SERVING ALL MARINE ELECTRONICS PROFESSIONALS

IN THIS ISSUE
NMEA OneNet
Version 1.00 released
Troubleshooting
Autopilots
Get it right

November/December 2020
Volume 30, No. 6
$10.00

SPECIAL
INTERNATIONAL
SECTION
• Canadian connections
• Megayacht monitoring & control
• UK upgrades electrical training

The Official Journal of the National

Marine Electronics Association
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 SERVING ALL MARINE ELECTRONICS PROFESSIONALS
November/December 2020, Volume 30, No. 6

FEATURES
22 NMEA Virtual Education Week
Members tune into 59 webinars

24 Product of Excellence Awards

Salute to 19 products caps Virtual
Education Week

26 Tech Transition
Once a hard sell, the fishing market
INTERNATIONAL comes of age
FOCUS 40
30 Autopilot Troubleshooting
Lots can go wrong—here’s how to get
42 Canadian Connections it right
Electronics manufacturing in the
‘Great White North’ 38 Business Sense
What to do in a
45 Xantrex business emergency
Powering a better boater experience

48 In the UK
New propulsion systems help spark 24
electrical training

49 Palladium Technologies 30
Driving M&C to the next level and
beyond
49 26 45

COLUMNS DEPARTMENTS
14 Standards Update 6 NMEA Business
NMEA releases OneNet Version 1.00 Editorial • Board Members • New Members
16 RTCM Report 18 Industry News
Addressing the MMSI problem in the US 21 Passages
33 Ed’s Electro-Tech Tips 24 54 Advertisers Index
ABYC standards updates you need to know
about
COVER PHOTO
36 Tech Talk Coastal Craft 56 in British Columbia’s Howe Sound. Coastal Craft is a full-
Radar: Making sense of symptom alerts service boat builder based in Gibsons Landing, BC. Photo by Neil Rabinowitz.

4 Marine Electronics Journal November/December 2020

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NMEA Business
EDITORIAL
ADVISORY BOARD
Learning through these different times
The staff of Marine
s I write my bimonthly editorial to you, the membership, several items come to

A
Electronics Journal greatly
appreciates the time and mind—some good and some sad. The past two months have been busy for
effort contributed by NMEA member companies as boat sales are up, and the average age of boat buy-
the following NMEA ers is down. This is encouraging because younger people are deciding to buy boats. Mil-
members to maintaining lennials and Generation Xers are tech savvy. They like their phones. They like social
the magazine’s high media. They want electronics on their kayak, PWC, center console, sportfish or yacht.
editorial standards. This eventually trickles down to increased electronics sales for our manufacturer mem-
bers and more installation and service jobs for our dealer/installer members. The same
boom is happening in the RV industry, as families are passing on hotels and flights and
Tim Conroy using their RVs—and in our case using their boats more.
ComMar Sales Inc. Mark Reedenauer
Annapolis, MD President & I was notified of some sad news that three former volunteers of the NMEA Board of
Executive Director Directors have passed away. Cheryl Richards, a NMEA Board member in the late 1990s,
Ken Englert passed away in August after a battle with cancer. Cheryl is the wife of Mark Richards of
Maritime Communications Richards Marine Marketing in Washington state. Don Ehrlich, owner of Yachtronics,
Marina del Rey, CA
also passed away in August during a hiking trip near Lake Tahoe. Don was a past NMEA Board member, industry
Kevin Sherburne veteran and lifetime NMEA Certified Marine Electronics Technician (CMET). Additionally, as I was writing this
HWH Electronics editorial I received a call from Allen Schneider at SI-TEX, who told me that long-time industry veteran George
St. Pete Beach, FL Lariviere, owner of WhiffleTech, former Chair of RTCM (Radio Technical Commission for Maritime Services)
Steve Burdett and NMEA Board member had died at the age of 79 after a long battle with cancer. NMEA’s condolences go out
Coast Marine Marketing to the Richards, Ehrlich and Lariviere families (see page 21).
Dana Point, CA This fall will be interesting as most boat shows are being cancelled through the winter months. Many com-
panies historically have relied on boat shows to carry their business for months after a specific show. As I talk to
Ralph Sponar NMEA members, everyone seems very busy—some busier than ever. It will be interesting to see if the physical
United Radio Service
Baltimore, MD presence at a boat show will remain the same in the years to come. Will boat show exhibitor and visitor atten-
dance ever recover to pre-pandemic levels? I honestly do not know. Only time will tell.
Gordon West I want to thank all members who participated in the NMEA Virtual Education Week at the end of September.
Gordon West’s Radio School
This event was uncharted territory for NMEA. There were 59 webinars submitted by 22 NMEA manufacturer
Costa Mesa, CA
companies. There were 628 total webinar views (see page 22). Our top webinar viewer was Frederic Dallant of
Ben Ellison FD Marine Services in St. Martin, who viewed 50 of the 59 webinars. Nice job Frederic! I feel that if NMEA had
Marine Journalist this Virtual Education Week in April, our numbers would be much larger, as many people may have “virtual
Camden, ME fatigue” by now.
Jules Rutstein I am happy to announce that the NMEA Board of Directors approved the release of Version 1.00 of the
Rockledge, FL OneNet IPv6 Ethernet Standard (see page 14). This standard has been almost 10 years in the making by count-
less NMEA Technical Committee volunteers, led most recently by Chair Nate Karstens. The next step for OneNet
is the certification tool, which is planned for completion by the end of 2021. Until the certification tool is
released, and manufacturer members can come forth to certify a OneNet device or application, NMEA will not
charge manufacturer members for the standard itself. The member price of $2,000 for the OneNet Standard will
be deferred until the end of 2021 (or after) when the tool is planned for release. We hope this initiative helps
get the standard into NMEA manufacturer members’ hands, without any budgetary constraints, as who knows
what 2021 will bring our industry. The standard is now available in electronic format for NMEA manufacturer
members. Please email or call the NMEA National Office to obtain your copy of OneNet Version 1.00.
P.S.—Be on the lookout for a NMEA Board member voting ballot arriving in your email box any day now.
These great Board member candidates need your votes for the upcoming 2021-2023 term!

Best Regards,
Mark Reedenauer

6 Marine Electronics Journal November/December 2020

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 NMEA
Board Members 2020
CHAIRPERSON Kevin Boughton 1ST PAST
Steven Katz Midcoast Marine CHAIRPERSON
Steve’s Marine Service Electronics Mike Spyros
Stevensville, MD Rockland, ME Electronics Unlimited November/December 2020
Phone: (410) 231-3191 Phone: (207) 691-3986 Ft. Lauderdale, FL Volume 30, No. 6
Fax: (410) 604-3217 Email: kbofme@gmail.com Phone: (954) 467-2695
Publisher
Email: steve@ Fax: (954) 467-7360 NMEA
stevesmarineservice.com
Peter Braffitt Email: m.spyros@ 846 Ritchie Highway, L4
Gemeco Severna Park, MD 21146
comcast.net
VICE CHAIRPERSON Lake City, SC (410) 975-9425, Fax (410) 975-9450
info@nmea.org www.nmea.org
Brian Kane Phone: 803-693-0777 2ND PAST
GOST Email: pbraffitt@ CHAIRPERSON
Editor
Ft. Lauderdale, FL gemeco.com Johnny Lindstrom James W. Fullilove
Phone: (954) 868-2714 Westport Yachts LLC 617 Pineneedle Lane
Paul Comyns Englewood, FL 34223
Email: bkane@ Port Angeles, WA Mobile (207) 542-9511
Intellian Technologies, Inc.
gostglobal.com Phone: (360) 452-5095 jim@mejbiz.com
Everett, WA
Cell: (310) 261-0464
Phone: (949) 727-4498 Design
TREASURER Email: johnny.lindstrom@
ext. 1301 Kelly Williams
Richard Baker westportyachts.com
Fax: (949) 271-4183 Kelly Designs
Garmin 37 Lord Road
Cell: (425) 879-3823 Hope, ME 04847
Glendale AZ NMEA
Email: paul.comyns@ (207) 763-4572, kelly@tidewater.net
Phone: (714) 642-3517 NATIONAL OFFICE
intelliantech.com
Email: richard.baker@ 846 Ritchie Highway, L4 Advertising Sales Office
garmin.com Sean Hatherley Severna Park, MD 21146 Bruce J. Cole
Navico Marine Electronics Journal Inc.
Phone: (410) 975-9425
SECRETARY Merrimack, NH
P.O. Box 418
Fax: (410) 975-9450 Rockport, ME 04856-0418
Jason Young Phone: (603) 493-8662 (207) 230-0554, Fax: (207) 236-0369
Email: info@nmea.org
Vesper Marine Email: sean.hatherley@ bcole@mcnabbmr.com
West Creek, NJ navico.com President &
Phone: (609) 246-5067 Executive Director Marine Electronics Journal, Inc.
Mark Reedenauer Ken Englert, President
Email: jason@ Brian Swanke maritime@maritimecomm.com
vespermarine.com CWR Electronics Email: mreedenauer@
Tim Conroy, Vice President
Bayville, NJ nmea.org tim@commar.com
DIRECTORS Phone: 800-527-3306 Steve Burdett, Treasurer
Director steve@coastmarinemarketing.com
John Barry Email: brians@ of Standards
Technical Marine cwrdistribution.com Mark Oslund Cindy Ensley, Secretary
cindy@ensley.com
Support, Inc. Email: moslund@nmea.org
Pleasant Prairie, WI Steve Wallace Marine Electronics Journal is published six times a year by the Marine
Electronics Journal, Inc. Marine Electronics is a trademark of the
Phone: (847) 746-0100 Lunde Marine Office Manager National Marine Electronics Association
Email: john@ Electronics, Inc. Cindy Love ADVERTISING: Advertising rates are available by contacting the
advertising sales office. All advertisements are accepted and pub-
technicalmarine.com Seattle, WA Email: clove@nmea.org lished by the publisher on representation that the agency and/or
Phone: (206) 789-3011 advertiser is authorized to publish the entire contents and subject
Office Assistant matter thereof. On consideration of publisher’s acceptance of such
Fax: (206) 782-3188 advertisements for publication, the agency and/or advertiser will
Laura Chester indemnify and hold the publisher harmless from and against any
Email: stevew@lundeinc.net
Email: lchester@nmea.org loss or expense resulting, without limitation, claims or suits for
libel, violation or rights of privacy, plagiarism and copyright
infringement.
SUBSCRIPTIONS: Annual subscriptions in the U.S. are $25.
Canadian subscriptions are $35, and foreign subscriptions are $45,
payable in USD with the subscription order. Subscription orders
should be sent to the advertising sales office address. Magazines are
mailed via surface delivery.
ADDRESS CHANGES: Address changes, including the old and
the new address, should be sent to: Leslie Curtis, McNabb Marketing
Resources, lesliec@midcoast.com.
ARTICLES: While feature articles are reviewed by members of our
editorial board and policy staff for timeliness, technical accuracy
and value to our readers, the publisher or the editorial staff cannot
take responsibility for individual views or attitudes expressed by
writers. Marine Electronics Journal is published for all who serve the
marine electronics industry and is edited for administrative, sales
and technical personnel of establishments in sales and service to the
boating public and to all types of commercial fleet operators,
marine operators and so forth. No responsibility is assumed for the
return or safety of art work, photographs, or manuscripts. Repro-
duction of material in whole or in part without permission is strictly
prohibited.

8 Marine Electronics Journal November/December 2020

 KNOW IT ALL.

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Good thing fish don’t know what a search warrant is. Visit Humminbird.com/SOLIX to learn more.

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New Members
USA Marine Depot
MANUFACTURER Brian Diaz
4800 NW 171 St., Miami Gardens, FL 33055
NautAlert Phone: 786-925-9831
Paul Dowling Email: marineelectronics.bd@gmail.com
8245 Parkway Dr. Phoenix Marine Solutions LLC
Clearwater Beach, MD 21226 James Allen
Phone: 443-204-2685 921 Brunwood Dr., Florence, SC 29501
Email: paul@nautalert.com Phone: 843-615-1714
1629 Postal Rd., Chester, MD 21619 Website: www.nautalert.com/ Email: james@phoenixmarinesolutions.com
DEALER Phone: 410-739-7598
Email: cory@annapolisboatsales.com
RSM International Inc.
Steven Pelini
Broward College
Alvaro Lopez
Website: www.annapolisboatsales.com 8802 E Broadway Ave., Tampa, FL 33619 7451 Riviera Blvd., Miramar, FL 33025
Tideline Marine Phone: 954-201-7350
George Papastrat Rothwell Marine Phone: 813-247-7040
Gregg Rothwell Email: steven@bobsmachine.com Email: alopez1@broward.edu
159 Old Bridge St., Jacksonville, NC 28540
Phone: 910-455-2979 1021 West 3rd St., Hope, AR 71801 Enertec Marine Ltd. Electronics New Generation
Email: george@tidelinemarine.com Phone: 870-777-6180 Jeremy Peacock Breidys Bringas
Website: www.tidelinemarine.com Email: sales@rothwell.com PO Box 305 617 8451 NW 28th Pl., Sunrise, FL 33322
Website: www.rothwellmarine.com Triton Plaza, Auckland, New Zealand Phone: 786-831-0925
Wilson Marine Email: breidys@electronicsng.net
Jonathan Metts Boat Shop Inc. Phone: +64 9 414 4730
743 Wilson Rd., Newberry, SC 29108 David Neetz Email: jpeacock@enertec.net.nz Mr McLights
Phone: 803-276-0809 1050 Chena Pump Rd. Website: www.enertecmarine.com Michael Lopretro
Email: jmetts@wilsonmarine.net Fairbanks, AK 99709 Navroc Marine Electronics 221 Lowell Rd., Sayville, NY 11782
Website: www.wilsonmarine.net Phone: 907-452-4032 Jason Philbrook Phone: 631-664-4896
Email: daven@boatshopak.com 156 New County Rd., Rockland, ME 04841 Email: mrmclights@gmail.com
Keating Marine Services, LLC
Shaun Keating Website: www.boatshopak.com Phone: 207-596-7803 Delphi Marine Service Inc.
22 Ennis Lane, Charlestown, RI 02813 Dream Catcher’s Email: jason@rockbound.net Karl Bradford
Phone: 203-644-6365 Fishing Supply Website: http://navroc.com/ 617 SW 1st Ter., Pompano Beach, FL 33060
Email: keatingmarineservices@gmail.com Michael Neary Phone: 954-826-1537
469 Grand Vista Dr., Sylva, NC 28779 Email: karl@sdelphimarineservice.com
Website: www.
keatingmarineservices.com Phone: 828-354-0250 TRADE Boat-WrX
Email: mrneary@yahoo.com Jim Lovan
Wefings Marine Absolute Audio Inc.
Ron Copeland Severed Marine 350 S Ingram Mill Rd., Springfield, MO 65802
Ben Severs Jason Richards Phone: 417-708-2200
PO Box 236, Apalachicola, FL 32329 1281 Trail Terrace Dr. Naples, FL 34103
Phone: 850-670-8100 Long Island Marine Email: jim@boat-wrx.com
1 Wharf St., Brooklyn, Australia 2083 Phone: 239-253-6288 Website: www.boat-wrx.com
Email: ron@wefings.com Email: absoluteaudioinc@gmail.com
Website: www.wefings.com Phone: 0427614302
Email: bsevers@bigpond.com Hodgdon Yacht Services LLC
Annapolis Boat Sales
Walter George
Ashlee Lowery
PO Box 179, Southport, ME 04576-0179
ASSOCIATE
Phone: 207-633-2970 John Burnett
Email: alowery@hodgdonyachtservices.com 700 Castro St., Apt 8
Website: www.hodgdonyachtservices.com San Francisco, CA 94114
Gulf Nautical Phone: 650-520-4832
Andre Cormier Email: jib@seajava.com
147 8th Ave. N, St. Petersburg, FL 33701 Scott Wyckoff
Phone: 727-307-0077 3727A River Rd., Point Pleasant, NJ 08742
Email: info@gulfnautical.com Email: scwyckoff@gmail.com
Blue Talon Technology Jeff Brooks
Group, LLC 11236 116 St., Largo, FL 33778
Gregory Short Phone: 954-540-1974
2730 E Baltimore St., Baltimore, MD 21224 Email: jd@conustech.com
Phone: 410-961-8481
Email: gvshort@blue-talon.com Kent Kleppinger
1047 Vine St., Aspen, CO 81611
HIDR LLC Phone: 970-948-6547
Jennifer Williams Email: kentkleppinger@gmail.com
4688 Mountain Creek Ave., Ste. 210
Denver, NC 28037 Ameen Manghi
Phone: 704-813-5932 2722 Michelson, Ste. 150
Email: denverhidr@gmail.com Irvine, CA 92612
Phone: 949-231-7530
Marauder Concepts Email: amanghi@anduril.com
Marc Blanchenay
OCEAN SERIES, 4410 NE 28th Ter. James Barr
Lighthouse Point, FL 33064 7 North Court Ave.
HIGH PERFORMANCE Phone: 954-695-6683 Pembroke, Bermuda HM04
Email: marauderconcepts@gmail.com Phone: +14417043427
MARINE SPEAKERS Email: barrdj@gmail.com
AL2M Marine
Andre Langevin Robert Stank
MA-OC8 & MA-OC6 8901 Shore Ct., Brooklyn, NY 11209
11 rue Arthur-Fafard
8” & 6.5” Waterproof Blue Levis, Quebec Canada G6V 4R8 Phone: 646-535-5563
Phone: 418-580-3713 Email: rstank@yahoo.com
LED Lit Speakers
Email: chatam43@gmail.com Jonas Carlsson
• Integral blue LED lighting. Lose The Cord Talattagatan 24
• IPX6 waterproof rating. Danielle Zoz Vastra Frolunda, Sweden 426 05
7950 O St., Lincoln, NE 68510 Phone: +46317614026
• Rugged mechanical construction Email: Jonas.carlsson@ssrs.se
resistant to sun, salt and corrosion. Phone: 402-202-7081
Email: dzoz@losethecord.com Richard Quarantiello
• 2-way design with independently- Website: www.losethecord.com 18 Graf Rd., Unit 20
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• 8-inch cone high power long- Jeff Hodowanic Phone: 978-314-4474
excursion woofer with 35mm 8783 SW Fisherman’s Wharf Dr. Email: ricq@on-queue.com
voice coil. Stuart, FL 34997
• 3-year warranty. Phone: 561-517-4230
Email: jeff.hodowanic@
www.polyplanar.com • Peak power rated at 500 Watts/pair. valhallamarinellc.com
Website: www.valhallamarinellc.com

