Intersoft Electronics’ Post

Navtech Radar’s 77 GHz W-band radars heighten situational awareness within ports by enabling the early detection of risks such as close vessel encounters, route deviations, and vessels without AIS. This capability allows for timely intervention to mitigate risks and optimise vessel traffic flow through offering: ✅Rapid update rate for real-time monitoring and tracking of vessels navigating within the VTS area ✅High-resolution to detect smaller objects, and buoys, even in congested waterways ✅Sector blanking to customise radar coverage to specific areas as needed, optimising surveillance efficiency ✅Easy installation with minimal infrastructural investment ✅Ability to operate in even the harshest weather conditions present in marine environments: unaffected by rain, fog, splash or changes in lighting. Read more here: https://lnkd.in/e-63AgVX Looking forward to visiting the IHMA - International Harbour Masters Association Congress, at Tanger Med Port next week to discuss our capabilities with new and existing technology partners. #vesseltrafficservices #tangermed2024

JI-Joe, the digital Joint Inspection (JI) application, will significantly increase logistic operations efficiencies with features like Computer Vision-assisted rolling stock center of balance calculator, guided walkthrough DD Form 2133 and AMC Form 1015 inspections for both novices and experts, as well as aircraft characteristics and hazardous materials tooling. JI-JOE was designed to function in conjunction with RAWHIDE, the Air Force’s Digital Cargo Deployment Function (CDF) ecosystem, or in a standalone and disconnected environments allowing JI deployment without reliance on commercial LTE plans or Wi-Fi network connectivity. Interested in learning more about this application or more of our logistics software offerings? Contact Technergetics today! #jointinspection #cargodeploymentfunction #airforce #DoDinnovation #AFlogisticsoperations

Did you know that certain countries have restrictions on the use of specific transceiver technologies onboard ships? For instance, India restricts 🫢 the use of Iridium satellite phones within its territorial waters due to security concerns🤷🏽. This is crucial for mariners to be aware of to ensure compliance and smooth operations. Other countries with similar restrictions include: 🚩 China: Stringent regulations on satellite communication devices, including Iridium. 🚩 North Korea: Heavy restrictions and controls on satellite phones. 🚩 Cuba: Requires special permissions for satellite communication devices. 🚫Violating these restrictions can lead to various sanctions and penalties, including: ❌ Fines: Vessels may be fined for unauthorized use of restricted communication technologies. ❌ Detention: Ships can be detained until compliance is ensured. ❌ Confiscation: Unauthorized equipment may be confiscated by local authorities. It's crucial for ship operators 🚢 to be aware of and comply with the specific regulations of the countries they are navigating through to avoid these penalties. Sources: - [Safety at Sea: Inmarsat C Vs Iridium GMDSS - OceanWeb Ltd](https://lnkd.in/eJ7Grxwv) - [DEVELOPMENTS IN GMDSS SERVICES, INCLUDING GUIDELINES ON MARITIME SAFETY](https://lnkd.in/eibvcdjE) - [Iridium: Ships need reliable systems to withstand adverse environments - SAFETY4SEA](https://lnkd.in/eQqDKGKX) #MaritimeSafety #Navigation #SatelliteCommunication #MaritimeLaw #GlobalTrade

Making remote level monitoring simple! #lorawan #innovation #technology #creativity #future #programming #softwareengineering #data #sales #culture #cloudcomputing #mobileapplications #networking #engineering #automation #water #waterindustry #hydropower #oilandgas #oil #gas 

The Global Maritime Distress and Safety System (GMDSS) underwent significant modernization effective January 1, 2024, as outlined in the amended SOLAS Chapter IV. As a Marine Service Supplier, the important points to note are that - The function of NBDP (Narrow Band Direct Printing) for MF/HF radio installation is no longer required. In addition, the alternative method of compliance for operation in Sea Area A3 using VHF + MF/HF (DSC + radiotelephony + NBDP) + Secondary means (EPIRB or Ship Earth Station (SES)) is no longer acceptable. Therefore, from 1 January 2024 existing ships operating in Sea Area 3 which have only MF/HF equipment and no SES, at, a minimum will need to install one SES (INM-C). NAVTEX - According the MSC.1/Circ.1645, para.4, ships should be provided with equipment appropriate for the entire voyage in which the ship is engaged, as follows: “.1 a receiver capable of receiving international NAVTEX service broadcasts if the ship is engaged on voyages in any area in which an international NAVTEX service is provided; and .2 if the ship is engaged in voyages in which an international NAVTEX service is not provided:     .1 a receiver capable of receiving HF NBDP service when a ship is engaged in voyages where such service is provided;     .2 receiver(s) capable of receiving broadcasts from an international EGC service identified (SafetyNet or International Iridium SafetyCast service) which provide(s) a service for the operating areas. “ So, depending on the operating areas and or/not if international NAVTEX service is provided. The reforms include advancements in communication equipment and procedures, ensuring more efficient and reliable distress alerts. This comprehensive overhaul reflects the industry's commitment to enhancing emergency response capabilities and underscores the ongoing efforts to adapt to evolving technological standards. Maritime professionals should familiarize themselves with these changes to ensure compliance and to contribute to a safer and more resilient global maritime environment. #GMDSS #MaritimeSafety #RegulationUpdate #SOLASAmendment https://lnkd.in/dUyx4fWW

