The Bench

How does St. Nick know where to steer his sleigh? He must have a GPS connected to the Ockam system in his sleigh! Being the patron saint of sailors, St. Nicolas wants you to know where you are, too. Place your order for an 041 GPS interface from now until December 24, and receive a special 15% discount!

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Here’s a YouTube clip of the new Titan in action… note the Ockam displays at the mast and helm.

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So what’s new here at Ockam? A few things…

First, the new Vysion system has now been installed on a few boats. We’ve encountered some growing pains with these, but that’s the price to pay for bleeding-edge technology! We continue to improve the system, and all involved seem to be pretty happy with the results. I’ve even heard from other boats racing against the boats with the Vysion displays, and all remarks have been very positive. One person remarked that he could easily read the Vysion display on the boat… from another boat over 100 feet astern in direct sunlight! There’s even an example program that simulates the Vysion output that you can install here (please use Internet Explorer for this link) or download a zip file here for later use.

We continue to refine the DeWiggler program. There are many refinements for the program now. One major refinement is that there are many "flavors" of DeWiggler available. There is the original Analyst version, which requires collection of data to be sent to Ockam for analysis and report generation. This can produce corrections for compass, boat speed, and wind inputs. There is a sub-version of analyst that produces reports for just compass and boat speed, the test for which can be done under motor (no crew required). There is also an "instant gratification" version avaialble: DeWiggler Realtime. This version can produce corrections for all the same things as the Analyst version, except for Upwash Slope. These corrections are available immediately after running the tests. There is no human to judge the validity of data, so this test may not produce as good results as the Analyst version, but it is still much improved over the initial results that one can expect from a regular human-only calibration. Finally, there is now a tack analysis program available. This program analyzes the boat’s performance during tacks, and allows the crew to determine areas of inadequacy that might be addressed to improve racing performance.

Our 051L LANBridge continues to gain momentum. There are now several boats with this interface installed. Data input to a PC is much simpler, and now multiple computers can read the instrument data without the hassle of a distributing multiplexer! We have also been involved in some very advanced (for a boat) network architecture, and have created a telemetry system using a 051L LANBridge with some additional hardware. Can hacking another boat’s instrument system be too far off?

We are working on an updated version of the venerable 001 CPU. We were forced to twilight production of the popular CPU after many years of production due to difficulty in obtaining parts in reasonable quantities. Initially, we believed that the T1 CPU would adequately address demand for an Ockam system, as the T1 has easily outsold the 001 since its introduction. However, there is still the cadre of older boats with the 001 system that need support, and now many sport boats are looking for the performance of an Ockam system without the processing features of the T1. We are currently developing the new CPU, and are hopeful for a spring 2010 release.

We would love to hear from you if you have any questions or comments regarding these new developments… drop us a line!

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We’re entering the second year of public release of DeWiggler, and there is now enough data to make some general conclusions. Probably the single most important conclusion gleaned from the data analysis concerns the compass.

The first half of the DeWiggler tests calibrate the boat speed (V_s) and compass heading (M_s), so it is referred to as the V_sM_s test or "viz-miz." This test only requires motoring around in a pre-defined pattern (no sails), so it has been performed more than the other half. This test also has the greatest initial effect on the operation of the instrument system. That is, only if the apparent wind calibrations aren’t too far off. Using previously valid or the default wind settings are usually a good start.

From the data gathered, the median value of existing compass peak-to-peak deviations was 6 degrees. The interesting discovery was that on compasses with deviations above the median, no amount of compensation would sufficiently remove the error. The error was thus due to the installation area, and not the lack of automatic compensation. To correct the problem on these compasses, it is necessary to move the compass location to eliminate the source of error, and then re-run the automatic compensation.

For instance, one boat had horrible deviation values, and no amount of compensation was removing that error. The compass was moved, and the compensation improved immediately. The owner spoke to the builder and designer, and found out that steel reinforcements had been embedded in the fiberglass under the original location of the compass! There was no external evidence of this to alert the installer, so the only way to really discover this was by examining the quality of data from the compass with DeWiggler.

An aside on installing compasses: I find that using a hand-bearing compass to scout installation locations works pretty well. By moving the compass in and out of the proposed installation area, you can see the deflection caused by any ferrous materials in the area. If the compass needle moves a lot, that is probably not a good location.