12 Marine Electronics Journal November/December 2020

Standards Update
From Director of Standards Mark Oslund

NMEA releases OneNet Version 1.00

ear marine electronics industry colleagues, NMEA is pleased to

D
announce the launch of its latest protocol, the NMEA OneNet Eth-
ernet Standard. We thank the NMEA Board of Directors for
approving the release of the standard in a unique fashion. We also
thank the OneNet Technical Standards Committee chaired by Nate
Karstens for their hard work, as the standard has been in development since
2011. Version 1.00 of OneNet is now available to all NMEA manufacturer
members.
NMEA is deferring the purchase price of the standard to all manufacturer NMEA. The certification process for OneNet will be similar to the certification
members until the certification tool is complete, which is estimated to be the process for NMEA 2000®. However, a different certification tool will be used.
end of 2021. When the OneNet certification tool is available for sale by Faster adoption
NMEA, and manufacturers are able to certify a OneNet device or application Deferring the purchase price of the standard is a great concept. This will get
using the certification tool, NMEA will then charge manufacturers the associ- the standard into NMEA manufacturer members’ hands so they can begin to
ated fees for the standard, certification tool, and certification verification by understand OneNet, with the hopes to speed up the adoption of the standard.
All manufacturer members who request the standard will need to sign a pur-
chase agreement, stating they will pay the associated fees for the OneNet Stan-
dard at time of device or application certification. This approach does not
exclude non-NMEA member companies from getting their hands-on Version
1.00 of OneNet. These companies would need to join NMEA as a manufacturer
member, sign the purchase agreement, and the standard will be issued to them.
The remainder of 2020 and into 2021 will focus on the certification tool
test specification document, which is in development at the time of this writ-
ing. This document is the link between the OneNet Standard itself and the cer-
tification tool. The document explains in detail each test that the certification
tool needs to perform, and the criteria in which the test is performed, including
failing a test or passing a test. Once the OneNet certification tool test specifica-
tion document is complete, work can then start on the certification tool itself.
NMEA will have absolute control and ownership of any test tools used as part
of the certification process. This means ownership of the build environment
and the test tool source code base for future upgrades and maintenance.
Interoperability testing
The vision for the OneNet certification program is to include both a con-
formance test suite (the OneNet certification tool) and interoperability testing.
The NMEA has teamed up with the University of New Hampshire IOL, who
are experts at IPv6 interoperability testing. Large-scale companies like Juniper
Networks and Dell have used the UNH IOL for this purpose. The long-term
goal would be for the IOL to have a test bed of OneNet products, permitting
interoperability testing with other certified OneNet devices, and live (in per-
son) or virtual plug fests to occur.
Now let’s look at a few key components within the OneNet Standard.
Standardized connectors
It has taken NMEA 2000 almost 20 years to finally adopt a standardized
connector. Your NMEA has learned from this long battle. The NMEA OneNet
Technical Standards Committee has requirements in the standard of an X
Coded M12 connector for OneNet devices installed in exposed environments,
and a standard RJ45 for devices installed in an enclosed, watertight cavity
within the vessel.
(Continued on page 54)

14 Marine Electronics Journal November/December 2020

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RTCM Report By Joe Hersey

Addressing the MMSI problem in the US

U
nlike most maritime countries, the Vessels licensed by rule do not need to apply and
United States never fully implemented all pay for an FCC ship station license, but these ves- US Maritime Identification Digits
of the Maritime Mobile Service Identity sels would not have been able to obtain an MMSI.
To address this problem, FCC and the Coast Guard 303 (Alaska, no longer used)
(MMSI) options allowed by the International
authorized BoatUS and US Power Squadrons 338
Telecommunications Union. MMSIs are unique 9-
(USPS) to register and maintain MMSIs for these 366
digit identities which normally include three Mar-
vessels licensed by rule. Sea Tow, unfortunately, 367
itime Identification Digits (MID) and a station
withdrew from this program and its MMSI registra- 368
identity. US MIDs are shown in the table below.
tions are presently not being maintained. 369
MMSIs are managed within the US by the Federal MMSIs used on federal vessels are assigned by
Communications Commission (FCC) with the the National Telecommunications and Information Group ship station call identities –
advice and assistance of the Coast Guard. The Administration (NTIA) through their agency radio 0MIDXXXX:. Group identities are used by DSC-
RTCM has been and remains active in addressing spectrum managers. equipped radios and man-overboard devices to
these and other MMSI problems due to its close The US Coast Guard routinely collects regis- alert predetermined groups of vessels. In the US,
relationship with both agencies. MMSIs are neces- tered MMSI information from the FCC, BoatUS, they can only be created from an FCC-issued ship
sary to the operation of digital selective calling and US Power Squadrons (but not from NTIA) for station identity, which always ends in a zero, simply
(DSC) and the shipborne automatic identification use by its Rescue Coordination Center (RCC) by moving that zero from the end of the MMSI to
system (AIS). watchstanders whenever a DSC distress alert is the beginning. For example, a valid group identity
received. The FCC also routinely sends new and of 036612345 can be created from the FCC-
How MMSIs are assigned and registered updated MMSI information assigned through ship assigned ship station identity of 366123450.
Ship station MMSIs – MIDXXXXXX:. MMSIs station licenses to the ITU for use by foreign RCCs. Coast station identities – 00MIDXXXX:
are assigned as part of the ship station licensing Because MMSI users can easily forget which organ- Although FCC does issue coast station licenses, its
process in most countries, and that is true in the ization issued their MMSI, the US Coast Guard software cannot generate a coast station MMSI. If
US as well. About the time MMSIs came into effect Navigation Center (NAVCEN) website maintains a one is needed, it can be manually assigned by the
25 years ago, Congress authorized FCC to license listing of MMSI ship station blocks issued in the US FCC Wireless Telecommunications Bureau, or for
boaters and other vessels that do not travel over- by these various organizations. Boaters can find out federal coast stations by the agency’s spectrum
seas and are not required to carry radios “by rule.” who registered their MMSI from that list. manager.
Shipborne AIS units needing to be operated
ashore for test or other purposes are not able to use
this identity. If the AIS is attached to the ship, it can
be operated using the assigned ship MMSI. If the
AIS is not associated with a ship, it cannot be oper-
ated without an MMSI specially assigned for this
purpose. RTCM’s GMDSS Task Force and the Coast
Guard will be working with FCC to address this
need.
Search and rescue aircraft – 111MIDXXX:
Because this MMSI is primarily intended for use by
AIS transceivers used on aircraft for search and res-
cue purposes, these identities have only been
assigned to the Coast Guard. However, the Coast
Guard and FCC are considering possibly assigning
a single MMSI (e.g. 111366770) for use by DSC-
equipped aircraft ditching over water to transmit a
distress alert to nearby ships.
AIS aids to navigation (ATON) – 99MIDXXXX:
Search and rescue watchstanders can spend hours attempting to identify a vessel sending a DSC distress AIS ATON MMSIs are primarily operated by the US
alert if the MMSI registration information has become outdated. Courtesy USCG Coast Guard, Army Corps of Engineers, or as pri-
vate ATONs authorized by the Coast Guard.
(Continued on page 53)

16 Marine Electronics Journal November/December 2020

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Industry News
Navico opens new
Fort Lauderdale office Siren Marine wins IoT product award
iren Marine has taken a 2020 IoT Evolution Product of the Year Award, earning

N
avico has opened a new US office in Fort Lauderdale, FL,
which will allow the company to work more closely with
resellers, dealers, boat builders, consumers and major
S a spot among a select group of global companies honored for creating and
applying advanced Internet of Things (IoT) technology in ways that positively
impact businesses and enhance the lives of everyday people.
shows. The new location will offer pre-sales guidance, post-sale The award is presented annually by TMC, a global integrated media company
support, extensive in-house recreational and commercial prod- and its partner Crossfire Media. Winners are chosen by the editors of IoT Evolution
uct technical training for dealers and installers. In addition, class- World magazine, a leading journal focusing on success stories and evolving trends in
room training will be available for consumers looking to get the the rapidly changing world of IoT. According to the publication, the award honors
most from their Lowrance, Simrad, B&G and C-MAP purchases. today’s best and most innovative products and solutions powering the Internet of
Christian Olsson, Vice President of Sales for the Americas, Things movement.
has relocated from Navico’s corporate offices in Merrimack, NH, Award winners were selected from a broad cross-section of IoT disciplines,
to oversee operations. The office features a current staff of 10 including manufacturing, communications, security, public utilities, public safety,
employees focused on sales, support and marketing. transportation and more. Siren Marine was honored for its Connected Boat platform
“Florida is the largest marine electronics market in the that applies the latest IoT technology to take the stress and worry out of boating
world,” said Olsson. “It has long been a goal of Navico to be through advanced security, monitoring and remote control of connected onboard
closer to our customers in this region, and with our new office, systems via the Cloud
we now have the local resources to deliver an unparalleled level “We are honored to be recognized alongside other global leaders in the IoT field,”
of service and support.” said Siren Marine CEO and Founder Daniel Harper. “I founded Siren Marine more
In addition to in-house support and training, Navico also than a decade ago to apply basic IoT technology to help solve the unique challenges
plans to host a regular series of try-before-you buy events faced by boaters and that I experienced daily as an avid sailing enthusiast and pro-
throughout the region, leveraging available demonstration boats fessional yacht captain.
in the vicinity of the office. “As our company and capabilities evolved over the years, it became clear to us
just how much more our cloud-based system had to offer boaters and the industry,
beyond just security, monitoring and tracking. By bringing in some of the brightest
minds in the field of IoT and combining them with experienced boaters and marine
industry veterans, Siren Marine has evolved into the industry’s leading IoT resource.
This award is truly a team accomplishment,” added Harper.

TRAINING MATTERS.
2020 – 2021 NMEA Installer Training Schedule

November January 2021 March 2021

Virtual Training Event, Start Time 6:00 pm EDT Virtual Training Event, Start Time 11:00 am EDT Virtual Training Event, Start Time 3:00 pm EDT
11/17 Basic NMEA Marine Electronics Installer 1/12 Basic NMEA Marine Electronics Installer 3/23 Basic NMEA Marine Electronics Installer
11/18 Basic NMEA 2000® Installer Training 1/13 Basic NMEA 2000® Installer Training 3/24 Basic NMEA 2000® Installer Training
11/19 Advanced Marine Electronics Installer 1/14 Advanced Marine Electronics Installer 3/25 Advanced Marine Electronics Installer

December February 2021

Virtual Training Event, Start Time 7:00 am EDT Virtual Training Event, Start Time 7:00 am EDT
12/15 Basic NMEA Marine Electronics Installer 2/23 Basic NMEA Marine Electronics Installer For a full training schedule or to
12/16 Basic NMEA 2000® Installer Training 2/24 Basic NMEA 2000® Installer Training enroll online, visit Upcoming
12/17 Advanced Marine Electronics Installer 2/25 Advanced Marine Electronics Installer Training at: www.nmea.org

18 Marine Electronics Journal November/December 2020

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Industry News Survey software integrates
FarSounder sonars
uality Positioning Services (QPS), which specializes in maritime geo-

Omnisense grows Q matics software and services, has integrated FarSounder’s Argos For-
ward Looking Sonars (FLS) into their Qinsy survey software package.
Argos sonar users are now able to display their FLS bathymetric data in the
its US headquarters Qinsy platform along with the rest of the survey data they are capturing.
mnisense Systems USA, Inc. has announced the expansion of its US QPS’s hydrographic software products are used by a variety of commer-

O headquarters in Fort Lauderdale, FL. With approximately 10,000

square feet of office and warehouse space, the move supports the
introduction of the company’s Ulysses line of marine cameras and SENTRY
cial and scientific survey vessels along with many militaries around the
world. The Royal Netherlands Navy recently installed FarSounder’s Argos
1000 sonars on two of their latest upgraded vessels. The ability for the Royal
MK4 Mass Fever Screening System. Netherlands Navy and other survey vessels to include this data in the Qinsy
“The SENTRY MK4 is the best in class and a global leader in mass fever platform will provide valuable information during their missions.
screening systems,” according to Omnisense Systems. “The Ulysses Series “The ability to stream data from FarSounder's sonars into Qinsy will allow
is also the best in class of marine thermal imaging products, with stream- operators to not only use their Argos systems to navigate in real time, but also
lined integration that works seamlessly with all major MFD manufacturers’ monitor bathymetry and detected hazards in Qinsy,” said Heath Henley, Far-
systems. The Ulysses series offers superior quality and performance at an Sounder’s hydrographic & advanced solutions specialist. “Users will now be
affordable price.” able to incorporate bathymetric data collected using FarSounder's forward-
looking capability into their workflow.”

ON THE MOVE

Brian Vlad joins CED Marine names Al Sundoro to lead

Airmar as Marine Dustin Travis SVP of Business Development
Product Line Manager Business Development at Dometic Marine
Airmar Technology Corp. has hired Brian Vlad CED Marine has brought Dustin Travis aboard Dometic Marine has hired marine industry vet-
as Marine Product Line Manager. He will focus on as SVP of Operations and Business Development eran Al Sundoro to serve as the company’s new
the direction and evolution of Airmar’s line of in the company’s Rockledge, FL, location. In mak- Vice President of Business Development.
marine products. Vlad has over 20 years of marine ing the announcement, the company reported Sundoro brings with him a wealth of related
electronics experience, primarily in product devel- that “Travis will be an integral part in building CED marine industry experience. For the past 12 years,
opment and line management. Marine’s management team with experienced Sundoro has worked with Garmin International,
“We are excited to have Brian on board and industry veterans that will focus on the growth of where he influenced the company’s research &
are looking forward to the fresh approach and CED into the #1 Technical Distributor in the development, product management and business
experience he’ll bring to the table,” says Jennifer marine industry.” development efforts. He was instrumental in the
Matsis, VP of Sales and Marketing. “Having “Growing up in the Finger Lakes region of transformation and growth of emerging markets,
worked with us on many projects over the last 20 upstate New York, I have always had an interest a skill set that supports Dometic Marine’s goal of
years, he already understands our business quite in being on the water. After I joined the United expanding into new markets.
well. He is an outstanding addition to the team.” States Navy in 1998, I really found a passion for Working under Dometic Marine President Eric
“I intend to apply my experience to help Air- it,” Travis said in a statement. “Over the past 22 Fetchko as a new member of his senior staff, Sun-
mar develop and launch new products and tech- years I have held almost every position onboard a doro will spearhead Dometic Marine’s aggressive
nologies that will improve boating and fishing boat and have worked for some of the best gov- business development efforts. “Our company is
overall,” says Vlad. “Airmar has a long tradition of ernment and recreational manufacturers in the focused on growing our influence and expanding
developing innovative technologies, such as Chirp, boating industry. I am excited to transition into my our business into new areas of the marine indus-
that pull marine electronics evolution forward, so new role at CED Marine and continue to support try,” said Fetchko. “Al has a track record of suc-
my efforts here have the potential for significant the marine industry.” cess in doing this very thing. His experience and
impact on the marine industry in general.” Along with bringing seasoned professionals energy will be invaluable to us as we develop the
Previously, Vlad worked for Raymarine where on board, in recent months CED Marine has products and business strategies that will take our
he managed over 30 product introductions. In his invested in dealer-facing technology, including a global marine business to new levels. We are
new role at Airmar he will help structure and focus new website and dealer portal, as well as adding thrilled to have him on our team.”
Airmar’s product roadmap through market analy- new product lines and focusing on the top-notch
sis and VOC feedback from both the dealer base customer service their dealers expect.
and the general marine public.

20 Marine Electronics Journal November/December 2020

 Don Ehrlich
(1962 – 2020)
t is with great sadness

I that we announce the

passing of Don
Ehrlich, 58, of Holly-
wood, FL, on Aug. 11,
2020. Don passed away
while doing one of the
PASSAGES things he loved—hiking
near Lake Tahoe, CA. He
is survived by his long-
Cheryl E. Richards (1949 – 2020) time girlfriend and love of his life, Cherie Wachter, and their
three cats Mini, Taraji, and Zorro.

C
heryl Eileen Richards, 71, passed away Aug. 30, After graduating from Tampa Tech Institute in 1982 with
2020, after a two-year fight with cancer. an Associate Degree in Computer Technology and an FCC
Cheryl was born in August, 1949, to Bob (Federal Communications Commission) license, he began
and Charlotte Hemmert in Brooklyn, NY. Her family work at Rich Electronics’ Fort Lauderdale office. Don worked
moved to Davenport, IA, where she grew up and in the marine electronics industry for 37 years. In 1992, he
attended high school. Later, Cheryl moved between and partners Dave Deacle and Eric Feenstra founded
the San Francisco Bay Area and Vancouver, WA. In Yachtronics.
1976 she settled in Vancouver, where she began her Don became a CMET (Certified Marine Electronics Tech-
career in the marine business. nician) in 1995 and later achieved a lifetime CMET certifica-
She met her future husband Mark through a tion. Yachtronics became one of the first companies to
mutual friend. They were married shortly after in acquire the NMEA Master Dealer designation. Don served on
1978 and enjoyed 42 wonderful years of marriage. the NMEA Board of Directors 2000-2003. He attended mul-
Cheryl’s career began at local boat dealerships. She tiple NMEA conventions in Las Vegas, on the Pacific Coast
later joined Rodgers Marine Electronics and worked and in Florida. His contributions to the marine industry are
there for many years. In 1995 Mark started his own legendary.
marine manufacturers’ representative company and Cheryl joined him in 2000. He was a mentor to many and took an active interest in
They worked together building Richards Marine Marketing for the next two the lives of his seven nieces and nephews. Don was passion-
decades. ate about hiking, fishing, lobster mini-season, biking, scuba
Cheryl served on the NMEA Board of Directors from 1995 to 1999 as diving, snowboarding, traveling, tailgating at Miami Dol-
Northwest Regional Director. During her tenure, the Board worked to finalize phins games, gardening, and herding cats.
the NMEA 2000 Standard and how it was to be marketed. Cheryl and Mark One of Don’s projects was ocean and beach clean-up and
were frequent attendees at NMEA’s annual conventions. preservation. Donations can be made to Free Our Seas at
“She was also the only female Regional Director at that time (and maybe the www.freeourseas.org where an artificial reef will be placed off
last),” said former NMEA Executive Director Cindy Ensley. “Cheryl worked the coast of Fort Lauderdale in his memory.
hard to keep the region actively involved in NMEA including the annual con-
ventions and exhibits—and was always willing to lend a helping hand when
needed. She and Mark made a good team in support of NMEA, and it was
much appreciated.”
She was also heavily involved in her synagogue, Congregation Kol Ami, and
served as a board member and as a two-term president. Cheryl was a long-time
teacher in the Sunday school and enjoyed imparting knowledge of Judaism to
her young students. (Continued on page 57)

George E. Lariviere (1940 – 2020)

he assisted in the development of the first track plotter, color

G
eorge E. Lariviere, a major figure in the marine electronics
industry for more than 45 years, passed away Oct. 7 at fishfinder, river radar for push boats, GPS-enabled EPIRB and
the age of 79. Personal Locator Beacons (PLB). He helped get PLBs approved
George received his electronics training as a US Air Force for both marine and land-based use, increasing the number of
airborne radar technician supporting the aircraft of the Strategic lives saved.
Air Command. From that baseline of experience, he soon In 1995, George was elected to the RTCM (Radio Technical
entered civilian life and found his calling in the maritime sector Commission for Maritime Services) Board of Directors. In 1997,
of communications and navigation. he was elected Chairman of the Board, a position he held for 18
George initially operated his own business in York, ME, years.
then worked for various companies, including Brocks Electron- Some of the awards he received over the years include Sail
ics, EPSCO, Koden, Northern Airborne Technologies, before he Magazine’s 1999 Freeman K. Pittman Award for safety gear and
and his wife Charlene founded Whiffletree Corp. (later the NMEA Lifetime Achievement Award in 2003. In 2016,
renamed WhiffleTech) in Bridgton, ME. Throughout the years (Continued on page 57)

November/December 2020 Marine Electronics Journal 21

 NMEA
BUSINESS
MEETING

P
resident & Executive
Director Mark Reede-
nauer opened the meet-
ing a few minutes past 7
p.m., welcoming every-
one to the online session and intro-
NMEA PRODUCT AWARDS ducing Chair Steve Katz.
Katz pointed to the difficult
CAP A BUSY WEEK 2020 global landscape caused by
the pandemic, and explained that
NMEA has taken several steps,
WEBINAR SERIES BOASTS including moving to a virtual busi-
59 PRESENTATIONS ness meeting and trainings, to
adapt to those challenges.