🚀 Launched this week: Antalya 🇹🇷 #TMA ✈️ redesign simulation exercise at #EIH the EUROCONTROL Innovation Hub! After several months of preparation, including the definition of the validation plan, objectives & scenarios, as well as the simulation platform adaptation, the Antalya TMA real-time simulation project has just kicked off its exercise phase. 👉 We're validating the redesigned terminal manoeuvering area with independent parallel runway operations for both nominal and non-nominal cases together with DHMI controllers in a simulation that will last for 6 weeks. In parallel, the Istanbul TMA project is already in its third simulation week. And we are getting ready to launch the exercise phase for the Antalya Tower simulation on 18 March. These 3 simulations comprise 3 distinct projects with different objectives & dedicated teams, each facing a unique set of challenges. Throughout, EIH is providing simulation & validation expertise as part of an agreement signed with DHMI the Turkish 🇹🇷 #ANSP to improve ATM capacity & efficiency in Turkish airspace & airports. More about our simulation facilities: https://lnkd.in/eik6SMkH

🇹🇷 Antalya TMA redesign ✈simulation exercise launched this week at #EIH the EUROCONTROL Innovation Hub!   After several months of preparation, including the definition of the validation plan, objectives and scenarios, as well as the simulation platform adaptation, the Antalya TMA real-time simulation project has just kicked off its exercise phase.   We're validating the redesigned terminal manoeuvring area with independent parallel runway operations for both nominal and non-nominal cases together with dhmi controllers in a simulation that will last for 6 weeks.   In parallel, the Istanbul TMA project is already in its third simulation week, and we are getting ready to launch the exercise phase for the Antalya Tower simulation on 18 March.   These 3 simulations comprise 3 distinct projects with different objectives and dedicated teams, each facing a unique set of challenges.   Throughout, EIH is providing simulation and validation expertise as part of an agreement signed with DHMI the Turkish #ANSP to improve ATM capacity & efficiency in Turkish airspace & airports.   More about our simulation facilities: https://lnkd.in/dpiG8rs

🔥 During emergency situations, clear and concise communication is essential. But it is also very difficult: 🟧 Cognitive overload: there is so much happening that our ability to process information quickly and articulate it concisely can be significantly impaired. 🟧 Adrenaline / stress can lead to more verbose communication. 🟧 In our desire to make sure nothing is missed, there is often a tendency to *over*-explain. 🟧 We may (unconsciously) seek confirmation through repetition, believing it will enhance mutual understanding. On 10 Sept. 2023, an Air China A320NEO aircraft made an emergency landing at Singapore Changi Airport because of smoke in the cockpit and cabin. The recently-released Singapore Transport Safety Investigation Bureau’s report (here - https://lnkd.in/gYe9eshn) includes the following Safety Actions (page 25): ⚫ (a) ATC should be precise, concise, and clear when communicating to aircraft declaring emergency on the preferred assigned runway for landing. ⚫ (c) ATC should avoid prolonged communications with the flight crew during an emergency where possible, given the flight crew’s high workload during an emergency. 🗨️ Clear communication in times of crisis is not just important; it is life-saving. 🗨️ Do you agree? #aviationsafety #communication #emergency #clearprecisecommunication

Explanation to the sea areas in the modernized GMDSS system is as follows: The Global Maritime Distress and Safety System (GMDSS) divides the world into four main geographical sea areas: A1, A2, A3, and A41. Under the modernized GMDSS, the definitions of these sea areas will change. Sea Area A1: This area remains the same. It is within the radiotelephone coverage of at least one VHF coast station where continuous DSC alerting is available Sea Area A2: This area also remains the same Sea Area A3: This area will be defined as an area, excluding sea areas A1 and A2, within the coverage of a recognized mobile satellite service supported by a shipboard radio station, in which continuous alerting is available. The sea area A3 will vary depending on the type of mobile satellite service: If Inmarsat is used, the area remains unchanged. If Iridium is used, A3 will become global (merging of the areas A3 and A4). If a regional satellite system is used, the area A3 will be limited to the coverage zone of this system. Sea Area A4: There will be no redefinition of the sea area A4 (this is the remaining sea coverage outside areas A1, A2, and A3), but it will change for different mobile satellite service providers. That means that the sea area A4 will not exist in the case of a mobile satellite provider with global coverage. These changes aim to allow the use of modern communication systems in the GMDSS, ensuring effective emergency communications for ships at sea. With the above changes in sea areas, especially A3, the carriage requirements are also changing for area A3 and A4. Will look into that in next post. With the above changes