Voyage Pictures
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Captain’s Journal LE EITHNE – Monday 3rd April
Midday Posn (A) Irish Time –32 47N 020 24W
Dist travelled from Cork – 11770nm (nautical miles)
Dist to Cork – 1250 nm

At dawn the Islands of Madeira are over 150 nautical miles to our east while Santa Maria in the Azores Archipelago is 320 nautical miles to our northwest. Overnight the wind has freshened from the southwest and the sea and swell, which are also rolling in from the southwest, have become moderate. With her retractable hydraulic stabilisers extending for more than two metres out of the hull, like wings below the water, LE Eithne in a following sea is quite steady and continues to make more than 16 knots as she moves north northeast. The forecasters are still warning of a depression on our track further north, which is most likely to give us problems in the coming days if not before the day is out.

For the time being while it is wise to make the best headway possible we must also continue our preparations in other areas testing systems and procedures. In the late morning we launch one of our “jaguar” boats. It is as much about introducing home water routines as it is about testing the equipment and the team. It also allows the boat coxswain A Sea Niall Carney from Castlebar to do a visual cosmetic inspection of the hull before we get to Cork. Some black tyre fendering in Fortaleza has left an ugly patch on the port side. Working with the boatswain, Petty Officer Paul McCarthy, Seaman Carney brings the jaguar Rigid Inflatable Boat (RIB) close to the hull – while Able Seaman Aidan Hitchens and Seaman Eoin McCarthy give the side of the ship a cleaning. They also give the boat a run down sea before coming round for the recovery. For recovery the weather is placed on the opposite side to the recovery side. In this case as we were are using the port jaguar the weather is placed on the starboard quarter so that the sea at the point of recovery is relatively flat. This allows the boat coxswain to pace LE Eithne comfortably while his bow man connects up the quick release snap shackle to the boatrope. The boat then falls back on the boatrope being effectively towed by the ship and held away from the side by the boom through which the boat rope is led. The Caley crane ovoid link is then lowered and hooked on to the boats disengaging gear. It is important that the coxswain continues to steer the boat during these stages even though his engine is in neutral. Every few seconds the ship will steady for a period which is just sufficient for the crane operator to lift the boat and crew clear of the water and bring them home into the jaws of the Caley crane. Lifting the boat when the ship is not steady or when it is not properly positioned below the crane will cause a swinging momentum to build up which is not good practice.

Just after lunch the final meeting of the officers’ forum for this deployment is convened and the level of services delivered in the course of the deployment is reviewed. Other issues discussed include, preparations for the imminent deterioration in weather, nominations for the Sailor of the Quarter, various reports outstanding and preparations for LE Eithne’s homecoming.

In the early afternoon a whale is spotted out to starboard. The whale paces the ship for a time blowing each time as he pops up for air. As we near the main Atlantic approaches for the Straits of Gibralter we plot a contact using our Automatic Radar Plotting Aid (ARPA). The contact is the first vessel we have seen for days and is steady on a course of 080 at 13 knots. He is going to come at lot closer than we would like.