A
n online presentation Sept. 26 of the annual NMEA Product of Excellence Secretary Jason Young briefly
Awards and a brief business meeting highlighted NMEA’s Virtual Educa- addressed issues faced by the
tion Week, which featured an extensive webinar series called Content on industry in 2020 then asked for
Demand. The member-only sessions were held this year in lieu of NMEA’s approval of the 2019 minutes,
regular in-person Conference & Expo due to the ongoing pandemic. which he received.
In announcing the virtual sessions back in May, NMEA President & Executive Direc- Treasurer Richard Baker gave a
tor Mark Reedenauer said, “Safety of our members and getting their businesses back on financial report on the current
track is our number one priority as we look into the summer and fall. Many of our mem- state of NMEA, pointing out that
bers have suffered financial loses during the pandemic, and we do not want to burden the association is in good shape
them with a decision of attending a conference in person.” financially and has a year-to-date
surplus despite challenges pre-
Content on Demand webinars
sented by the pandemic.
Two-dozen manufacturers, dealers and service companies offered 59 separate online
In his President’s Report,
education webinars, providing information about products, installation, calibration and
Reedenauer described how the
other topics. The sessions ranged from brief introductions to a comprehensive two-hour
restrictions of in-person training
course in Autopilot Installation and Troubleshooting.
presented the NMEA with an
Presenters included: Actisense, Airmar, Boat & Yacht Electrical Services of Mass Bay,
opportunity to move most train-
Boning Ship Automation, Digital Yacht, FarSounder, FLIR Systems, Furuno USA, Fusion
ings into a virtual classroom envi-
Entertainment, GOST, Humminbird, Intellian, KVH, Lowrance, Midcoast Maine Elec-
ronment. He said they have been
tronics, Nobeltec, Octopus Autopilot Drive Systems, Raymarine, Simrad, Vesper Marine,
extremely successful but that vir-
Warwick Control Technologies, Wave WiFi, and Yacht Sentinel.
tual training could not replace the
benefits of in-person training.
Reedenauer expressed hopes that
2021 will have fewer challenges
and allow the return of the tradi-
tional conference, which is due to
be held next year in Anaheim, CA.
He said NMEA has seen an all-
time high of new members for a
year, even though membership at
704 is slightly down from 2019
due to some non-renewals. In
closing, he asked members to con-
sider becoming Board members.
Left to right: President & Executive Director Mark Reedenauer, With no new business sug-
Chairman Steve Katz, Treasurer Richard Baker gested, Katz adjourned the meeting
at 7:26.

22 Marine Electronics Journal November/December 2020

 MANUFACTURER
OF THE YEAR
AWARD
NMEA PRODUCT

N
MEA members also voted
OF EXCELLENCE AWARDS on the manufacturer that
demonstrated superior sup-

A
total of 19 products in 17 categories received awards, including the port of their products to all
return of a Marine Specialty category. There were ties in two cate- who install and service
gories. NMEA members selected the winners through an online them in the field. NMEA and the member-
voting process. ship congratulate Garmin on winning this
Two separate product awards that traditionally are presented at award.
the Conference & Expo were not offered this year because they are selected The NMEA Awards are coordinated by
through a hands-on judging process. They are the NMEA Technology Award and a committee consisting of: Brian Kane,
the NMEA Best New Product Award. Both will resume at next year’s Conference & Chief Technology Officer, GOST; Todd
Expo scheduled for late September in Anaheim, CA. Tally, General Manager, Atlantic Marine
Saluting this year’s winners: Electronics; Chris Labozza, Executive Vice
Marine VHF—ICOM M605 President, Precision Marine Center; Paul
Radar—Furuno DRS4DNXT Comyns, Vice President of Global Market-
ing, Intellian; Bruce Cole, Manager and
Satellite Communications Antenna—
Advertising Director, Marine Electronics
KVH TracPhone V3-HTS
Journal; and Mark Reedenauer, President
Multi-Function Display— & Executive Director, NMEA.
Garmin GPSMAP 8616xsv
Multimedia Entertainment—Fusion Apollo RA770
NMEA 2000 Sensor—Furuno SCX20 Satellite Compass
Autopilot—Garmin Reactor 40 with SmartPump v2
Satellite TV Antenna—KVH TracVision UHD7
Fishfinder—Furuno DFF3D Multi-Beam 3D
Marine Camera—FLIR M364C
AIS—Vesper XB8000 smartAIS “On behalf of the NMEA Board of Directors,
Marine PC Software—Nobeltec TZ Professional V 4.1 staff, and membership, we congratulate all 2020
award winners,” said Mark Reedenauer, NMEA
Remote Monitoring—GOST Apparition SM GPS XVR
President & Executive Director. “The member vot-
Wi-Fi/Cellular Device—KVH TracPhone LTE-1 (tie) ing count exceeded our expectations. This certainly
Wi-Fi/Cellular Device—Wave WiFi Tidal Wave AC + Cellular (tie) sends the message to the market that manufacturers
Marine Apps-Utility—Garmin ActiveCaptain have focused on producing top-quality products for
Commercial—Furuno FAR2228BB IMO Radar the boating public, even during a pandemic. NMEA
Marine Specialty—Maretron N2KBuilder (tie) members, installers and manufacturers have surely
Marine Specialty—Furuno DI-FFAMP CHIRP Amplifier (tie) kept their eye on the ball.”

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FLIR
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• GPSMAP 8616xsv • Furuno DFF3D Multi-Beam 3D • Furuno FAR2228BB
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November/December 2020 Marine Electronics Journal 25

 Tech
Fishermen use their electronics
to, well, find fish. Fair enough,
but how do they use them,
which functions are important
and which are not? Turns out,
that depends—and anyway,
technology and younger tech-
savvy fishermen are changing
Transition
Once a hard sell, the fishing
the seascape. We asked avid
angler and veteran electronics market comes of age

A
and boating editor Chris Wood- s he arrives at his offshore waypoint, the charter captain glances at the horizon, visu-
ward to fill us in. ally lining up two buildings on shore to the south with a tower and a row of trees to
the north. A formless blob of red pixels scrolls across the sounder screen —an arti-
ficial reef. He motors upcurrent of the sunken wreck and drops anchor.
BY CHRIS WOODWARD He has been here countless times before. He knows that the current’s direction
and strength mean grouper will hang near the stern of the wreck with the amberjack on top. He focuses
all his attention on describing the bottom fishing routine to his anglers while he baits their hooks.
Only this time, he finds no fish. His choices: motor around looking at the sounder or try a different
hotspot from his log. In the end, he knows his methods will work. They always do.
Rising tide
For decades, this typical saltwater angler has relied on his experience and reports from other fisher-
men rather than his electronics. If he turned them on at all, he used them to find a specific fishing spot
with his plotter and then verify his position over a reef or other structure using his sounder. His display
always showed a plotter screen and a sounder screen side by side, with a water-temperature reading.
“The average fisherman has great expertise in fishing, and his focus is on the details of that. So he
wants his electronics to do ABC, but doesn’t necessarily care about DEF,” says Raymarine/FLIR Market-

26 Marine Electronics Journal November/December 2020

ing Manager Jim McGowan. “There’s an art and a science of catching
fish, and we fall into the science. People are more into the art of it.”
However, McGowan and others see a new tide rising. The wow fac-
tor introduced by side-imaging, 3-D and live sonar has sparked a com-
petitive edge, something virtually all anglers share.
“If you can combine the knowledge you have as to what these fish
are supposed to be doing, and back it up with electronics, you’re way
ahead of the game,” says Capt. Greg Hildreth (georgiacharter
fishing.com), a long-time inshore and offshore fishing guide from St.
Simons Island, GA,
Hildreth stands at the crest of that new tide: He has run the same 7-
inch Garmin unit on his 25-foot charter boat for seven years, but is
poised to jump headlong into high-res side-imaging sonar. “I’ve always
just used my electronics to get me to a spot, running offshore, and then
once I get there to show me the bottom. I know I’m missing out,” he
admits.
Fellow tarpon guides in the region run side-imaging units. “When
these tarpon are out in deeper water in the channel, the guides are find-
ing fish with side-scan. They can tell how deep they are and how many
are there,” he says. “I’ve got to have some of that.”
Money talks
But not all saltwater anglers treat electronics like they’re a necessary
nuisance. “Pro captains who run larger sportfishing boats tend to know
a little more about what they want or are interested in before we ever
start a conversation,” says Braden Shoemaker, Furuno Southeast
Regional Sales Associate. “But this makes sense as it is their job.”
Shoemaker also sees a trend among offshore anglers toward buying
more powerful fishfinders capable of 2kW or 3kW output. Some tour-
nament fishermen even invest in commercial-grade sonar that’s omni-
directional. When finding fish might result in a multi-million-dollar
tournament payoff, it makes sense to know your technology.
Tournament captain Mark Maus runs three Simrad units aboard his
36-foot Yellowfin. His electronics save him valuable time finding bait
and locating fish during competitions. He says saltwater fishermen are
looking for simplicity, and he sees the market gravitating in that direc-
tion with streamlined user interfaces and better auto settings—particu-
larly on more advanced products such as radar. Simrad-sponsored captain Mark Maus (top photo) says saltwater fisher-
Just look how far anglers have come, he says. “I remember my father men are looking for simplicity. He sees the market moving in that direction
used to drop a bar of soap to find hard bottom,” says Maus, a fourth- with streamlined user interfaces and better auto settings.
generation Florida angler, who is also sponsored by Simrad. “He would Furuno’s Braden Shoemaker talks about a trend of offshore fishermen
drop it on a rope, and it would come up with sand or coral.” installing more powerful 2kW or 3 kW fishfinders. He even sees some
He also acknowledges that when operating a smartphone, he’s just tournament anglers buying commercial-grade omnidirectional sonars in
as ‘unevolved’ as many of the old salts whose progress with marine an effort to land some of the big cash prizes.
electronics has been incremental. “We’re set in our ways. If I wasn’t
who I am [a sponsored tournament angler], I would be one of those
guys.”
While offshore saltwater anglers—who can cover hundreds of miles Fresh approach
in a fishing day—might put more emphasis now on their electronics, For freshwater anglers, the technology tide rose a few years ago.
inshore anglers find less motivation to adapt. The same marsh shoreline “For freshwater fishermen, it’s all about electronics, especially with
that produced redfish on a rising tide yesterday should produce today. LiveScope,” says David Dunn, Garmin Director of Sales and Marketing.
But new technology seems to be changing minds. And as younger “We can’t build them fast enough. We tripled our forecast since January
anglers jump into the market, suddenly the technology that literally and still can’t keep up. At the Bassmaster Classic, we took first, second
defines their generation holds broad appeal. and third. All three pros called out LiveScope on stage.”
“They ask a lot of questions,” McGowan says. “How much memory Pro bass anglers must stay very in tune with electronics trends. Cur-
does it have? How do they network together? Can I link it to my rently they’re focused on Humminbird MEGA Imaging and Garmin
phone? Can I transfer data? People ask me literally every single day: Panoptix, which includes LiveScope technology, says James Hall, Edi-
‘When will Element [units] stream to my phone?’” tor of Bassmaster Magazine. Crappie anglers gravitate toward LiveScope

November/December 2020 Marine Electronics Journal 27

 In general, though, many purely recreational anglers are “like the
old saltwater captains. They have a map with a little line that tells them
how to get back, the machine tells them how deep they are, they’re sat-
isfied,” Hall says.
Technology definitely drives retail sales, says Scott Heffernan, Vice
President of Sales for TheGPSStore.com. “We see the largest increases
when there’s new technology. And the latest has been in sonar,” Heffer-
nan says.
On a scale of electronics knowledge in the marine world, he says
that sailors often seem to have the most product savvy followed by the
coastal fisherman. “I think the large majority of sailors spend a lot of
time on their boats. They get away from the greater population and
from the places where they can buy things. They also spend more time
in researching and studying,” he says.
But defining such a knowledge scale seems to elicit differing opin-
Bassmaster Magazine Editor James Hall draws a distinction between profes- ions among industry experts. Raymarine’s McGowan, for instance, sees
sional and recreational anglers. He says the pros focus closely on electronic powerboat cruisers at the top of the list of knowledgeable buyers. “They
trends such as Humminbird’s MEGA Imaging and Garmin’s Panoptix while use their boat like an RV; they’re actually going places. They know their
sport fishermen are “like old saltwater captains” who follow marks on a chart navigation and radar inside and out,” he says.
and look to sounders for depth checks. Behind cruisers, sailors seem to grasp the highly technical, followed
by tournament and hardcore fishermen. “I’d say that [those top three]
are probably the top 20% that do the research, weigh the pros and
cons, get all the specs and lay them out,” he says.
too; panfishermen want side-imaging, kayak fishermen like to record Garmin’s Dunn says fishermen would top his list: “I think fishermen
sonar and generate their own charts, and walleye anglers want all their learn their electronics faster and more in depth than any other boater.
technology working together as a system, such as with Humminbird’s That’s based on what we see at shows, even if we’re talking weekend
One-Boat Network, he says. warriors. They don’t get to fish every day, so they want to maximize
their time.”
Easy ABCs
Some of that disparity might rest on perspective. While cruisers
might have the upper hand historically, anglers have definitely devel-
oped greater interest in recent years. In fact, electronics makers have
improved their user interfaces to the point where it’s easy to navigate
through choices that once required a technical manual. That reduces
the intimidation factor.
“We know that the vast majority of customers use 10 to 15% of
what a unit can do,” McGowan says. “So, we need to set it up so that
out of the box, it’s not intimidating.”
The first time a buyer turns on a Raymarine unit, he sees a startup
wizard. As an angler walks through the questions and answers, for
instance, the unit becomes configured for fishing. “Some of the menus
change around depending on what profile you selected. For instance, a
fishing unit will show water temperature in more places than one set
up for cruising.”
Most units also run quite optimally in auto mode, which is a god-
send among anglers, particularly those who avoid pushing buttons for
fear of changing or breaking something. Having a unit that turns on
$"15"*/ŀ4
$)0*$&
'03
and immediately shows you the right information also reduces the

$01*-05 learning curve. “We know that a customer is not going to pick up a
manual,” McGowan says. “We don’t even provide it printed anymore.
The PDF is about 600 pages long. That’s how much stuff that unit can
do.”
As an example of this new age of simplicity, Simrad’s Maus says
radar has gone from being “one of the more feared items” to an incred-
8 8 8 $ 0 . / "7 $ 0 . ibly user-friendly system. “If I’m going offshore, I touch the input for


]

4"-&4!$0./"7$0. ‘offshore,’ and the unit auto-adjusts to that mode. I hit ‘harbor mode’

28 Marine Electronics Journal November/December 2020

and now the radar changes its beam angle, it “Then when they go online or tune in on TV, Moving forward
changes everything,” he says. that’s where the media end of it really comes Electronics makers expect the fishing mar-
Sales pitch in. They see the same product that the local ket to grow even more tech savvy as younger
Current boat-buying trends do suggest guy has and they see it on something brand anglers eventually dominate the sport and as
that fewer future anglers will have to do the new and expensive and super sexy.” everyday life continues to dwell in the digital.
dirty work of studying and researching elec- Anglers also exchange product and buying “We’re seeing all buyers becoming more
tronics as more manufacturers sign exclusive information over forums, which these days knowledgeable today, just by virtue of the
provider agreements with new-boat builders. seem antiquated yet they invite questions and internet alone,” Dunn says. “The questions
“It’s getting more like buying a car,” Dunn discussion like no other format. are more educated. That causes all of us to
says. “You go to the dealership and find what And finally, customer service drives many step our game up too.”
you like and you leave with it that way. In buying decisions for anglers. “I think a lot of The technology also stands to transform
years past, you bought a boat then the cus- buying habits of fishermen come back to the sport. New sonar capabilities take much
tomer had to find another $5,000 or $10,000 how they were treated by whoever made the of the guesswork out of finding fish, which
and wait a month to get everything installed. last piece of gear that they owned,” he says. was often a tightly held secret among pros
That was a bad experience.” “How easy was it to get an answer? How and guides. Now, if someone would just
Still, used-boat buyers and anglers who painful or painless to get a problem taken invent a bait that no fish could resist, all
want to upgrade their electronics, which usu- care of?” anglers would look like heroes. MEJ
ally happens every five to seven years, experts Heffernan adds: “The thing we do that sets
us apart is we really try to learn about the About the author
say, must dive into the details. And that, of Chris Woodward is Executive Editor and
course, is where the rubber meets the road. products and educate our staff so we can
really try to help the customer. Plenty of times Boating/Electronics Editor for the Bonnier Fish
“Our goal is to make their time more Group of publications, which includes Sport Fish-
enjoyable and make the electronics easy to we’ve downsold them. Somebody might want
to buy this 1 or 2Kw fishfinder. Well, what are ing and Salt Water Sportsman. She is also vice
use,” Dunn says. “We want to know what president of Boating Writers International. For her
they’re fishing for and steer them to the best they doing? Are they trolling in 100 feet of
water? They don’t need that, it’s overkill. We job, she has fished domestic and exotic locations,
experience they can have.” both offshore and inshore. Most consistently, she
More fishermen seem to be on a budget, try to figure out what somebody needs and
match the system.” focuses on fishing the saltmarshes near her home in
he notes. “These days, they can buy some- coastal Georgia.
thing today and add on later. We get them
enough to get started and if they want more,
it’s easy to sale up from there.”
To attract fishing buyers, most electronics
makers invest in expert spokespeople, the top
tier of which might produce a fishing show or
compete on a national tournament level.
Many also employ regional pros who are
reaching local customers at the dock and
marina level.
“You have to be believable,” says Jeff
Kolodzinski, Humminbird Brand Manager.
“Having someone from a particular locale run
a product who’s well respected and uses it
with great results goes a long way toward
instilling confidence. We all want a national
method, but it’s not national, it’s local. That’s
true in both fresh water and salt water.”
McGowan, who has been in marketing for
17 years with Raymarine (out of 22 years
total), says the profile of the top pros has
expanded over that time. Much of that has to
do with the proliferation of outdoor television
shows and social media. However, he says,
the pro ambassador pool—those folks who Asked which user group scores highest in electronics savvy, Raymarine’s Jim McGowan points to power-
fish locally and talk to everyday anglers— boat cruisers while TheGPSStore.com’s Scott Heffernan names sailors. Garmin’s Dave Dunn says: “I
probably rank as most important. think fishermen learn their electronics faster and more in depth than any other boater. They don’t get to
“You see them every day, and you’ll notice fish every day, so they want to maximize their time.”
when they have something new,” he says.

