Distributed by
Any reference to Raytheon or
RTN in this manual should be
interpreted as Raymarine.
The names Raytheon and RTN
are owned by the
Raytheon Company.
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Insta lla tion Opera ting Ha ndbook
Nautech Limiied, Anchorage Park, Portsmouth
Hampshire, PO3 England.
Telephone (0705) 693611, Telex 86384 NAUTEC G.
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CONTENTS
Page
26
27
2
3
3
3
4
4
4
5
5
5
6.
7.
8.
Maintenance
1.
General Description
1.1.1 Course Computer
1.1.2 Control Unit
Fault Location Procedure
1.1.3
1
Compass
Warranty, After Sales
Service
Transducer
28
30
1.1.5 Auxiliary Alarm
1
Radio Navigation Interface
U.K. Service Centres
9.
Hydraulic Drive Units
1.2
1.2.1 Type
1.2.2 Type
0
1
Hydraulic Drive
Hydraulic Drive
Overseas Representatives 31
10.
6
7
2.
Installation
2.1 Course Computer
2.1.2 Control Units and Radio
Navigation Interface
7
9
10
2.1.3
Compass
Rudder Reference Transducer
1 1
2.1.5 Accessories
12
13
13
14
14
15
Hydraulic Drive Unit
2.2.1 Type 0 Installation
2.2.2 Type 1 Installation
Cabling and Power Supplies
2.3.1 Signal Cabling
2.3.2 DC Power Supplies
2.2
2.3
17
3.
Operation
17
3.1
Basic
Principles
18
18
19
3.2
Controls
3.2.1 Fixed Control Unit
3.2.2 Hand Held Control Unit
3.2.3 Operating Mode Indication
and Course Display
3.2.4 Off-Course Alarm
3.3
3.3.1 Setting Up
3.3.2 Functional Test Procedure
3.3.3 Drive Unit Test Procedures
20
21
21
21
21
22
Functional Test Procedures
4.
4.1
4.2
Sea Trials
First Sea Trials
Rudder Control Adjustment
23
23
2 4
5.
5.1
Operating Hints
Unsatisfactory Steering
Performance
25
25
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1. GENERAL DESCRIPTION
Congratulations on choosing the
It offers
outstanding self steering capability for a
wide range of modern powercraft
equipped with hydraulic steering.
The
is modular and designed
288mm
1.1
Course Computer
for easy installation with flexibility to cope
with the variation of individual craft and
owner specifications. It is supplied as
standard with the course computer, one
The course computer houses the
microprocessor, electronic control circuitry
and power amplifier to drive the hydraulic
The
uses microprocessor
control unit,
drive unit, and rudder reference
transducer. The basic
compass, hydraulic
The course computer is splash proof
only and must be mounted in a dry and
protected position.
based technology and easy to use control
pads to give you total command under
autopilot control without the need for
constant adjustments.
can be extended to suit
individual requirements. The basic system
is illustrated below in Figure 1.
The
is manufactured by the
world’s largest producer of Marine
autopilots with Technical Advice, Service
and Support ready to help you get the
most from your Autohelm.
Control Unit
FLUX G ATE
The six button control unit is fully
waterproof and is mounted close to the
steering position. It is designed for surface
mounting, or alternatively can be bracket
mounted if required (bracket mounting kit
Cat. No.
A
and
second control unit (Cat. No. 2054)
hand held control unit (Cat. No.
a
2056) can be added to the system. The
hand held control unit is fitted with a 6m
wander lead and plugs into
a
bulkhead mounted waterproof socket.
92mm
1.1.3
Compass
The
compass has been especially
developed for marine application. The
compass contains gimbal mechanism to
permit accurate readings with pitch and
roll movements up to The compass
a
Fig. 1 BASIC SYSTEM
is bulkhead mounted below decks and
connects directly to the course computer.
2
3
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1.1.4 Rudder Reference
Transducer
213mm
1.2.2 Type 1 Hydraulic Drive
1.2 HYDRAULIC DRIVE UNITS
The hydraulic drive unit consists of
a
The
is available with one of
precision gear pump with integral valve
two hydraulic drive units, depending on
the size of the vessel and the
displacement of the ram.
The vessel size and displacement
recommendations given below apply to
directly driven steering systems. When
power steering system is fitted the vessel
size and displacement recommendations
can be ignored.
The rudder reference transducer provides
the course computer with a precise
rudder position. It is mounted on a
suitable base adjacent to the rudder
stock. The interconnecting cable connects
directly to the course computer connector
unit.
block driven by
a
continuously rated servo
motor. The pump drive motor is connected
directly to the course computer which also
regulates peak pump pressure and
eliminates the need for end stroke limit
switches.
a
Description
Size
Maximum Vessel Size
1 lm
1.2.1 Type 0 Hydraulic Drive
Maximum Vessel
Displacement
The type
0
hydraulic drive unit consists of
5500 Kg (12000
a twin cylinder piston pump powered by a
small but powerful reversing electric
motor.
The high volumetric efficiency of the
piston pump provides precise control,
with the twin pistons offering smoother
and quieter operation than would be
found with a single cylinder design.
Maximum Ram Caoacitv
Minimum Ram Capacity
Reaulated Peak Pressure
1.1.5 Auxiliary Alarm (Cat. No. 2035)
The autopilot is provided with an
50 bar
Peak Flow Rate
(Unloaded)
11
automatic off course alarm system which
sounds from all control units and provides
sufficient audible warning under most
conditions. In cases where a high power
alarm is necessary, an auxiliary alarm can
be fitted. The auxiliary alarm is connected
to the main connector unit via a two
core cable.
