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' Autohelm Raymarine: T100 300cc 300cc Autopilot Course Computer'




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and Set Up
Contents Chapter 1 Introduction
11 ST7000 Control Unit 10
12 ST6000 Control Unit 10
13 Course Computer 11
14 Fluxgate Compass 11
15 Rotary Rudder Reference Transducer 12
16 Linear Feedback Transducer 12
17 Type CR Interface Unit 12
18 Drive Systems 13
Rotary Drive Units 13
Reversing Hydraulic Pump 14
Linear Drive 15
Hydraulic Linear 15
Constant Running Hydraulic Pump 16
Stern drive 16
19 Options 17
Handheld Remote Z101 17
NMEA Interface D153 17
Auxiliary Alarm Z035 18
Joystick Z147 18
Wind Transducer sail only 19
Masthead Wind Transducer Z080 Long Arm Version Z188 19
Pushpit Wind Transducer Z087 19
Gyroplus Transducer Z179 20
Chapter 2 Installation 2 1
2 General 21
Planning the Installation 21
4 TYPE100300 Operation and Installation Handbook
21 Course Computer 21
Mounting 22
Cabling 22
Type 1 Drive UnitsStern Running Pump 23
Type 2 Drive Units 12V 23
Type 2 Drive Units 24V 23
Type 3 Drive Units 12V 24
Type 3 Drive Units 24V 24
22 ST70006000 Control Unit 25
Mounting 25
Cabling 26
23 Fluxgate Compass 28
Mounting 28
Cabling 29
24 Rotary Rudder Reference Transducer 30
Mounting 30
Cabling 32
25 Linear Feedback Transducer 33
Mounting 33
Cabling 34
26 Hydraulic Drive Systems 35
Pump to Cylinder 35
Reversing Hydraulic Pumps Type 1 Type 2 Type 3 35
Mounting 35
Cabling 35
Type 1 Drive Unit 35
Type 2 Drive Unit 12V 36
Type 2 Drive Unit 24V 36
Type 3 Drive Unit 12V 36
Type 3 Drive Unit 24V 36
Contents 5
Plumbing 37
Two line system 39
Two line pressurised system 39
Three line system 40
Bleeding the system 40
Constant Running Hydraulic Pump 41
Mounting 41
Cabling 42
Pump Cable 43
Solenoid Cable 43
Plumbing 44
Hydraulic Linear Actuator 45
Installation 45
Cabling 48
Final Preparations Before use 48
28 Mechanical Drive Systems 49
Rotary Drive Unit 49
Mounting 49
Cabling 52
Type 1 Drive Unit 52
Type 2 Drive Unit 12V 52
Type 2 Drive Unit 24V 53
Linear Drive Unit 53
Mounting 54
Cabling 55
Type 1 Drive Unit 55
Type 2 Drive Unit 12V 55
Type 2 Drive Unit 24V 56
Stern drive Actuator 56
Mounting 56
6 TYPE100300 Operation and Installation Handbook
Volvo Pre type 872215 56
Volvo Post type 872215 58
Mounting in a Restricted Area 63
Cabling 64
29 Auxiliary Alarm 65
Cabling 65
210 Joystick 66
Cabling 66
211 Masthead Transducer sail only 67
Mounting 67
Cabling 68
212 Interfacing to other equipment NMEA 69
Course Computer NMEA ports 69
Input Port 69
Output Port 70
Cabling 70
ST6000ST7000 Control Unit NMEA Input 71
Cabling 72
NMEA Interface 73
Cabling 74
Chapter 3 Functional Test 7 6
31 System test 76
32 Switchon 76
33 Rudder angle sense 77
ST7000 control unit 77
ST6000 control unit 77
34 Rudder angle alignment 77
35 Operating sense 78
36 Rudder deadband 78
Contents 7
37 Mechanical test Linear Rotary Hydraulic Drives 78
Current limit and cutout 78
38 Mechanical Test Stern Drive 79
39 Setting the Autopilot Rudder Limit All drives 79
310 GyroPlus Offset and Drift Compensation 80
Procedure 80
Chapter 4 Calibration 8 1
41 Recommended Settings 81
42 Selecting calibration 82
43 Adjusting calibration 83
RudderGain 83
Rate Level 84
Rudder Offset Helm Adjust 84
Rudder Limit 84
Turn Rate 85
Cruise Speed 85
Off Course Limit 85
Trim Level 86
Joystick Mode Manual Type 86
Drive Option 86
Rudder Deadband Rudder Damping 87
Magnetic Variation 87
Auto Adapt 87
Latitude 88
Wind Trim 88
Response Level 88
Auto Release manual override 89
44 Saving Calibration Mode 89
45 Display Contrast Adjustment ST7000 only 90
46 Permanent Watch Alarm SFIA 90
47 Recording Calibration Settings 90
8 TYPE100300 Operation and Installation Handbook
Chapter 5 Initial Sea Trials 9 1
51 Initial Sea Trials 91
52 Automatic Compass Heading Alignment and Deviation Correction 91
53 Compass Alignment without deviation correction 93
54 First Sea Trials 93
55 Response Control 94
Level 1 Automatic Sea State Control 94
Level 2 Automatic Sea State Inhibit 94
Level 3 Automatic Sea State Inhibit and counter rudder 94
56 Automatic Trim Control 95
57 Rudder Gain Adjustment Displacement Craft 96
58 Rudder Gain Adjustment High Speed Planning Craft 97
59 Rudder Gain Adjustment with Speed 97
510 Manual Override Stern Drive Actuators only 98
Chapter 6 Track Control 9 9
Chapter 7 Windvane Control Sail Only 101
Index 103
Chapter 1 System Components 9
Chapter 1 Introduction
The Autohelm Type 100300 autopilots are modular systems that can be
configured to suit the individual requirements of all types of vessels using
a range of high efficiency rotary linear or hydraulic rudder drive units to
match various types of steering systems
The Autohelm system in its most basic form consists of a control unit
course computer drive unit fluxgate compass and a rudder
reference transducer
A full range of accessories are also available and include
Joystick manual steering unit
Main alarm and interface
Rate gyro
Hand held remote control unit
SeaTalk Interface leads
Control
Unit
Rudder
Reference
Fluxgate
Unit
Gyro Compass
Control
Unit
Course
Computer
Cable
Clamp
Drive Unit
D7261
10 TYPE 100300 Operation and Installation ST7000 Control Unit
The ST7000 control unit is fully weather protected and designed for above
or below deck istallation The unit is connected to the course computer via
the SeaTalk bus NMEA navigation speed and wind information can be
received via a fixed socket on the rear of the case
Note Additional control units can also be connected via the SeaTalk bus
1778mm 7in 3875mm 15in
24mm 095in
q 1 1 q
q 10 10 q
110mm
433in
STAND BY AUTO DISPLAY TRACK RESPONSE
ST7000
ST6000 Control Unit
The ST6000 control unit like the ST7000 is fully weather protected and
also designed for above or below deck installation The unit is connected
to the course computer via the SeaTalk bus NMEA navigation speed and
wind information can be received via a fixed socket on the rear of the case
Note Additional control units can also be connected via the SeaTalk bus
110mm 433in 3875mm 15in
1 1 DISPLAY
10 10
110mm
TRACK
433in
STAND BY AUTO RESPONSE
ST6000
D728 1
Chapter 1 System Components 11
13 Course Computer
The course computer available in both 12V or 24V versions houses a
drive unit electronic control circuitry and power amplifier
It is the central distribution point for the autopilot electrical wiring and
ships power connection point
The course computer also has NMEA input and outputs to allow operation
with other equipment
The unit is only splash proof and must therefore be installed in a dry
protected location
Type 100 is used for Type 1 and Type CR 12V drives Type 300 is used
with Type 2 and Type 3 drives
233mm 92in 45mm 18in
130mm 51in
Fluxgate Compass
The fluxgate compass contains a gimbal mechanism that permits