November/December 2020 Marine Electronics Journal 29

Autopilot Tro
Lots can go wrong—here’s how to get it right
BY JOHN BARRY Boaters take much for granted and a working autopilot is one of them. Autopilots are complex
devices and they have a difficult job to do. But when the pilot breaks and the operator has to steer manually, he or she
quickly learns the advantage of an autopilot.

I
often warn operators that the pilot adds you can’t tell if it is working! Here’s a look at 3) Immediately press STBY (Stand By) so the
a level of distraction and complacency some marine autopilot failures. pilot does not continue to attempt to steer
that can be dangerous. The truth is that A quick check the boat while tied up. Next, return the
a properly working autopilot actually There is a quick check that works on many rudder to midship and engage AUTO and
increases safety because it does not get pilots. It is so fast and easy that I do it on give a STEER STARBOARD command—
distracted, tired or drunk! almost every pilot I encounter. This check the RAI should indicate some rudder
Let’s look at some of the failures that occur works for boats that can steer at the dock. movement to starboard. Observe the dis-
on autopilots. Back in 2018, I wrote about Boats with power steering may require the played compass heading and compare to
installations and compasses in my Tech Talk motors running to steer. ships compass—probably way off—but
column (see Jan/Feb issue, p. 48). We dis- 1) First, turn on the pilot and observe the dis- both the electronic compass and the mag-
cussed the five components of an autopilot— play. Typically, there is a RAI (Rudder netic compass should be stable. This com-
compass, RFU (Rudder Feedback Unit), drive, Angle Indicator) on the screen. Steer the pletes the basic dockside nominal opera-
processor and controller. boat manually, counting turns on the tion test.
Troubleshooting an autopilot starts with wheel and observe the RAI. Proper opera- Rudder feedback unit
the basics of troubleshooting. A close visual tion is obvious. Most rudder feedback units are poten-
inspection is first. Did it ever work is next. 2) Return the steering to midship by counting tiometers. They present a variable resistance
Breaking a complex system down to its sim- down half the turns from hard over. which the computer uses to sense the rudder’s
plest form follows—what does work? Making Observe that the RAI indicates approxi- position. Using an ohmmeter with the wires
accurate and repeatable observations is essen- mately midship position—zero rudder. disconnected from the processor, you can test
tial. As I’ve said before, the technician must Next, engage AUTO and give a STEER a resistive feedback. Many manufacturers use
channel both Sherlock Holmes and Albert PORT command (usually turn the knob or 500 ohm pots. Some feedbacks use a fre-
Einstein together. This means you must inves- push the button). Observe that the RAI quency to sense the rudder. NMEA 2000
tigate the service history and understand the indicates a port turn and applies some port RFUs use PGN #127245.
function. You can’t troubleshoot something if rudder. A good way to test the rudder feedback
unit is to observe the pilot display and steer
slowly hard over to hard over several times.
The displayed rudder angle should move
smoothly with no jumps or herky-jerky stuff.
As I said in 2018, installation of the RFU is
critical and it is done wrong a lot. A linear
response or a one-to-one ratio of movement
between the rudder and the RFU is essential.
Since the rudder feedback unit lives in the
bilge it is prone to failure and sometimes diffi-
cult to observe.
Compass
Autopilots provide a wealth of information while helping the captain keep the vessel heading in the right The electronic compass comes in many
direction—as long as everything is installed and calibrated correctly. That’s often easier said than done, flavors. The heading sensor is the heart of the
according to troubleshooting reports from the field. marine autopilot. Gyrocompasses, satellite
compasses and fluxgate compasses are types

30 Marine Electronics Journal November/December 2020

ubleshooting

Autopilot drives come in a variety of types, including mechanical linear, hydraulic linear, mechanical rotary, solenoid and others. Reversing hydraulic pumps are
common. A failure complaint heard often is No Drive—the pilot is engaged but there’s no rudder movement. The drive can be tested by direct connection to the sup-
ply voltage. If the drive tests good, check the computer for output voltage.

of heading sensors. Gyro and sat compasses hours of fishing, substitution may be the only to be engaged for drive movement. If the drive
sense true north, fluxgate compasses sense option. tests good, check the computer for output
magnetic north. Most recreational pilots use voltage. This voltage is computer controlled so
Drive
a Rate Sensor, which is a fluxgate compass it may seem low, but an increase in voltage
Autopilot drives come in many flavors and
with accelerometers, often outputting an after a steering command is given is a good
sizes also. They all have one thing in com-
NMEA 2000 PGN for heading (PGN indicator that the computer drive circuit is
mon, they steer the boat. Most do this by
#127250). The sensor itself is smart, com- OK.
moving the rudder port or starboard as
pensating for real-world conditions, often A blown fuse in the computer often indi-
appropriate. Reversing hydraulic pumps are
internally. cates a stiff steering system or possibly
common. Other types of drives include
When rate sensors fail they often get obstructed rudders. Blown fuses have a cause
mechanical linear, hydraulic linear, mechani-
unstable and can cause sudden and erratic and could be the result of low or high voltage,
cal rotary, solenoid and others. Some pilots
turns of the vessel. The compass is delicate over-torqued or stiff steering, electrical failure,
send steering commands to a digital steering
and sensitive and may fail unexpectedly. All etc. Always determine the cause of a blown
system like IPS (Inboard Performance Sys-
autopilot users should understand that an fuse.
tem), etc.
autopilot needs watching! A common failure complaint with any Controller
Testing the compass and detecting insta- autopilot is “No Drive.” User engages pilot Autopilot controllers range from simple
bility in the sensor frequently requires a sea but nothing happens, no rudder movement. button pads to MFDs. A dedicated autopilot
trial. Nominal operation can be observed by This symptom can be easily duplicated at the control head is a good idea to include with a
moving a magnet near the sensor and observ- dock using the nominal operation test system. Failures of the control head are
ing the display. Of course you would expect described above. Once a “No Drive” condi- uncommon, but they do depend on commu-
to see a wild swing depending on the tion is confirmed, the drive can be tested sep- nications with the computer. MFDs are being
strength and proximity of the magnet. An arately by direct connection to the supply used more and more as autopilot controllers,
unstable compass can be intermittent and voltage. which some users may find confusing. I like a
difficult to find. If it only happens after 12 Some drive types have a clutch that needs hard STBY button, preferably red, always in
November/December 2020 Marine Electronics Journal 31
 “Keeps Going Into Standby,” “Doesn’t Track Well,” “Turned Suddenly”
and many more symptoms are common. These can be caused by lack
of communication between devices, bad processor, bad compass, bad
connections, a failing RFU or even data programming. Obviously fur-
ther information is needed to nail down intermittent failures.
Sea Trial
Eventually, even if the problem is duplicated and repaired at the
dock a sea trial must be performed. Read the manual! Great attention
to detail is required. Most pilots have an auto calibration feature that
senses the vessel’s steering characteristics and sets the rudder gain,
response and counter rudder automatically. This learning is accom-
plished by an algorithm that depends on accurate information from
Gyrocompasses, satellite compasses and fluxgate compasses (like Furuno’s the vessel’s sensors. These programs usually work really well.
PG700) are types of heading sensors. The PG700 detects terrestrial magnet- Even if everything is installed perfectly, the sea conditions at the
ism and outputs compass data to CAN bus devices. time of calibration mean that the auto calibration result may not be the
When rate sensors fail they often get unstable and can cause sudden and optimum setting to steer any given vessel. Always check the perform-
erratic turns of the vessel. Testing the compass and detecting instability in the ance of the pilot in differing conditions. Autopilots wander off course
sensor frequently requires a sea trial. Inset photo is Furuno’s FAP7002 when they oversteer and when they understeer. Being able to tell if it is
processor for its NAVPilot700 series. oversteering or understeering is easy. Fast “S”ing is oversteering, slow
“S”ing is understeering. Play with the rudder gain to compensate for
these conditions.
Once the boat can drive straight, confirm that it can make course
the same place, which is why I recommend a dedicated control head. corrections. Turn to port and starboard, into the wind, across the wind
The usual bad connection or software issue may explain erratic con- and in following seas and observe the steering action. If the vessel over-
troller behavior. The pilot is so dynamic in its operation that there are shoots the new course or is reluctant getting onto the new course, the
often mysterious intermittent failures that only the operator sees. Counter Rudder may need adjustment. (Continued on page 53)

32 Marine Electronics Journal November/December 2020

ED’S ELECTRO-TECH TIPS
ALL THINGS ELECTRICAL
ABYC standards
updates you need to know about

E
ach year the ABYC Technical
Department releases what it
refers to as a new “supplement”
to its standards and Technical
Information Reports, typically in
August. This year
BY ED SHERMAN
was no exception
with 13 standards reviewed and updated,
two of them new this year. Additionally,
three Technical Information Reports were
released, one brand new and two updated.
In this installment of Ed’s Electro-Tech Tips
we’ll take a look at the specific areas that may
have an impact on electronic equipment
installers—one of new standards and one of
the new Tech Info Reports that could have a
big impact on how you perform your instal- All lithium-ion batteries should have a battery management system (BMS)
lation work and advise your customers. to prevent damage to the battery and provide for battery shut down if
Of the 16 updated areas, only five have potentially dangerous conditions exist. It’s important to remember that
specific pertinence to electronics folks, so conventional fire fighting systems won’t extinguish a lithium-ion thermal
we’ll focus on just those. runaway event like the one above.
A-14, gasoline and propane At right is a ProNautic charger that has lithium-ion capability.
gas detection systems
This one is fairly easy to work with. The
primary considerations here are that the unit
in question be tested to comply with a UL A-24, installation of carbon slow to respond to this issue. Until only sev-
1110 Marine Combustible Gas Indicator monoxide detectors and alarms eral years ago, requirements only addressed
standard by an independent testing lab. The Carbon monoxide deaths on boats have gasoline-fueled boats, but the reality is that a
sensors are required to be installed in any risen to become one of the major concerns diesel-fueled boat can also be impacted by car-
compartment that contains a fuel system fit- among boaters and boat builders over the last bon monoxide via open hatches in a docked
ting, not just a tank. The other key element decade. As a result of that, the ABYC A-24 situation or rafting with other boats.
to remember is that both propane and gaso- Standard as well as others have been That has changed and the requirements
line are heavier than air and will naturally “tweaked” several times to help address this now include all boats with accommodation
sink to the low points in a boat, so that’s sad reality. Unlike gasoline or propane, carbon spaces. Therein is the potential problem. I’m
where the sensors need to be, above bilge monoxide is odorless, colorless and does not thinking here about one of the most popular
high-water marks of course. These devices, if sink or rise in air. In fact, its density is similar boat types on the market today, pontoon
installed, must not shut down the boat’s to the air we breathe and that fact is part of boats, but this also applies to other boat types
main propulsion engine and they need to be why this gas is so dangerous. that get heavily modified with canvas enclo-
powered by the boat’s DC electrical system. Boat builders have embraced the installa- sures. Entire families have been lost due to car-
Remember that these systems are not part of tion of carbon monoxide detectors on new bon monoxide exposure on small outboard-
recreational boat USCG mandatory require- boats with accommodation spaces for a few powered boats with “camping” enclosures
ments but are highly recommended years now. Therein lies one of the potential installed. I consider it part of a field tech’s duty
although optional. problems for field technicians when dealing to inform customers of potential risks when
with their customers. Even the ABYC was they see this sort of modification.

November/December 2020 Marine Electronics Journal 33

 AC ripple current in addresses the marking and orientation of con-
DC feeders to inverters trols.
“Inverters can impose substantial ripple
EXCEPTIONS:
current in the DC supply current. This cur-
1. Electrical on/off switches addressed by
rent can cause excessive heating of fuses,
ABYC P-14, Mechanical Propulsion Con-
switches, wires, and batteries. The ripple cur-
trol Systems
rent and its effects are not detected by typical
2. Electric propulsion motors that produce
DC meters. Composite RMS current may be
less than 115 lbs. (512 N) thrust
determined by taking both a DC measure-
3. Hull-mounted trim plane systems with
ment and an AC RMS measurement and
ABYC’s updated standard requires carbon non-integrated independent control sys-
combining these as the square root of the
monoxide detectors to pass a third-party test tems
sum of the squares of the two individual
and meet a UL 2034 standard. Detectors sold 4. Bow and/or stern thruster systems with
measurements. The composite RMS current
by home improvement stores like Home non-integrated independent control sys-
specified for this device is determined for a
Depot or Lowe’s may not have the certifica- tems
full-rated AC output into a resistive load
tion, which could present serious liability 5. Personal watercraft
taken at the minimum specified DC operat-
issues if death resulted. 6. Autopilot systems
ing voltage. High harmonic currents imposed
New requirements found within this stan-
by certain AC loads such as variable fre-
dard are crucial for both equipment manufac-
quency drives may cause the ripple current
turers and vendors as well as field installers.
in the DC source current to further increase.
Specific requirements can be found covering
A potential liability risk for field techs is If high harmonic currents in the AC are sus-
the following areas:
that the standard quite explicitly requires the pected, measurements should be made to
• Propulsion control zone of protection
detectors used to pass a third-party test and determine the maximum composite RMS
• Neutral holding system
meet a UL 2034 standard that includes sec- current under actual circumstances.”
• Dynamic positioning
tions addressing use on recreational boats. The revelation above may indicate the
• Portable control units
The point here is that the Home Depot or need to upsize wiring and such. To learn
• Wireless controls
Lowe’s variety of detector may not have the more about this phenomenon, I recommend
• Joy sticks
certification. In the event of death, and the getting a copy of the ABYC’s latest Advanced
inevitable lawsuit, if you were the installer Marine Electricity Certification study guide. It is interesting to note here that the ABYC
you could become liable if the unit you has always embraced a 1-year compliance
P-28, electric/electronic control
installed did not meet the standards-based systems for propulsion and steering window when a standard is presented to allow
requirements. Don’t go there! Also, under- Joysticks, wireless remotes, and fly-by- for inventory control and internal design
stand that on commercial vessels carrying wire systems are clearly entering the main- changes for those attempting to comply. In this
passengers for hire, additional requirements stream on new boats. With that reality in case, the committee has allowed a two-year
are found in 29 CFR Part 1917.24. mind this new ABYC standard homogenizes compliance window. To my mind this
It is imperative that any carbon monoxide and replaces both ABYC P-24 and P-27, allowance reflects the significance of this stan-
detector you install as a marine professional which covered Electric/Electronic Propulsion dard and this equipment to safety. I recom-
meet UL and CFR requirements and be and Steering Control Systems as separate mend a thorough review of this standard if you
labeled as such. Additionally, these units have standards. Due to the extremely serious are working with this type of equipment and
a “replace by” date on their labeling. Most nature of this standard, a look at the scope of get any questions answered by the ABYC Tech-
customers think these are forever items, so it’s the standard to see what is and is not covered nical Department.
good practice to check these when on board a is important. The liability implications here TE-13 lithium-ion batteries
customer’s boat and advise them accordingly. are huge! I almost can’t believe I’m typing this as the
As for the sensor locations, I advise techni- 28.1 SCOPE report has been a long time coming. I for one
cians to locate them where passengers’ heads This standard addresses the design, con- have seen plenty of potentially dangerous Li-
are most likely to be located in a given cabin struction, testing, and installation of elec- ion battery installations over the last decade
and where they are able to acquire a good tric/electronic control systems that consist and expect I’ll see more in the future. All that
sampling of the air in that cabin, not diluted of any one or more of the following fea- said, I can’t really blame the ABYC Tech
by an open hatch and the like. tures: Department for the delay. Much of the infor-
A-31, battery chargers and inverters Steering, forward or reverse thrust, speed, mation found in this Technical Information
This standard went under review and is an and tilt/trim of propulsion machinery on Report came from hard-earned lessons from
integral part of all ABYC electrical course- boats. This standard applies to physically the field, changes in prevailing chemistries
ware. As for installation requirements, they wired and wireless electric/electronic control used, conflicts and manufacturers trying to
remain unchanged. There is, however, an systems for steering equipment, propulsion protect their own interests.
interesting addition to the appendix for the machinery, and trim/tilt of propulsion The truth is, this technology landed in our
standard, which I quote here in its entirety: machinery on boats. This standard also marine laps rapidly and we needed some time

34 Marine Electronics Journal November/December 2020

and history to help guide us into making sta- system (BMS) to prevent damage to the bat- ily accessible without reaching over the bat-
tistically safe recommendations. No lithium- tery and provide for battery shut down if tery top.
powered skateboards bursting into flames for potentially dangerous conditions exist. This Battery output conductors require over-
our gang! BMS is allowed to be external from the bat- current protection. TE-13 makes several rec-
This brings me to a point relative to ABYC tery itself. ommendations in this area.
Standards v. Technical Information Reports. I Consideration should be given to provid- Batteries must be secured per ABYC E-10,
often get asked, what’s the difference? A Tech ing alternative power in the event of a battery Storage Batteries and 33 CFR 183.420.
Info Report is just that, a series of recommen- shutdown. (Yanmar, for example, requires Battery cell venting should be as per bat-
dations based on our best knowledge at the this.) If conditions are such that a shut down tery manufacturer recommendations.
point of publication. It is designed as a guide is eminent, the BMS needs to notify the oper-
for field personnel and engineers and ator with a visual and/or audible alarm prior Here are some of the key points related to
intended for general guidance only. to disconnecting. the design of the battery management system:
Standards on the other hand are tried and Battery manufacturers are required to • The BMS should be equipped with con-
true and based on years of application as best clearly define both temperature and voltage trol functions when the programmed
practices. In the case of batteries, it is reason- operating parameters for charging levels, dis- functions in charging sources, inverters
able to expect that we’ll see further develop- charge levels and battery storage, and these or inverter/chargers fail to do so.
ment in the field of batteries as the push for specifications must be adhered to as a part of • Monitoring must be at the individual cell
electric propulsion in the automotive world the installation. This is defined as the safe level.
continues to expand. Let’s take a look at some operating envelope (SOE). Operation outside • Protective means should not disconnect
of the key recommendations found within of these prescribed specifications can create a critical loads without prior warning.
TE-13. hazardous condition. • The BMS should ensure that parasitic
Battery and BMS installation locations loads on board will not create a danger-
A brief look at TE-13 ous low voltage event.
One fundamental that starts right at the must be designed to ensure no exposure to
water ingress under normal operating condi- • All lithium-ion battery systems should be
beginning is that ALL lithium-ion battery tested and commissioned per manufac-
systems should have a battery management tions.
Battery disconnect switches must be read- turers’ requirements. (Continued on page 56)

See who and what’s out there.