It is important to remove as much deviation as possible, as any compass deviation is completely carried into the wind direction figure calculated by the instrument system. That means that 10 degrees of deviation will create a 10 degrees error in the wind direction.

For the complete analysis of the first season’s DeWiggler results, see the document at http://www.ockam.com/dewiggler/DeWigglerReport.pdf

We have also thought about how DeWiggler is used. There are likely to be some refinements in the coming months, especially in regards to changing calibrations before a race. It’s been well-noted that racers get really nervous about changing things just before a big regatta, so some changes in DeWiggler will be made to reduce the jitters caused by changing the calibrations. Also as previously mentioned, the V_sM_s test is by far the easiest portion of the DeWiggler test suite to perform. There is now separate pricing to run only the V_sM_s test.

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I just received an email from Kjeld Hesthave, the owner of the Tanton 73 "Velos", regarding the 2008 Pacific Cup (the "fun race" to Hawaii). He was letting me know of their 2nd place finish in class F (big boats), with a 13th place overall.

The great thing about this is that the boat was built in 1986, and had two other owners before Kjeld. The first owner raced it, and the second used it as a cruising yacht in Maine. An Ockam system was installed on the boat from the beginning, making some portions of the system 22 years old at the time of the race! The instrument system has been updated with newer interfaces and had some items repaired over the years, but the fact that such an old instrument system helped guide the crew of "Velos" to such a decent finish should be impressive to anyone. I’m sure that there were other boats with much newer gear that finished far behind "Velos" - proving that the Ockam instrument system gives quality that lasts! As long as the instrument system is maintained, it will give years of excellent service. We are happy to provide advice and assistance in this regard.

Congratulations is in order for Kjeld and his crew for a great race, we wish them much luck in future races! If you are cleaning up the race course with an older boat, let us know. We love to hear from our customers!

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Here are the final KWRW 2009 results for those boats known to have Ockam instrument systems:

Swan 42:
1. Vitesse, Jon Halbert
2. Arethusa, Phil Lotz
3. Celeritas, Malcolm Gefter

PHRF 1:
1. Primal Scream, Steven Stollman

PHRF 2:
2. RUSH, Bill Sweetster

Congratulations to the owners and crews for a job well done!

Also, congratulation to local Milford, Connecticut sailor, John Nevin for his PHRF 4 first place finish in his S2 9.1 "Elysium" (even though he doesn’t have Ockam instruments !).

Do you have a boat that we missed in the results that you would like included? Simply email dan@ockam.com for inclusion!

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It looks like this edition of the Key West Race Week will be a little down-scaled, with about half the usual entries. This doesn’t mean our support will be lacking, however. At least three of our dealers, Custom Offshore, Intrepid Marine Electronics, and Roell Marine Instruments will be there, with possibilities for at least three more being there. In addition, Alan McGlashan will be there to directly represent Ockam Instruments.

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I wrote the following letter to the editor in response to the article titled "Keep Your Insurance Paid Up" in Scuttlebutt 2747:

A lightning strike contains an impressive amount of energy. Temperatures in a lightning bolt can easily exceed those found on the surface of the sun, and the electrical current can exceed 40 kiloamperes! Even if the electronics survive a lightning strike, they should be treated with suspicion, as the component parts have probably been subjected to induced voltages or currents outside their specified maximum tolerances.

Lightning protection on boats is used to minimize structural damage, not to protect electronics. Protection for electronics against lightning strikes would have to be similar to what the military uses to harden installations against nuclear electromagnetic pulse (EMP): a Faraday cage with electrically isolated power and signals. On a racing yacht, the weight and power required for that is prohibitive. Without protection against EMP, even a nearby lightning strike may induce enough current in the yacht’s wiring to damage on-board electronics. I have encountered many instances where a boat was not directly struck by lightning, yet had several electronic items fail.

As mentioned in the article, the best strategy is to get insurance coverage for your electronics, and keep up on the premiums. There’s little that can be done to repair an item when lightning has burned through the circuit board!

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With the current world economic problems, most people have started to analyze their purchases very carefully to maximize value for cost. Ockam has always provided tremendous value. Our equipment may cost more than some of our competitors, but they do not approach the "bang for the buck" (or "Usability for the Euro") that we provide.