accurate readings with pitch and roll movements up to 35 degrees
The compass is designed for below deck bulkhead mounting and
connects directly to the course computer
On steel decked vessels the compass can be mounted above deck
however autopilot performance may be affected due to the increased
motion
76mm 3in
76mm 3in
D7291
12 TYPE 100300 Operation and Installation Rotary Rudder Reference Transducer
The rudder reference transducer provides the course computer with the
precise position of the vessels rudder The unit is mounted on a suitable
base adjacent to the rudder stock Its use is mandatory on all except when a linear rudder reference transducer is connected
152mm 6in
1397mm 55in
61mm 24in
695mm 27in
Linear Feedback Transducer
The linear feedback transducer is designed for installations on bullhorn
style hydraulic outboard steering systems The unit is totally weather proof
and mounted on the bullhorn ram Its use is mandatory on all hydraulic
outboard 425mm
32mm 13in
Type CR Interface Unit
The course computer can be connected to the solenoids on a constant
running hydraulic pump using the type CR interface The unit also provides
connections to energise a solenoid operated bypass valve
125mm 59in
100mm 395in
237in
60mm
1 System Components 13
18 Drive Systems
A range of mechanical rotary linear and stern drive and hydraulic drive
units are available for use with the Type 100300 system Rotary drives
are coupled to the steering system by a simple chain drive linear drives
directly to the rudder stock at the tiller arm radius and stern drives directly
to the power steering valve block
The type of hydraulic drive used is dependent on the size of the vessels
hydraulic cylinder
Rotary Drive Units
Autohelm rotary drive units provide smooth powerful steering commands
with almost silent operation A rugged electric motor drives a precision
epicyclic gearbox via a high tensile drive belt An electronic clutch
transmits high torque loads with no slippage The drive unit can be
mounted in any attitude to simplify 274mm 108in
195mm
77in
20mm 08in 256mm 10in
60mm
184mm 24in
72in
60mm
24in
2 holes 125mm 05in diameter
D7361
14 TYPE 100300 Operation and Installation Handbook
Reversing Hydraulic Pump
The reversing hydraulic pump consists of a precision gear pump and an
integral check valve block driven by a continuously rated servo motor The
pump is connected directly to the vessels steering cylinder with the
course computer regulating the peak pump pressure
There are three types of pump type 1 type 2 and type 3 The different
type relates to the steering ram capacity which is directly related to the
displacement of the vessel
Type 1 80 to 230 cc 49 to 14cu in
Type 2 160 to 350 cc 98 to 21cu in
Type 3 250 to 460 cc 15 to 28cu in
103mm 407in
A 117mm 462in
Pump Dimension A
Type 1 177mm 696in
Type 2 177mm 696in
Type 3 235mm 925in
1 System Components 15
Linear Drive
The Autohelm linear drive unit is of outstanding design which features
powerful thrust fast hard overtimes and near silent operation When
backdriven the movement is smooth with minimal backdriven force Using
a high tensile belt drive and epicyclic reduction gearbox the powerful
electric motor is controlled by an electronic failsafe clutch
The design is highly efficient and provides high performance for minimum
current A
197mm 78in
50mm 2in
79mm 31in
114mm 45in
Drive Dimension A
4 off fixing holes suitable Type 1 700mm 275in
for 10mm 04in bolts Type 2 short 700mm 275in
Type 2 long 850mm 335in D10101
Hydraulic Linear
The hydraulic linear drive unit is a self contained secondary steering
cylinder with a builtin solenoid bypass valve The unit is driven by a
reversing hydraulic pump to provide a totally isolated autopilot steering
system
457mm 18in
315in
80mm
1016mm 4in
152mm 6in
Drive Dimension A
Type 2 540mm 2125in
Type 3 690mm 2715in
D8771
16 TYPE 100300 Operation and Installation Handbook
Constant Running Hydraulic Pump
When steering loads require a ram capacity of over 460cc 28cu in the
constant running hydraulic pump provides the ideal autopilot drive system
Hydraulic fluid is supplied from a self contained reservoir and flow to the
steering ram is controlled by integral solenoid operated valves
Used with a solenoid operated bypass valve and a separate hydraulic ram
this system is recommended for heavy duty applications on large
mechanically steered vessels
224mm 88in
356mm 14in 262mm 103in
D7401
Stern drive
The stern drive actuator must only be used on stern drives with cable
operated power assisted steering
The drive unit operates the power steering valve in exactly the same way
as the steering cable A clutch disengages the drive unit to allow manual
steering when the autopilot is disengaged
Installation kits are available for most popular types of steering manufac
turers
1025mm
40in
634mm
25in
220mm 866in 240mm 945in
460mm 181in midstroke
1 System Components 17
19 Options
The Type 100300 autopilot system is available with the following optional
system components
Handheld Remote Z101
The handheld remote allows course changing from a position away from
the steering station The hand held remote is connected to the autopilot via
the SeaTalk bus
1 1
138mm 54in
10 10
65mm 25in 145mm 06in
D10111
NMEA Interface D153
Although the Type 100300 has its own NMEA 0183 input and output
ports you may wish to receive information from additional equipment
transmitting NMEA The NMEA interface connects to the SeaTalk bus and
converts incoming data to SeaTalk The interface also converts SeaTalk
data to NMEA 0183 format
1175mm 46in 37mm 15in
875mm 34in
D8731
18 TYPE 100300 Operation and Installation Handbook
Auxiliary Alarm Z035
The autopilot is provided with a comprehensive automatic offcourse alarm
system that sounds from all control units This provides sufficient audible
warning under most conditions However in cases where a high powered
alarm is required an auxiliary alarm can be fitted The auxiliary alarm is
connected to the SeaTalk bus via the NMEA interface box and will sound
whenever the autopilot transmits one of the following alarm conditions
Autopilot Off Course
Watch Alarm
Wind Shift
Low Battery
Large Cross Track Error
NMEA Data Error
No Autopilot Actuator Connected
Stern drive Auto Release
Waypoint Change Alarm
85mm 335in 45mm 18in
D7321
Joystick Z147
The Joystick is an electro mechanical remote steering unit that uses the
course computer and its drive unit to power steer the vessels rudder
110mm 43in 76mm 3in 157mm 62in
110mm 43in
JOYSTICK
1 System Components 19
Wind Transducer sail only
If the installation does not include a SeaTalk Wind instrument either the
masthead or pushpit wind transducer can be connected directly to the
NMEA interface box to supply wind angle information
Masthead Wind Transducer Z080 Long Arm Version Z188
371mm 146in
D7331
Pushpit Wind Transducer Z087