MA-510TR
$XWRPDWLF,GHQWL¿FDWLRQ6\VWHP$,6
www.icomamerica.com/marine
sales@icomamerica.com
©2020 Icom America Inc. The Icom logo is a registered trademark of Icom Inc. 21067

November/December 2020 Marine Electronics Journal 35

 TECH TALK
T A L E S & T I P S F R O M T H E B I LG E
Radar
Making sense of symptom alerts

R
adar is essential equipment aboard many vessels. They’re
required on commercial vessels, even two radars.
Requirements vary and most pleasure boats are generally
exempt from radar carriage requirements. Still, a work-
ing radar (and a skilled operator) is the primary collision
avoidance device on board. Nothing replaces a
BY JOHN BARRY
CMET & NMEA Instructor good watchman—eyes through glass—but in
low visibility, darkness or fog, the watchman
becomes crippled and the radar can be a lifesaver. As you may know,
radar is an acronym for Radio Detection And Ranging.
Troubleshooting radar issues is tied closely to understanding the probable
Reading the symptoms causes of symptoms ranging from Radar Rotates But No Targets to Weak
When a radar fails, several symptoms are common. These days, with Targets. Make sure to read the installation instruction carefully. Sometimes
digital radar, the connection to the display is through Ethernet, so “No a restart, a software upgrade or a menu setting is all you need to do to get
Radar Detected” may show up on the screen if a network problem the system working properly. Knowing how something works is the key to
occurs or if the radar goes completely dead. Troubleshooting Ethernet understanding why it does not work.
is beyond the scope of this article, so instead let’s look at radar symp-
toms that occur when the radar is not dead.
“Radar Rotates But No Targets” is one of those symptoms. When
everything looks normal, the screen turns on and counts down, the It is usually caused by the operator setting the Sea/Rain Clutter filters
transmit engages, but you have no targets. This can be a symptom of no too high, the Gain too low or the Tune maladjusted. If you can not
transmit or no receive. To determine which is the problem, put the improve the targets by tuning, check the magnetron current to confirm
radar on the longest range, defeat the clutter filters (Sea and Rain Clut- strong transmit.
ter OFF) and turn up the gain. If the screen remains completely blank, Another symptom that I have seen is “Targets Blank Out” or “Targets
there is likely no receive. If there is “grass” (scattered clutter, evenly dis- Move Around.” This is a symptom of synchronization. When pulsed
tributed) on the screen, then the receive side is likely OK and there is radar transmits, it measures time to determine distance and it uses bear-
no transmit. ing pulses to determine direction. If the orientation of the targets on the
On analogue radar, there is a composite video signal on a coax screen changes, the bearing pulses or the heading pulse may be missing
within the interconnect cable and this can fail, causing no targets, no or erroneous.
grass but in this case only a broken coax is the problem. “No Targets”
is a common complaint and is usually a transmit problem, either mag- Which way is up?
netron, modulator board or power supply. Repairing a radar requires an The heading pulse is generated when the array passes the 12 o’clock
FCC GROL with Marine Radar Endorsement. position and then the bearing pulses are counted to determine direc-
tion. If the heading pulse or bearing pulses are missing, the radar will
Operator error usually show an error code. When these signals are intermittent or
Sometimes the complaint is “Weak Targets.” On pleasure boats this noisy, the targets become disoriented to the bow and “jump around” the
problem is usually operator error. Here’s an example: A customer told screen.The heading pulse is generated by a magnet passing a reed
me the other day that he had radar, even though I could clearly see no switch. Failure of the head-up switch means the radar does not know
radar on the boat. He explained that the display on the dash was his where the bow is. Bearing pulses are typically generated by the motor
radar, while in fact it was a chartplotter. Once we educated him about or an optical interrupter. Failure of the bearing pulses means that the
what a radar is, we added one. Now he needs to practice operating it in radar does not know how far past the bow the radar has rotated.
fair conditions, so that when he needs the radar he can operate it with- The symptom “Missing a Pie-Shaped Piece of Targets” where the
out the book. screen goes blank at a certain bearing is almost certainly caused by the
Weak targets can be caused by weak transmit or out-of spec-receive. (Continued on page 58)

36 Marine Electronics Journal November/December 2020

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BUSINESS
SENSE
PUMPING UP PROFITABILITY

Check, Call, Care

What to do in a business emergency
BY STEVE KATZ Not unlike a medical emergency, a business emergency needs taxes going up? Is there a new regulation in
immediate action to ensure survival. Until recently, a pandemic and economic the works that may affect your operations—
both positively and negatively? Check with
standstill would have been unheard of, but now that it has occurred business own- competitors, distributors and manufacturers
ers should add this to the list of “rainy day” planning. The Red Cross teaches the to get a feeling about where when industry is
three C’s—Check for anything unsafe, Call for help and provide Care. Your business headed. The marine publication Soundings
could be affected suddenly by many factors beyond your control, such as flood, Trade Only often has economic reports and
information that may be helpful in keeping
fire, hurricane, theft, the economy and even a pandemic! up to date on the marine industry.
Check your reserves and credit. There is
Check A budget is like a map, helping to guide always room for additional reserves of cash or
Recognizing there could be a business you from January through December (or your credit, but be sure you have enough for the
problem is one of the first things an owner or fiscal year). Naysayers may comment that unexpected. Your budget will help you learn
manger needs to do. What’s the best way to since they can’t predict sales or service—there the minimum amounts needed.
stay on top of a business’s financial perform- is no need for a budget. That’s just the reason Check the sales forecast regularly and be
ance? The Budget. A business owner or you need a budget. You can start with your sure it is as accurate as it can be. Incorporate
manger needs to regularly check the financial company’s fixed and variable costs (rent, outside factors that could influence your sales
budget and be sure the business is within its leases, insurance, payroll, etc.) and work back volume.
operating parameters. into the amount of sales and service revenue Check the receivables. Be sure that com-
Having a detailed budget along with his- needed to main the expected profit level. It pleted sales and service revenue is up to date
torical performance numbers allow you to then becomes management’s job to be sure the with your business payment terms. Analyze
assess the business with a quick glance. sales and service revenues are met each your progress billing to at minimum be sure
Maybe you do not have a budget because you month. your costs are covered based on the percent-
think your company is too small. Every size Check into the future events affecting your age of completed work. Take immediate
company needs a budget! business. Are your rent, lease, or property action if customers are falling behind. Look
into other forms of payment that may allow
customers to pay faster.
Call
If you recognize a financial problem may
be looming it’s time to start making calls,
sending emails and making visits where
needed.
The first contact should be with your
bank and or financial intuitions. If you need
more time to pay a debt, ask before it is an
(Continued on page 54)

38 Marine Electronics Journal November/December 2020

 KNOWLEDGE. EXPERIENCE. CONFIDENCE.
m a ke t h em m at ter. . .

P r e r e q u i s i te s : B e c o m e a n N M E T to d ay !
Test taker must have a current AMEI
certificate and an Advanced NMEA NMET stands for National Marine Electronics Technician, which is similar to Certified
2000® certificate at the time of the
Marine Electronics Technician (CMET), but without the Federal Communications Com-
exam.
mission (FCC) requirements. The NMET certification is designed for businesses and indi-
Ta k i n g t h e e x a m : viduals who focus on the recreational marine electronics market. The NMET candidate
The NMET exam is a proctored, closed is an advanced installer/troubleshooter who has extensive “experiential knowledge” re-
book, 150 question multiple choice
lated to installing, troubleshooting, and repairing marine electronics. The CMET/NMET
test with a 2 hour time limit, and a
passing grade of 80%. The cost to exam question pool, now nearly 500 in all, has been expanded and modernized by sub-
take the exam is $100 for NMEA ject matter experts in the areas of radar, sat comm, GPS, Sat TV, autopilots, AIS, video
Members and $300 for Non-mem-
displays, computers, heading devices, Ethernet, MFDs, Wi-Fi, VHF, DSC, SSB, NMEA
bers. The exam can be taken at the
NMEA Office, NMEA Conference, or 0183, NMEA 2000, Electrical Principals, RF Principals, Transducers / Hydroacoustics, and
at your local library/learning center. Power Distribution.

For more information go to nmea.org

 INTERNATIONAL
SECTION
2020
MARINE ELECTRONICS
INTERNATIONAL
FOCUS

D
espite the current ban on all non-essential travel across the long
border separating the US and Canada due to the COVID-19
pandemic, trade remains a top priority between the two
nations under the US-Mexico-Canada Agreement. With that in
mind, we want to take this opportunity to salute NMEA man-
ufacturer members that are either based in Canada or have major Canadian
operations. Snapshots of those companies lead off our annual International
Section.
Following that lineup we drill deeper into one of those manufacturers that
recently changed hands—Xantrex. Headquartered in British Columbia but
now owned by US-based Mission Critical Electronics, Xantrex is expanding its
line of power products and now offers fully integrated power systems.
Technical training is a critical component on both sides of the Atlantic. The
expansion of electric and hybrid-electric propulsion in Europe is helping to
drive the need for more advanced electrical knowledge by technicians who
install and service this technology. Our third article checks in on programs run
by the British Marine Electrical and Electronics Association and some of the
UK’s marine-oriented trade schools.
Moving farther afield into the global market we talk to the founder and head
of Palladium Technologies, which provides some of the incredible electronics
aboard the world’s largest megayachts. The Fort Lauderdale, FL-based com-
pany is harnessing artificial intelligence and augmented reality to take its
sophisticated monitoring & control systems to new heights.

42 CANADIAN CONNECTIONS
Marine electronics makers in the ‘Great White North’

45 XANTREX
Expanding into fully integrated power systems

48 UK TRAINING
Boosting electrical training to meet propulsion needs

49 MEGAYACHTS
Palladium Technologies pushes M&C to a whole new level

40 Marine Electronics Journal November/December 2020

 INTERNATIONAL
SECTION
2020

Canadian
Connections
Electronics manufacturing in the ‘Great White North’

S
ome Americans may joke that Swedish owned Dometic/SeaStar Solutions Analytic Systems
Canada is an empty wasteland does their design, engineering and manufac- Canadian-owned Analytic Systems, based
where everyone has a pet beaver turing there as well. just outside Vancouver, was founded in 1976
and lives in an igloo. In fact, It is interesting to note that despite no real and manufactures battery chargers, battery
Canada is the world’s second connection between the individual compa- isolators, voltage converters, power supplies
largest country by nies, all of them are located in and near Van- and other power conversion products. The
BY PETER A. ROBSON area, after Russia. It couver, British Columbia, except for Ontario- company’s focus is on customization for com-
has the longest coastline in the world based Nauticomp. mercial vessels, the military and larger yachts,
(243,042 km/151,059 miles). More than half Dave Bockhold is CEO of Kobelt Manufac- with the majority of their business in the USA.
of all the lakes in the world are located in turing. He says that with so many important CEO James Hargrove explains, “We go after
Canada. The nation also holds the third marine products companies located in the the much lower volume, higher value-added
largest reserves of oil in the world, after Vancouver area, the area has become a local niches in the marketplace where there’s room
Venezuela and Saudi Arabia—and it really hub of expertise. “That gives us a bit of an for people who are willing to pay for the cus-
does have four seasons. It is also known to advantage in some cases. For example, if you tomization and the quality.”
those in the US and international electronics go down to the WorkBoat Show in New Analytic Systems does all their design,
business as a center of excellence when it Orleans or any of the bigger international engineering and manufacturing locally. Most
comes to power conversion products, steer- commercial shows, it is quite astounding, in a of their components come from the major
ing systems, autopilots and other essential positive way, to see the number of Canadian, North American electronics distributors. “We
components of commercial and government and specifically BC, manufacturers. This decided that in order to guarantee the quality
vessels, megayachts and pleasure craft. speaks to the industry here and the amount of of the finished product we had to control the
Most of the companies profiled here technology that comes out of here. There’s a entire process, including manufacturing and
(which is not all-inclusive) are Canadian credibility that goes along with that and an that means our costs and overhead are sub-
owned and all their design, engineering and acceptance that goes along with that that kind stantially higher.”
manufacturing take place in Canada. How- of gets you in the door in some areas.” Hargrove notes that because the American
ever, two other companies are included Below are insights into what these compa- market is 10 times the size of the Canadian
because American-owned Xantrex does all nies do and how they interact with their major market, his company has to sell into the US to
their design and engineering in Canada and markets in the USA. be viable. “The vast majority of our business is

42 Marine Electronics Journal November/December 2020

 1
in the US and we’ve learned that if you’re states, coastal Canadian provinces and in over higher horsepower engines and become a
going to sell in the US, you have to get your 100 countries worldwide. dominant player in marine steering and con-
product out the door, across the border and Satish Narayan is ComNav’s Manager of trol.
into the client’s hands without them having to Sales and Marketing. “Our firm manufactures SeaStar Solutions was purchased by
do anything extra than when buying from an mixed modules on multiple continents, with Dometic of Sweden in 2017, and is now
American distributor. That’s why we pay all all critical final assemblies, quality control and headquartered in Litchfield, Illinois. The
costs to ship our products across the border. quality assurance programs assembled and Canadian division is headquartered in Van-
That’s one of the keys of doing business with tested directly at our Richmond facility.” couver and is the largest manufacturing com-
American companies from Canada.” Narayan believes the company’s Vancou- ponent of Dometic Marine. Here, they do all
When it comes to the dollar exchange ver location is perfectly positioned just min- the design, much of the machining and most
between the US and Canada, Hargrove says utes driving from the US border. “Thanks to of the assembly for SeaStar hydraulic steering,
that sometimes the currency exchange works NAFTA, there are no applicable duties, and electronic steering, electronic shift and throt-
for him, sometimes it works against him. our location ensures all USA sales and service tle controls, joystick controls and jack
“Right now, the dollar is down to about shipments, incoming and outgoing, are seam- plates—including the world’s only retro-
$0.76, so at the moment that works in our less to our American customers and this helps fittable joystick steering system. As with all
favor. We’re essentially paying US dollars for make us competitive with global manufactur- the other companies profiled, Dometic
all of the components, but our labor is in ers.” Narayan says the Canadian location also Marine’s main customer base is in the US.
Canadian dollars, so basically, it’s only the has the benefit of lower labor costs due to for- Brian Dudra is VP and GM of Dometic
labor that we’re discounting by about 30%.” eign exchange. Vancouver. The only disadvantage he sees to
Concludes Hargrove, we strongly believe Dometic Marine/SeaStar Solutions the Vancouver area is that he doesn’t have a
in Made in North America. “Now with SeaStar Solutions (now under the Dometic lot of industry to draw resources from (espe-
Covid, people are starting to realize that we umbrella of companies) has its origins in a cially as Dometic Marine employs 450 people
need more manufacturing in North America. basement in Ontario, Canada, in 1943, when and operates 50 CNC machines and 50 man-
We’ve been preaching that for the past 20 it began manufacturing push-pull cables to ufacturing cells). “There’s not a lot of manu-
years.” remotely control the radio frequency knob for facturing in this area and in many cases we’re
ComNav military Spitfire aircraft under the Teleflex training people how to design parts for pro-
ComNav is a world leader in autopilots brand name. A few years later, a facility in duction, how to manufacture parts for pro-
and marine navigation electronics. The Cana- Limerick, Pennsylvania, was opened to garner duction, and so on.” On the flip side though,
dian-owned company’s design, engineering, more military business and it eventually he sees advantages of having several local uni-
manufacturing and sales and service are based became the head office. versities from which he can draw engineers.
in Richmond, just outside Vancouver. The The company branched out into mechan- Managing the supply chain in Canada can
company offers a wide range of leading-edge ical steering systems for boats in the early also be tricky. While a lower Canadian dollar
autopilots, precision GNSS smart antennas, 1960s, and in 1974, purchased Vancouver- seemingly helps with competitiveness, it also
long-range night vision and ultra-low light based Capilano Engineering, an injection decreases the company’s buying power as the
thermal cameras and AIS. ComNav’s primary molding company that had developed rudi- majority of their suppliers sell in US dollars.
market is the commercial, recreational and mentary hydraulic steering for fishing boats. “Dometic Marine prefers to work on continu-
government sectors. Teleflex saw that marine power was increas- ous improvement, automation and strong
The company has an extensive sales group ing and to grow it would need something lean principals to remain competitive and
throughout the USA and provides product beyond push-pull cables. The acquisition complement the natural hedge we employ
support through an Authorized Technical allowed Teleflex—later to become SeaStar with currency,” Dudra says.
Servicing dealer network in all maritime USA Solutions—to meet the needs of boats with Another advantage of being in Canada is

