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Firstly I must ask which charm school you went to because I must ensure my own offspring avoid it for fear of blighting the rest of their lives.

Moving on as one must ...

Let me assure you that had I known that someone so aggressively unambitious was slated to hold my baby I would have gone out of my way to ensure you were not offered such psychologically inappropriate employment.
Thank you for the compliment.

(Even if this meant shooting myself in the foot as you seem to have been effective).
Thank you for the compliment, here's the proof that I was effective.

[Link removed for privacy by op]

I must also defend the three chiefs you claim to have bullied you.
This is a complete and utter misrepresentation of what I said and does not accord with my history at sea. I did not work on more than one Alcan ship and therefore cannot have worked for three c/e known to you. I worked for one and he was the good one. I'm not going to quote names or even initials on here outside PM because I don't want to get personal or enter a slanging match.

I knew of only one, and he long gone by then, who met that description (and those he did bully seemed oblivious to it). That defence, with as little evidence against as for, must necessarily be blind. As for your one exception, were he and I still with the Diamond D I would recommend that he went somewhere and got the sainthood beaten out of him.
The one I'm thinking of was fairly shot away by the time we parted company so I'm certainly not going to cast aspersions in that direction. I think he'd spent too much time with the CPP (controllable pitch propeller - which was causing problems) but was a jovial soul.

May I say what a pleasure it has been sparring with you and as somebody is reputed to have said to Churchill, if you were my husband I'd poison your coffee.
 

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Ah, the 'not in a team' code! (Stop! There was no such code! Not that I know of anyway).

If you say so but the gist still seems to me to impugn the Chiefs and your unhappinesses as only Denholm's I am pleased to hear that they were not and that you managed to be miserable working for someone else as well. Perhaps it wasn't all our fault after all.

For once you are right, a few pints would probably allow me the loquacity to persuade you of your life course error (and I do not think I am not being 'fine' here either. As you have pointed out you are 'returning service' ).

However the only time I have found that alcohol had an effect of anything but a lessening of ability was when I received a very public call from the new Chairman (A-E) after an Email of mine to a colleague in Hong Kong (one who had seen the light earlier and resigned although I didn't know it at the time) and which could have been called bullying. That night the gin did make me feel better, very frightening even for one well within the envelope of alcoholic. It certainly drove me dry for a day or two. The Text?:

Along the lines of "What about an organigram ............ we mushrooms no longer even see the crack of light round the door when the open it to throw in the manure".The Chairman for heaven's sake, surely with better things to do.

(Regrettably the Churchill quote is apocryphal)

Edit:
Line two is not what I meant as written. To wish anyone unhappiness would be vile. To be glad that all the unhappiness was not caused by Denholm is not so unbalanced and is what I meant to say.

And that is where I leave this almost one to one conversation.
 

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first trip junior RO in the radio room

75- 77 signed on Denholms GTV’s as ECO, With junior R/Os who either had less than 6 months sea time or needed that little bit more experience. I personally cannot recall too many issues with any of the 8 I sailed with.

Silence Periods, wasn’t it about this time (75-77) that H8 watchkeeping changed from 2 on 2 off; to 4 on and the balance of 4 being used as and when necessary, effectively making “manual” monitoring of SP’s in effective.

Incidentally, I have enjoyed my life throughout, irrespective of career position, changes.

However my wife does say I let most things go by, except a blonde with big boobs.
 

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At least we don't seem to have done you any harm Peter although I think the GTVs offered a radically different opportunity to doing the same in "The Outside Fleet" as we used to rather snobbishly refer to them. I was just joining my first when you were leaving (John Benn, Asialiner then regular on Eurofreighter until re-engining). Only BFO for me. My regret at the time was that they ended my regret now is that I made no effort to encourage/allow my juniors any part in MY new empire. Had they not ended when they did I would not have gone on to equally interesting and longer lasting 'things' elsewhere - all enjoyable. Would that it were possible for everyone to be as happy in their employment as I was, a rare and very lucky thing. I can see a FT4C maintenance manual, along with others, as I type (not that I sailed with the C engine) - they would have been chucked if I hadn't got them. Quite ridiculous I know but it is Nostalgia.

(I don't remember that change in general watchkeeping regime - perhaps a detail in the Navtex exemption? But then I only did one bit of morse work throughout - John Gatherer demanded that I take the Christmas morning weather forecast. No, not to give the boy an hour off, but so that no one else would know it wasn't bad enough to keep us alongside Bremerhaven until after lunch - his prognosis.
 

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David

I found being an ECO was so different and satisfying. I had all the help I could wish for from every engineer, some may have thought me green, but in the absence of criticism I was comfortable in the tasks we did together. I was on the Eurofreighter in Falmouth when we went to BFO, and the ginormous CPP.

I always, nearly, spent the last watchkeeping stint of the day in the radio room, chatting, as you do. Only one R/O showed any interest in the career change.

When Comsat General came onboard to discuss Satcom (76 ish) I thought times they are a changing. In subsequent years I must have met hundreds of R/O, most of whom had no inclination.

In 1986, I ended up selling the ruddy things, Satcoms, that is.
 