Consumption
(Typical Average)
3.5-6 amps
Ram Type
Single or Double Ended
(unbalanced or balanced)
Size
Maximum Vessel Size
Maximum Vessel
Displacement
3000
(6600
Maximum Ram Capacity
Minimum Ram Capacity
Regulated Peak Pressure
30 bar
Peak Flow Rate (Unloaded) 490cdmin
1.1.6 Radio Navigation Interface
(Cat. No. 2057)
Power Consumption
The
Loran,
receiver having
can be interfaced to any
or Satellite Navigation
(Typical
1. 5-2. 5
Double Ended (Balanced)
a
suitable cross track error
output to
The
radio navigation interface computes the
course adjustments to enable the
to steer to
a
selected waypoint.
The unit is waterproof and designed for
surface mounting (normally adjacent to
the Loran/Satellite Navigation receiver). If
required the unit can be bracket mounted
using the bracket mounting kit
(Cat. No.
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4
2.
professionally
advice be obtained if you intend to install
the system yourself.
The manufacturers can accept no
liability for any claims arising from
incorrect installation or product
or
alternatively
professional
WARNING
The
installation if it is to provide accurate safe
self steering. Whilst designed for simple
installation we strongly recommend that
the system should be installed
in use we strongly recommend the use of
protective cover (optional extra
Cat. No.
a
2.1.1 Course Computer
requires correct
Mounting Position Below Deck
The course computer should be positioned
in
from high operating temperatures and
excessive vibration. can be mounted in
any attitude. Care must be taken to allow
at least (6in) clearance all round to
a
dry protected area of the vessel free
WARNING
Safe operation of the
requires
that the control unit be mounted within
easy reach of the helmsman when in the
normal steering position. Position the
control unit to ensure this requirement is
met.
aid heat dissipation from the power
amplifier in the unit. Do not mount in the
engine room.
DO NOT position the course computer
so that it will:
Mounting Instructions
l
Receive any direct water splash/spray
(from Bilge/Hatch etc).
Be liable to physical damage from heavy
items.
Be covered by other equipment or
gear.
The unit is attached with reusable positive
locking pads. In most cases, the pads may
be stuck directly onto the mounting
surface.
l
l
Using the template supplied, select the
control unit position, mark off and drill
l
Be close to major sources of
transmitted energy (Generators/S%
radios, Aerial Cables etc).
the
hole for the
interconnect cable.
Attach the positive-lock pads to the rear
l
of the control unit (Fig. 4).
Mounting Instructions
l
Remove Terminal box lid (Fig. 2).
Unscrew two internal thumb retaining
nuts (Fig. 2).
l
l
l
Unplug terminal box and mounting
spine.
Position terminal box and mounting
spine in correct location, mark off and
pilot drill for the
supplied (Fig. 3).
5
self tapping screws
l
l
Screw terminal box and mounting spine
into place.
Plug course computer unit to terminal
box. Retighten thumb retaining screws.
The course computer is now ready for
wiring (see 2.3).
2.1.2 Control Units
Mounting Position
Control units must
be mounted close to the steering stations.
The unit is fully water-proof and suitable
for external location. If the control unit is
permanently exposed when the boat is not
l
Thoroughly clean the mounting surface
with alcohol (or equivalent) and allow
to dry.
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7
It is very important to ensure that the
is positioned at least
Removing a Control Unit
l
Using
a
flat lever gently unlock the
away from the vessel’s steering
compass in order to avoid deviation of
securing pads starting at one corner.
Do not use excessive force.
l
both compasses. The
must also
The unit may be re-attached by
be positioned as far away as possible from
large iron masses, such as the engine and
other magnetic devices which may cause
deviation and reduce the sensitivity of the
sensor. If any doubt exists over magnetic
suitability of the chosen site, the position
pressing
onto the security pads.
2.1.3
The
Compass
compass may be attached to
a convenient bulkhead using the self
tapping screws provided. Unscrew the top
cap to release the compass housing from
the mounting bracket (Fig. 7). Screw the
bracket to the bulkhead using the self
tapping screws provided and finally
attach’the compass body to the mounting
bracket.
may be surveyed using
a
simple hand
bearing compass. The hand bearing
compass should be fixed in the chosen
position and the vessel swung through
Relative differences in reading
between the hand bearing compass and
the vessel’s main steering compass should
Instructions
l
Using the template supplied mark off
and drill the hole and
mark off and pilot drill the fixing holes
for the carriers.
l
l
Thread the interconnect cable through
the hole, peel off the
backing from the pads (Fig. 5).
Correct positioning of the
is
crucial if ultimate performance from the
autopilot installation is to be achieved.
ideally not exceed
on any heading.
Fig.
8
Press the unit onto the mounting
The
should ideally be positioned
l
l
Screw the holders
the self tapping
Clean the holder surface with alcohol
(oiequivalent) and stick the positive
lock pads into place (Fig. 6).
position using
provided.
surface maintaining pressure for 30
as near as possible to the pitch and roll
centre of the vessel in order to minimise
gimbal disturbance (Fig. 8).
seconds to ensure
a
strong bond.
The control unit interconnect cable is
now ready for connection to the course
computer (See 2.3).