D10751
20 TYPE 100300 Operation and Installation Handbook
Gyroplus Transducer Z179
The Autohelm Gyroplus is a transducer that measures the rate of turn of
the vessel This is used by the autopilot to give even better correction for
boat yaw in adverse weather conditions It is particularly beneficial
downward and in following sea conditions
90mm 35in 51mm 2in
115mm 45in
140mm 55in
GYROPLUS
2 Installation 2 General
This section describes how to install the autopilot and system components
described in chapter1
Planning the Installation
When selecting power cable it is important to use the stated wire gauge
The cable you choose may meet the required current however if too small the voltage will drop between the supply and the
course computer This will reduce the power of the drive unit and may
cause the electronics to Course Computer
The course computer must be located in a dry protected location free
from high operating temperatures and excessive vibration The unit must
be mounted vertically with free air flow to allow heat dissipation from the
power amplifier
Avoid mounting the course computer
in an engine room
where there is water splashspray from bilges or hatches
where it can be subjected to physical damage from heavy items such
as hatch covers tool boxes etc
where it will be covered by other onboard equipment
where it will be close to sources of high RF energy radios antenna cables etc
22 TYPE 100300 Operation and Installation Handbook
Mounting
Vert
ical
D8811
1 With the course computer located as required outline the two
mounting holes
2 Drill two pilot holes for the fixing screws
3 Secure the course computer to the vessel using the two screws
provided
Note If the mounting surface is less than 3mm 18in thick use the U
clips provided
4 Drill three pilot holes for the cable clamp bar
5 Secure the cable clamp as shown
Cabling
Note If you are installing the Type 100300 system with a constant
running hydraulic pump refer to page 40 before running the power cable
1 Having sited the course computer measure the total cable length
between the course computer and the vessels central power
distribution panel Using the following tables select the appropriate
cable size and circuit breaker relative to the type of drive unit 2 Installation 23
Type 1 Drive UnitsStern Running Pump
Cable Length Cable Gauge Copper Area
panel to Course Computer
Up to 3m 10ft 12 AWG 25 mm
Up to 5m 16ft 10 AWG 4 mm
Up to 7m 23ft 8 AWG 6 mm
Up to 10m 32ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100401
Type 2 Drive Units 12V
Cable Length Cable Gauge Copper Area
panel to Course Computer
Up to 5m 16ft 8 AWG 6 mm
Up to 7m 23ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100402
Type 2 Drive Units 24V
Cable Length Cable Gauge Copper Area
panel to Course Computer
Up to 3m 10ft 12 AWG 25 mm
Up to 5m 16ft 10 AWG 4 mm
Up to 7m 23ft 8 AWG 6 mm
Up to 10m 32ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100401
24 TYPE 100300 Operation and Installation Handbook
Type 3 Drive Units 12V
Cable Length Cable Gauge Copper Area
panel to Course Computer
Up to 5m 16ft 8 AWG 6 mm
Up to 7m 23ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100402
Type 3 Drive Units 24V
Cable Length Cable Gauge Copper Area
panel to Course Computer
Up to 5m 16ft 8 AWG 6 mm
Up to 7m 23ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100402
2 Remove the connector cover from the course computer
3 Connect the power supply cable to the course computer power
terminals
Note The cable must be protected by a circuit breaker
see table for size
Power
Supply
1 2
Circuit CLUTCH POWER MOTOR
breaker
2 Installation 25
Drive Unit Circuit Breaker Size
Type 1 25
Type 2 12V 40
Type 2 24V 25
Type 3 40
Sterndrive 25
Type CR 25
ST70006000 Control Unit
The ST6000 and ST7000 control units are identical in operation and
main ST70006000 control unit should be mounted close
to the steering station where it is
normally viewed straight on for the best display legibility
well protected against physical damage
at least 9in 230mm from a compass
at least 20in 500mm from radio receiving equipment
accessible from behind to install and run cables
Note The rear case is designed to breathe through a small duct in the
cable boss to prevent the accumulation of moisture Direct exposure to
the rear of the control unit must be avoided
Mounting
3 2 1
2 4
D7461
1 Cable boss 2 Fixing stud 3 Thumb nut 4 Sealing gasket
26 TYPE 100300 Operation and Installation Handbook
1 Make sure that the mounting surface is smooth and flat
2 Use the template provided to mark the centres for the two fixing studs
and the cable boss
Note Adjacent instruments should have 6mm 14in separation to allow
room for the protective covers
3 Drill two 4mm 532in diameter holes
4 Using a 50mm 2in diameter cutter drill the hole for the cable
boss 1
5 Screw the two fixing studs 2 into the rear case of the control unit
6 Pass the cable tails through the large hole and secure the control unit
with the thumb nuts 3 provided
Note The sealing gasket 4 is already attached to the rear case of the
control unit
Cabling
The control unit is provided with a SeaTalk cable fitted with a 3 pin socket
on each end
1 Plug one end of the cable into one of the two SeaTalk sockets on the
back of the control unit
2 Run the SeaTalk cable back to the course computer
Note If more than one control unit is fitted the SeaTalk cable can be
connected to the free SeaTalk socket on the first control unit
3 Cut the remaining plug from the SeaTalk cable and connect to the the
SeaTalk terminals on the course computer as shown in the following
SeaTalk SeaTalk CLUTCH POWER
Grey screen Red Yellow
2 Installation 27
If the vessel is already fitted with Autohelm this should be
connected to the course computer as shown using one of the standard
SeaTalk interface cables The course computer will then supply power for
the complete system
ST50 Instrument ST7000 Control Unit
SeaTalk CLUTCH POWER
Grey screen Red Yellow
D10131
ST50 Instrument ST6000 Control Unit
SeaTalk CLUTCH POWER
Grey screen Red Yellow
D10141
28 TYPE 100300 Operation and Installation Fluxgate Compass
Correct positioning of the fluxgate compass is crucial if ultimate perform
ance is to be achieved To minimise gimbal disturbance the fluxgate
should ideally be positioned as near as possible to the pitch and roll centre
of the vessel
X Y
03L to 05L
X Y
03L to 05L
D1942
Mounting
Vertical
2 Installation 29
1 Locate the fluxgate compass on a suitable vertical surface
2 Drill four pilot holes and attach the fluxgate compass using the self
tapping screws provided
3 Make sure that the fluxgate is positioned at least 08m 2ft 6in away
from the vessels steering compass in order to avoid deviation of both
compasses To avoid compass deviation and reduction in sensitivity
