Chapter Four
After the takeover - the growth under Plessey
By 1964 the Factory was functioning smoothly and AR-1 was well into production. But to establish the Heavy Radar Group on the Isle of Wight had involved theDecca Company in considerable expense and by 1965 they were seriously reappraising their investment. We can break down the structure of Decca in 1964 as follows:
Heavy Radar was something quite different from their other interests Records, radio and T.V., Marine radar, the navigator could all be organised into production runs and then turn-round of Capital was relatively quick. Heavy Radar was a complex, specialised product requiring specialised personnel and equipment. Customer enquiries tended to be random and sporadic, negotiations often protracted and their outcome uncertain, with completion dates more considerate of the customers whims than the capability of the production department and no two orders ever alike.
Following a meeting of the Board Group Captain Fennessey left the Company to take up an appointment with the Plessey Company and shortly afterwards Decca interests in Heavy Radar and Meteorological Radar passed to Plessey. It was said at the time that the Decca Record Company, having failed to appreciate the potential of the Beatles, was losing its dominance in the 'pop music' market and needed to be sustained. It is possible that this consideration influenced the timing of the decision, but it is now clear that the decision was inevitable. Heavy Radar became like the odd one in an intelligence test, which when eliminated, makes sense of the others.
With the end of the Decca association with Heavy Radar a milestone was passed : Decca's influence on the industry had been quite considerable, they had broken into established fields, like marine radar, and literally swept the board.
Of the staff who came to the Island originally about half remained in early 1974. Most of those remaining held happy memories of the Decca Company, they enjoyed working for Decca immensely. By comparison with today it was a relatively small division with a turnover in the region of £2½ - 3 million. With the passing of the next decade the turnover was to more than double and with it, sadly, passed much of the close personal contact that had been the hallmark of the early Decca era. But in order to produce greater returns from the huge capital investment and cover expansion clearly greater emphasis had to be placed on management/ administration, in the Decca days the primary concern was to "get the job out". Fond memories of the Decca era may be held by the employees remaining, but they know now that the firm could not continue as it was. And so in 1965 Plessey inherited a few problems but more important a fully operating factory that was in the midst of producing some exceptionally high quality radars. These had already proved that they could surpass, performance wise, any comparable types presently available.
Decca Radar Limited
Decca House
Albert Embankment London S. E. 11
To: All Members of the Decca Radar Company
From: The Managing Director
Into the Sixties
This letter is addressed to all members of the Decca Radar Company on 1st January, 1960, It purpose is to review briefly the work of the past ten years and to summarise the problems and the opportunities of the next decade.
The radar company was formed ten years ago. In 1950 we were a small group determined to build a new electronic company of importance. Today over three thousand people are employed in the company. We have established a very substantial and sound business, and the name Decca is at the forefront of modern electronic development throughout the world.
This achievement has not come easily. We have had to work hard, very hard. We have had to fight strong established competitors both at home and abroad who with great resources of manpower and money have often opposed our progress. That at the end of our first ten years we stand in the front rank of international electronic companies, regarded by all as a forceful, progressive company, is due to the skill, energy and loyalty of all members of the company. At the same time we should recognise that what we have done has been made possible by the financial co courage of our parent company, The Decca Record Company, who under out Chairman, Mr. E. R. Lewis, has been prepared to invest very great sums of money. Without such investment and the guidance and encouragement of Mr. Lewis the Radar Company could never have been built.
FIGURE 10
Extracts from a letter written by Group Captain Fennessey to his employees. In it he looks forward to the next decade - little could he have known then that he would soon break from Sir Edward Lewis and Decca completely.
By late 1965, apart from the AR1 and the HF200, the 43S and WF44 weather radar projects were drawing to a close. The WF44, a windfinding radar , was accepted by the customer towards the end of 1965 when the first of 8 went to Australia, delivery was completed later, in 1966. Of the Type 43S weather radar (Mark 1) one went to Hong Kong, one to Singapore and a third went to the Island of Gann (in the Pacific), the latter in 1966.
By now AR-1 was proving a tremendous seller and it would appear that Decca handed over just as the returns started to roll in, had they waited little more than a year the factory might still be under their control today. However, as the decade entered its final years we see the development of several projects that were to prove interesting in more ways than one. Some were successful, some not so successful but each in its way teaching all involved something new. Mistakes were made, this connot be denied, but it must not be said that time was wasted.