Fig.
7
l
l
Note An additional foam seal must be
used in this method to provide sealing.
Carefully align the control unit with the
holders and press firmly into place to
Where the control unit is to be mounted
to a painted, varnished or untreated wood
surface the carriers supplied should be
used to provide a sound bonding surface
for the mounting pads. (Fig. 6).
to
secure
a
positive attachment.
I
L
Fig.
6
When the installation is complete the
compass should be
approximately aligned with the vessel’s
centre line by rotating the body until the
arrows on the joint line face the bows
(Fig. 9).
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9
8
the rudder reference unit arm and tiller
arm. If it is more convenient, the rudder
reference unit may be mounted upside
down (label downwards), but if this is
done, the red and green wires must be
reversed in the connector unit.
2.1.5 Accessories
The most comprehensive installation is
RADIO NAVIG ATION
INTERFAC E
Fig.
9
illustrated below in
12.
FLUX G ATE
Fig. 12
It is important to ensure that
dimensions
A
and
B
(fig. 11) are the same
RUDDE R
at both points and that when the rudder
is amidships the unit arm is opposite the
cable gland and makes an angle of
with the connecting bar.
C ONTROL
Fig. 11
Installation
Precautions
Correct installation of the course
computer and
compass is vital to
the successful performance of the
Pow&Pilot. The installation
precautions must be heeded if poor
performance or even failure of the
autopilot is to be avoided.
.
I
A
A
HYDRAULIC
DRIVE UNIT
I
Auxiliary Alarm (Cat. No. 2035)
Radio
(Cat. No. 2057)
This is installed using the same procedure
as given for the control unit. (See 2.1.2).
Navigation
Interface
The auxiliary alarm unit is waterproof and
may therefore be mounted in any
position. The alarm unit is supplied with a
terminal block to connect a two core
interconnection cable to the course
2.1.4 Rudder Reference
Transducer
The rudder reference unit must be
Remote Control Unit
mounted on a suitable base adjacent to
the rudder stock (Fig. 10) using the self
tapping screws provided. The base height
must ensure correct vertical alignment of
The remote control socket is pre-wired
with the interconnecting cable. A
diameter hole should be bored
through the mounting panel and the
socket screwed into position using the
four self tapping screws provided (Fig. 13).
computer. A
hole
bored through the mounting panel/deck
to pass through the two way connector
block and interconnecting cable (Fig. 14).
Finally, the alarm unit should be
screwed into position using the four self
tapping screws provided.
Fig. 10
TILLER
A
foam seal on
the alarm mounting flange will ensure a
watertight joint to the mounting surface.
Having selected a suitable position
(Fig. the interconnecting link A may
be cut to length and the linkage fastened
Fig. 14
ensuring that the locking nuts B are
secure. The tiller arm should be tapped
M6 to a depth of
6in) or
through drilled to accept the ball joint
supplied. The rudder should then be
moved from side to side to ensure the
linkage is free from any obstruction,
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11
l
l
Ensure all hoses are filled with oil
Prime the pump ports with oil
When operating the hydraulic pump to
2.2.1 Type 0 Installation
2.2 HYDRAULIC DRIVE UNIT
General guidelines
When the installation has been
completed the hydraulic pump may be
operated by switching the control unit to
The Type
0
pump must be mounted
vertically with the mounting flange bolted
to a suitable horizontal surface using four
The hydraulic drive unit should be
mounted clear of spray and the possibility
of immersion in water. It should be
located as near as possible to the
hydraulic steering cylinder. It is important
to bolt the hydraulic drive unit securely to
a substantial member to avoid any
possibility of vibration that could damage
the inter-connecting pipework.
There are three basic types of hydraulic
steering system, and these are illustrated
in Fig. 15. Typical connection points for
the drive unit are shown in each case. In
cases it is strongly recommended that
the steering gear manufacturer be
consulted.
Minimisation of hydraulic fluid loss
during connection of the drive unit will
help to reduce the time and effort
required later to bleed the system of
trapped air. Absolute cleanliness is
essential since even the smallest particle
of foreign matter could interfere with the
correct function of precision check valves
in the steering system.
bleed the system, turn the helm pump in
opposition. This will help any air expelled
from the hydraulic pump rise to the helm
pump reservoir.
Auto and operating the +
and
6mm
bolts.
course change buttons. Greater motor
movements will be obtained if the rudder
control is set to maximum.
The hydraulic steering system should be
bled according to the manufacturer’s
instructions. From time to time during the
bleeding process the drive unit should be
run in both directions to clear trapped air
from the pump and inter-connecting pipe
work.
All ports are tapped
Three
B.S.P. to
adaptors are
included to convert to
where
2.2.2 Type 1 Installation
The Type 1 pump should be mounted on a
suitable horizontal surface.
required. The sealing washers supplied
should be placed between the fitting and
the pump (Fig. 16).
It is recommended that
larger are used throughout to minimise
All ports are tapped
to
Three
adaptors are
where
fittings or
included to convert to
transmission losses.
required (Fig. 17). The sealing washers
supplied should be placed between the
fitting and the pump (Fig. 18).
If the air is left in the system the
steering will feel spongy particularly when
the wheel is rotated to the
Fig. 16
position. Trapped air will severely impair
correct operation of the autopilot and the
steering system and must be removed.