of the sensor the fluxgate must also be positioned as far away as
possible from large iron masses
Note If any doubt exists over magnetic suitability of the chosen site the
position 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 360 degrees Relative differences in reading between the
hand bearing compass and the vessels main steering compass should
ideally not exceed 10 degrees on any heading
Cabling
1 Run the cable back to the course computer
2 Connect the to the fluxgate terminals on the course FLUXGATE JOYSTICK
Grey screen Red Green Yellow Blue
D8901
Note A 10m 30ft extension cable is available for larger part no D174
30 TYPE 100300 Operation and Installation Rotary Rudder Reference Transducer
The rotary rudder reference transducer must be connected directly to the
tiller arm to provide accurate rudder position to the course computer If it
is more convenient the unit may be installed upside down However if
mounted this way the red and green wires must be reversed at the
course computer
Mounting
1 Using the self tapping screws provided mount the rudder reference
transducer on a suitable base adjacent to the rudder stock
Tiller arm
Mounting base
D195
2 Make sure that the base height of the rudder reference transducer
can maintain the correct vertical alignment between the rudder
reference transducer arm and tiller arm as shown
To give the precise rudder position the rudder reference transducer has
a built in spring to remove any free play in the linkage to the tiller
The rudder reference arm movement is limited to 60 degrees Care
must be taken during installation to ensure that the rudder reference
arm is opposite the point of cable entry when the rudder is amidships
Failure to do this could result in damage if the rudder reference arm is
driven onto its end stops by the steering 2 Installation 31
maximum
travel
Cable permitted
entry Min
75mm
Parallel
90 310mm
122in
Rudder amidships
Min 101mm 4in
A 140mm 55in
Max 190mm 75in
D1962
It is important to ensure that the dimensions set out above are within the
set limits and that the tiller and rudder reference arms are parallel to each
other
Min 75mm
Max 310mm
122in
40max
40max
Min 101mm 4in
A 140mm 55in
Max 190mm 75in
D197
1 With the rudder amidships the rudder reference arm should be
opposite the point of cable entry and at 90 degrees to the TYPE 100300 Operation and Installation Handbook
bar Minor adjustments can be made by loosening the 3 securing
screws and rotating the transducer body
2 The tiller pin must be positioned within the limits shown Ideally
dimension A should be 140mm 55in However changes within the
given limits will not degrade the autopilot performance but will slightly
alter the scaling of the rudder angle display on the control unit The
tiller pin is secured to the tiller arm using the self tapping screws
provided
3 Cut the threaded rod to length and screw on the lock nuts Yand the
ball pin sockets the sockets can then be pressed onto the pins Move
the rudder from side to side to ensure the linkage is free from any
obstruction at all rudder angles
Cabling
1 Run the rudder reference cable back to the course computer
2 Connect to the rudder reference terminals on the course
GYRO 2 RUDDER REF NMEA
Grey screen Red Green Blue
D8941
Note A 10m 30ft extension cable is available for larger part no 2 Installation
33
25 Linear Feedback Transducer
The Linear Feedback Transducer is designed for use with bullhorn type
outboard 2
7 8 3 9
10 11
6 5 4 1
D7171
Mounting
1 Operate the steering system so that the bullhorn ram 1 is positioned
amidships
2 Release the hydraulic pressure from the vessels hydraulic steering
system if required Refer to the instructions for
correct procedures
3 Loosen the starboard bolt that secures the bullhorn ram 1 shaft to
the end bracket 2
4 Assemble the Ubracket 3 over the end bracket 2 and the shaft of
the bullhorn ram 1
5 Hand tighten the starboard bullhorn bolt to hold the Ubracket 3 in
position
6 Fully open the hose clamps 6 using a flat bladed screwdriver
7 Hang the hose clamps 6 over the bullhorn ram 1
8 Site the spacers 4 on the bullhorn ram 1 and hold temporarily
with adhesive tape
9 Pull the shaft 9 out of the linear feedback transducer 5 until the
alignment mark 10 is level with the end of the body 11
34 TYPE 100300 Operation and Installation Handbook
10 Position the linear feedback transducer 5 on top of the spacers 4
so that the threaded end of the shaft passes through the
Ubracket 3
Note The linear feedback transducer should under normal circum
stances be assembled with the shaft 9 pointing towards starboard
However if it is not possible to orientate the unit in this way port installa
tion is possible providing the red and green wires are reversed at the
course computer
11 With the adjustment screw and barrel aligned with the spacers close
the hose clamps 6 around the linear feedback transducer 5 and the
bullhorn ram 1
12 Tighten the bullhorn bolt to retain the Ubracket 3
13 Fit and tighten the nut 7 and washer 8 to the shaft of the linear
feedback transducer 5
Cabling
1 Run the linear feedback transducer cable back to the course
computer
2 Connect to the course computer rudder reference terminals
Note To allow for movement of the bullhorn leave a loop of cable at the
end of the Linear Feedback TM
GYRO 2 RUDDER REF NM
Grey screen Red Green Blue
2 Installation 35
26 Hydraulic Drive Systems
This section covers the installation of hydraulic system components
together with relevant plumbing and cabling procedures
For optimum autopilot performance it is important that the pump specifica
tions given below match the vessels steering ram
Pump to Cylinder Pump Capacity
Type 1 80 to 230cc 49 to 14cu in
Type 2 160 to 350cc 98 to 21cu in
Type 3 250 to 460cc 15 to 28cu in
CR1 350 to 500cc 21 to 30cu in
CR2 500 to 1200cc 30 to 73cu in
8100404
Reversing Hydraulic Pumps Type 1 Type 2 Type 3
Mounting
The hydraulic pump should be mounted in a horizontal position clear of
spray and possible water immersion It should also be located as near as
possible to the hydraulic steering cylinder
Bolt the hydraulic pump to a substantial member to avoid vibration that
could damage the pipework
Cabling
Using a suitably sized cable see below route the pump leads back to the
course computer and connect to the motor terminals
Type 1 Drive Unit
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 3m 10ft 12 AWG 25 mm
Up to 5m 16ft 10 AWG 4 mm
Up to 7m 23ft 8 AWG 6 mm
Up to 10m 32ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100405
36 TYPE 100300 Operation and Installation Handbook
Type 2 Drive Unit 12V
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 5m 16ft 8 AWG 6 mm
Up to 7m 23ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100406
Type 2 Drive Unit 24V
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 3m 10ft 12 AWG 25 mm
