Raymarine GPS Receiver PowerPilot User Guide

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  
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Antilles  
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