The far reaching effects of the transistor, which itself had only arrived in an acceptable form in the early sixties, led to the birth of the rapidly expanding field of digital electronics. The advent of the integrated circuit opened up whole new avenues before considered quite unthinkable.
In 1965 a Government requirement came about for a new long-range surveillance radar for en- route air- surveillance, expected eventually to replace the LC150. After considerable market research, application was made to CAA (to the frequency licensing authority) for permission to transmit on the twenty-three centimetre band. Research indicated excellent prospects for such an equipment and in late 1966 early 1967 work commenced on a prototype. Again an old building block was used - the familiar 2½ MW (HF200) Transmitter, with minor modifications. Aerial design ran concurrently, starting in January 1967.
The aerial pattern deviated from the LC150 (pencil beam) and the AR-1 (cosecant squared) and took a shape similar to that of Figure 11(b). This pattern is achieved by shaping the aerial at the bottom, giving much increased top cover, and a flatter coverall cover after the application of swept gain. From the design stage of January 1967 unbelievably the aerial was erected in September of the same year. A new display was aquired from Addlestone and the first pictures were obtained on the 12th November 1967 well less than two years after the project was inaugurated. . Fine achievement indeed.
It was found however that the old analogue M. T.I . System did not successfully meet all requirements, consequently applications were made as to the purchase of a military tested Digital M.T. I. After, estimations had been made it was decided to develop an original, Plessey D. M. T.I. giving greater system reliability and improved cancellation ratio. With this new digital system we see the first large scale use of integrated circuits on site. Six engineers were put on a crash programme to produce a D. M. T. I. as quickly as possible with the result that D. M. T. I. radar pictures were obtained in December 1967. In early 1970 the first AR_ 5 was installed at Burrington, (two systems here in fact, with separate aerials) later sets were installed in Dublin, Cleehill in Shropshire, Persia, Nairobi and Dubai. Today the AR_ 5 is a high class system with a performance that exceeds any of the modern demands, but because of this is relatively expensive.
Another idea conceived in 1965 was the MR12 intended as a money spinning small boat marine radar. Group Captain Fennessey took up the idea and financed the production in accordance with the original ideas of Mr. H. Giles who had joined Plessey, working at Roke Manor. The rapidly forming group eventually moved to the Island in June 1966, but was unconnected with the radar equipment division. The designs were completed hastily and the first prototype was ready by Christmas 1966. With some improvements the set was demonstrated throughout 1967 and comprehensive trials were completed for Group Captain Fennessey at Gurnard Bay. The design was prepared for production in March 1968. It was forecast that two thousand could be made per annum here at Cowes ; speed was of the essence. But perhaps the pressure to get the job out was too great, from first to third prototypes it was not possible to greatly improve design. Also it soon became apparent that the Cowes capacity was far too small and not without some expense the production line was moved to West Leigh, The market was exclusive (on contract) to a U. S. agent and at first a number of faulty equipments were found on arrival in America. This necessitated the move of several engineers to America where they were based for some time. By the end of the first year of production most of the reliability problems had been solved, but unfortunately MR12 was not selling well. Large stocks remained in the U. S. Warehouses and consequently the agent did not renew the order. It was decided, therefore, to take the MR12 out of production and close down the lines. However 1971 saw an increase in the interest in the product to such an extent that Plessey considered reopening the production lines. When they eventually showed a reluctance to do so the U. S. agents purchased the design rights and began to manufacture MR12 themselves, in America, where it has now established itself as a reliable and well selling product.
Throughout this last period the weather radar had proved to be excellent sellers and new improved versions appeared at regular intervals. In July 1966 the WF3 Project began, the first experimental model making its debut in 1967, The WF3 was designed to compliment the WF44, which hid proved sucessful but very expensive, to replace the outdated mechanically driven WF2 and to supercede the optical theodolite which depended on clear weather. It had therefore to be inexpensive.