Up to 5m 16ft 10 AWG 4 mm
Up to 7m 23ft 8 AWG 6 mm
Up to 10m 32ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100405
Type 3 Drive Unit 12V
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 5m 16ft 8 AWG 6 mm
Up to 7m 23ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100406
Type 3 Drive Unit 24V
Cable Length Cable Gauge Copper Area
Distribution Panel to
Pump
Up to 3m 10ft 8 AWG 6 mm
Up to 7m 22ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
2 Installation 37
Note The reversing hydraulic pumps do not require a clutch connection
If the pump is to be used to drive a secondary steering ram a bypass
valve will have to be fitted as shown in the following Relay
1 2
Talk SeaTalk CLUTCH POWER MOTOR
Power
D9151
Note A 5 amp relay should be used to energise the bypass valve The
relay should have a 12V coil taking less than 500ma and be driven by the
clutch output on the course computer connector
Plumbing
There are three basic types of hydraulic steering systems
two line system
three line system
two line pressurised system
Typical connection points for the autopilot pump are shown for each type
In all cases it is strongly recommended that the steering gear
manufacturer is consulted
All hoses used to fit the pump should match or exceed the specification of
those used in the existing steering system
38 TYPE 100300 Operation and Installation Handbook
It is also necessary to ensure that the helm pump is fitted with reversing
check valves otherwise the autopilot pump will drive the helm pump
sometimes referred to as motoring the wheel in preference to moving the
ram Single helm pump systems without check valves should incorporate
a double pilot check valve and block available as part Z068 This is shown
in the following Check valve Z068
D2743
Notes
1 A double pilot check valve may also be necessary on long tubing runs
Tubing expansion may result in poor autopilot performance The valve
should be installed close to the cylinder with the pump in between as
shown
2 If the vessel has two steering positions check valves will already be
fitted to ensure independent operation of the two wheels
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 the
steering system precision check 2 Installation 39
Two line system
A typical two line steering system is shown in the following Hydraulic fluid can be pumped into the ram in either direction
depending
on the direction of the helm pump rotation The autopilot pump is con
nected to the system as shown
D2712
Two line pressurised system
Two line pressurised systems have an external pressurised reservoir This
reduces the possibility of inducing air into the system and any sponginess
felt due to pipe expansion The autopilot pump is connected to the system
as shown in the following Note Refer to the instructions on the system
D2722
40 TYPE 100300 Operation and Installation Handbook
Three line system
In a three line system hydraulic fluid flows in one direction only out of the
helm pump to the ram and then returning from the other side of the ram to
the reservoir via a common return line
A uniflow valve block will be fitted in the system to ensure that all returned
fluid from the ram is directed back to the D2732
Bleeding the system
Correct bleeding of the hydraulic system is one of the most important
steps when installing a hydraulic pump The presence of air in the hydraulic
system will not only reduce performance of the autopilot but also the
overall operation of the steering system
Further to the instructions for bleeding the steering
system the following procedures should be carried out to bleed the
autopilot pump
1 Press and hold the 10 degree key the autopilot pump will try to drive
the rudder to port
2 Counter this rudder movement by turning the helm to starboard to
keep the rudder stationary This will cause any air in the pump to rise
to the helm pump and exhaust into the 2 Installation 41
3 Reverse this action to clear any air on the other side of the pump as
follows
4 Press and hold the 10 degree key the autopilot will try to drive the
rudder to starboard
5 Counter the rudder movement by turning the helm to port
Note Monitor the reservoir tank at all times during the bleeding proce
dure make sure it remains full of the hydraulic fluid recommended by the
manufacturer If air is left in the system the steering will feel spongy
particularly when the wheel is turned to the hardover position
Constant Running Hydraulic Pump
Mounting
Bolt the constant running hydraulic pump to a suitable horizontal surface
The service ports are tapped to 14in BSP and the reservoir port is
tapped to 38in BSP Three NPT adaptors are included for conversion
to NPT where Reservoir port 38in BSP Service port 14in BSP
D7651
42 TYPE 100300 Operation and Installation Handbook
Cabling
The constant running interface must be used on all installations with
constant running hydraulic pumps The main power supply is led to the
interface and then onto the course computer The interface unit has
connections for the solenoid valves and the bypass valve if one is
required The pump should be wired as shown using the specified cable
size and designated circuit breaker
Supply Main breaker Clutch drive
3L 12V 50A
45L 12V 70A
3L 24V 30A
45L 24V 40A
To bypass
valve 25A
Type CR
interface unit
Solenoid A cable
SOLENOIDS
M1 M2 SUPPLY CLUTCH
BYPASS BATTERY
VALVE
RLY1
Power pack motor supply
2 Installation 43
Pump Cable
Cable Length Cable Gauge Copper Area
Distribution Panel to
Pump
Up to 3m 10ft 8 AWG 6 mm
Up to 7m 22ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100407
Solenoid Cable
Solenoid Cable Length Cable Gauge Copper Area
Course Computer to Pump
Up to 7m 23ft 12 AWG 25 mm
Up to 12m 39ft 10 AWG 40 mm
Up to 17m 55ft 8 AWG 60 mm
8100408
An isolator switch should be installed in the power supply to the complete
system
The solenoid valve connectors can only accept cable up to 12 AWG If
larger cable is required 18 inches of 12 AWG should be used to wire to
the connectors
The Type CR Interface may also be connected to alternative constant
running hydraulic pump providing
the solenoid coils take less than 10 amps
the response time of the solenoid valve is less than 80 milliseconds
the operating voltage of the solenoid coils is the same as the course
computer supply voltage
It is important to minimise the overall cable length between the pump and
the vessels power distribution panel
44 TYPE 100300 Operation and Installation Handbook
Plumbing
If the autopilot operated hydraulic cylinder is independent of the manual
steering system a solenoid operated bypass valve
Z079 12VZ122 24V should be fitted to allow the cylinder to backdrive
when manual steering The bypass valve should be connected to the
bypass connector on the Type CR Interface Unit
The bypass valve should be mounted between the autopilot steering