During the installation of the system it
has not been necessary to keep track of
the connection sense to the hydraulic
steering circuit since operating sense of
the autopilot can be corrected if necessary
by reversing the pobrity of the pump drive
motor connections (see section 3.3.1).
Fig. 17
STEERING
C YLINDER PORTS
SEALING
ADAPTOR
Fig. 15
SEALING
WASHER
The two cylinder ports are positioned
opposite one another on the pump body.
Line
System
The reservoir port is marked
R
and is at
All connections to the pump should
be made with flexible hose.
Important Note
RESERVOIR
All connections in the reservoir line
must be sound as any air introduced
to this line will seriously degrade
pump performance.
Bleeding
The type
0
pump is sensitive to trapped
air, and care must be taken during
installation and commissioning to remove
it. Before connecting the hoses to the
pump:
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2.3.2 DC Power Supplies
(Fig. 22).
Flexible connection tails fitted with
insulated spade connectors are
with the course computer to connect
(Fig.
2
1). After cutting the
connect to the connector unit where they
are permanently hard wired to
2.3 CABLING AND POWER
SUPPLIES
interconnecting cable to length (Fig.
it may be passed through the inserted
rubber grommet and prepared for
connection to the relevant connector
block (Fig. 19).
Each connector block is clearly
identified on the printed circuit board and
each wire position is identified by
dots which match the individual
coded connector blocks situated on a
central printed circuit board (Fig. 19).
The end face of the connector unit is
fitted with ten blanking discs (Fig. 20).
which are easily pressed out and replaced
by the special rubber grommets supplied
2.3.1 Signal Cabling
Cable interconnections between all sub
system modules are shown schematically
main power
(Blue and Brown) and
drive unit motor connections (Red
Black).
All four flexible wire tails are
(in Figs
1
and 12). All peripheral units
with each peripheral unit fixing kit
,
to
a
four-way heavy
terminal block for connection to the main
power cabling. Similarly, the drive
wire
The cable screen should be
connected to terminals identified by
a
supplied with flexible tails for the motor
power connection (Red and Black).
Before commencing power cabling,
interconnecting terminal blocks should be
white dot.
Each peripheral unit is supplied with 6m
(20ft) of interconnecting cable. Additional
cabling can be supplied in
lengths as
cut
screwed into
a
position where they
remain dry and protected. When
the position of the course computer
it is important to reduce
overall length of heavy power cable
between the drive unit and the
central power distribution panel to a
minimum.
Excessive lengths will generate
the cable and will reduce system
performance. In addition, the cable
between the course computer and
unit must be less than 5m
Having sited the course computer,
measure the total cable length
the drive unit and the vessel’s central
distribution panel and select the
appropriate cable size from the
below.
in
YELLOW
GREEN
The total length of screened core cable
connected to the serial bus (connectors
@R E D
BROWN
Al
should not exceed 30m (1
Similarly, the total length of
interconnecting cable to the
should not exceed
(60ft). If it is
necessary to exceed the above maximum
length recommendations, please consult
Nautech’s Product Support Department
for specific advice. In general the length
of interconnecting cables should be kept
to an absolute minimum to reduce the
possibility of interference by other
electronic equipment.
All cables should be run at least
m
(3ft) from existing cables carrying radio
frequency or pulsed signals, and should
be clamped at
(1
intervals.
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3. OPERATION
vessel from those necessary to maintain
the selected heading. If unnecessary
repetitive corrections continue the
computer will automatically neglect them
so that autopilot activity and power
consumption is continuously optimised at
minimum levels.
The high degree of control automation
made possible by the system’s central
micro computer simplifies user control to
It is very important that both the
electronic and heavy duty power supplies
3.1 BASIC PRINC IPLES
The following description of the
principle of
operation will help you to fully understand
its controls.
The power supply must be led from the
main distribution panel and protected by
are isolated by
a
switch in the positive
means of
a
25 amp fuse or current
overload trip switch. A separate 5 amp
fuse must be fitted in the electronic
power supply cable.
supply line.
When connecting the power supplies to
the main distribution panel and to the
course computer spade connectors, it is
essential that the polarity is correct
(Brown positive, Blue negative).
Deviation from course is continuously
monitored by a sensitive
compass
and corrective rudder is applied by the
drive unit to return the vessel to course.
The applied rudder is proportional to
course error at any time and thus when
the course is restored the rudder will be
The amount of rudder
a
series of push button operations.
applied for
match both the steering characteristics of
the vessel and speed through the water.
vessel with small rudder for example,
will require more corrective helm than a
similar sized vessel with larger rudder.
Similarly, high speed power boat will
require considerably less corrective helm
at planing speeds than it will at lower
displacement speeds.
a
given off-course error must
A
ELEC TRONIC
PO WER
SUPPLY
a
a
a
Fig. 22
When changes in vessel trim occur due
to variations in wind pressure or engine
throttle setting the course can only be
maintained by the application of
CIRCUIT BREAKER
permanent
(standing helm)
to restore balance. If permanent rudder
off-set is not applied to restore balance
the vessel will bear on to
Under these circumstances the
detects that the original course
a
new heading.
is not being restoredand continues to
apply additional rudder off-set in the
appropriate direction until the vessel
returns to the original heading. Automatic
trimming capability ensures that the
originally set course is held irrespective of
any changes in balance that may occur
HEA V Y
PO WER SUPPLY
OUTPUT
during the course of
a
passage.
central
TO MOTOR
computer also continuously monitors the
pattern of applied rudder correction and
can distinguish unnecessary repetitive
corrections caused by pitch and roll of the
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1 7
16
3.2.3 Operating Mode indication
l
l
If the rudder immediately drives hard
over to port, the motor connections
between the course computer and
drive unit should be reversed.