November/December 2020 Marine Electronics Journal 43

 INTERNATIONAL
SECTION
2020 NMMA helps companies expand

O
ver the last eight years, the Canadian arm of the
that the company’s R&D qualifies for Cana- National Marine Manufacturer’s Association
dian government tax credits under a program (NMMA) has been able to secure over $600,000 to
called Scientific Research and Experimental assist Canadian marine companies through a govern-
Development. This helps offset the company’s ment program called CanExport Associations. The Sara Anghel, President,
research and development costs. In Canada, program helps manufacturers obtain funding in order to expand their NMMA Canada
these tax credits are cumulative, whereas in markets.
most states in the US, they are “use it or lose Sara Anghel is President of NMMA Canada. “We’ve been very successful in getting money
it” within a year. every year so far,” she says. “We’ve taken a number of marine electronics manufacturers to trade
When it comes to competitors in North shows in places such as Dubai, Sydney and Sanctuary Cove, Australia, Eurasia in Istanbul, Thailand,
America, Dometic Marine really has few. “We Shanghai, METS, and Cannes, to name a few. In 2021, we expect to support members at METS,
had one competitor, Hynautic out of Sarasota, Genoa and Biograd in Croatia.
Florida. It was owned by Morse Controls, “Sometimes we’ve exhibited at these shows, like METS for example, under a Canadian ban-
but in 2001 Teleflex bought Morse,” says ner. In other cases, we walk the shows. We also introduce the companies to the Canadian
Dudra. Today, Dometic Marine controls over Embassy Trade Commissioner in the specific country.
90% of the sales of steering systems in North Trade missions are all about exposing companies to distributors in those countries. It is harder
America. for smaller and medium-size companies to do it on their own, so our association helps with intro-
“Just because you’re in the lead doesn’t ductions and the government program covers 75% of their travel costs. We do help the big guys
mean you shouldn’t strive to be better. Inno- if they were to apply, but we love to support small and medium-size enterprises that are manu-
vation will always be at the core of what we facturing in Canada, providing jobs in Canada.”
do at Dometic Marine,” says Dudra. In the USA, there are number of states that also provide export support for manufacturers. For
example, Florida and North Carolina support manufacturers to exhibit at METS and elsewhere, but
Kobelt there is no federal program like the one in Canada. For many years NMMA’s export development
Kobelt Manufacturing was founded in program has brought both Canadian and American manufacturers to various markets, including
Vancouver in 1962. It is a major worldwide Australia, Dubai, Croatia as examples.
manufacturer of propulsion systems, The NMMA also supports Canadian members when it comes to dealing with trade issues, such
hydraulic marine steering systems, including as aluminum tariffs and countermeasures. The association supports its members by advocating on
helm pumps and cylinders thrusters and sta- their behalf on topics like a proposed Canadian government luxury tax that would impact the elec-
bilizers, industrial brake systems and, most tronics industry as well.
recently, an electronic vessel monitoring sys-
tem called Vitals. Their industry sectors
include pleasure yachts, military, police and
Coast Guard and all types of commercial ves- tive against most competitors. “There may be right now which is making it a little more dif-
sels. Their products are all designed, engi- somewhat of an isolationist trend for Ameri- ficult for them in some areas.”
neered, manufactured and tested at the com- cans to use US products, but honestly, if we Nauticomp
pany’s facility just outside of Vancouver. have the right product and the right compo- Nauticomp Inc. has been providing LED
Kobelt’s major market for their marine prod- nent for a certain customer, we find they will and LCD displays for superyachts, heavy
ucts is the US and Europe, followed by Asia buy it from us.” commercial vessels, Coast Guard, military,
and the rest of the world. Being located in the Vancouver area has police, fire rescue, special ops vessels and
CEO Bockhold finds that with his com- both advantages and disadvantages over industrial applications since 1997. It is
pany’s well-established channels to US and being located in the USA. The disadvantages, known around the world for its comprehen-
international markets, they can be competi- according to Bockhold, are primarily the very sive line of rugged display screens. Their
high cost of real estate and labor (as much as waterproof, sunlight-readable and dimmable
double) compared to elsewhere in Canada DC-ready monitors, including glass bridge
and the US. “That’s definitely a challenge, and displays, can accept most types of data input.
from a general cost perspective, we’re cer- All of Nauticomp’s displays are designed,
tainly paying a premium.” The advantages engineered and assembled in Ontario, though
include proximity to their main markets. some components are sourced from the US
“I’d say Canada is currently being better and offshore.
received in some areas of the world than a US Ryan Moore is President of Nauticomp.
manufacturer might be,” he says. “I think He doesn’t see any disadvantages of being a
Canada is seen as a more neutral place. We’re Canadian company in what is primarily a US
very open to foreign trade and dealing with market for his products. “The nicest part
other countries and we believe in a global about us as Canadians is that we get along
economy. I think most business in the US with everybody in the world really well.”
share our views, it’s just they have a bit of a “We have a good globally central location,
headwind from the bluster of the government (Continued on page 56)

44 Marine Electronics Journal November/December 2020

 INTERNATIONAL
SECTION
2020
2
MEMBER PROFILE

Xantrex
Powering a great boater experience
life (i.e. six to eight times), enables
them to do that much more than with
standard lead acid batteries. They can
also be charged at a much higher rate
than lead acid batteries.”
The difficulty with lithium batteries is that
until now you had to buy your battery from
Xantrex is probably best known for its high-quality battery chargers, inverter/chargers Shop A and an inverter from Shop B. The dif-
and solar charge controllers for the mobile market, which includes boats, recreational ficulty was making them work together. With
vehicles, heavy-duty trucks, military, buses and specialty vehicles. lead acid and AGM batteries, it was easy to
make them compatible, but today’s lithium
batteries are much more sophisticated and

R
ecently, Xantrex expanded its mesh grid technology, which gives more points
need to be able to communicate and integrate
footprint in the solar market by of contact for the sun and therefore more
with inverter/chargers and battery manage-
developing a broad range of solar power even in shaded and low light condi-
ment systems to charge and control the bat-
panels, including revolutionary tions. The panels are very flexible and have
tery usage.
flexible and peel-and-stick prod- peel and stick capabilities (also screw-down
We’ve all heard horror stories about
ucts. They now manu- options) that allow them to be mounted on
BY PETER A. ROBSON lithium batteries starting fires and exploding.
facture their own line pretty well any curved surface (including can-
With safety as one of Xantrex’s key objectives,
of lithium-ion batteries. Combined with their vas Bimini tops).
the company explored the various lithium
chargers, inverters and solar charge con- While a properly sized inverter can power
chemistries out there. Tesla, for example, uses
trollers, the company offers fully integrated just about any AC device, the amount of time
nickel cobalt aluminum (NCA). Another
power system solutions to customers. This an inverter can provide that power is directly
common one in the automotive industry is
means customers don’t have to piece together related to the amount of available battery
nickel manganese cobalt (NMC). The prob-
components from different suppliers that may power. To this end, several years ago Xantrex
lem with both of these is that cobalt is very
or may not be compatible or configurable. began to invest in energy storage and devel-
volatile and can thermally run away and
Solar systems and lithium-ion batteries oped their own lithium battery.
potentially explode.
While Xantrex is a market leader in con- “We’re seeing a trend in customers being
Xantrex chose to go with lithium iron
verting DC energy from solar panels to usable more environmentally conscious and wanting
phosphate (LFP), a much more stable and
AC power, it only recently started producing to reduce their carbon footprint,” says Albert
safe chemistry. The trade-off is that while
solar panels. This fits into the company goal to Shuen, Director of Product Management.
NCA and NMC are more volatile, they also
reduce the need for generators to provide “Customers want the ability, the freedom, to
pack more power and therefore are the choice
mobile AC power. The company went on to operate their AC equipment, when, for exam-
for automobile manufacturers that want to
design and engineer a range of rigid and flexi- ple, they’re on their boat, without having to
maximize the driving range for their electric
ble panels in a variety of sizes and output. Sev- run the generator. Having that energy storage
cars. Xantrex’s LFP batteries were the first and
eral things make them stand out. One is their in a lithium battery, and a much longer service

Developing and testing new prod-

ucts are done in house. Most
Xantrex products are customiz-
able to suit OEM customers’ spe-
cific applications. The company’s
Highly Accelerated Life Testing
system puts new products
through a battery of tests, includ-
ing rapid temperature increases
along with vibration and shocks.
Xantrex photos by Peter A.
Robson

November/December 2020 Marine Electronics Journal 45

 INTERNATIONAL
SECTION
2020 Director of Engineering David Miller (right) says the goal of the testing program is to produce products that
won’t fail for their entire working lives: “We want to test our new products to the point where they fail, then
find the weaknesses and replace those components that aren’t up to snuff.”
Marketing Director Mitul Chandrani (left) emphasizes the importance of understanding inverter surge rat-
ings. Rather than simply reading a label that may indicate the inverter is capable of handing twice the rated
output, a customer needs to ask how long it can handle a surge. Many lower-end inverters are limited to 200-
300 milliseconds.

while a Xantrex lithium battery provides from less expensive inverters is their surge
about 90% or more useful energy, essentially capability. Customers unfamiliar with charg-
doubling the available amp hours. This ers-inverters may wonder what the difference
makes it possible to run an inverter for a is between products. Why is one cheaper
much longer time. Alternately, if a customer than the next? Most people understand you
only needs that 50 amps, they can get a must pay more for quality, but there’s another
lithium battery that’s half the physical size consideration.
only in North America to be certified under
with the same usable power. “When most people go into a store look-
UL1973 (the battery safety standard for
Together, the combination of solar panels, ing for an inverter, they read the label,” says
mobile applications).
solar controllers, chargers and inverters and Director of Marketing Mitul Chandrani. “In
Another well-known advantage of lithium
lithium batteries, all manufactured by the almost every case, the inverter label will typi-
batteries is their useful energy. Xantrex’s bat-
same company, means less chance of issues cally claim that the product can handle surge
teries are the same physical size as equivalent
with connectivity. The entire system can work demand to twice the rated output—1,000
lead acid and AGM batteries and have the
seamlessly. watts can surge to 2,000 watts. That’s what’s
same amp hour rating. However, a 100-amp-
Surge protection on the box. However, the key question is how
hour battery can only provide about 50
One of the things that sets Xantrex apart long can the product handle a surge? The
usable amps before requiring recharging

How the company was created

X
antrex was founded in 1983 as a DC power supply company in British Columbia’s Greater Vancouver area. The company’s
transition into the world of single-unit inverter/chargers came about after their acquisition of four of the leading companies
in the field: Statpower, Heart Interface, Trace and Cruising Equipment.
“These companies were pioneers in the field in North America in the late 1990s and early 2000s,” says Mitul Chandrani,
Xantrex Director of Marketing. “They were the first to combine battery chargers and inverters into a single ‘box’ for mobile
use.” The company’s first recreational inverter/charger combination unit was called Freedom, introduced in 1992. The marine version,
called Freedom Marine, was the staple of the marine industry for two decades until replaced by its successor, the Freedom SW. “This meant
owners of boats and RVs were not tied to household sources of AC power at docks or campgrounds. They could now plug in their AC
appliances when out cruising or on the road.” The Freedom series has evolved over the past 29 years and is available in a variety of mod-
els.
In 2005, Xantrex went public. Their goal, according to Chandrani, was to be able to grow the company, develop new products in the
mobile environment and expand their footprint in the renewable energy space. Chandrani explains that one of their early successes was a
revolutionary new product series called GT. “It was one of the first residential style of inverters to convert solar power from DC to AC.”
In 2010, Xantrex was acquired by Schneider Electric, a huge European multinational energy company. They were looking to expand
their renewable energy business, which was exploding around the world at the time and they knew that Xantrex was well positioned in
the field. While Schneider had their fingers in pretty well everything electric, including utilities around the world, they didn’t have a renew-
able portion that would allow them to offer their off-grid customers a full range of products, including those for power conversion, for
large solar farms.
While the main focus was now on the renewable side, the mobile division was a constant and steady business for Schneider. It was well
established and dominant in the heavy-duty truck and RV OEM market, as well as marine.
In 2018, Xantrex was acquired by Mission Critical Electronics, a company made up of many well-known brands in various markets. The
company offers (among other products) electronic power products for fire trucks, ambulances, commercial marine boats and other emer-
gency and specialty vehicles. Mission Critical wanted to establish their foothold in the leisure marine, RV and heavy-duty trucks to expand
their reach into related markets. Instead of starting from scratch, they looked for an existing company that could meet their needs. Xantrex,
with its suite of power conversion, solar and battery products, was a perfect fit.

46 Marine Electronics Journal November/December 2020

 Putting products
Freedom SW or the newly introduced Free- ator. When these various charging sources are
to the test

I
dom XC PRO can surge to full five seconds or tied to powerful 600 amp-hour lithium bat- n the mobile environment, it is
more. Many cheaper inverters are known to teries that can store the energy, the consumer vital that electrical components
surge for 200-300 milliseconds only. And can significantly extend the amount of time can handle stresses such as
these cheaper brands don’t specify the dura- away from shore power. shock, vibration and extreme
tion of surge in their advertising.” Custom OEM options temperatures without failing.
Integration trends Providing customization as opposed to Xantrex takes reliability to the
Embracing the popularity of onboard inte- simply producing one-size-fits-all off-the- extreme with their Highly Accelerated
gration of devices, Xantrex supports the use shelf products is another area where Xantrex Life Testing (HALT) system. It serves to
of one multifunction panel to control battery is increasing its footprint within the OEM validate new designs though special-
charging, the inverter, solar control and market. “We customize our solutions. You ized equipment such as thermal test-
charging and so on. This is one of the key won’t find many of our products that we pro- ing that can ramp up temperatures
projects that Shuen and Director of Engineer- duce specifically for OEMs in the aftermarket rapidly between -40°C and +85°C to
ing David Miller are working on. or mentioned on our website,” says Miller. thermally stress components and
“Connectivity is one of the big trends “They are strictly designed for an OEM to mimic conditions in which Xantrex
we’re seeing in the world and not in just our meet their engineering standards. This applies products are used.
industry segment,” says Shuen. “Every indus- to batteries, solar panels, power products. New products are also subjected
try segment has moved to integrated user “Most of our products are configurable. to vibration and shock testing for long
interfaces. In the marine world, we’ve got sys- For example, if an OEM wants an 1,800-watt periods to make sure nothing loosens
tems from companies such as Maretron and inverter and we don’t make one, we can pro- or breaks. “If things break, we make
Garmin that can see everything and control gram an existing inverter to produce 1,800 design changes to make them more
everything and allow a single user interface watts or whatever the OEM requires. We can robust,” says Director of Engineering
with all the pieces integrated and talking to also program when to cut off the inverter David Miller. “We want to test our
each other through that single panel rather from the batteries and give the customer an new products to the point where they
than having so many different gauges and alarm at whatever point the customer fail then find the weaknesses and
readouts. In the marine world, that commu- requires. We don’t need to change diodes or replace those components that aren’t
nications protocol is NMEA 2000®. While design a new product or make a new box— up to snuff. We continue to test until
dedicated remote display panels are available things that take a lot of time. We can precon- we get a product that won’t fail for its
for most of our products, our newer products figure it in house or tell the customer how to full life.”
such as the Freedom XC Pro series program it on their assembly line. Ultimate
inverter/chargers have an integrated commu- flexibility is the goal.”
nications box that can talk to and display When it comes to solar panels and lithium
information on the Maretron and Garmins of batteries, they can allow an OEM to signifi-
the world through a simple NMEA 2000 con- cantly reduce the size of the generator or,
nection.” depending on how long a customer is going
“There are 20 or 30 different things you to be out on their boat, eliminate the genera-
can find out about your inverter,” adds tor completely. While solar panels and cells
Miller. “Voltage output level, pulse, battery traditionally were available only in limited
voltage, everything you could see on the sizes, they can now be customized to size and
actual inverter/charger display itself, you can output wattage for OEMs and be placed
now see through these integrated display where normal panels would not fit. Also, the
panels, as well as on the actual unit. Many of increasingly compact chargers/inverters make
our products have Bluetooth connectivity to installation in tight spaces much easier.
mobile phones and can display the same “The ultimate goal for us,” says Chan- With an eye to the ever-expanding integration of
information.” drani, “is to create a satisfying customer expe- onboard devices, the company supports the use
Integration of multiple charging sources is rience so that when they use their boat or RV, of a single multifunction panel to control battery
also occurring and is growing more and more they can go about everyday life and turn on charging, the inverter, solar control and more.
complex. “It is Xantrex’s goal to provide cus- the microwave or air conditioner and not Albert Shuen, Director of Product Management,
tomers the freedom from worrying about how worry. We want to make sure our products says newer products like their Freeedom XC pro
everything fits together,” says Shuen. “If provide that experience so they can say I had inverters/chargers can talk to and display infor-
you’re parked, you can likely plug into shore a wonderful vacation and never had to worry mation on Garmin, Maretron and other brands
power. But with solar panels, they can charge about the inverter and charger. The user does- via NMEA 2000.
batteries at any time the sun is shining. When n’t generally care what product they have,
cruising or driving from point to point, the they just want to be able to do everything they About the author
engine alternator will provide charging. Same could do at home. If your inverter trips out at Peter A. Robson is an editor and writer
goes for when you run a generator, though the start of your vacation and you don’t know based in Vancouver, BC. His work regularly
one goal of Xantrex is to provide solutions how to reset it, your vacation can be ruined. appears in marine and other publications in the
that reduce or eliminate the need for a gener- That to us is very important.” MEJ US and Canada.

November/December 2020 Marine Electronics Journal 47

 INTERNATIONAL
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2020
3

In the UK
New propulsion systems Marine electrical specialist Jamie Marley has
help expand electrical training helped BMEEA develop training guidelines. He
says that higher-power propulsion systems

E
lectrical training for marine tech- “With smaller-scale electric drives on ves- have meant working with systems that are in
nicians in the UK continues to sels, they’re not at normal voltages we expect. the 400-volt neighborhood. Several years ago
make great strides. In addition to As soon as you go to high-power propulsion there was no training for this power range that
technical courses developed by systems the voltages change,” says Jamie Mar- was specific to marine use.
the British Marine Electrical and ley, who owns Marine Electrification Solu-
Electronics Associa- tions, Ltd., an electric and hybrid propulsion
BY JIM FULLILOVE, Editor tion (BMEEA) are consulting and engineering company based in
comprehensive electrical curricula offered by Christchurch, UK. He worked closely with voltages. “For the past five or six years I’ve
various colleges that are focused on the BMEEA to help develop the training guide- worked with systems that are around 400
marine trades. lines. “It’s more economical and efficient to volts DC,” he says. “At the time there wasn’t
Part of the need for additional training is run them at higher voltages and therefore we any training for this specific to marine. I had
the growing popularity of electric and hybrid end up with DC voltages that we don’t nor- to come at things from the AC point of view
electric propulsion systems on vessels. mally see on vessels. It’s important to under- and bring some of the common best practices
BMEEA is expanding the guidance for marine stand how to safely integrate these systems and safety concerns—you have to be very
electricians regarding how to integrate these into vessels.” aware about what you’re dealing with as far as
systems on board and deal with the higher Marley explains that in most cases marine DC voltages.”
voltages they require. electricians would be trained in 12, 24 and 48 (Continued on page 58)

48 Marine Electronics Journal November/December 2020

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4

Palladium
Technologies
Palladium Technologies plays in
Powering M&C to the next
the very rarified world of top- level and beyond
end megayachts. Based in Ft.