The WF3 in spite of its inexpensive nature claimed several novel features. It brought the first Plessey Cassegrain Aerial, the first solid state modulator, was the first equipment to use integrated circuits and could be plugged in at the wall with a power consumption of only 750W. Today it is still a very inexpensive, reliable and compact windfinding radar, suitable for operation by a single person. Two prototypes were built, the first remained here on the demonstration site while the second was sent to Australia in October 1967.
Work began in 1967 on a successor to the Type 424 which by now had sold nearly two hundred sets since its development in the early part of the previous decade. Prior to commencement of the project there had been considerable market research and system studies carried out to ensure the future of such a radar. The result was that in February 1970 the first ACR430 came into existence, lengthy trials were to follow in the succeeding months with the B. 0. T. trials following in March 1970.
In marketable form the ACR430 had taken three and a half years to develop. The length of this period can be attributed somewhat to Plessey having to satisfy the stringent B. O. T. requirements, laid down in their specifications for Airfield Control Radars. It had proved difficult to produce an inexpensive equipment within these confines. The ACR430 was clearly a replacement for the 424 and as such had to better it. There was great difficulty in defining the market, and when eventually, in 1970, the radar was released onto the market orders were slow coming in.
There were lessons to be learnt from the ACR430 project, perhaps the market was saturated, or perhaps the market for this type of radar was small anyway. Clearly market research in a vital part of product development, although it was certainly not rushed in this instance the conclusions drawn from it were questionable.
The aerial of the 430 was made by an entirely new constructional process, the mould being numerically controlled machined, resulting from the idea of another department. This was the Space Systems Department, formed in 1967, which was to have a brief but extremely interesting history.
The story began in 1965 when a new mechanical engineer, Mr. C. J. Richards was approinted Chief Mechanical Engineer of the Laboratories. He was brought to the Island to establish the mechanical engineering department which would cope with large engineering projects such as satellite tracking radar.
The Satellite tracking station industry was gathering ground quickly and Plessey decided it was time to break into the market, particularly as entry into the common market was imminent. It was necessary, therefore, to prove to prospective customers that the Company was capable of producing large dishes and aerial systems. To this end they decided to break into the medium size (50ft) range of the market and the idea of a 45ft diameter satellite communications radar was introduced. Mr. Richards decided on the medium range of size for several reasons. The large dishes were cumbersome objects and were very expensive both to produce and install, also by having several smaller dishes you were no longer relying on a single radar - you had a back up system. Finally with satellite improvement inevitable there would be little requirement for the massive ninety-feet-plus size aerials.
Mr. Richards was an advocate of a new glass fibre technique for producing aerials, and using this method the forty'-five feet dish was designed and built. As proof of the capabilities of all concerned with the project, particularly particularly the mechanical department, the dish was a great success, and the equipment was used successfully for tracking Intelsat II. The point had been proved ; Plessey were capable of designing and building large satellite tracking radars.
When designs began there were no specific regulations laid down by the INTELSAT organisation governing the size of dishes, Unfortunately by the time the project had been completed INTEL had produced their own dimensions for acceptable dish size, Overnight almost the large market that had at first seemed open for the forty-five feet model had suddenly disappeared. While large (eighty-feet-plus) and small (twenty-feet) sizes continued to sell well it was painfully apparent that the medium size range had no market. Ultimately the project was abandoned and the dish was taken down and broken up. As a mechanical and electrical design exercise the project was a great success, much was learnt about new techniques, invaluable experience had been gained and there now existed a proven and established mechanical engineering department.
The glass fibre technique was applied to a Mark II AR- 1 aerial to see if it would introduce significant cost reductions. One such aerial was built but the technique did not have the desired effect and the idea was quickly dropped.
Two smaller projects were undertaken by S. S.D. and the first of these began in 1965. It was called Minimars after a Marconi ground station called Mars and which tracked the same satellites - the American I. D. S. P.'s. When complete, the equipment was installed on the frigate H.M.S. Wakeful and the subsequent sea trials proved it to be most successful. As a follow up to this the Royal Navy gave Plessey a non- competitive contract for two originally designed and engineered terminals as part of the 'Skynet System'. This system was to consist of two British made, American launched satellites which would be used with four fixed ground stations (Marconi) a mobile ground station (G.E.C.) and two shipborne terminals (Plessey). The latter two were begun in 1968 and finished in 1970 when they were installed on two assault ships, H. M. S. Intrepid and H.M. S. Fearless. Later both ships came out of commission and the equipments moved on to their latest resting places on H. M. S. Hermes and the aircraft carrier H.M.S. Ark Royal, but prior to this, Intrepid went to East Pakistan (Blangladesh) where I Minimars' was used during the flood disaster to the benefit of the relief work.