3.2.4 Off-Course Alarm
When the autopilot is set to Auto mode a
built in off-course alarm is automatically
set up. The off-course alarm will sound
from all control units when the vessel
deviates for any reason from the original
and Course Display
The operating mode of the autopilot is
indicated by
a
flashing red LED, as
If the rudder drives
a
few degrees to
summarised
port, reverse the motor connections,
and reverse the red and green wires of
the rudder reference transducer.
course by more than
seconds. If an auxiliary alarm is fitted this
will also be sounded after one minute
for over 20
a
N.B. Reversal of the motor connections
should be permanently made at one of
the main terminal blocks and not by
reversing the spade connector flying leads
to the course computer.
delay to allow the watchkeeper to take
corrective action.
The alarm will be silenced if the vessel
returns to within 1
of the original
course. If the vessel does not return within
course limits the alarm can only be
LED FLASHING CODE
OPERATING MODE
3.3.2 Functional Test Procedure
silenced by disengaging the autopilot and
l
l
l
Switch on and note that all control
units are live and signalling Stand by
mode.
resetting
a
new course.
STAND BY
Autopilot switched on but
not engaged
3.3 FUNCTIONAL TEST
PROCEDURES
The following functional tests and set up
procedures must be carried out before
sea trials are attempted.
Key Auto on any fixed control unit and
note that Auto mode is indicated on
all control units.
Key course change commands from all
control units noting that
corresponding helm movements occur.
Key Manual on the hand held control
unit (if fitted) and note that Manual
mode is signalled from all control units.
Key power steer commands via the
AU-t-0
Autopilot engaged to steer
compass
heading
3.3.1 Setting Up
Switch On
Switch on the electrical supply from the
main panel. All control units will emit a
short beep tone to indicate that the
computer is now active. The autopilot will
start up in Stand By mode.
MANUAL
Hand held control power
steering in operation
course control
of the hand held
control unit and note that
corresponding incremental helm
movements occur.
Operating Sense
l
Key Stand by
ON
OFF
SECONDS
The operating sense of the autopilot can
be checked as follows:-
* Select Auto
The automatic trimming capability of
the autopilot can be observed by the
following test:
l
Select
rudder
+
a
10 which should move the
few degrees to produce turn
a
Key Auto followed by a 1
change to starboard. This effectively
simulates condition where the need for
course
to starboard.
a
If this does not occur, correct operating
standing helm has developed and the
vessel is not returning to course. You will
notice that an initial fixed helm movement
sense can be restored as follows:-
* If the rudder immediately drives hard
over to starboard, the red and green
wires of the rudder reference
transducer should be reversed in the
connector unit.
is applied and that after
a
short interval
the drive unit will continue to apply
further incremental helm movements. If
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2 0
2 1
4. SEA TRIALS
During the first minute of operation, it will
be noticed that repetitive movements of
the vessel are gradually neglected until
finally the autopilot will respond only to
true variations in course.
Initial sea trials should be carried out in
calm conditions with plenty of sea room.
The previously conducted functional test
will have verified that the autopilot is
operating correctly and that you are
familiar with all of its controls.
left in this condition the rudder will
eventually be driven hard over. If, however,
the vessel were moving through the
water, the progressive application of
additional helm would eventually return
the vessel to the correct course with the
necessary standing helm applied. Return
l
Check that the steering ram moves
smoothly and that there is no excessive
Check that all unions are tight and
there is no seepage of hydraulic fluid.
To ensure precise course adjustments
the sea state control is automatically reset
Set the rudder control on all control
units to minimum.
Current Limit and Cutout
When the rudder is driven onto end stops
drive to the hydraulic pump may cut out
after
will only be restored if the rudder moves
away from the end stop or if drive is
required in the opposite direction.
The performance of the
whenever
selected.
a
1
course change is
to course can be simulated by keying
10
Initial sea trials on fast planing vessels
should be conducted at no more than half
engine speed. Minimum setting of the
rudder control should provide stable
steering performance.
(to return to the current heading). The
progressive application of standing helm
a
few seconds. This is normal. Drive
Automatic Trim Control
will cease when the
senses that
The
automatically
the course error has been removed.
corrects for trim. No adjustment of the
pilot is necessary.
After each course change the
Automatic Trim is cancelled and the
will re-establish the
correct trim for the new heading. This
process takes approximately one second
per degree of course change. It should be
Fine setting of the rudder control is
discussed later (4.2).
3.3.3 Drive Unit Test Procedures
will only reach the designed
Before attempting sea trials it is important
to check that the vital link with the
steering system provided by the hydraulic
pump and rudder reference transducer
are free from obstruction and operating
correctly.
levels if the installation of the hydraulic
pump and rudder reference transducer is
correctly engineered and adjusted. It is
strongly advised that these be checked
before sea trials.
4.1 FIRST SEA TRIALS
During first sea trials, the vessel will be
changing heading, and it is,
therefore, very important to maintain a
constant look-out. The following initial
trial procedure is recommended:-
noted that if
keyed in (greater than
a
large course change is
the pilot will
Warning
@
Steer on to
a
compass heading and
not assume the final selected course
immediately. The vessel will come to
When the steering system is being moved
manually or under drive from the
autopilot do not touch any part of the
system. The forces exerted are
considerable and could cause injury.
hold the course steady.
