It's a traditional cultural tattoo so the CN is correct in allowing it because this particular one defines the wears identity. If the tattoo was your stock standard jack tars tat then no way. If the wearer was strictly traditional he would have the moko carved on his face as well as inked. Bugger that for a joke, but that was how it was done in the old days. I have a photo of my great great grandfather with his moko and he was bought up, taught in, lived and trained in the old precolonial ways.
Interesting info there thanks for that.
A lady I used to work with husband had his moko done traditionally, since he was also part Samoan he also had his thighs and butt done up in Samoa over a couple of summer visits, also done in the traditional way. I have to give him credit for it, the pain was intense.
Interesting MRH is for lily pad ops, I would imagine that RNZN would be following it don't really see them having a need. I'd be more inclined to see if they certify NZ pilots( both NH-90 & SeaSprites) on the LHD which I think would come in real handy.
A sign of things to come with the tanker replacement
About time too. There is actually very little known about the Southern Ocean and this will add to the knowledge. In the 1960's the RNZN along with the DSIR, undertook a scientific research voyage through part of the Southern Ocean below NZ about as far as 60 deg S. I did have a couple of oceanographic papers that resulted from this voyage, however they have been misplaced
More useful but low-profile engagement with the US.
Diver Lieutenant Teina Hullena said Bland Bay was chosen because it was an ideal training area.
I guess the involvement was more of a practice session with the Northern Emergency Chopper Unit and Navy helped out. The patient medevac to the Slark Hyperbaric Unit would be something requiring training refreshers.
Wow, unmanned machinery spaces, really? And civilian ships have never worked this one out? This is a case of uninformed hyperbole.
Yep, and before we have anybody suggesting that there is a stark difference in complexity ....... it is not true. LNG carrriers, offshore support and construction vessels, semi submersibles and even large passenger vessels (as examples) are all highly complex and in some cases have a high power (installed and electrical) requirements and hybrid drives ........... these have had UMS arrangements for over 30 years. Many now have intergrated vessel management systems as well.
Yep, I worked with a fully integrated ballast and stability system in a ship in 1992. Pretty basic but the system had remote detection of tank volumes and drafts (we always checked every day wiht dips) which fed into the stability system in the load computer. All ballast was remotely controlled from the cargo office with quite a bit of duplication on the bridge (no ballast controls in the engine control room). Even the load out came by EDIFACT file over INMARSAT (A in those days) and was dropped in the system by the ships network. All cargo planning was done this way as well as the lashing plan and and changes were sent back by SAT A. Vessel management and maintenance was done the same way (full electronic recording and reporting). It was clunky (the 486 and 386 computers we had were not exactly a digital grey hounds) but it worked....... and we were UMS with full bridge control and remote monitoring systems.
All Danish warships have had unmanned machinery spaces and PMS/IPMS systems at least since the late 80's, including the Huitfeldts and Absalons.