By mid afternoon sea conditions have deteriorated somewhat with a very rough south-westerly swell coupled with a near gale wind from the same direction. The contact on radar is identified visually as a tanker and her closest point of approach is determined to be one cable or two hundred yards. The situation as presented in the International Regulations for Prevention of Collisions at sea also known as Rules of the Road is a crossing situation (Rule 15). LE Eithne under the rule is the “Stand on” vessel meaning she should maintain her course and speed. The oil tanker under the rule is the “Give way” vessel, meaning the vessel must take early and substantial action to keep well clear of the other vessel (LE Eithne). The situation continues to develop and when the tanker is five miles from LE Eithne the officer of the watch (OOW) Lt Olan O’Keefe calls me to the bridge. By now Olan has commenced a visual challenge of five short flashes using our Aldis Lamp. Diplomatically this means “your intentions are unclear” – or in layman’s language “wake up you anorak”, all of a sudden there is more than one out here. With the tankers bearing remaining steady we discuss courses of action – Olan orders the helm to be switched to manual. We have the option of altering to starboard or taking a complete turn out of LE Eithne, which, with the following sea is going to cause mayhem. By now the chefs are that stage of their artistic preparation that the turmoil created by altering abeam of the weather will make it impossible for them to work. We warn the Galley just in case – the response cannot be printed! At three nautical miles we can read the name of the tanker and Olan calls the vessel on Marine VHF Channel 16 the international marine calling and distress frequency. The Officer of the Watch (OOW) on the tanker replies that it his intention to stand on and let LE Eithne pass ahead thereby displaying a blatant disregard for the International Rules of the Road. Olan reminds the vessel of its obligations and at two nautical miles the vessel alters to port. The tanker OOW has left it too late to take the correct action open to him. LE Eithne carries on with Olan monitoring the situation until we are well clear. It was clear to me that LE Eithne would have been required to take action if the “giveaway” vessel did not and we had our plan of action decided, dinner or no dinner. It is important, however, to respect the Rules of the Road and to take timely action to prevent situations like presented here developing. If the OOW on the tanker had adjusted his course when it was clear that a close quarter situation was developing the state of affairs would have not have arisen.

Below decks while the tanker saga unfolded Lt Cdr Anthony Heery and his team were preparing for a major damage control exercise to be run tomorrow (weather permitting). The scenario for Tony’s exercise, coincidently, is a fire and flood situation arising from a collision with a tanker at sea! Will they be up to it – well judge for yourself - here are their pen pictures!......seaman’s division and more tomorrow.
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Captain’s Journal LE EITHNE – Tuesday 4th April
Midday Posn (A) Irish Time –38 35N 017 07W
Dist travelled from Cork – 12150nm (nautical miles)
Dist to Cork – 865 nm

Overnight, near gale force south westerly winds buffeted our port quarter. Every now and again LE Eithne would take a roll bringing a feeling like you are teetering on the edge of a cliff about to fall over, only to regain your balance at the last minute. The feeling is particularly off putting when the ship lurches while you are in a semi conscious state trying to sleep. By morning the bags under our eyes say it all. There is no cure in sight however, the swell has increased, the wind is gusting gale force, and the visibility drops to less than a mile as heavy rain squalls pass. Progress remains good but the penalty continues to be more frequent heavy rolls throwing unsecured items all over the ship. A depression with gale force winds is set to cross our track in the next thirty six hours. While there is a an argument to let it pass there is an even stronger case to try and pace the depression and trade the north-westerly winds that will lie to the west of the depression for easterly or north-easterly winds that will lie on its northeast. With the relatively shorter fetch between the coast and the ships position it is hoped that the seas will not be as great as those to the west and more importantly they will not be on the bow meaning that the ship will not be heading into the weather. If this can be achieved we should be able to maintain our speed and make our arrival time in Cork harbour, passing Roches Point around 11AM on Friday 07 April. Nothing is certain when it comes to the weather and I fear I will be returning to this subject in tomorrow’s journal.

Around midday Seaman Ferghal Mc Donagh spots another whale and the sighting is logged ready for despatch to the Irish Whale and Dolphin Group and the Coastal Marine Resource Centre co-located with the Naval Service at Haulbowline.