cylinder ports and under normal be deenergised to allow
the cylinder to backdrive When the autopilot is engaged the valve is
energised by the Type CR Interface to allow the autopilot steering cylinder
to drive the rudder
Hydraulic cylinder Bypass valve
Autopilot
hydraulic
drive
Manual steering system Cable to course computer Bypass connector
D7661
Note The bypass valve voltage must be matched to the course computer
supply voltage ie 12V or 24V
If the steering cylinder is unbalanced single ended a pilot operated
pressure relief valve must be connected as shown to enable excess oil to
be returned to the reservoir when the cylinder ram is 2 Installation
45
Hydraulic Linear Actuator
The hydraulic linear actuator with built in solenoid operated bypass valve
and load limiting system is designed for use as a secondary autopilot
steering cylinder The system is supplied prefilled and preplumbed for
ease of 6 2
9 7 10
8 3 11
Drive Dimension X
Type 2 180mm 71in
Type 3 267mm 105in
D7761
1 Reservoir 2 Pump 3 Cylinder 4 Tiewrap 5 Clip 6 Reservoir hose 7 Pump hose A
8 Pump hose B 9 Cylinder hose 10 Cylinder ball joint 11 Quadrant
Installation
Caution
It is important to note that the hydraulic linear actuator can exert a
thrust of upto 2700 Ibs this is the equivalent weight of a large
family saloon car If there is any doubt about the strength of the
existing tiller arm or quadrant the steering gear manufacturer
must be consulted Also the mounting foot should be bolted to a
substantial member and always over engineer to ensure reliability
and maintenance of correct TYPE 100300 Operation and Installation Handbook
When siting the actuator the following points should be noted
1 The actuator mounting foot must be mounted to a horizontal surface
There is insufficient movement in the swivel joint for vertical View from above
D10341
View from above
D10351
2 The drive end must be at right angles to the hydraulic cylinder when
the tiller is 90
D10371
View from 2 Installation 47
3 Accurate angular alignment between the hydraulic cylinder and the
tiller arm plane of rotation is extremely important under no
circumstances should any misalignment exceed 5 degrees
5 Max
5 Max
D10361
View from astern
Caution The push rod must not be shortened as it contains hydraulic fluid
4 The push rod ball end must be attached to the tiller arm at the radius
specified on page 45 Use the supplied fixing bolt with its flange
positioned between the ball end and the tiller arm It is very important
that this bolt is a tight fit in the tiller arm Use Loctite 638 or an
equivalent to secure the tiller bar bolt and lock the securing nut
A C Hole size X
Type 2 1196 1206mm
D 0471 0475in
Type 3 199 20mm
0783 0787in
G A Spring clip B Washer
C Washer D Push rod ball end
E Fixing bolt flange F Tiller arm
G Fixing nut
X D10461
5 Position the reservoir 1 so that it is at least 150mm 6in above the
pump 2 The pump 2 should be sited above the cylinder 3
6 Use the cable tiewrap 4 to secure the reservoir 1 to the clip 5
48 TYPE 100300 Operation and Installation Handbook
Cabling
1 Run the pump and bypass valve cable back to the course computer
2 Wire to the course computer clutch and motor 1 2
CLUTCH POWER MOTOR
D9171
Final Preparations Before use
1 Remove the reservoir cap and replace with the supplied standard cap
2 Set the reservoir valve to the open position
Caution
Make sure the mechanical limits of the steering system stop
rudder movement before the cylinder reaches its end stops
failure to do this will damage the steering cylinder and will invali
date the warranty
3 Switch the Autopilot to Auto mode and using the 10 degree course
change keys steer hardover to hardover to check for correct
operation and any possible leaks
4 Setup the autopilot end stops as described in the autopilot installation
handbook
WARNING
KEEP CLEAR OF MOVING STEERING LINKAGES AT ALL 2 Installation
49
28 Mechanical Drive Systems
Rotary Drive Unit
The rotary drive is coupled to the steering by a chain drive Most steering
gear supply special autopilot drive attachments many
include this as standard The Edson Company is a good source
Mounting
Having selected the position for attachment of the autopilot drive chain it
is necessary to determine the chain reduction ratio
Count the number of turns of the steering gear shaft driven sprocket
when the rudder is driven from hardover to hardover Determine the
sprocket sizes required from the following table
Rotary Drive Chain Reduction Ratios
Driven Sprocket
Driver Sprocket
17 76 6
Chain Reduction Ratio
15 76
13 57
15 57
17 57
13 38 3
15 38
17 38
13 25 2 Type 2
15 25
17 25
19 25
25 25 1
Type 1
1 2 3 4 5 6
Number of Driven Sprocket
Turns Hardover Hardover D7571
These ratios provide good steering performance for most vessels If the
vessel is thought to have unusual steering contact our
Product Support Department or an authorised for advice
A standard 38in or 12in pitch chain is recommended for the chain drive
and ideally the drive sprocket should not have less than 15 teeth Bore
and keyway dimensions for the drive unit sprocket are detailed in the
following illustration It is essential that these bore and keyway dimensions
are strictly adhered to All sprockets must be keyed set screwed to their
shaft and finally secured with loctite
50 TYPE 100300 Operation and Installation Handbook
322mm 324mm 1589mm 159mm
0127in 01275in 06256in Grub screw
946mm 961mm
03725in 03785in
19mm
075in 127mm
05in
D7581
The drive unit must be bolted to a substantial frame member The
mounting foot is secured to the drive unit by four equally spaced allenhead
screws and it may be rotated through 90 degrees to provide a more
convenient mounting position if required In some cases it may be
necessary to fabricate a special frame to mount the drive unit
It should be noted that chain tension can exceed 500 lb 230Kg and
therefore an extremely rigid mounting structure is vital to maintain good
chain alignment Installation failures can occur in this area and over
engineering is strongly recommended for drive unit mounting All
fastenings should be secured with lock washers
Provisions must also be made for chain adjustment This is achieved by
removable shims placed under the mounting foot or by
elongated clearance holes in the mounting 2 Installation 51
D7591
Both sprockets must be accurately aligned to run in the same plane
Correct alignment must be carefully checked by means of a straight edge
The gearbox can be mounted in any position Additionally the drive
sprocket may face in any direction as the steering sense can by reversing
the polarity of the drive motor connection be corrected when installation is
complete
Finally the chain should be tensioned until it is just tight and there is
minimal lost motion to the drive system Total lost motion between the