Our equipment is long-lasting. It is common to see our instrument systems still operating perfectly 15 years after installation. Sometimes we get items in for check-out that have been operating normally for over 20 years! After a little work, most units are ready to go for another 20 years. I like to joke with owners of these older systems that they likely have crew younger than the instrument system. Barring a lightning strike or lengthy submersion in water, our equipment is extremely durable.

Our instruments are stable. Once set, calibrations retain the same settings. System options remain set until the processors is reset or the user changes them. The only time that it’s necessary to change a system setting is when the user feels the need to do so, or if the yacht physically changes and affects the sensors. A properly configured Ockam system does not need to be adjusted for years, if at all! There is no worry that turning off the system will erase your settings, unlike some other systems. And no external adjustments are needed on a properly configured system! This reduces the time spent fiddling with the instruments, and allows you to focus on other issues.

We strive to provide products that are serviceable. The modern attitude towards electronics seems to be that a faulty unit should simply be thrown out and replaced with new. We disagree. We select component parts that can be replaced if faulty, and do not glue the enclosures shut to seal them. We take the responsible design path that allows units to be serviced instead of thrown out. In a very few cases, our suppliers give up on a product years before we do. I guess they get tired of producing the same IC for 25 years!

We provide constant updates to our products to improve functionality. If a required feature is omitted, we do our best to add it. If a new development comes out and we need to take advantage of it, we can accommodate it. For instance, the T1 processor has had several FREE software updates in the past few years to allow the use of newer high-speed GPS units, newer file transfer methods, and new calibration methods. This has always been the Ockam ideal - constant updates to change along with new developments in racing technology.

We also have the capability to create custom items to work with our instrument system. Our system is extremely flexible, and allows for some very creative solutions for individual boats. Some of these solutions then go on to be standard items (such as the mast rotation interface). If there is a new technology that proves to be useful for the racing yacht, then we can incorporate it into the Ockam system. The decentralized Ockam approach allows modular updates and upgrades to accommodate custom interfaces easily.

All products are backwards and forwards compatible. ANY new unit bought today will work with ANY previous Ockam system. Likewise, an older unit will work with a brand-new Ockam system. One customer remarked to me that he was surprised when his new 2008 Raymarine chart plotter worked flawlessly with the instrument system originally installed in 1987. Not many instrument systems can do that; actually no other instrument systems, to my knowledge.

We provide expertise. After dealing with so many high-end racing programs over the years, we have developed and tested many solutions to issues that they find. With the trickle-down of technology and technique from these high-end programs to the average racer, more people find themselves faced with what they feel are unique and new problems. However, many of these problems have already been encountered and resolved by the vanguard, in some cases decades ago. We are never content to rest on our laurels, and are always working on resolving issues encountered by yachtsmen (and -women) to create a more capable racing instrument system.

Feel free to contact us for advice on your instrument system: sales@ockam.com or repairs@ockam.com - we would love to hear from you!

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Here’s a term that is bandied about in sailing, but is commonly misunderstood: upwash. Many people think they understand what it is, but are wrong by 90 degrees. What do I mean by that?

Most people hear the term upwash and take it for face value. It is the motion (or wash) of a fluid over something; in effect, the opposite of downwash. In the case of sails, the fluid in question is air. However, the misconception lies in what people assume to be "up" in relation to the wash direction. People assume that upwash refers to the motion of air up and over the top of the mast as the boat moves through the air (or the air moves around the boat). While this does occur, it is not what the term "upwash" is referencing. If we are to be pedantic, this motion of air up and over is termed axial flow (amongst many terms used).

So what actually is upwash? Let’s explore where the term comes from, and that should provide an insight into what it actually is.

As most people may know, sails on a modern boat form an airfoil shape, like those found on heavier-than-air aircraft. This realization didn’t come until the science of aerodynamics had been well-established to service the aircraft industry. Airfoil shape strongly determines an aircraft’s performance, so the flow of air around the airfoil has been very extensively studied. Air primarily moves in two directions around an airfoil: under and over. The difference in air speed between the two paths results in the Bernoulli effect, which is the conventional source of lift.