By late afternoon with Porto in Portugal lying 350 miles to our East our minds drift back to the last Portuguese speaking country we all have visited. The memories we have from Brazil are still sharp, the friendliness of the people, the wonderful climate and the fantastic beaches. We also think of the poverty we have seen, the street children we have worked for and the Irish Missionaries we have worked with. Since leaving Brazil I have meant to record a few additional facts about this great country adding to my comments included on the 20th of March. The first sighting by a European of this country was in January 1500 when Pinzon a companion of Columbus noted the coast near Cabo de Santo Agostinho on the North East Coast of Brazil. We passed near this point on passage from Rio De Janeiro to Fortaleza. It was not however until April 1500 that Pedro Alvares Cabral became the first European to land on its shores. Over the years there followed many expeditions with the intent of gaining possession of this country. In 1807 the Portuguese Royal Family fled to Brazil after the invasion of Portugal by the French. Portugal remained the dominant European power in Brazil until 1889 when it became a Republic. Sao Paulo and Rio De Janeiro are the most populated cities. As Portuguese is the official language of Brazil, many Portuguese go to Portugal to study or for work experience. In Ireland there are a number of Brazilian population centres. The next time I am travelling from Carrigaline to Castlebar I will pay more attention to one such group in Gort offering a smile and friendship just as they were offered to me when I was a guest in their country.

At the change of the watches around 1600 a pipe rings out. “For Exercise for Exercise Brace, Brace, Brace” – this pipe tells us all to hold on to the nearest solid object and standby for collision. Very quickly the exercise has progressed to emergency stations and all hands are running to their part of ship in accordance with the Watch and Quarter bill. The scenario is played out – a tanker has collided off our port bow causing structural damage and bursting into flame. The subsequent explosion on the tanker which is now sinking off to port has given rise to a number of oil fires on the upper deck. We will deal with the rescue of her crew as soon as possible but only if first we can save our own ship. Below decks our damage control parties are dealing with a free flow in the Naval Store. Very quickly the party are overwhelmed and the situation is assessed as being irredeemable. Under the direction of Lt Cdr Anthony Heery they retreat closing the damage control hatch behind them. We have sacrificed this compartment but cannot afford to loose any more. Meanwhile, midships, below decks the collision has initiated an electrical fire in the Gyro room aft of the collision area. The aft damage control team are directed to dress and prepare to tackle the fire. Within minutes Petty Officer Dominc Russel and his team are on scene. Up for’d Petty Officer Maurice Plant has commenced a vertical shoring operation to strengthen the deck hatch in the flooded compartment and prevent further loss of the ship’s watertight integrity. At the Gyro Room fire the standing sea fire fighting party have already been beaten back but have closed down the compartment on their retreat, ready to brief the advancing fire fighting team on the nature and extent of the fire. Before long PO Russell has his team on air ready to make an entry to the compartment, the minutes are counting down. Each team has about thirteen minutes before they must be relieved. A reserve party is already being assembled from the spare hands in the hangar while Tony reports to the bridge that all personnel have been accounted for and we fortunately have no casualties. Dominic’s team make their entry and progress as best they can with the time available to them. They are quickly replaced by the reserve team from the hangar so much so that the fire is brought under control. Meanwhile on deck the boatswain has already for exercise despatched the two Jaguars to pick up survivors from the tanker. After about fifty minutes the exercise has played itself out. Sentries are posted and everyone assembles in the hangar for a hot wash up. Chief Mechanician John Hogan runs through the scenario highlighting lessons learned, areas where improvement must be made and supervises the charging and re-stowage of all equipment. Fire fighting and Damage Control are areas in which you can never say you are good enough – your proficiency will improve only with training, training and more training. The nature of the circumstances giving rise to fire and flooding are so unpredictable that the proficiency required to deal effectively with their consequences cannot be turned on and off like a tap. It is fortunate that the Naval Service has access to some of the best damage control and fire fighting training facilities in Europe at the National Maritime College in Ringaskiddy.

