sail over the horizon.
Have you heard of the number of people rescued by ships passing by or ships diverted from 100s of miles away, or the yachts that commercial ship protected from pirates.
Did you know that all SOLAS vessels >300GT are required to have a Class A AIS unit onboard and operating, and they alarm when an AIS SART / PLB is detected.
AIS has not been operating long enough to prove it's worth or for faults / failers to happen..AIS has been a requirement for all ships >300GT for about 11years (implementation started in 2002/03) – standards are changing and there are errors(positional mostly) – BUT – from experience the officers use the AIS provided data/equipment a hell of a lot more than any of the DSC gear.
DSC (as part of GMDSS) has been required for about 16years, implementation started in the early 90s but the false alarms still happen far too often.
Falling overboard usually happens during gale and storm weather conditions., I would not like to be within one mile of a large coastal or oceangoing vessel during those conditions. would prefer a yacht with a throw line.
So the rescue boat that many ships carry would be useless? Large ships can make a lee for a rescue to occur.
I know of more people that have gone overboard in moderate to calm conditions than gale / storm.
To me AIS is of far more practical day to day use than DSC - DSC does nothing for collision avoidance. If the gear is really simple to use and provides daily practical value it will be used. Unfortunately DSC is of little practical day to day use therefore it sits in a corner and is cursed for the multitude of false alarms that distract from navigation / keeping a lookout - maybe that is why flares are not seen - a false alert from 1000nm away calls attention away...
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Part of my job has required a fair bit of rule study recently. Still learning....
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Gotta say resiliently mounting the generator would be worth doing if not already done.
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I keep seeing the mention of email so when I saw in a recent post the one touch email had an * I looked it up
One-touch e-mail accessAn SSB first! The IC-M802 can be set to memorize your HF e-mail access frequency, mode and bandwidth settings.At sea e-mail has never been easier. * Please consult with an HF e-mail provider for details.So it is not part of the DSC system -You have to have an email provider and a modem
NOTE:For e-mail operation, you MUST make a contract with an HF e-mail provider and purchase an e-mail modem from the provider or your dealerApologies for thread drift
- I spent a number of years working in areas where vhf DSC was supported - it was a complete pain in the proverbial - only one genuine distress call and the voice mayday call on VHF 16 came through first, it was not until I turned the ship around and steamed towards the vessel (~40nm away) that the VHF DSC alarmed.
When at anchor the OOW on watch or duty AB if OOW had to leave the W/H would hear any alarms that the system generated - Trust me the standard alarms are loud enough - to the point where when on location with an installation with a dedicated Radio officer - the SSB, Inmarsat C, DSC VHFs etc would be shut down to avoid disruption when doing the more riskier jobs and an entry in the radio/gmdss log would be made.
On the PLB / MOB device - I will be getting an AIS MOB device unit for myself shortly - not one with DSC capability as I see little value there, nor Sat capability. With what I do if I end up in the water by the time the SAR folks get notified I would either be dead or picked up (could well be dead). My focus is on not getting in the water to start with - but it could happen....
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Wheels, I don't believe your comments on "correct white lights". There's nothing in any regs that I could find and I did a bit of research in the winter looking for "the ideal white light colour". I do understand your sentiment however. Also if you look at any light display at the swindlerys you will find a multitude of white colours. The closest criteria covering navigation lights is the vis distance and as far a I interpret them they don't actually apply to anchor lights. Which is why Jon's suggestion is also valid. My kids got one each for Xmas last year and so they'll be repurposed - 'bout time they contributed!
The Col regs
In NZ Part 22
Colour specification of lights(1)The chromaticity of all navigation lights must conform to the following standards, which lie within the boundaries of the area of the diagram specified for each colour by the InternationalCommission on Illumination (CIE).(2)The boundaries of the area for each colour are given by indicating the corner co-ordinates,which are as follows:(a)WhiteX0.5250.5250.4520.3100.3100.443Y0.3820.4400.4400.3480.2830.382(
GreenX0.0280.0090.3000.203Y0.3850.7230.5110.356©RedX0.6800.6600.7350.721Y0.3200.3200.2650.259(d)YellowX0.6120.6180.5750.575Y0.3820.3820.4250.406sorry did not paste well but go to http://maritimenz.govt.nz/Rules/Rule-documents/Part22-maritime-rule.pdf page 29 of 34
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NZ does have DSC coverage - but not for VHF or the 2MHz band
from http://www.linz.govt.nz/system/files_force/media/pages-attachments/nz04c.pdf
New Zealand DSC Coverage
2. The system, based at Taupo Maritime Radio, has a coverage area for the Global Maritime Distress and Safety System (GMDSS) oceanic area designations* A3 and A4 in the New Zealand monitored sea area NAVAREA XIV.