The portion of the air that travels over the top of the airfoil is called upwash. Airfoils are typically oriented so that one surface faces down and one faces up, so it’s natural to reference the flow of air according to this. When we apply the science of aerodynamics to sails, we are presented with a small problem: the frame of reference is rotated 90 degrees. What was once "up" is now to the side - in the case of sails, to leeward. So instead of flowing up and over the sail, the air is flowing to the leeward side and around.

Czesław Marchaj wrote a seminal book in the mid-1960’s titled "Sailing Theory and Practice." In it, he applied many of the principles he had learned as an aeronautical engineer to the design of sailing yachts and sails. He established the convention of calling the leeward flow of air around the sail "upwash", as a convenient way of marrying the worlds of aeronautical and nautical design. Since many boat and sail designers studied his work, upwash kept Marchaj’s frame of reference.

On the Ockam system, the upwash calibration allows the user to remove the effect of the sail plan and rig on the apparent wind angle. Since the air is forced around the sail, the apparent angle bends as it travels around the sail. Since the wind angle sensor is embedded in this distorted flow, it is necessary to remove this distortion to properly figure the true wind solution. The additional calibration of upwash slope allows the value of the upwash calibration to change with wind speed. The effect of upwash is lessened at higher wind speeds as the air travels closer to the sail before turning. This requires that the base upwash calibration is de-rated which is what upwash slope does.

The ability to correct for the effects of upwash haven’t been commonly found on sailing instrument systems, so it is not a term that is commonly understood by the sailing community. It is a term that is worthwhile to understand however, since it so strongly affects the way a boat sails.

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We have created a knowledge base for our user community. It is a place to ask questions, get answers and simply discuss use of the instrument system. The questions and answers will be kept accessible for future reference, so as we cover topics there, we will be able to build a larger repository of knowledge specific to our instrument system. We hope this will allow people access to answers not just when we are available here on-site, but whenever they need answers and have access to the internet.

Use of the Knowledge Base is simple. You can just browse the topics without creating a user account, but if you have a question, or if you have something to add to the discussion, you must create a user account and log in. The discussion is divided into broad categories which should cover most subjects. Just start your topics in the appropriate category, and continue from there. All we ask is that everyone keeps civil and patient, just as you might in a face-to-face interaction.

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The web store software has been updated to allow use of
shipping by the United States Postal Service. We can now ship by Global Express Guaranteed, Express Mail Services, or Priority Mail Services.

The software is still a little buggy, and may not allow processing of
these methods. If you would like to use one of these shipping methods,
but the web store will not allow you to use them, please select any other shipping method and indicate your preference to use the postal service method in the order remark. We can then provide a cost and time estimate so you can make a decision.

Here is a synopsis of the different shipping methods available through the USPS:

Global Express Guaranteed:

• shipments to addresses outside the US only

• delivery in 1-3 days (excludes weekends)

• final delivery by FedEx

• requires physical delivery address (no PO Boxes)

Express Mail Services:

• domestic: delivery in 1-2 days, can be optionally delivered on Sundays and holidays

• international: delivery in 3-5 days, final delivery by local postal service

• tracking available

Priority Mail Services:

• domestic: delivery in 2-3 days, including Saturdays

• international: delivery in 6-10 days, final delivery by local postal service

• tracking available on all except Flat Rate International envelopes

Please see the USPS web site for complete information on their services.

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Putting the boat away for the winter…It’s a sad time of year in the Northern Hemisphere. Unless you’re one of those die-hard few that keeps sailing your big boat in the winter, it’s time to put away the big toy until next spring.

Most people are very aware of the mechanical preparation given to putting away boats. There’s the adding of antifreeze where needed, the fall service for the engine, the fuel stabilizer added to the fuel tanks, clearing out the fresh and waste water tanks, and the general clean-up before closing everything tight against the weather. But how many people give attention to the electronics? In my experience, not many.

First, be sure to remove any displays that are outside and bring them home with you. It’s likely that you won’t see the boat much over the winter, so you’re not going to catch any small problems that can lead to bigger problems. Freezing water expands, so if there’s a little water left on the displays, it can force open the seals and cause leaks. I’ve gotten more than one display in for repair that has been subjected to a freeze/thaw cycle, and has let in water to damage the electronics. I’ve also had one case where differential cooling caused the glass on a display to crack - the display was mounted in a custom metal pod that twisted the display and broke it! It easiest to just remove the display, cover any holes with tape, and then reinstall the displays in the spring.