driven sprocket attached to the steering system and the rudder stock
should not under any exceed 2 of the total movement
If lost motion exceeds this level it must be corrected otherwise steering
performance will be impaired
Having completed installation of the drive unit turn the steering wheel from
hardover to hardover and check that the chain and sprockets driving the
actuator move freely and are in TYPE 100300 Operation and Installation Handbook
Cabling
The rotary actuator has electrical connections for both the drive motor
redblack cores and clutch twin cable with bluered cores Using a
suitable size cable see tables route back to the course computer and
connect to the clutch and motor 1 2
SeaTalk CLUTCH POWER MOTOR
D9021
Type 1 Drive Unit
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 3m 10ft 12 AWG 25 mm
Up to 5m 16ft 10 AWG 4 mm
Up to 7m 23ft 8 AWG 6 mm
Up to 10m 32ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100405
Type 2 Drive Unit 12V
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 5m 16ft 8 AWG 6 mm
Up to 7m 23ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
2 Installation 53
Type 2 Drive Unit 24V
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 3m 10ft 12 AWG 25 mm
Up to 5m 16ft 10 AWG 4 mm
Up to 7m 23ft 8 AWG 6 mm
Up to 10m 32ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100405
Linear Drive Unit
The linear drive unit connects directly on to the rudder stock at the tiller
arm radius shown below
Drive Unit Tiller Radius B
Type 1 250mm 10in
Type 2S 250mm 10in
Type 2L 360mm 14in
8100409
It is preferable to couple the linear drive unit to the rudder stock via an
independent tiller arm Edson and Whitlock offer a standard fitting In
certain cases however it may be possible to couple the pushrod to the
same tiller arm or rudder quadrant employed by the main steering
linkage
Mid Stroke
90 B
D7601
Caution The linear drive system can exert a thrust of over 1000Ib
450Kg The steering gear manufacturer must be consulted if any doubt
exists about the strength of the existing tiller arm or rudder quadrant
54 TYPE 100300 Operation and Installation Handbook
Mounting
When siting the linear drive unit the following points should be noted
The drive unit mounting bracket can be attached to any horizontal or
vertical surface Also the drive unit can be mounted upside down if
required
The ball end fitting will allow up to 5 degrees misalignment between the
pushrod and tiller arm plane of rotation Accurate angular alignment is
extremely important and therefore under no circumstances should this
limit be exceeded
The drive unit must be at right angles to the tiller arm when the rudder is
amidships
The drive is clear of any bilge water
Tiller
Fixing
bolt flange
Lock
washer
Hole dia
052in 13mm
D7611
The mounting bracket should be bolted to a substantial frame member
Always overengineer to ensure reliability and maintenance of
correct alignment
The pushrod ball end must be attached to the tiller arm using the adaptor
pin supplied with its flange positioned between the ball end and the tiller
arm It is vitally important that the lock washer supplied is used and that
the nut is tightened fully
The mounting bracket should be attached with four stainless steel 38in
bolts and locknutslock washers
Having installed the drive unit turn the steering wheel from hardover to
hardover and check that
no part of the drive unit fouls the vessels structure
the mechanical limit stop on the vessels steering system is reached
before the actuator reaches its mechanical limit
angular movement of the ball end fitting is less that 5 2 Installation
Cabling
The linear drive unit has electrical connections for both the drive motor and
clutch Using a suitable size cable see tables route back to the course
computer and connect to the clutch and motor terminals as shown
1 2
lk CLUTCH POWER MOTOR
D902a1
Type 1 Drive Unit
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 3m 10ft 12 AWG 25 mm
Up to 5m 16ft 10 AWG 4 mm
Up to 7m 23ft 8 AWG 6 mm
Up to 10m 32ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100405
Type 2 Drive Unit 12V
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 5m 16ft 8 AWG 6 mm
Up to 7m 23ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100406
56 TYPE 100300 Operation and Installation Handbook
Type 2 Drive Unit 24V
Cable Length Drive Unit Cable Gauge Copper Area
to Course Computer
Up to 3m 10ft 12 AWG 25 mm
Up to 5m 16ft 10 AWG 4 mm
Up to 7m 23ft 8 AWG 6 mm
Up to 10m 32ft 6 AWG 10 mm
Up to 16m 52ft 4 AWG 16 mm
8100405
Stern drive Actuator
The stern drive actuator can be fitted to power assisted Stern drive
systems made by VolvoPenta Mercruiser OMC and Yamaha Different
installation kits are available to cover most of these Note Older Volvo steering systems Pre type 872215 require an adaptor
bracket D129
Mounting
Volvo Pre type 872215
Fitting to this type of engine requires an adaptor bracket M81139
The stern drive actuator should be connected to the centre hole on the
tiller arm On twin engine this is the position used to connect
the engine tie bar to link the two tiller arms
Adaptor pin Adaptor pin
Multiengine mount Single engine mount
Small
Mounting spring
bracket clip
Split pin
Nyloc nut
Hexagonal
key bolt Spring Bracket Location
2 off washer 2 off clamp pin
2 Installation 57
1 Push the mounting bracket behind the steering cable sliding the
location pins either side top and bottom of the Volvo power steering
block
2 The bracket clamp hinges onto the mounting bracket and is located
using the two allenhead key bolts Tighten the two bolts evenly until
the bracket is securely located
D129 Mounting bracket
Steering
cable Location pin
D129 Mounting bracket Bracket clamp
Volvo Penta
steering valve block
Valve shoulder to
remain out of bracket
Steering cable Cable clamp nut
Bracket Large diameter
Valve block
Cable
clamp nut Spool valve shoulder
D7691
3 Uncouple the engine tie bar from the outdrive tiller arm by bending
back the locking tabs and removing the cotter pin This should be
replaced with the multiengine adaptor pin Make sure that it is
secured properly with a split pin on single engine fit the
single engine adaptor pin in the vacant middle hole in the tiller arm
58 TYPE 100300 Operation and Installation Handbook
Drive unit Valve block
Small spring clip Engine tie bar
Drive unit Split pin Split pin
D7701
4 Attach the drive unit to the mounting bracket as shown above and
secure split pin provided The small spring clip can then be used to
attach the drive unit to the adaptor pin
5 Slowly turn the steering system from hardover to hardover It is most
important that the drive unit and the adaptor pin bracket do not touch
any part of the engine or steering system
Volvo Post type 872215
1 Remove the locating pin that attaches the cable rod to the tiller end
