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On the work front, we have had a number of significant achievements with the successful completion of the ANZAC MT Operator Trial and the introduction of the new MT Operator Qualifications. We have developed and distributed for review the ET Critical Category Recovery Plan, we have spent significant effort updating our Engineering Policy documents, and we have developed and updated the majority of the Category Management Plans. My goal is to increase the availability of up to date information by making all the relevant policy documentation, manuals and other articles and matters of interest available on the DNPR (E&L) website. I also intend instituting a quarterly e-mail newsletter to Officers and Senior Sailors so that important policy and employment condition changes are available as early and as widely as possible. We are continuing to develop the ME and WE Officers Retention Allowance Case and also the MT and ET Pay Case. We are also working closely with the Engineering Faculty at HMAS CERBERUS to reinvigorate the Initial Technical Training syllabus to better meet the requirements of the fleet and to improve retention. I will now address some other initiatives, but firstly I should say that it is not all hard work. Like all good Engineering teams we also make the time to enjoy ourselves wherever possible. To that end, we have actively participated, for the third year in a row in the, ANZAC day service at Holbrook, NSW (ably supported by our Supply colleagues) and represented the Engineering and Supply Corps with vigour and (some) skill at volleyball and cricket in the environs of Campbell Park. With respect to the future, we are continuing to work with the Chief NAVY ENGINEERING BULLETIN SEPTEMBER 2003 From the Desk of The Director, Navy Professional Requirements (Engineering and Logistics) When I took over the desk at DNPR (E&L) from CAPT Craig Kerr in mid December last year, he said that I would be in for a busy time. He was right! The Engineering PQ and Category Sponsor teams have been very busy tackling some long standing issues within the Branch and also attempting to spend some time planning for the Engineering future. Naval Engineer and other members of the Engineering Advisory Council to develop options for the continuous development and employment of the Branch. This is a complex task and is closely related to the other reviews currently being undertaken within Navy to optimise the employment and recognition of all Navy personnel. A thank you to the Campbell Park Engineering team for their support and efforts over the past six months and also my congratulations to WOMT Steve Hazel for his attainment of Chartered Engineering Officer status under the RAN Engineers Australia Agreement. Finally, to enable us to help you we must know the issues and your concerns, and to that end we will continue to travel widely and meet, listen and discuss. Be safe and professional in Engineering. CAPTAIN PETER LAW, RAN About the author CAPT Peter Law joined the RAN in 1977 as a Direct Entry Weapons Electrical Engineer Officer. He has served in HMA Ships HOBART, YARRA and CANBERRA and has also served as the Fleet WEEO. He spent the majority of the 1990's within the Defence Materiel Organisation working in several positions within the ANZAC Ship and FFG Upgrade Projects. In 2001 he was appointed as the inaugral FFG Systems Program Office Director. CAPT Law lives in Canberra. 5
6 NAVY ENGINEERING BULLETIN SEPTEMBER 2003 Letters to the Editor EDITOR NEB Hullo, My name is Bill Amor and in the past I worked as a TO3 at MMES 1, and I'd like to comment re a statement made at the Orange Overalls 2 in particular WRT gauge maintenance ie in situ maintenance. Whilst at MMES I investigated the in place/situ/on board maintenance of gauges and found the following: a. it is cost effective after an A&A 3 is accomplished, b. there are equipment's available to do this task ie on board calibration of Bowden tube pressure gauges, certain electronic gauges and temperature gauges, and c. the test results are downloadable into a computer therefore the gauge testing is able to be done to Quality Standards. Decisions to be Made When writing a TM 180 re this matter I had asked the Techo's DataBase, Fleet and other agencies re classification of the gauges in use. Critical Gauges and Non Critical gauges: I'd believed that not all the gauges monitoring a fluid on a particular system are critical, ie the gauges in the MCR are "critical" but a gauge on the system elsewhere may not be critical if the system is monitored only at the MCR but the final decision re gauges was to be made by, in the current RAN, the Systems Program Office or SPO as applicable – ie do all gauges get calibrated or do the critical gauges get calibrated and the non critical repaired by replacement? Costs = number of critical gauges = number of hoke valves = number of modified lines = the Total Costs, equipment costs see next. Equipment There were two suppliers of calibration equipment in fact FIMA 4 EAST and WEST had the equipment in 1999/2000. The number of test units would be determined by the Ship Class to be A&A to take the In Place Calibration, whom to do the actual work ie to calibrate the gauges – would that be FIMA, ships staff, sea riders (retired MT/ET types Reservists with the skills and time and the nouse to do this job, which whilst not exciting is so critical to machine operation") etc? Thus the number of calibration units is determined by the decision made reflecting the "whom" ie whom is to do the task and how to cover a particular dependency in the times set by the maintenance requirements and the Class Society. Comments The idea of in place calibration of ship-borne gauges in the RAN is not new, two FIMA's had the required equipment, training is available in gauge maintenance through the East Petersham TAFE, FIME-AE sailors had done the courses. STATE OF PLAY I left in 2000 and I do not know the state of play re this matter. TECHO's Data Base My original comments re this matter are in the Techo's Discussion Database, under Critical Machines or similar and Gauges. This is my slant on this matter, savings in time, reduction in the introduction of contaminations into systems via un-plugged gauge lines, and visible compliance to the requirements of Class Societies could be accomplished by insitu calibration of pressure, temperature, electrical and other gauges utilising modern apparatus. Regards Bill Amor 1 MMES – Manager Maintenance Engineering Services, the functions of which have subsequently been subsumed by CME – the Centre for Maritime Engineering. (Ed.) 2 Orange Overalls was an article in the March 03 edition of the Navy Engineering Bulletin recounting LCDR Vaughan Thompsett’s experiences while seconded to a Merchant Marine Bulk Carrier, the ‘Pacific Triangle. (Ed) 3 A&A – Alteration and Addition (Ed.) 4 FIMA – Fleet Intermediate Maintenance Authority (Ed.) Letter to the Editor – ABMT Conway HMAS KANIMBLA Hi Sir Read your article on the new watchkeeping models. They sound like really great ideas and I hope that people take the time to try and make them work. My question is how are these models, designed for the new technology, going to affect us?
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