Also remove any sensors that are exposed to the elements. These usually include the masthead unit, the speed sensor, and the depth transducer. It’s not usually practical to remove a load pin, but if one is installed, make sure that it is covered - especially the cable. Plastic and rubber tend to get brittle at lower temperatures, so a knock that may not do any harm in the summer may shatter the object in the cold of winter. Just be sure to place the blanking plugs in the through-hull fittings if you take out the speed sensor and depth transducer. It is also a good idea to protect the connector for the masthead unit (a small bag taped over this is usually enough).

The items that are kept below deck - the processor, interfaces, and compass - are fine if left in place. Just be sure that they will stay dry, as freezing water can cause a lot of damage.

These are some general suggestions to decommission your electronics for the winter. Some boats require a little more preparation, but the suggestions given here should help most boats get through storage without too much of a problem.

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It’s been quite a while since anything was written in this blog. It’s not for lack of subject matter - far from it. We’ve been working hard on making some new products, and they are finally coming closer to completion. One product is the new DeWiggler - a semi-automated calibration program. It produces results similar to multiple calibration runs with a top-notch calibrator over many days. Check the web page for a detailed write-up and downloads. We are also working on a few projects aimed at the large yacht market which will likely have applications on smaller boats - keep an eye out for these in the first half of next year!

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The Newport-Bermuda 2008 boats are away, and the mad crunch is over. I am finally digging out of accumulated service work, and can start producing blog entries again! We have some exciting developments here at Ockam that I will be writing about in upcoming blogs. I also have a half-completed entry about electrical noise that I’ll be posting soon. Stay tuned!

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Hi everyone! It’s a busy time of year for the marine industry in the northern hemisphere. All the boats are coming out of their winter hibernation, and all the regattas are running. Things are heating up here, as evidenced by our shipping activity and our web statistics.

Speaking of web statistics, I couldn’t help but notice that we had 13 hits from an Amiga computer! If whoever used that computer to look at our web site drops me a line at dan@ockam.com, I’ll try to send you a little goody in the mail.

I’m working on a few ideas for blog entries (high update GPS units, ultrasonic wind sensors), but if anyone has any particular subject they would like to read more about, drop me a line.

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I resisted using the blog as an advertising tool as long as I could, but I figured this is as good a place as any to let people know about our deal for the Ockam U manual.

When you order the Ockam U manual through our web store, enter the coupon code BANDGSUX BANDGSTINX at checkout to receive free shipping within the US. For those customers outside the US, this coupon code will take off the equivalent charge from your order.

That’s it: just a short and sweet message for a special online-only deal!

EDIT: I changed the coupon code, as the original was not very nice. My grandparents would be appalled at such language!

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For those of you out there that use Expedition to fulfill your racing software needs, there is an update available that addresses a funny bug when communicating to the Ockam system (especially T1 processors). It seems that during the background housekeeping that goes on during a graceful software shutdown, Expedition can send commands that set all the calibrations to 0.00, causing some math headaches (multiplication by zero, for instance) when the system runs without Expedition. This usually manifests as ridiculously high windspeeds, or absurdly low boat speeds. A reset of the T1 processor returns the system to normal operation.

We believe that this problem only affected Expedition installs newer than v5.1, but if you are experiencing these symptoms, try updating your Expedition installation to resolve the issue, especially if you are using AutoCal tables in Expedition. I have personally only spoken with four separate boats having this issue, so I do not believe the problem to be widespread. As usual, only the earlier adopters felt the growing pains.

Many thanks to Nick White for his quick and capable resolution for Expedition!

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We all want to be green. It doesn’t make much sense to throw toxic trash all around your house, so why would it make sense to do it out in the open? Lately, there have been more and more laws to help enforce this idea. I would have to say many are a good idea. However, there are also many effects these laws have on our society that could not have been easily foreseen.