3. DSC is not used on the maritime VHF or MF frequency bands and does not cover the GMDSS in-shore area
designations* of A1 and A2. -
As stated earlier:
Some AIS PLB/MOB devices have VHF DSC capability as well - this is the alerting function that is req under GMDSS
Also not all AIS units (fitted on vessels) will recognize AIS PLBs as an emergency device or at all - so your onboard AIS unit may not alarm when it receives data from a PLB / MOB device or even display a target.
Also some onboard units will not display virtual AIS AtoNs. One brand of transmitter that many Garmin devices will not pick up is Vesper. Garmin hope to have a fix in about 12months last I heard.
So if buying AIS PLB's make sure your onboard AIS unit will pick them up.
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The LED lights are great and batts seem to last for ages - someone had a light with built in PV cell in it.
BUT tend to agree that having wired lights is easier.
I never got round to having a socket/charger below for stowing the light.
Has anyone considered using fibre optic cabling rather than electrical.
Thanks Beccara - misread your earlier post...
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correct, the steaming light needs to be above the sides, I know there is a minimum, not aware of a maximum distance
No maximum distance.
Minimum distance 1 metre
Agree with your plan Scottie -
Sailing - side lights and stern light
Motoring - side lights and all round white light
anchoring - all round white light.
If wanting to avoid running wiring to the masthead your could fit a steaming light low down on the mast and just hang an anchor light when needed.
I made a fitting years back where the battery powered anchor light clipped in to a fitting on the front of the mast - turning it into a steaming light.
Beccara -
Can you clarify what lights you have on when motoring?
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I've just moved from Opua to the Weiti River, I will be watching carefully, ask me in about 6 months.
Did you get any info from that guy I put you in contact with?
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Tried marling hitching?
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Good Luck Wheels!
Let me know when you get close to Tauranga. If entering on an ebb tide go wide on Tanea and keep an ear out on VHF12 for shipping movements.
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i think we all did a bit of bottom hugging that day
In the words of Larry Robbins - It is called impact hydrography.
He told me that on a run to the Riverhead Pub..... on a steam launch.
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Make excellent heaving lines don't they rigger?
That was part of the old chaff gear from a towline - yeap just the right size for heaving lines once puled apart
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With splicing a used towline have used dish washing liquid.
Makes it easier to splice
hands end up clean
part of the towline gets cleaned
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Is it old or new? In old rope that is hard to splice I have used a manrope knot splice, bulky but short
Are you using the correct splice for the exact product? There maybe a diff splice?
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Paid off the boat!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!!
Awesome!!
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Not sure if many on the site knew him but Young Ron passed away last week.
Ron had been a volunteer with The Spirit of Adventure Trust from the early days.
A volunteer with the maritime museum in Auckland - He helped with the construction of the Ted Ashby and crewed on several of their vessels.
He crewed on Viking with Con Thode and Sir Gorden Tait on their circumnavigation of NZ.
Enjoy your rum and orange - you deserve it.
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Errors can creep in:
- The antenna position. example - a 266m long ship with antenna aft above the bridge, but setup has it positioned on the bow. A 200m error in one case.
- Some older GPS units do not communicate well with early UAIS units - your main nav GPS on a datum other than WGS-84, - quarter nm error on one occasion.
- Manual offset on main nav GPS - error witnessed by this one was +10nm...
With Class A they have to take a feed from the main GPS - they also have their own built in GPS but the external feed overides the built in one.
I think the USCG highlighted the issues with reference to the GP80 linked to the UAIS FA100 - might not have those model number correct - was awhile ago.
A regular caller to NZ has errors ranging from very minor to + quarter of a nm.
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As to the radar issue Rigger bought up - it you have a Navico radar (Lowrance/simrad/B&G, 3G 4G or BR24) then there is no magnetron!
Point taken on the non magnetron radars.
The point I was trying to make was do not rely on a ship's radar set to pick you up - the majority currently have magnetrons.
Also from personal observation of hundreds of different ships, and who knows how many radar setups I have found a large number are poorly setup.
Anodes
in TechTalk
Posted
Wheels I have worked on a number of vessels with an Impressed cathodic protection system - none used zinc anodes,think it might have been graphite mixed with something else.