As darkness descends Lt Olan O’Keefe and I mull over the weather. We have time in hand and it is just as well for it is far from clear if we will get away without a very rough if not a high head sea….more tomorrow but first meet The Seaman’s Division

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Captain’s Journal LE EITHNE – Wednesday 5th April
Midday Posn (A) Irish Time – 44 09N 013 51W
Dist travelled from Cork – 12500 nm (nautical miles)
Dist to Cork – 515 nm

Just before three in the morning the depression passed overhead and for a period the seas are calm. Then the swell changes direction and by morning a rough sea and swell have built from the Northeast. By 0900 the wind is gale force with occasionally strong gale gusts. We have no option but to slow down and let the ship fall off to port a little taking the weather on the starboard shoulder. As we move north from a position 200 miles west of Cape Finistere the sea has the entire fetch of the Bay of Biscay to build. I am satisfied that bad and all as it is, if it was from the Northwest or north we would be worse off. There is no way around this. We could off course alter and put the weather on our quarter and start heading back towards South America. The difficulty is that a second depression is gaining momentum towards the west and we really need to plod along or else we could end up being in these conditions for longer than is necessary. Four miles to our west we plot a coaster heading directly into the weather –possibly to a Northern French Port or the English Channel. By plot he can only manage about seven knots we are fortunate to maintain eleven. Even with the weather on the shoulder and thereby increasing the relative wavelength of the sea – every now and then LE Eithne comes off a wave crashing into a deep trough like a toy in a bath. The ship shudders and slowly rises out of the sea throwing back white spray and green seas as if she is taunting the elements. Onboard ship we are in no humour to taunt anyone. We have been fortunate throughout the entire deployment not to experience this weather until now, thank you very much but we have had enough and we would like to be on our way, please! Now and again a heavy sea crashes over the flight deck one of which catches the timber decking for the marquee which is stacked pallet like and lashed with straps. The load shifts and we have to come into the weather and reduce speed to a few knots. The Bosun Petty Officer Paul Mc Carthy and his men are quickly out to rachet the lashings and the load is resecured. The grey awning however is lost, like a paper bag it has filled with the air of a million lungs, bursting and tearing into shreds.

Below decks I am supposed to take rounds. Clearly this is no longer a runner and they are postponed. A number of the ships company are not too well. The movement is different to that you get from a following sea and the higher “g” forces from the pitching knock out those with any inclination towards sea-sickness. Some have a pallid complexion, clearly just about coping with the conditions. You don’t move anywhere without one hand hanging on to something. It can be a trial just to use the head – with one hand bracing yourself, one trying to keep the lid up and that’s all you have!

I am up and down to the bridge – willing the conditions to improve. I am looking for any sign of a reprieve. The weather forecasts come in – they differ a little regarding severity and duration but they all agree on gale force. It looks like it will be morning before it gets better. RTE shows us on their chart stuck in a depression off the northwest coast of Spain. The good news however is that their chart also shows slacker winds further north where we must go. For the time being though we must put up with our lot - it looks like it is going to be a long night.
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Captain’s Journal LE EITHNE – Thursday 6th April
Midday posn (A) irish time – 48 42n 11 13W
Dist travelled from cork – 12500 nm (nautical miles)
Dist to cork – 297 nm

Around midnight SLt Kieran Carr was able to bring the engines up in speed and by morning we were back up to ahead eight trim seven on both main engines. We had broken away from the grip of the depression, which was now sitting off the northwest coast of Spain. Ahead eight refers to the speed of the shafts and equates to about 225 revolutions. Trim seven refers to the trim on the propellers, which is governed by the pitch that is put on the blades to enable the propeller drive the ship forward. LE Eithne is fitted with two controllable pitch propellers so that when stopping the ship, the propellers continue to turn but the blades do not bite into the water. When going astern the shaft continues in the same direction as for ahead but the pitch of the blades forces the propeller to drive the ship backwards.

We are moving to rendezvous with LE Niamh which is on fishery patrol near the edge of the Irish exclusive fishery limit. At 1100 we are over flown by C252 a CASA aircraft of the Aer Corps. The Aer Corps operate two Spanish built CASA maritime patrol aircraft. These aircraft compliment the effort of the Naval Service in the provision of fishery protection services. They have a relatively long endurance and are perfect for assisting in the detection of vessels. The CASA also assists in vectoring LE Eithne on to LE Niamh as we close with a combined speed of almost 40 knots.