Press Auto to lock on to the current
within say
of the desired course and
will only settle onto course when the
Automatic Trim has been fully established.
It is recommended the following
procedure is adopted for large course
changes.
heading. In calm
conditions a
perfectly constant heading will be
maintained.
Alter course to port or starboard in
multiple increments of 1 and 10
degrees from any control unit. Course
changes should be prompt and
without any sign of overshooting.
With an assistant to turn the main
steering wheel get into a position where
the tiller and rudder reference transducer
can be seen.
l
l
l
Note required new heading
Select Stand by and steer manually
Bring vessel onto new heading
Select Auto and let vessel settle onto
course
l
With the autopilot in Stand by turn
the sheering wheel from hard over to
hard over.
l
If
a
hand held control unit is fitted key
Manual to change over to remote
power steering. Practice power
steering using the four course control
keys..
Press Stand by to disengage the
autopilot for return to hand steering.
l
Bring to final course with
l
Check that the rudder reference
transducer and linkage do not foul any
part of the steering mechanism or
increments.
It is sound seamanship to make major
course changes only whilst steering
manually. In this way any obstructions or
other vessels may be cleared properly and
due account taken of the changed wind
vessel’s
structure.
Select Auto and use the + 10 button
to drive the rudder hard over
maximum rudder setting).
Use the 10 button to drive the
rudder hard over in the opposite
direction.
Automatic Sea State Control
During the sea trial, the operation of the
automatic sea state control can be
observed. When the autopilot is initially
engaged in Auto mode the autopilot will
respond to all pitch and roll movements.
and sea conditions
new heading
l
prior to engaging the pilot.
23
22
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5. OPERATING HINTS
4.2 RUDDER C ONTROL
ADJUSTMENT
The rudder control setting recommended
on page 22 will provide stable control for
initial sea trials. However, power craft can
vary widely in their response to the helm
and further adjustment of the rudder
control setting may improve the
Autohelm’s steering characteristics.
An excessively high rudder control
setting results in oversteer which can be
recognised by the vessel swinging from
side to side of the automatic heading
accompanied by excessive rudder
movement. In addition, distinct overshoot
be observed when the course is
changed. This condition can be corrected
by reducing the rudder control setting
(rotating rudder control
Similarly, an insufficient rudder control
setting results in
sluggish steering performance and is
particularly apparent when’changing
course. This is corrected by increasing the
rudder control setting (rotating rudder
control clockwise). These tendencies are
most easily recognised in calm sea
conditions where wave action does not
mask basic steering performance. The
rudder control setting is not over critical
higher speed craft and when it occurs can
be corrected by reducing the rudder
central course
computer continuously optimises
automatic steering performance
eliminating the need for operator
supervision.
It is, however, very important to
been carried out correctly? Check
again.
control setting. In excess of 30 knots,
a
l
Has the
compass been
reduction by at least two positions can
installed in an area free from large
magnetic deviation? If in doubt use a
hand bearing compass to check.
If performance has changed recently
has a magnetic influence been
often be required within
of North.
Planing Craft
understand the effect of sudden trim
changes on steering performance.
At planing speeds, where only a small
proportion of the hull is in contact with
the water, variations in wind speed and
direction can produce significant changes
in trim. Similarly, variations in vessel
attitude and engine settings also produce
trim changes. When a change in trim
occurs the automatic trim compensation
system requires at least 120 seconds to
apply the necessary rudder off-set to
restore the automatic heading. In gusting
conditions, therefore, particularly when
the wind is forward of the beam, the
course may tend to wander slightly.
Passage making under automatic pilot
On fast planing craft which operate over
a
wide speed range, the rudder control
introduced near the
compass?
setting often requires reduction at higher
speeds where steering effectiveness is
increased. Oversteer can be extremely
violent at planing speeds and it is
recommended that the rudder control
setting is reduced before opening the
throttle.
anchor/chain/radio equipment/
loudspeaker/tools/AC. generator, etc.
Is battery voltage correct?
Are fuses intact and of correct rating?
Are circuit breakers engaged?
l
l
l
l
Is wiring of correct diameter and are
screw connectors firmly tight?
l
If pilot fails to hold course
check
rudder setting at control units.
If vessel wanders under pilot control
l
Verity that hydraulic pump is correct for
size and type of vessel.
Check steering ram and actuator are of
compatible type and bleed system to
remove air.
Check rudder reference transducer
linkages for security and correct
alignment.
which gives
l
is
a
very pleasant experience which can
lead to the temptation of relaxing
permanent watch. This must always be
avoided no matter how clear the sea may
appear to be.
l
5.1 UNSATISFAC TORY STEERING
PERFO RMA NC E
and
be set to the lowest setting
consistent with accurate course keeping.
This will minimise actuator movements
and hence reduce power consumption.
It may be noticed that the autopilot
If the
has been
correctly specified, installed in accordance
with the instructions and adjusted
correctly it will provide outstandingly
tends to be
a
little less stable on northerly
good steering precision over
a
very wide
headings in the higher latitudes of the
northern hemisphere (and
range of wind and sea conditions.