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JRC built the best Inmarsat A above decks equipment. One flywheel and one motor to drive it.

STC built one too but it had four flywheels, four motors to drive them with eight bearings, all of which I had to change on the NV. When I joined the NV the noise on the monkey island was like a waterfall and it was all coming from those bearings.

P.
 

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Agreed again. I had a JUE 5a (Marisat Not 35 or 45) terminal still working in this century. It could no longer work telex (something to do with LES addressing) but managed Email quite well over a voice circuit.

(We would have liked JRC kit on the NKK Newbuildings just as the yard would have liked Alcan to pay the extra for it but they were not on the makers list. With quality comes price and the money had really been stretched in building in Japan in the first place).
 

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JRC JUE-45 best ever satcom made.
Marconi Oceanray worst satcom ever made. It was beaten by the dual system Oceanray, closely followed by the Mobile Telesystems 9100 at least the dome fell off and there was nothing to fix unlike the Oceanray.
 

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Surely the ESZ-5(?)000 was the worst ever. Although my colleagues in Hong Kong were persuaded to put a non approved terminal aboard which was never commissioned. I don't remember the Oceanray as all that troublesome although no one approached JRC for reliability - not with steerable aerials anyway.
 

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The JRC W/T equipment, particularly the last generation, was really good.

Their GMDSS gear was awful...
 

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One client and we had a bad year with two new sisters with first generation Furuno GMDSS outfits. That generation went on to reveal further built in issues (like memory support batteries). The third vessel came out with JRC kit despite the owners having been offered compensation for the first two. I have no memories either way on that kit but it would be then have been second generation (or at least first generation "plus")

Warranty periods may cover infantile failures but they do not cover their drain on management resources. Duplication usually guaranteed and exemption would be granted (one surveyor, by then not a specialist, suggested it was not necessary because that was what duplication was designed for - not altogether wrong but no defence against port state control)
 

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#92 Troppo I fully agree. JRC console on Dart Atlantica was a lovely station to use. As you said GMDSS was another matter. Most ships who had it when I inspected them could not operate the telex and struggled with the Sat C units. Nothing was intuitive. My Dutch colleague was the JRC man and approached each job with trepidation. He spent days trying to fix the JSS SSB units. Retrofitting a different GMDSS station was a nightmare due to the SSB combined PA/PSU/Battery charger. Their big ship radars were pretty good though.
Sorry Varley never came across an ESZ5000 satcom. Marconi like JRC never seemed to get it right when GMDSS came along. Furuno nailed it in all avenues.
 

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A 2006 post by Ron reminds me that it was the Navidyne ESZ 8000, hopeless and did not remain long on Sperry's books after they took over.

The never commissioned terminal my Hong Kong colleagues acquired was made by RDI (Radar Devices Inc.).

For the first GMDSS kit support in the Northeast UK support under warranty was fine. My later experience in a worldwide trading fleet with many Furuno radars was not so good especially spares. They had an awful lot of models and variants on the go which cannot have made it easy but we did once get down to having no working radar and that is a position no administration is going to agree to a an exemption. A new set was available and expediency dictated that we purchased it instead of repairing so sailed with one. Not unusual to have an exemption on those terms.

(We did have a lightning strike which took out both radars, Decca I think in an exceedingly difficult port. I never asked how she got to the port where support had been arranged!)

JRC were second off the mark with the S band solid state transceiver but we did not meet the criteria for a set on trial discount. HAd to be regular in and out of Japan so they could visit their baby. I did manage to get a SharpEye fitted but had to beg on hands and knees.
 

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You are so right Navidyne Satcom A was the most useless piece of equipment I think I ever sailed with, 4 gyros in the dome constantly failing and in the BDE 4 PCB's which were matched so all had to be replaced to have a hope of working.
The Sperry replacement I think had 8 gyros but was rubbish as well. Eventually JRC Satcom A was fitted which was absolutely great.
 

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The best GMDSS gear?

Thrane and Thrane Inm C
Skanti DSC9001 DSC controller
Skanti TRP 8000 series or 9000 series HF


Streets ahead.
 

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Agree T&T 3020 Saat C was the best Sat C ever. However they mucked it up when the ID went to the antenna and it was a case of registering one if you changed the antenna. Furuno never fell into that trap and the Falcon 15 onwards beat the T&T hands down.
Sailor 2000 telex and DSC were my favourite but the SSB had huge PA failure issues. Later Sailor systems were pretty poor. Whoever came up with the SSB/Telex system with no screen should have been kicked in the Kroners. You had to read the printer to know what was going on. It should never have been type approved. Skanti SSB was a good unit but the keypads didn’t last same for vhf and DSC modems. Most American made marine equipment was way below the rest of the world manufacturers. Magnavox Satnav being the exception.
 

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#94
MV Crown Monarch (Cruise ship): First survey after R/Os had been given the heave, it turned out that none of the deck officers had a GMDSS ticket. The surveyor decreed that ship was going nowhere. The owner paid ( don't know how much) for a lecturer from NY to come down, sail (using his ticket for the regulation) and do the course for the mates and old man during the 7 day cruise.
Nice little number for him.....
 
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