Our “Jaguar” transfers a member of the NS Personnel Support Services (PSS) from LE Niamh to LE Eithne. Petty Officer Paul Mc Carthy’s job is to facilitate the ships company in dealing with issues arising out of a deployment like this. They can be many, and in my own experience it is not always easy to readjust to family life after a deployment where your domestic responsibilities have not been to the fore for some time. When you live in a close-knit community, which a ship’s company is, and you continually strive to build and maintain a team, it requires careful attention to ensure your family priorities are to the forefront and appropriately addressed. It is my responsibility to ensure that every member of the ship’s company is facilitated through this process just as I need to be myself. We all know it has not been easy for our families and that what we have achieved is as much a credit to them as it is to our own efforts.

It is with this in mind that I address the ship’s company at around 2000. In my address I join with the ship’s company in offering our deepest sympathy to a member of our crew who’s brother has died suddenly. It is my normal routine that after every patrol I review the services we have delivered, comment on issues arising and look forward to the next patrol. I also look at imminent personnel changes and this is where I start tonight. Our attached personnel Warrant Officer John Walsh, Senior Chief Petty Officer Tom Cronin, Chief Petty Officer Tom Kelly, Petty Officers Mick Harrington and Tom Kennedy, Leading Seaman Mark Ansboro, Seamen Robert Buckley and Lee Coughlan, Able Electrician Rory Galvin and Leading Seaman Rcahel Callopy and Seaman Helen Meridith of the Naval Reserve will leave us tomorrow. They have all blended in brilliantly with the ship’s company and we will miss them. We will also loose some of our permanent crew who have come to the end of their two year posting on LE Eithne – these include our Navigator Sub Lt Patricia Butler, Senior Petty Officer Sam Fealy, Petty Officer Brendan Madden, Able Seaman Robert Wallace and Able Cook Alan Corcoran. All of these personnel have been on the ship for longer than I have been here and I will be sorry in each case to see them leave. I thank all for their service. I then shift to review what we have done. I make the point that in many ways we have made history. We have through our deployment helped to put Admiral William Brown’s name on the agenda in the public mind. This was always one of the objectives of the deployment to raise awareness off this great hero in his native Ireland in advance of the 150th anniversary of his death next year. We have also made history by virtue of the level and variety of the services we have delivered on the other side of the world. Many of these services were delivered simultaneously with for instance personnel up the Parana River wiring the generator while others onboard ship were dealing with three separate children’s visits. We have also made history by proving a concept, a concept that entails a naval Ship being deployed wherever it is required to deliver humanitarian services in conjunction with NGOs and Irish Missioners. I focus on the over 150 events we either hosted or participated in, events which saw over 6000 people visit LE Eithne. On the military side these events, besides keeping our teeth sharp, included the disposal of a 50 tonne navigation hazard 200 miles off the Brazilian coast. On the diplomatic front I recall the cultural and economic dimensions to the functions we hosted where we show cased Irish product. I recall how we hosted events for companies like MCS from Galway and how in many cases we brought Irish key business influencers face to face with their opposite numbers. On the cultural side we put the FADA into Eire in South America like it had never been done before. Through our flag, our music, our art, our hospitality but mostly through our heart we had brought tears to the eyes of many Irish men and women, some of whom thought that their country had long forgotten them. But it was on the humanitarian side that our concept was proven. We hosted over 600 children some ill, some abused, some special needs, some dying and some underprivileged. Nobody made us do it – but LE Eithne’s ship’s company did it because it was the right thing to do. Nobody made us go up the Parana and bring power to a school – we did it because it was the right thing to do. Nobody made us help the street children in Rio De Janeiro – we did it because it was the right thing to do and nobody asked us to help in the re-housing of a homeless family in Fortaleza – we did it because it was the right thing to do. I also make the point that the citizens at home think it was the right thing to do also. I know this from the many e-mails that have been sent to the ship some of which I will include in this journal. Of all the e-mails received to the ship I have not received one negative comment on the deployment and the efforts of the crew. I know that our families think is was the right thing to do because they have also e-mailed the ship. So many people have said they are proud of the Navy and the crew of LE Eithne because of what has been achieved.