If the performance falls below your
expectations and the pilot appears to be
working correctly the fault will normally
be found by carrying out the simple
checks outlined below. Before reporting
southerly headings in the southern
hemisphere). This is caused by the
increasing angle of dip of the earth’s
magnetic field at higher latitudes which
has the effect of amplifying rudder
response on northerly. headings. The
tendency towards northerly heading
your difficulties to an
specialist,
please check the following:-
* Have the test procedures and
instability is usually more
in
adjustments detailed in Section 3.3
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6. MAINTENANC E
7. FAULT LOC ATION PROC EDURE
The autopilot is one of the most used and
hardest working items of equipment on
board, and therefore must receive its fair
share of attention and routine
maintenance.
Regular inspection of the installation is
recommended in the following areas
where applicable.
1. Check that Hydraulic Steering systems
are free from leaks and trapped air.
Bleed when necessary to remove air
from the system.
2. Check that all inter-connecting cable
terminals are fully tightened and
corrosion free.
has been designed
to achieve very high standards of reliability
combined with ease of servicing.
If a fault should appear, please double
check that all connections in the
connector unit are sound and that the
heavy power cable connections are tight
and free from corrosion. If you are
satisfied that all connections are sound,
the simple check procedure tabulated
below will assist you to locate the most
likely fault area.
located in this area. The course computer
unplugs easily for servicing (Section
2.1.1).
Control units are removed using a
suitable lever to separate the pads starting
at one corner. Do not use excessive force.
Disconnect from the connector unit and
withdraw the interconnecting cable
(Section
The faulty unit should be removed and
returned to your nearest service agent.
If any difficulties arise, please consult
Nautech’s Product Support Department in
the U.K. or your own National distributor
who will also be able to provide expert
assistance.
Since the course computer houses the
majority of the electronic control system
there is
electronic fault has
a
high probability that if an
it will be
3. Check that external waterproof sockets
are capped when not in use and
periodically spray with
(or
similar) to protect from corrosion.
4. Check that the heavy power supply
cable connections are tight and free
from corrosion.
INSTALLATION
HAVE ONLY ONE
DO RED KEYS
EMIT BEEP TONES
WHEN PRESSED?
FAULT OC C UR
IN ONE C ONTROL
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26
27
8. WARRANTY, AFTER SALES SERVIC E
FULL INTERNATIONAL
LIMITED WARRANTY
the claim. The product will then be
serviced free of charge and returned
promptly direct to the sender.
Distributors and Service
Centres, are not liable for any charges
arising from visits to the vessel not to
attend to the product, whether under
warranty or not, nor for sea trials or
any other work associated with the
installation. The right is reserved to
charge for any such services at the
local rate.
WARRANTY
Nautech or its appointed Distributors or
Service Centres will, subject to the
conditions below, rectify any failures in
this product due to faulty manufacture
which becomes apparent within twelve
months of its purchase date.
Equipment used in the country of
purchase should be sent directly to the
authorised Distributor for that country or
its appointed Service Centres. The product
will then be service free of charge and
returned promptly direct to the sender.
Equipment used outside the country of
purchase can be
a. Returned to the Distributor or Dealer in
whose country of from whom the
equipment was originally purchased -it
will then be serviced free of charge
and promptly returned direct to the
sender, or
b. The product can be returned freight
pre-paid to the authorised Distributor
or its appointed Service Centres in the
country in which the product is being
used. It will then be serviced and
returned direct to the sender on the
basis that the Distributor or Service
Centre will supply any parts used free
of charge but the sender will be
2.
Nautech or its appointed Distributors or
Service Centres will, subject to the
conditions below, rectify any failures in
this product due to faulty manufacture
which become apparent within twelve
months of its purchase date wherever the
vessel and the product may be operated.
CONDITIONS
1. The product must be installed aboard
the vessel in the country of purchase.
2. The product must be installed in
accordance with the recommendations
issued by Nautech Ltd.
3. The installation must be carried out by
an installer approved by Nautech:
alternatively the installation must have
been inspected and approved by
Nautech or its approved installer.
4. The Warranty Registration Card must
be completed
AFTER SALES SERVIC E
Your
is designed to
give you long service and reliable
performance wherever you sail. To’ensure
that you can always receive prompt and
expert attention in case of any difficulty,
Nautech has established a worldwide
network of
CENTRES.
SERVICE
Please contact your nearest Service
Centre for assistance.
ready:-
have
The Owner or User
* Your Warranty Card
l
The Dealer supplying the product
l
Proof of Purchase
The Installer
5. The Full International Warranty is
invalid if:-
(a) The product has been misused, or
installed or operated not in
accordance with standards defined
in this handbook.
invoiced for the necessary
return shipment at the local rate.
and
(b) Repairs have been attempted by
persons other than Nautech
*approved Service personnel.
(c) The warranty card has not been
completed correctly or is not
accompanied by proof of purchase.
CONDITIONS
The warranty is invalid
a. The product has been misused,
installed or operated not in accordance
with the standards defined in this
manual.
b. Repairs have been attempted by
persons other than Nautech approved
Service personnel.
CLAIM PROCEDURE
The product should be sent direct to
Nautech or its appointed Distributor or
Service Centre nearest to the vessel.
The completed Warranty Card and
proof of purchase must accompany
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10. OVERSEASREPRESENTATIVES
9. SERUIC EC ENTRES
UK,Eirea nd C ha nnel Isla nds
Argentina
Trimer S.A.
Marine
Marine Ltd
Tom Taylor Co. Ltd
72 Fraser Avenue
Toronto
Fray
de
Hull
0482 25163
Aires
190 Dock Street
Ontario
Tel:
Telex:
54 774
33 23653
Canada
Tel.