Unfortunately with I Skynet' drawn to a successful conclusion there were no follow ups and the business did not expand as it should have done. As a result we see the end of S. S. D. and with it the reintegration of its members back into the laboratories. The short excursion into the glass fibre business has left its mark however, and the WF3 radomes, which were originally bought out, are not made on site as are the side panels and reflector of the ACR430 pedestal. The successful conclusion of the projects under Mr. Richards showed his expertise in obtaining the greatest efficiency from his staff. The mechanical problems he almost totally overcame,those left were minor. On the electrical side several problems were never overcome. With the ACR430 for instance, it might be said that for the sake of keeping expense to an absolute minimum the radar did not contain all that was needed to be an effective advance on the 424.
The conclusion of S. S.D. was unfortunate in many ways, and although this type of activity has almost completely died in this country there always remains the possibility of a revival. The suitability of this equipment for use with tankers is an avenue which may soon be explored. Plessey's excursion into the field had on the whole been most successful,the fact that there were no follow ups could have been due to cost, in a very competitive market Plessey were beaten by the other, more established firms with more established techniques who were able to offer equipments at more competitive prices.
When Plessey first took over, Mr. J. H. Shepherd and Mr. S. J. Kyte were joint General Managers, but in 1966 they gave way to Mr. F. O'Nians. Throughout this period Mr. R. L. Burr remained as Engineering Manager and under him occurred the first Plessey re-organisation of the laboratories. The first of these came in 1965, when it was decided to end the "techniques grouping" and form new "product groups". This enabled engineers to see a complete product through to its conclusion instead of merely undertaking several specialised projects at one time. Under the techniques scheme there exists a core of expertise in a given group and any job requiring this was sub- contracted within that group. For this reason the standard of engineering was seen to be higher - but the work load on a single engineer was also far higher. With the project group method there are a number of engineers working on the same product giving the advantage that the number of people actually working on a particular project at a given time can be counted. Each method has its own separate advantages - which builds the better team spirit? - which produces the better attitude to overtime?
The new method was given a trial until July 1970 when Dr. K. Milne succeeded Mr. Burr as Engineering Manager and there was a return to Techniques groups. (Mr. Burr moved to Plessey, Addlestone).
Under Dr. Milne there was a certain re- establishment of the "close community" atmosphere of the Decca Era, and during this period the laboratory space was enlarged with the addition of a new wing (compare photographs P and P ). Throughout mid 1970 some of the marine radar staff were reabsorbed into the laboratories and more were re- integrated when the MR12 development ended in early 1971. On a sadder note Dr. Milne was in the unfortunate position of being head of the laboratories at the time of a number of redundancies caused by the economic depression of 1971. It was soon after these redundancies that we had a new General Manager when Mr. V. J. McMullan took over from Mr. O'Nians in September 1971. However, when things began to pick up again in 1972 it was time for Dr. Milne to move on, to become head of the laboratories at West Leigh, Havant - and on the 30th March Mr. O. T. Pate arrived to take over from him.
Mr. Pate followed on after a decade which had seen the development of the Company's radar interests from the relatively small beginnings in the days of Decca Radar to the point where a number of successful systems are available and have been sold in considerable quantity to both Civil and Military users. However, whereas at one time the Heavy Radar Systems formed the nucleus of the radar activity other developments have slowly assumed greater and greater importance. This had occurred to such an extent that new surveillance radar system development had been relatively slow.
The demand for new, more sophisticated systems employing advanced technology did not go unrecognised and in 1967 the foundations were laid for a new generation of heavy radars which would retain the Company's position well into the 1970's. The work has come to fruition quite recently in the form of the ARM - a "three dimensional" radar which will effectively replace a combined set of HF 200 and AR- 5.
And so as this history draws to a close the company has implemented a programme which could put it in the forefront of the market for military, navel, and civil 3D radars for many years to come.