In terms of funding for the humanitarian services our resources were modest the 2500 dollars from the Naval Association and a mountain of toys from a raft of stakeholders but that is all it took to prove a simple concept which could provide a blue print for the navy of the future. A navy of a first world economy with bigger ships that can do what we just did in more disadvantaged counties and in a more structured manner. There will of course always be commitments at home with almost 1,000,000 square kilometres of sea area to protect. Putting it in perspective, however, this deployment represents about 3% of our total patrol effort for 2006.

In concluding I am conscious that everyone wants to get home as soon as possible tomorrow so I finish by saying I want to thank those stakeholders who helped us make this happen – many will be there to greet us on our return. Most of all I want to thank our families who in the final analysis have carried a great burden while we were on the other side of the world. So I ask for just one hour to finish this deployment properly to gather as a unit with our seniors, our stakeholders, our friends and most of all our families before we close the final chapter on LE Eithne’s deployment to South America. I’ll let you know how we get on tomorrow.

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Captain’s Journal LE EITHNE – Friday 7th April Midday Posn (A) Irish time – A/S Naval Base Haulbowline Co Cork
Dist travelled from cork – 12797 nm (nautical miles)
Dist to cork – 0 nm

It is nearly two am before I send away yesterday’s journal article. Called the hands is at 7 am and by 0730 Kieran Slt Carr is putting some of us through our paces in the gym. At 0815 we are off the approaches to Cork Harbour slack water for entrance to the Basin where we will berth is not due until nearly 1400 although I am happy, with a flood tide to enter two hours ahead of this time. Yesterday I had to break the sad news to Warrant Officer John Walsh regarding the sad sudden death of his brother Richard (RIP). Despite his grief John did not want to put anyone out on his behalf so the very least we could do is get him into his home town of Cobh to be with his family. We send one of the Jags off the 5 mile journey to have him there for about 0830. The seas are flat, it is beautiful morning, but it is a very sad ending for John who in his own words this week has said “After my 39 years in the Naval Service, this was a trip of a lifetime“.

The show must go on, however, I have convened an Officer’s Forum meeting for 0900 to resolve a number of last minute issues. The meeting is productive and we then break for a “Jumbo” breakfast of scrambled eggs, sausages, bacon, rashers and tomato. If the Pat Short can have bacon and rashers in his jumbo breakfast so can we! I have a wash up meeting with Petty Officer Paul McCarthy from our Personal Support Services and then we prepare for harbour stations. Shortly after 11 am we are passing Roche’s Point. The Tug Alex has come out to meet us and with her water cannons at full power we are escorted up Cobh Roads. Cobh looks beautiful like it always does when coming home - but today it is extra special - the sun lights up the lovely painted terrace houses with Cobh Cathedral standing majestic like in the middle of it all. Cars hoot their horns, children are waving a small crowd has gathered on the quayside all waving a nd shouting. A banner hangs from a house I think it says “Wellcome Home Eithne” I can’t look to closely we are very close to the shore as we return the waves and blow our ships whistle. We turn into the basin and I say thanks to Alex. Ahead seven starboard port is at stop and thrity degrees port wheel on. As we approach the basin the size of the crowd hits us families, friends, Naval Command and many of our stakeholders, Peter Coyle and Brian Quinilnan of Enterprise Ireland, the Lt Cdr Bobby Mullrooney and the Naval Association, John Conroy of MCS from Galway, Brenda Ryan of Our Ladies Children’s Hospital Crumlin, Derri Little of Cork University Hospital, Margraves (Sponsors of the Parana Generator), Royal St George Yacht Club, Henry Kenny (Chairman) and members of Mayo County Council, JJ O’Hara and the Admiral Brown Society to mention just a few. Before long we are safely alongside - this is the highlight of the deployment for me. I learned it from Cdr Gerard O’Flynn after the Asian Deployment that it is not until you get all your crew home safely that you can really relax and that is how I feel now.