I
f you’ve gone to major boat shows or METS over the years, you’ve undoubtedly seen Palladium
Lauderdale, FL, the global com- Technologies’ SIMON on display, which got its launch more than 20 years ago. Today’s ver-
pany has created and provided sion—SIMON X-AMS (Alarm Monitoring and Control System), steps up its game with
sophisticated integrated moni- improved graphical user interface and support for 4K ultra high-resolution displays, among
other advancements.
toring and control systems
More recently minted is the Titan automated electrical distribution
(M&C) since 1991. Included in BY JIM FULLILOVE, Editor
system, which replaces traditional large electrical breaker distribution
that portfolio are IT, AV enter- panels with multiple smaller remote-controlled and monitored panels set up with hydraulic mag-
tainment, cyber and ship secu- netic Octoplex breakers from partner Carling Technologies. This reduces cable runs and also vessel
construction time because sections can be prewired with the remote breaker panels.
rity, lighting control and moni-
We sat down with Palladium founder and President Mike Blake to learn more about Palladium’s
toring/ alarm systems, along approach and get his take on topics ranging from automation to hybrid electric systems.
with glass bridge design and
turnkey electrical systems for Based on conversations I’ve had with marine electronics people over the years, and
the entire vessel. At the heart of from your website, it’s obvious that Palladium is involved in a number of cutting-edge
technologies aboard high-end yachts. How do you describe what Palladium does?
some of these innovative sys-
Mike Blake: We’re a technology solutions company, not an AV or IT company. Our sweetspot
tems is the application of AI
is yachts 70 meters and above. The largest we’ve done is 164 meters, which is the second
(Artificial Intelligence) and AR largest yacht in the world. Other projects we’re working on are about 140 meters.
(Augmented Reality). We start with a conceptual design—some of our proposals go over 200 pages. If accepted
we move to engineering. Our CAD team and electrical engineers develop installation and sup-
port drawings. Purchasing gets involved to order parts, which come here—we have two other
buildings across the street—and are crated and shipped. Everything is custom—there’s no
assembly line—and tested here. At the other end, the shipyard or other contractors build the
foundations and cabinets, pull wire and install the equipment—we do the cable terminations
and fire up the system to check it. We come back later for sea trials.
At the very high end of the yachting market, how do you go about finding customers
or do they find you?
Mike Blake: Mostly everything we do is relationship. We can advertise but it’s difficult to
measure its effectiveness. It’s more about relationships we’ve developed in the industry. In one
case I have a relationship with a group in China owned by two Americans, Dynasty Yachts,
which specializes in 70-meter-and-up yachts. That dovetails with CSIC [China Shipbuilding
Industry Corp.], a very large shipyard that also builds nuclear submarines. We do all of the
Mike Blake technology [on the yachts]. It’s a difficult industry to penetrate at the very upper end. It takes
In 10 years’ time, “I see boats being much a lot of time. When you do, the relationships tend to bring you into the projects.
more mechanically sound because they’re
monitored 24/7 remotely—the boat will be Are the projects mostly newbuilds or refits?
ready when you get there using your
Mike Blake: It’s a mixture. The percentages depend on the economy. We do fewer larger
smartphone.”
yachts but the revenue is more. Some of the vessels are sail but mostly power. Titan is difficult

November/December 2020 Marine Electronics Journal 49

 INTERNATIONAL
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2020
only. One project we’re working on is a you want is for the owner to come
216-meter cruise ship that has over aboard and have something not work—
to refit into a vessel unless it’s a conver- 1,000 Octoplex panels. If there are 10 this is part of the solution.
sion where it’s totally stripped down. breakers per panel that’s 10,000 break-
Otherwise it’s too expensive to rewire. ers. What is your working relationship
We can locate the monitoring and with the yacht’s crew regarding any
I talked to Rick Sorenson of Carling control function in a small closed area technical issues involving your sys-
Technologies several months ago in a cabin. In traditional systems, when tems that may arise?
about a partnership you two have a breaker trips it can take the engineer Mike Blake: We have a support agree-
struck to couple their Octoplex a while to find the right panel and reset ment for the yacht 24/7. Most yachts
power distribution system with your the breaker. With our system they can are staffed with highly experienced and
Titan system. How’s that going? click on the breaker and see photos of intelligent people. The largest yacht we
Mike Blake: Octoplex is targeted at where it’s installed along with electrical deal with has four electronic technical
smaller production boats but we found drawings of the circuit. We build a lot officers aboard. When they can’t resolve
a way to incorporate it on our larger more information into our system. an issue, it’s pretty serious and they call
boats and found substantial cost justifi- Asia offers much greater opportu- us. Ninety percent of the issues are
cations. That’s a first for us because nity for our system than Northern resolved here but we’ll send a techni-
most of our projects involve emotion- Europe, which is very conservative. cian there if needed. Our techs have to
ally driven needs (lighting, AV, security, When we showed it to some Chinese accept 80% travel time per year, but
etc.)—not financial. Fifty meters is engineers they almost came across the that varies.
about where we start. If the vessel is table. They said, ‘We need to do this!’ Most superyacht captains come
smaller the solution is probably Octo- I believe that Octoplex for produc- from the cruise ship/commercial indus-
plex by itself. tion boats and our Titan system for try, not the recreational side. The are
Titan’s 3D software allows you to see larger boats will become the standard. highly licensed and the yacht bridges
the entire electrical system and nodes, are very commercial. The captains
which I call Titan panels. We’re able to How do you characterize Palladium’s rarely do any troubleshooting.
monitor that and add AI into it to make role in the evolution of onboard The largest yacht we’ve worked on
it much more proactive to analyze loads monitoring and control systems over- has a crew of 107, including a huge
and breakers that are tripping. There’s a all? engineering team. It’s broken down into
lot of information we can gather and Mike Blake: We have a pretty high engineers who take care of the 12 diesel
make it very effective for engineers level of autonomy in the bridges we electric engines, a group that specializes
onboard. Installing the Titan system is design—the Simon system, AV and IT in water makers, engineers that handle
less complicated than traditional instal- systems, cybersecurity, lighting, an electrics, an engineer that deals with
lations because there’s less labor incredibly vessel sophisticated security bridge electronics, plus security engi-
involved. system—all very high-tech. neers and others.
With the Titan-Octoplex combina- One onboard system that has not
tion we can go into a shipyard and say been touched is the electrical side. The How do you keep your techs up to
I can save you this many tons of cable attitude has been, ‘The old way worked, date and proficient with the sophisti-
and installation costs—and save space, why change it?’ The projects we’re cated technology that you put
which is a big issue on yachts. Another doing in Asia will give our approach aboard megayachts?
benefit is dynamic monitoring of all visibility and show it is viable. Just like Mike Blake: It’s like a treadmill—every
breakers. You’re not turning breakers smart homes that allow you to do many hour you’re cranking up the speed.
on and off, which is the case on produc- functions remotely, the IoT (Internet of Technology is on an incredible expo-
tion boats. It’s for circuit protection Things) can’t afford to neglect the elec- nential curve. To stay current most of
trical system because it contains a lot of our senior people are passionate about
information—adding our AI makes it what they do here and don’t shut down
more of a live system. The last thing when they leave. We attend high-tech
conferences and gather as much infor-
mation as possible because we’re put-
ting together technology solutions. Our
By combining its Titan automated electrical distribu- technicians must be highly versed in a
tion system and Carling Technologies’ Octoplex lot of technologies.
system, Palladium Technologies can offer boat Compared to most techs, our group
builders much lower cable and installation come to us at a higher level. Our team
costs—along with space and weight savings. includes very bright electrical and elec-
The combination also allows dynamic monitor- tronics engineers and we also have peo-
ing of all breakers. ple who have worked in the field. The

50 Marine Electronics Journal November/December 2020

 team has a solid foundation—they can
get into details like harmonics and go
deeper into some extremely sophisti-
cated systems. We have a very good
group of software people also—we’ve
probably written a million lines of code.

Does Palladium’s role include sug-

gesting bridge electronics to owners?
Mike Blake: Sometimes—some of our
projects are stem to stern, in which case
we bring in other companies to do part
of the installation of marine electron- Introduced more than two decades ago, the SIMON monitoring and control system now sports an array
ics—we know radars and chartplotters of advancements, including an improved graphical user interface and support for 4K ultra high-resolution
but they’re not our forte. It’s only the displays.
bridge electronics we don’t get into—
we do the rest.
The shipyard looks at us as a prime One of Palladium’s focuses is cyberse- second by second. Once they detect a
contractor. We have electrical managers curity. Is there equipment or soft- pushback they morph and come at you
on site to monitor the work. A big ben- ware that’s effective in defending a different way.
efit of one company doing the work is against attacks? Attacks aren’t coming from just
that you can get the teams to resolve VSAT. They’re coming from within the
issues. Sometimes there are challenges Mike Blake: We have applications and vessel itself. Could be a crewmember
if someone does the AV and we do the software we install that is AI driven. The plugging in a USB that’s infected. You
IT. It’s a benefit for the yard also since only way to counter these attacks, have to protect from that dynamically.
there’s only one neck for them to put in which are also AI driven, is to have We had an equipment vendor that was
the noose if there’s a problem. something that’s a little more intelligent installing software. It had a virus that

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November/December 2020 Marine Electronics Journal 51

 INTERNATIONAL
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2020
What’s the biggest challenge in mak- Mike Blake: All of our large newbuilds
ing all of the equipment and systems are diesel electric. There may be eight to
took important information off the work together? 12 big diesel engines turning variable
boat. speed generators and delivering 10,000
Mike Blake: I don’t know if there is one
Guests also come aboard with volts to a DC bus, which powers the
challenge. I’m very proud of our team—
infected devices. You can’t just look at a azipods. It’s exciting because people are
they make it work. Every project is a
single interface to the internet. You have waking up to the benefits of diesel elec-
challenge, from mislabeled wires to
to look at every possibility because tric and demanding it.
equipment installed upside down or
there’s financial information and pass- Aboard our yachts we have a drop-
maybe we make mistakes here, but
words on an owner’s devices relating to down transformer that gives us 600
we’re set up to solve problems. We don’t
their business that can be stolen. There’s volts, which drives our house switch-
have all the answers but we can get the
also listening devices that can be board that goes to Titan distribution
right answers.
installed to listen to the conversations panels. From there it goes to 4-pole
onboard by someone wanting to spy on Do you work at all with NMEA 0183 breakers, each driving 3-phase Octo-
the owner and his businesses. These we or 2000? What about when OneNet plex panels with individual circuit
can capture by analyzing their RF foot- is online? breakers.
print, and eliminate them before the The diesel electric concept—or call
information can be stolen Mike Blake: No. [Former NMEA Stan-
it hybrid electric—works incredibly
We’re connecting everything. On a dards Director] Steve Spitzer asked me
well. You get better utilization of those
large yacht we often put in 12 strands of to review OneNet in the early days of its
engines. You can run engines at just the
fiber, each carrying 100 gigs of data. development. I was on the NMEA 2000
load level you need for house and/or
You can hack into a vessel’s systems and Committee. I think it’s a big improve-
propulsion depending on needs. You
shut down the engines, fire doors— ment over NMEA 2000, but we don’t see
can shut down the engines dynamically.
everything. those devices on the yachts we work on.
For today’s solution, that’s the best. It’s
We’re dealing at rocket speeds rather
much better than the battery bank solu-
We rarely see information about the than highway speeds. There’s no need to
tion—a huge bank of lithium-ion bat-
number and severity of cyber attacks wrap all our data into a protocol.
teries raises safety, protection, manage-
on yachts? Why is this? That said, we are using it with Octo-
ment and weight issues—that will
plex, which is CAN bus NMEA 2000.
Mike Blake: Two reasons—naiveté change but I see li-ion technology as a
We interface to the Carling PGNs
and people don’t want to say ‘I’ve been stepping stone. Ultimately I’d like to see
through our higher-level controller. We
hacked into and lost $20 million’—it all fossil fuels removed from boats.
do a bridge there.
doesn’t look good to friends. We polled
yachts last year—95% reported being What’s your take on autonomous
At METS last year I noticed a lot of
unprotected and I think that’s conserva- vessels?
interest in hybrid electric technology
tive. All of our yachts are protected. among European boat builders and Mike Blake: A few years ago I gave a
other companies. Is Palladium talk in Amsterdam to a group of cap-
involved? tains. I told them that autonomy will
(Continued on page 58)

Blake says vessel autonomy is inevitable: Most of the technology already exists on bridges. In the years ahead the captain will become more of a vessel manager.

52 Marine Electronics Journal November/December 2020

RTCM Report it in RTCM’s periodic GMDSS Task Force meet-
ings. This problem, however, remains unresolved.
VHF handheld MMSIs – 8MIDXXXXX: These
Maintaining an
MMSI registration database
Coast Guard search and rescue watchstanders
(Continued from page 16) MMSIs are intended for DSC and global naviga- have often complained about the hours spent
MMSIs are provided by the Coast Guard through tion satellite system (e.g. GPS) -equipped VHF researching and responding to each unlocated
the pertinent USCG District Aids to Navigation handhelds used in the maritime services with DSC distress alerts coming from boaters who do
Office via a USCG Private Aid to Navigation boats, but not necessarily on a specific boat. They not have a registered MMSI or who have not main-
(PATON) application (CG Form 2554 or 4143) are only available for VHF handhelds, not AIS nor tained that registration. MMSI registrants often
with USCG eATON Addendum. VHF fixed-mount units. ignore emailed reminders to update information,
VHF handheld MMSIs are not yet available in and FCC licenses’ 10-year renewals create their
Craft associated with a parent ship – own problem. Roughly half of DSC distress alerts
the US. RTCM and the Coast Guard, with FCC
98MIDXXXX. These MMSIs are used by AIS or reportedly contain one or another registration
permission, have been working with BoatUS and
DSC-equipped radios used on launches, lifeboats, error hindering RCC response. FCC has indicated
USPS to consider assigning and registering these
life rafts, rescue boats or other craft belonging to a that corrections can be made anytime to ship sta-
types MMSIs. Those wishing to travel overseas
parent ship. Unfortunately, no means currently tion license information at no charge, and in so
with their VHF handheld, for example a diver’s
exist for assigning such identities in the US. doing, corrected MMSI registration information
radio, will first need to get it licensed and a VHF
Shipowners have considered various will be sent to both the ITU and Coast Guard.
handheld MMSI manually assigned by the FCC.
workarounds, such as obtaining a second FCC RTCM will continue addressing problems like
ship station license for the daughter craft if the Search and rescue transmitters (SART) – these as long as they hinder safety of life at sea.
ship travels overseas, or obtaining an MMSI from 970XXYYYY MEJ
BoatUS or USPS if it doesn’t. MMSIs assigned in Maritime survivor locating device (man over-
this way are registered and available to rescue board) – 972XXYYYY About the author
authorities. Another shipowner, having a MMSI Joe Hersey is former director of the US Coast
ending in three zeros, derived daughter craft EPIRB-AIS – 974XXYYYY
AIS-SARTs, MSLDs meeting RTCM 11901 and Guard’s Spectrum Management Division.
MMSIs simply by dropping the last three zeros,
406 MHz EPIRBs meeting RTCM 11000.3 stan- Among his many appointments over the years,
adding “98” to the beginning, and adding an iden-
dards use these identities. Identities are encoded by he served as technical advisor and administrator
tifying digit to the end. MMSIs derived in this way
would be unrecognized by rescue authorities, and the manufacturer before sale, but not registered. of the US National Committee’s technical advi-
MMSIs ending in three zeros are no longer being “XX” identifies the manufacturer and “YYYY” is a sory group for TC80, the International Elec-
assigned by the FCC. sequential number. The International Association trotechnical Commission’s committee for mar-
RTCM raised these and related MMSI prob- for Marine Electronics Companies (CIRM) has itime radiocommunications and navigation
lems in its Part 80 petition submitted to the FCC been working with ITU to address the depletion of equipment.
four years ago, and these are also being addressed manufacturer identities used in this identity.

Autopilot Troubleshooting (Continued from page 32)

During a sea trial we confirm rudder center dealt with in more depth. installation is a start, but calibration is still
on RAI by steering straight with motors The focus of our MEI (Marine Electronics essential. From cruising speed to maximum
synced, minimizing weather effects. Confirm Installer), Advanced MEI and NMEA 2000 rate of turn, a boat’s steering system defines
compass accuracy by using a known reference Installer courses is understanding and adher- how well a boat steers for a person or an
or comparing to GPS COG (Course Over ence to the NMEA 0400 Installation Standard. autopilot. Always make sure the steering sys-
Ground). Remember to account for local vari- AMEI covers autopilots this way. As our offer- tem is 100% before installing or troubleshoot-
ation, know the difference between true and ings expand we can focus more on industry ing an autopilot! After all, staying on course is
magnetic north. Check the compass every 15 best practices, installation techniques and in everyone’s wheelhouse. MEJ
degrees around the rose to detect deviations troubleshooting. An autopilot can be installed
caused by magnetism on board the vessel. in accordance with all standards and rules and About the author
regulations and still not work. The NMEA John Barry owns Technical Marine Support Inc.
Autopilot training in Pleasant Prairie, WI. He is a CMET and holds
Three years ago, Kevin Boughton, who is continues to train technicians and installers
worldwide to further the NMEA mission. both FCC GROL with Radar Endorsement and
NMEA’s Education Chairman and a Board of GMDSS Maintainer’s certifications and regu-
Directors member, wrote an autopilot training As I said in the introduction, marine
autopilots are one of the most desirable addi- larly instructs NMEA technical courses. Barry
curriculum. Originally, this presentation was also writes MEJ’s Tech Talk column.
given as a training track during the annual tions you can make to a boat—but it is also
NMEA Conference & Expo. Since then, it has one of the most complex. I see many different CMET Kevin Boughton of Midcoast Marine
been further refined and improved and is an levels of performance in autopilots because Electronics in Rockland, ME, contributed signifi-
excellent half-day class. This training is differ- they are so finicky to install and calibrate. cantly to this article. As stated earlier, Boughton
ent than any other training the NMEA has Boats steer very differently and conditions is the author of NMEA’s dedicated autopilot
done before in that it is a single subject that is vary widely. Getting everything right on the training course.