Take for instance, the EU legislation called the "Reduction of Hazardous Substances Directive", or "RoHS" for short. The Wikipedia page has some pretty comprehensive information on this. RoHS is intended to reduce the exposure of industry workers, consumers, and the environment to six hazardous substances used in electronics manufacturing. Remember the big flap-doodle about not being able to smoke in European bars and pubs because of the hazard it presented to the staff? RoHS was part of that suite of legislation to improve the environment and the workplace.

In the USA, we are obviously not beholden to the laws of the EU (except in matters where we’ve signed and ratified a treaty, thus superseding the Constitution). So how can this possible affect us? It turns out all the electronics suppliers that sell in the US also sell in Europe, so they must follow these rules. And to add to the pressure and confusion, Japan and China have decided to enact their own versions of RoHS.

This caused the electronics parts manufacturers to re-tool their processes to eliminate the use of the six hazardous substances: lead, mercury, cadmium, hexavalent chromium, polybrominated biphenyls, and polybrominated diphenyl ether. This would seem simple, except that electronics manufacturing is a very mature industry, with many well-established techniques and processes. Some items have been manufactured using the same materials and methods for nearly 100 years. Much of that prior technique is now void, as many of the replacement materials behave very differently. New solders, fluxes, printing inks, and fireproofing materials had to be developed, along with the techniques to use them in a production environment.

Most parts manufacturers are also completely converting their production to RoHS compliant methods. This makes sense when you think about it. If a separate line was created to do the RoHS compliant parts, then two production lines would have to be maintained, increasing production cost. It could be pretty difficult to determine if a new product were to be produced on only the leaded line, the RoHS line, or both. Also, the issue of cross-contamination comes up when running two lines, since it is pretty difficult to tell if something has one of the banned substances just by looking at it - it usually requires chemical testing or X-ray fluorescence. The possibility of a production problem increases greatly with two lines, so most parts manufacturers are simply stopping their leaded lines.

What does this mean for us and the consumer? Many parts that we have used for many years are no longer available, and those that are still available have some significant changes. In the best cases, the leaded part number is simply discontinued, with a RoHS compliant part number created in its place; all else about the part is identical. In some cases, there are replacement parts that are RoHS compliant in different packaging. The different packaging requires a little "magic" to get the part to fit on the circuit board, if it can fit at all. In other cases, the parts manufacturer has stopped making the part entirely due to low demand or high production costs.

For many discontinued items, we have a supply on hand that should last for a few years at current levels of demand. For a few parts, we can get them, but at greatly increased cost (+500% is not uncommon), and greatly reduced quantities. So far, there have been only one or two parts that we cannot get anymore, but this will become a more common problem as time goes on.

Ultimately, this will mean that it will become economically unfeasible for us to support repairs on some older products. The good news is that we have successors to these products, and a stock of refurbished items to replace failures without too much financial stress.

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Every been stuck out at the boat trying to figure out what what’s gone wrong with your instrument system? Or looking for the phone number for your local dealer? Or forget what the command was to set the mast height in your instrument system? We have a mobile web page that gives you quick access to that information. It’s light on graphics to make load times fast when using a mobile browser, such as you might find on a cell phone with web access.

The troubleshooting section even makes it easy to figure out what’s wrong. It guides you through the appropriate questions, and links to the actions you should take to resolve the problem!

For those gear heads out there with a properly equipped cell phone, here is the Datamatrix and QR Code for the mobile web page link:

Datamatrix:

QR Code:

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This is the first post of what I hope will become an informative blog for users of the Ockam Instruments system. I suppose I should start by introducing myself:

I’m Dan Chesson, the service manager here at Ockam Instruments in Milford, Connecticut. I’m a sailor myself, so you can talk sailor lingo with me and I might have a good chance that I know what you’re saying. I also hold a degree in earth science, and have worked for a while in the electronics industry. So i’ve got a pretty good foundation, and can usually help people sort out their technical problems.

Here in the northern hemisphere, winter is quickly approaching if not already firmly entrenched. Now is the time to start thinking about fixing those problems that bugged you all summer, or upgrading the instrument system to do what you need.

To that end, I’d like to hear from anyone out there that wants suggestions on what to do, or perhaps advice on some issue they’ve faced with their instrument system. Send me an email at dan@ockam.com and I’ll try to post my response here, or simply add a comment.

Until next time!

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