Telex.
Fax:
0752 228114
Marine Electronics
03917 5241
0705 693611
AR
Northern Ireland
Ltd
2
06524332 TOMTAYCO TOR
5304345
Australia
Belfast Lough Marine Electronics
Road
Solo Marine
11 Green
Ltd
Marine Ltd
Canary Islands
Norfolk
06053 2238
Co
22870
57
0960365565
Santa
Canary
Tel.
de
Hampshire
0243378314
Ocean Marine Servicer
4 3
6
J
Marine Electronics
Avenue
Telex:
71 127045
61 2) 7745291
AA
2
34
52 92230
a71
Telex:
0752 23922
Dublin 11
0001342590
Marina
0255 502819
Werner
A-6890
Ltd
The Sail Loh
Pump
J
Marine Electronics
Rider Services
Mercury
53
Co. Limited
Suffolk Yacht
0243 511070
Austria
Tel: (0104315577 2419
Fax: (010 43) 5577 24195
west
469
45 3030
Co Cork
010353
Southampton Water
047
737
1176
a K
Ba rb a d o s
C.O. Williams Electrical Co. Ltd
E s s e x
Marine Electronics
Telex:
605 4976
Steampacket Building
Quay
Finland
Oy
St
Hampshire
1
0621
Bristol Channel
of
0624
Hudson Marine Electronics
Telex:
Fax: (010
392 2366 COW Wa
424 0374
10 Helsinki
AN
D
Electronics
Lane
Heron Marine Services
129
Scotland
Hamble
Dene Road
57 124788
SF
SDMELEC
GK
Diep Yachting Centre
Trading Estate
0703455129
2
0227 361255
Belgium
Tel: (0103258) 234061
Marine
0272 821441
0292315355
Marine Electronics
17.25 Rue
78500
France
Marine
western Scotland
Jeff Rutherford
Yacht Electrical and
Electronic Services
Yacht Haven
Bermuda
l o w
0983293996
Marine
72
Communications
Bay Road
Telex:
Fax: (010
42
3913 3022
Channel
Pembroke HM 06
Road
Marine Ltd
Lane
Gibraltar
+
Emplacement
Peter
Dale Sailing Co
West
Telex: 007
Fax:
3795 MARCO
292
0475
Hampshire
0590 75771
1
The
26071
Northern Scotland
B r a z i l
Electronics
a
P
Jersey Marine Electronics
2
6.5 349
Yachts
Control A.
007
2373
73726
Cobk Quay
Greenbank Road
S
Fax:
E. Comerico
Marine
Electronics Ltd
Aberdeen
0224874003
Box 12700
0202673880
H. Sheppard
Co.
The Outer
0534
Quay
Ltd
0758613193
Telex: CO7 38 11 24612 CNTO RR
5482070
Tel
Telex.
Quay Road
405 2324 MARINA GK
Marine
Church Street
British Virgin Islands
Cay Electronics
345
0202676363
0481822772
Shetland
059
Electronic
645
46
Road Town
Marine Electronics
0492
536
Scotland
36
Fonh
Marine Electronics
Centre
Islands
Tel:
1
42400
1797
OS4
3321
Marine Radio Servicer
Dock
Edgar
South
E d i n b u r g h
255
Telex:007601
East
44707
709 5431
0313314343
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Holland
Marine
BP
Yachting
Systems
P O
1305 AC
G e ne ral
Have”
8002 Zurich Enge
Tel:
687) 27 58 46
3 120
Tel- (01031 3240) 11524
44 70121
NM
Tel:
Telex: 007 45 816598
CH
687) 27 66 43
Far
11519
Hong Kong
Taiwan
Ing
P O
Lusty
69
limited
Company Limited
9-Y
Far
M2
Yacht Specialists limited
Road
10
Ne w Ze aland
22
Tel: (010
Telex:
Fax: (010
6215312
785 13951 VIRAGO
Hong Kong
Tel:
Telex:
74 60324
64 9) 444 3738
802 65925 KREMA HX
5376 531
Iceland
Ltd
Norway
Turkey
Tekdag
Cad.
125
80680
Tel:
Telex: 007
2727331231272835
76542
Tel:
007
Istanbul
(010) 16046881161
2334
I5
N
32
Telex: CO7 607 26613 TRIM
fax: (010 354029323
Portuga l
A.
US A
Yacht
Tel Am P.O.
Marine Supply
33232
152.156
America
CT 06437
453 8753
Tel:
320 259913284432
265871
G
CO7
22308
P
Telex:
2064
230 643 804
Deck Marine
20151
155
Engineering Pte Lld
67 Ayer
Crescent 07.01
7229
05
007 43 353147 DECK
I
Tel.
Telex:
77
23036
Germany
Fax:
301 3398
Japan
J.M.J. Limited
2F
370
Central Boating Pty Limited
I
The Signal Locker
Dockyard
Antigua
Cape Tow”
South
Tel:
27 21)
Tel:
1511
007955
Telex:
72 3852532
010 81468 76 1044
J
AK
156
Mare Nostrum
Yachting
Tel: 1010
Telex:
52 542
E
85
934
Netherlands
Caribbean NV
Axhtde
Telex:
Telex: 007 62 24215
YU
146
Antilles
Tel. (010 599) 522583
599)
54 21447
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