November/December 2020 Marine Electronics Journal 53

STANDARDS BUSINESS SENSE
UPDATE (Continued from page 14) (Continued from page 38)
emergency. If you need to obtain a revolving keep them up-to-date on changes to your
OneNet IPv6 adoption credit or a line of credit inquire long in business operations. Customers are much
This feature brings mobility to center stage.
advance before you need it. This process can more understanding and often willing work
Many of you understand the growing limitations
take a long time and you may have to check with you if they are kept in the loop.
of IPv4. This problem will now dissolve for any
new marine electronic device that supports the with more than one financial institution. Over-communicate with your customers
OneNet protocol. Aside from the possible undecil- Working with a smaller local financial institu- in trying times! Customers may be question-
lion address range, IPv6 security is mandatory and tion is often the best for small business. These ing every purchase with your company, past
is customized within the security section of the are people from your community who will present and future. Studies show that more
standard. often understand your business and be more than half of customers that leave existing sup-
inclined to help compared to large national pliers do so due to a feeling of indifference.
OneNet pairing key
OneNet has a security feature for pairing mode
operations. An economic emergency is complicated for all
(similar to bluetooth pairing but over Ethernet). Reach out to suppliers and let them know of us, so be sure not to complicate the issue
Before a OneNet device can connect to another, you would like to discuss your relationship any further with your customers.
dialog occurs to guarantee the certified device is and possibly payment terms. Maybe you can Personalized and signed written letters to
working with another certified device. extend your terms, maybe you can return your customers are always received more
unsold inventory, maybe you can drop-ship favorably that bulk emails. Make a phone call
NMEA 2000 messages over OneNet
to your customers instead of warehousing the to you customers. In these days of electronics
Yes, that is correct. NMEA 2000 data messag-
ing we have come to rely on can now be sent via
products. There are many options a dealer communication it may come as a surprise that
OneNet in a standardized manner. The benefits and supplier may be able to arrange that can you are calling, although it is a good way to
include multiple independent NMEA 2000 net- help in tough economic times. follow up other forms of communication
works can become one. MFDs become the bridg- Talk to your employees. If you are over- such as a written letter or personalized email.
ing apparatus, creating the possibilities for a cen- staffed for the current level of revenue, start Though it may be difficult, a face-to-face
tralized processing center for all boat sensors and by asking for volunteers willing to take a day greeting is one of the best ways to communi-
controls. or week off, staggering the workdays of staff cate with your customers. If this is not possi-
We will probably see the first OneNet devices while providing normal business hours with ble (in the case of social distancing) find out
natively converting NMEA 2000 to OneNet as reduced capacity. There are many creative if you can schedule a video call with your cus-
gateways and bridges. Next to show up will be ways that are worth a try to restructure your tomers. Working with these communication
sensors that provide innovation for safety, security, labor force before starting a layoff or firing. tools opens a dialogue for both parties and
monitoring and control. We will find new ways to can often lead to additional business for your
read, store and analyze information, and have data Care for your employees
and customers company.
at our fingertips. For each day that passes, low-
When things get tough your business may Successful businesses have weathered
cost global internet becomes a reality, and OneNet
need to make drastic changes to stay afloat. tough economic times in the past (as recently
could be the protocol to deliver commercial-grade
solutions through this medium. Now manufactur- Discussing ideas and keeping employees in as 2008), while the recent unprecedented
ers will be able to build easily replaceable devices, the loop are good ways to maintain loyalty. global pandemic has put us all to the test.
requiring minimal configuration, including Often, employees hear and see more about Today’s successful businesses have re-engi-
remote support. the company’s operations than do some man- neered themselves to adapt to the current
Your 2021 OneNet Committee and working agers. These keen employees may have viable times and have been able to weather this
group volunteers are led by Gary Kessler, a mar- ideas that can help in tough times. storm and support their employees and cus-
itime cybersecurity subject matter expert. The Your customers are the number one rea- tomers.
OneNet Committee will be brainstorming the next
son why you are in business. You will need to
version of OneNet to answer all of our industry’s
needs.
We always welcome new volunteers and aca- INDEX TO ADVERTISERS
demics who can help improve this standard for the
Actisense 37 Kobelt Manufacturing 51
betterment of all. New NMEA standards develop-
Airmar Technology 11 KVH Industries 2
ment will consist of smaller workgroups, flexible
collaboration, and reduced travel requirements. ComNav 28 Nauticomp 41
NMEA feels that these changes will help increase Consolidated Electronic 13 Oceanic Systems 48
the efficiency of our standards development Distributors Omnisense Systems 3
cycles. We are actively seeking individuals who CWR Electronics 15 Poly-Planar 12
have an interest in participating with standards; Furuno USA 5 Power Products 17
we only require that you sign an NDA (non-disclo- Garmin International 7 R.M. Young Co. 14
sure agreement) and a Copyright Assignment doc- Gemeco 10, 19 Richardson Electronics 32
ument. NMEA is happy to answer any questions Humminbird 9 SeaWide Distribution 23
you might have about getting involved with our ICOM America 35, 60
standards! SI-TEX Marine Electronics 24

54 Marine Electronics Journal November/December 2020

 NMEA INSTALLER
CERTIFICATIONS NOW
AVAILABLE ONLINE
If you live anywhere on planet Earth and have access to the Internet, you
can now take NMEA marine electronics installer training courses online.

Available courses:
• MEI (Marine Electronics Installation)
The delivery method for the training is • AMEI (Advanced Marine Electronics Installation)
GoToWebinar, where students view and listen • NMEA 2000®

to the LIVE instructor and presentation, along Students who wish to take the AMEI course must
with being able to ask questions to the in- first successfully complete the MEI requirements.
The cost for each course is $450 for NMEA
structor. An online, proctored certification
members and $650 for non members.
exam using a ProctorU concludes
each day of training. Upgrade your career.
Take your professionalism
Students taking the online courses receive the same Power-
to the next level.
Point educational information and tests that NMEA instruc-
tors provide in classroom sessions. These are 6-8 hour live, To register, go to www.nmea.org
instructor led certification training sessions.
For more information,
contact the NMEA national office:
info@nmea.org • (410) 975-9425
ED’S ELECTRO-TECH TIPS (Continued from page 35) areas outside of their boating lives—their car,
their home, cripes, even their lawn mower! As
Regarding pertinent safety information, the Understand this, conventional fire extin- field technicians we are more and more going
onus is on the battery manufacturer to provide guishing systems WILL NOT extinguish a Li- to need standards to guide us and help us
a comprehensive list of safety information. ion thermal runaway event! I know of one avoid liability situations. Consider this short
The details are outlined within TE-13. high-end boat builder that apparently thought synopsis of these selected standards and Tech
otherwise and installed a conventional auto Info Report just that, a short overview.
The matter of thermal runaway My best advice is that if you find yourself
You would have to have been living in a extinguishing system. When a battery charger
failure induced the runaway, the boat burned involved in any of the areas mentioned here,
far-away monastery for the last decade not to get the latest copy of your ABYC standards and
have heard the term “thermal run-away” rela- to a total loss! TE-13 advises consulting closely
with the battery manufacturer about this and have the entire standard available for reference.
tive to Li-ion batteries. The appendix for TE- The ABYC has made this easy and available
13 does a good job of explaining this phe- the design of the battery storage compartment.
My recommendation is to follow the advice to online, so there are really no good excuses for
nomenon. Essentially, the report puts the onus not using the advice these documents provide.
on the battery manufacturer but centers the the letter and document any correspondence
for your records. This is an area where photo- MEJ
thought process on two key areas:
graphic documentation of the entire system About the author
1. Additional protection for the boat in the installation is prudent in the event of a failure Ed Sherman was Vice President/Education at
event the various battery protection mech- and fire. ABYC—the American Boat & Yacht Council—
anisms fail and a thermal runaway event
In closing for many years. He has also written several
occurs, and
We’re entering a wired and wireless, books, including the ABYC Electrical Certifica-
2. External heat sources that have the poten-
lithium-powered world on boats as I look for- tion Study Guide and Powerboater’s Guide to
tial to initiate a thermal runaway in the
ward. Much of this is to satisfy customer Electrical Systems, along with numerous techni-
battery.
demand and/or perceived needs based on cal articles.

INTERNATIONAL
SECTION
2020 manufacture pump housings, manifolds and the power conversion market for battery
other steering components at their Delta facil- chargers, inverter/chargers, solar panels, solar
ity. The purchase of Octopus 15 years ago controllers and lithium batteries. Xantrex is
Canadian merged well with the company’s extensive
engineering resources and metallurgical testing
owned by US company Mission Critical Elec-
tronics. Although headquartered just outside
Connections laboratories.
Like other Canadian companies we talked
Vancouver, 90% of Xantrex’s business is in the
US. Despite this, the company’s product
(Continued from page 44)
to, Notenbomer says that the people are the design and engineering have been headquar-
a large dealer network, good presence in all the main reason that keeps Octopus based in tered in BC, where it currently employs 45
major centers. We do a lot of shipping from Canada. “We have a very talented knowledge people.
Canada and work well with electronic dealers base here. All the design and engineering, all “In the Mission Critical world, Burnaby is
and installers around the country.” the capability, it’s all here. It’s a technical prod- the center of excellence,” says Mitul Chan-
Octopus Autopilot Drives uct compared to pouring an anode. To us, the drani, Xantrex’s Director of Marketing. “We’re
The parent company of Octopus Autopilot knowledge base is more important than any- not just designing and engineering for
Drives is the CMP Group, a leading producer thing.” Xantrex, we’re also designing and engineering
of marine anodes. The CMP Group is made up When it comes to manufacturing, 90% of similar core products for our sister US compa-
of other well-known brands, including Titan Octopus Drives components are built and nies, such as Newmar, ASEA Power Systems,
Marine Products, Marine Tech Products, Dock assembled in Canada. All of Octopus’s North Kussmaul Electronics and Purkey’s Fleet Elec-
Edge+ and the Rocna and Vulcan line of American products are distributed through tric.” The majority of Xantrex’s manufacturing
anchors. Head office for the CMP group is in warehouses in either Vancouver or Suffolk, takes place in Asia, though the parent com-
Delta, just outside Vancouver. Virginia. “Even though it’s all made here, we pany also has assembly plants in California,
Gary Notenbomer handles aftermarket keep a full inventory in Virginia,” explains New Jersey, Arkansas and Georgia.
sales of Octopus for the Americas and Aus- Notenbomer. “This is really important for the Chandrani doesn’t feel there are any disad-
tralia. He is also the Canadian marine distribu- Octopus products as they are closer to our vantages in being a Canadian company deal-
tion Sales Manager for the CMP Group. major market and it makes it easier to ship and ing primarily in the USA. “We have US-based
Notenbomer explains that CMP’s experience to reduce lead times. Fortunately, there are no sales offices and our warehouses in the US,
with manufacturing die cast nonferrous met- cross-border issues that impact shipping and because Xantrex is such a strong name in
als, CNC machining, metal stamping, metal between our two countries.” North America, we don’t have any issues at
fabricating and its production capabilities for Xantrex all.”
both metal and plastics meant it was not much Since its beginning in 1983, Xantrex (For more information about Xantrex, see the
of a leap to modify their tooling to be able to Canada ULC has become a dominant player in profile on p. 45).

56 Marine Electronics Journal November/December 2020

 PASSAGES

Cheryl E. Richards (Continued from page 21) George E. Lariviere (Continued from page 21)
Cheryl and Mark enjoyed motorcycle touring and traveled most of the US. They RTCM presented him with the Chuck Husick Memorial Award
also enjoyed scuba diving while traveling to Caribbean and Hawaiian destinations. Dur- “for outstanding contributions to the marine industry and safety
ing the last decade they traveled in Europe, concentrating on Italy. Cheryl loved her of the boating public through advocacy of marine radio and
dogs and left behind Ginger (Vizsla) and Freya (Weimaraner) electronic navigation systems.”
She was one of five children—she had one sister and three brothers. Cheryl had six Throughout his career, George was always dedicated to
nieces, including Beri who was with Cheryl and Mark during Cheryl’s last days at improving safety for the men and women who worked in the
home. marine industry and the boating public. His presence in the
Due to the current pandemic, the family will schedule a celebration of life next year. marine industry will be greatly missed.
Cheryl would want nothing more than for all us to remember her as a light that will George is survived by Charlene, his wife of 59 years, son
forever shine. Edward Mark Lariviere and his family, daughter Lynn McLeod
In lieu of flowers, your thoughts and kindness would be truly appreciated through: and her family, brother Larry, sister Wilda Southard, along with
• Clark County Food Bank: In memory of Cheryl Richards, two grandchildren and two great-granddaughters. He was pre-
Clarkcountyfoodbank.org deceased by two brothers, Jean and Ray.
• Congregation Kol Ami, Endowment Fund: Please consider a contribution in George’s memory to the
accounts@jewishvancouverusa.org Special Olympics of Maine, 125 John Roberts Rd., Ste. 5, South
Portland, ME 04106.

NMEA

Get connected to NMEA’s latest protocol

NMEA OneNet
Ethernet Standard
NMEA 2000 data transfer over IPv6 in a standard format •
Supports high-bandwidth applications such as Radar, Video, and more •
Ethernet and TCP/IP with support for 1 Gigabit and faster speeds •
Standardized connectors (RJ-45 and X Coded M12) depending on installation •
Industry-standard cybersecurity requirements •
NMEA 2000 Gateway compatibility •
Mandatory device & application certification •

OneNet: Built for the future of data transfer on and off the vessel

Version 1.00 of OneNet is

now available to all NMEA
manufacturer members

www.nmea.org

November/December 2020 Marine Electronics Journal 57

 INTERNATIONAL
SECTION
2020 Palladium Technologies
(Continued from page 52)
occur—we have most of the technology monitored 24/7 remotely—the boat
In the UK on bridges now—and that the captain will be ready when you get there using
(Continued from page 48) will be more manager of the boat. I your smartphone.
expected to be stoned. Instead there A yacht is an escape. Why would an
Historically in the UK, much like the US, the
was interest, although I thought auton- owner want all of the complexities of a
marine electrician and electronics trades over-
omy would occur sooner than they did. crew onboard, and captains who are
lapped so that one person handled both. Today
human and can make mistakes? If you
they are separate disciplines, as are the education
So with all of the advances—AI, AR, had the knowledge of all of the captains
and training courses offered by vocational colleges.
autonomous monitoring & control, in the fleet—that’s the AI side of it—the
Electrical training can involve a few years of formal
full connectivity and so on—how do probability of mistakes is much less.
classroom instruction combined with skills devel-
you envision yacht operations in 10 Same on the service side—I see it
opment served up apprenticeship style, splitting
years? going a lot more to robotics. We see it
students’ time between classroom instruction and
Mike Blake: I see an owner driving to today. We can give consistency to own-
employment at a marine business.
the marina and hopping into the boat ers, family and guests by AI learning the
BMET nuances of everyone onboard, so when
and sitting back and enjoying it like you
A central component of the overall effort is a they come aboard they always get that
should—not having to deal with all the
national qualification created by BMEEA called martini exactly like they want it and the
issues involving a lot of crew, for
British Marine Electrical Technician—BMET—for food is impeccable every time.
instance. I see boats being much more
the installation and servicing of electrical equip-
mechanically sound because they’re
ment. In addition to providing the training and
testing for a BMET qualification, the association
also offers the Marine Electronics Installer (MEI)
and Advanced MEI programs developed by
NMEA.
The BMET curriculum is a two-day session that
provides the skills needed for installation and
maintenance of electrical equipment and systems
TECH TALK (Continued from page 36)
on boats. Coursework is aimed at individuals with bearing pulse generator. The symptom “Paints Targets in Wrong Direction” is more likely
at least one year’s experience in marine electrics. It the heading pulse reed switch. Optical bearing pulse generators are susceptible to debris or
is based on the BMEEA Code of Practice, which is moisture blocking some of the holes in the interrupter card. This causes a one-shaped blank
the industry-recommended standard that is spot.
directly applicable to UK marine electrical systems. Network issue
The curriculum also adheres to appropriate Manufacturers are pretty good at troubleshooting radars. When seeking assistance, make
ISOs (International Organization for Standardiza- sure you have tried the easy stuff. “No Radar Detected” on the screen means a network
tion) and the UK’s long-standing Recreational Craft problem and the manufacturers do this differently. Sometimes a call to tech support can
Directive. Created many years ago and modified in resolve this, but always read the installation instruction carefully if a radar does not show
2003, the European Union directive established up on the network. Sometimes a restart, a software upgrade or a menu setting is all you
minimum technical, safety and environmental need to do. If the problems persist, use some of the tried-and-true troubleshooting meth-
standards for boats and personal watercraft from ods: What does work? Did it ever work? Simplify the system to just a display and radar.
2.5 to 24 meters along with marine engines and Make close and repeatable observations. Understanding how something works is the key to
components built since 1998. It ensures the suit- understanding why it does not work.
ability of these items for sale and use in Europe. Radar troubleshooting is best left to the pros. Understanding how it works helps elimi-
BMET candidates are trained in AC and DC cir- nate the easy ones like weak targets that just need operator training to resolve. This topic is
cuits, circuit diagrams and standard conventions, deep and whole books can be written about it.
test and measurement equipment, generators, Hopefully this discussion helps the curious understand what is happening when you
motors, distribution systems, batteries, charging run a radar. Repeating what I said earlier, always tell your customers to use their radars in
systems, cables and terminations along with health clear conditions and often so that when (not if) the radar becomes an essential safety device,
and safety. the operator can harness it. Stay safe with radar!
BMEEA trainer Richard Broden-Crowell pro-
vides instruction at The Marine Technology Cen-
tre. His experience includes years as Managing
Director of Sure Power Marine and working with
marine companies in addition to a college instruc-
tor teaching boat electrics. Broden-Crowell also
instructs the MEI and AMEI courses.

58 Marine Electronics Journal November/December 2020

Only the best are
Master Dealers
THE BEST INSTALLERS THE BEST ELECTRONICS THE BEST SERVICE

NMEA Master Dealers

Committed to bringing you the best service, installations
and electronics for your boat from coast to coast.

Anyboat Marine Electronics, Inc.

Oakland, CA 94605 • 510-430-2660 • Email: support@anyboat.net
Atlantic Marine Electronics
New Gretna, NJ 08224• 609-296-8826 • Email: toddt@atlantic-me.com
Electronics Unlimited
Fort Lauderdale, FL 33316 • 954-467-2695 • Email: rmuller@elec-unlimited.com
Larsen Marine Service
Waukegan IL 60085 • 847-336-5456 • Email: glarsen@larsenmarine.com
L & L Electronics
Branford, CT 06405 • 203-488-4814 • Email: dlaska@llelectronics.com
Lunde Marine Electronics Inc.
Seattle, WA 98107 • 206-789-3011• Email: stevew@lundeinc.net
Maritime Communications, Inc.
Marina Del Rey, CA 90292 • 310-821-4958 • Email: maritime@maritimecomm.com
Martek of Maryland Inc.
Ocean City, MD 21842 • 410-213-0888 • Email: matt@martekmd.com
Midcoast Marine Electronics
Rockland, ME 04841 • 207-594-3993 • Email: info@midcoastmarine.biz
Oceanwide Electronics
Stuart, FL 34994 • 772-266-933 • Email: rob@oceanwideelectronics.com
Pete's Marine Electronics, Inc.
Waldoboro, ME 04572 • 207-832-5707 • Email: petesmarine@yahoo.com
SW Florida Marine Technologies
Fort Myers Beach, FL 33931 • 239-463-3500 • Email: tomswfmt@yahoo.com
Technical Marine Support, Inc.
Pleasant Prairie, WI 58158 • 847-746-0100 • Email: sales@technicalmarine.com
Voyager Marine Electronics
Essex, MA 01929 • 978-768-7143 • Email: voyager@voyagermar.com
Voyager Maritime Alliance Group
Fort Lauderdale, FL 33315 • 954-463-5910 • Email: jim@vmag.cc
Yachtronics Inc.
Fort Lauderdale, FL 33315 • 954-763-1618 • Email: don@yachtronics.com
Young's Electronic Systems, Inc.
South Yarmouth, MA 02664 • 508-619-7840 • Email: mark@youngselectronics.com

Shouldn’t your company be on this elite list?

Begin your journey to a Master Dealership today. www.nmea.org
 Bring on the Holidays

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Marine Dealer today.

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