The gangway is quickly put out and Commodore Frank Lynch Flag Officer Commanding the Naval Service and Captain James Robinson DSM Officer Commanding Naval Operations Command are first onboard. Very soon our families board with Patrick my three year old running up the gangway and giving me the hug of a lifetime. Nine weeks earlier just as he left the gangway he turned at the bottom on the quay wall with his arms out for another hug - I couldn’t the crew were already pulling in the gangway. Patrick gave an embarrassed smile but I knew his feelings were hurt - all through the deployment I have waited for this moment.

Everyone is so happy there must be over one hundred and fifty onboard. I say a few words - the same as I said last night to my ship’s company - but I emphasise how much our success is dependant on our families. Peter Coyle speaks on behalf of the stakeholders and Captain James Robinson DSM on behalf of Naval Command. I knew that while some of the ship’s company just wanted to go home we could not finish the deployment without this ceremony. Senior Petty Officer Sammy Feely has worked wonders with nothing and Petty Officer Michael Broderick has set up a teas, coffee and a wine and beer bar. Many had travelled from all over the Country including Mayo, Galway and Dublin to welcome us home - we feel honoured. By two most people were moving on and my family and I gathered my things - I was checked off the gangway at 1410 - the deployment was over.

So this is my last journal entry and I am typing it from my home at mmellett@eircom.net . A journal that I never thought would become such an important part of my daily life. Something that you the reader encouraged me to finish. What I will do with it now I am uncertain - but I promise if I can I will link it to the remarkable pictures we have of the deployment and try and get someone to take a risk and publish the story. I am grateful to the Webmaster, Press Officer and Public Relation Section of Defence Forces HQ and our own Naval Computer Section and Press Officer who published my journal on the web. I am also grateful to Lt Terry Cummins and the Naval Association who also published the journal on their web. As for the story we also have enough footage taken by Bill Tyson and Declan Cassidy to produce a series - but in these days it will be great just to get a main station to take it for a documentary - nothing is decided yet. But if you work for RTE, TV3, TV4 or any TV station, trust me, it is a great story. If you want however there will be a DVD of the deployment called “The Crew Cut” available in the near future from Timesnap at 10 Euro or there abouts, it will be good value. Contact mail@timesnap.com . It will certainly show the whole story.

Before I close I want to say thank you to our lady LE Eithne . She is a remarkable ship and hardly gave us one hiccup for the whole nine weeks. Commander Jackie Jordan, Commander Ian Davis, Captain Bob Guthire and all those from the Department of the Defence together with the workers of Verolme Cork Dockyard who built this fine ship can be proud of her.

The account at captain@eithne.amosconnect.com will close from Sunday 9 April and I will no longer have e-mail on LE Eithne after that date. I want to thank you for all your comments and for your support - it was simply remarkable. Today when checking my e-mails I found one letter to a major Argentinean newspaper I had not seen before. I think it is typical of how the crew of “The Best Little Flagship in the World” went about its business and while there may be some minor corrections required for the translation - you will get the gist. On the same day that myself and a team travelled up the river Parana to install the generator this letter refers to a visit of some very seriously ill children onboard LE Eithne. The hosts for the visit were Lt Cdr Aedh McGinn and Warrant Officer John Walsh.

The journal is closed, there will be no more tomorrow

Note. See samples of e-mails received by Commander Mellett click........Here.....

Week One
Week Two
Week Three
Week Four
Week Five
Week Six
Week seven
Week Eight

Voyage Pictures