block and replace with the girdle support bracket as shown
Safety clip Locating bolts Split pin
Shakeproof
washers
Adaptor pin Girdle support Sprung location
bracket bracket pin 2 Installation 59
Girdle support
bracket
Tiller end block
Split pin
D7451
2 Secure the assembly with the split pin supplied
3 Install the adaptor pin bracket to the cable end sheath
Adaptor
bracket
Cable end
sheath
Shoulder
D9251
Note The adaptor pin bracket must sit against but not on the shoulder of
the cable end sheath Also it is important that the securing bolts are
sternside of the steering cable end sheath
4 Ensure that the bracket remains vertical and tighten the locking bolts
5 Rotate the girdle support bracket so that locator pin is facing
forwards
6 Position the stern drive actuator so as to locate the fixed support pin
on the girdle support bracket into the hole in the girdle tube
60 TYPE 100300 Operation and Installation Handbook
Girdle tube
D9261
7 Carefully twist and lower the actuator into the girdle support bracket
until the spring pin locates into the opposite side of the girdle tube
Caution It is most important that both the solid and spring location pins
are fully engaged in the actuator girdle tube Failure to do so will result in
autopilot failure and possible steering system damage
8 Position the drive unit pushrod over the top of the adaptor pin and
secure with the safety clip
9 Slowly turn the steering system from hardover to hardover The drive
unit and the adaptor pin bracket must not touch any part of the engine
or steering system This includes any engine hoses that may have
only passing contact with the autopilot actuator after a time these
will wear and ultimately 2 Installation 61
1 Remove the locating pin that attaches the cable end sheath to the tiller
end block
2 Replace the locating pin with the girdle support bracket as shown
Cable end sheath Girdle
support
bracket
Split
Tiller
end block
R745a1
3 Secure the assembly with the split pin supplied
4 With the helm turned hard to port assemble the adaptor pin bracket
to the cable end sheath as shown
65in 165mm
Cable end
sheath
Adaptor
bracket Forward D10031
Note The securing bolts must be on the front or bow of the boat side
cable end sheath Also the bracket should be positioned 65in 165mm
from the girdle support bracket
62 TYPE 100300 Operation and Installation Handbook
5 Make sure that the bracket remains vertical and tighten the two
locating bolts
6 Rotate the girdle support bracket so that the spring locator pin is
facing forwards
7 Position the stern drive actuator so as to locate the fixed support
pin on the girdle support bracket into its location hole in the girdle
tube
Girdle tube
D10021
8 Carefully twist and lower the actuator in to the girdle support
bracket until the spring pin locates into the opposite side of the
girdle tube
Note Both the solid and spring location pins must be fully engaged in
the actuator girdle tube failure to do so will result in autopilot
failure
9 Position the drive unit pushrod over the top of the adaptor pin and
secure with the safety clip
10 Slowly turn the steering system from hardover to hardover
Note It is most important that the drive unit and the adaptor pin
Chapter 2 Installation 63
bracket do not touch any part of the engine or steering system This
includes any engine hoses that may have a passing contact with the
autopilot actuator after a time these will wear and ultimately fail
Mounting in a Restricted Area
If an obstruction prevents installation of the drive unit as supplied the
main body can be rotated relative to the mounting bracket as follows
1 Remove the two fixing screws and carefully slide the cover
forwards ensuring that the four cables do not pull away from the
plugs inside the cover
2 Loosen off the lock nut and rotate the main body as required
3 Re tighten the lock nut securely making sure that the lock nut is
no more than one turn from the start of the thread
4 Replace the cover taking care not to crimp any cables
5 Using the steering wheel move from hard over to hard over and
check that no part of the drive unit contacts any part of the vessel
fittings
64 TYPE 100300 Operation and Installation Handbook
Fixing screw
Lock nut Front cover
D4092
Cabling
1 Plug in the power cable supplied with the drive unit making sure
that the connector is locked in place by turning the locking ring
clockwise
2 Run the cable back to the course computer Secure the cable
close to the drive unit but allowing sufficient free length to
accommodate the drive unit movement
3 Once again using the steering wheel to move the rudder from
hard over to hard over check that the cable does not catch on
any part of the 4 The actuator cable has electrical connections for both the drive
motor and the clutch Connect to the course computer 2 Installation 65
labelled clutch and motor as shown
1 2
lk CLUTCH POWER MOTOR
Black Blue
Red Brown
Auxiliary Alarm
The auxiliary alarm is waterproof and therefore can be mounted in
any position A foam seal on the mounting flange ensures a watertight
joint to the mounting surface
The auxiliary alarm must be connected to the system via an NMEA
interface
1 Drill a 78in 22mm diameter hole through the mounting panel
as shown
2 Pass the two way connector block and cable through the drilled
hole
3 Mount the auxiliary alarm in position using the four self tapping
screws TYPE 100300 Operation and Installation Handbook
Cabling
Grey screen
ALARM SEATALK SEATALK
NMEA
Yellow
SeaTalk SeaTalk CLUTCH
WINDVANE
D9821
Connect the NMEA interface to the alarm and course computer as
shown
210 Joystick
The mounting surface must be smooth and flat to ensure that there is
adequate 1 Use the template provided to mark the centers for the two fixing
holes and outline of the body aperture
2 Drill the fixing holes and cutout the aperture for the body
3 Remove the mounting template and peel off the protective paper
from the rear of the weather gasket and fix to the mounting
surface
4 Pass the signal cable through the body aperture and secure the
Joystick with the thumb nuts 2 Installation 67
D10041
Cabling
The Joystick is supplied with 26ft 8m of cable which should be
connected to the course computer as shown
FLUXGATE JOYSTICK GYRO
Grey screen Red Green Blue
D9841
Note Only one joystick can be Masthead Transducer sail only
To enable wind information to be made available to the SeaTalk
system the wind transducer must be connected to the NMEA
interface box
68 TYPE 100300 Operation and Installation Handbook
Mounting
1 With the threaded end of the mounting block facing forwards
mark the position for the self tapping screws
2 Drill the holes using the supplied 40mm 532in drill
3 Attach the mounting block to the mast using a suitable sealing
compound
4 Tighten the locking ring securely
1 2
D7561
1 Mounting block 2 Locking ring
Cabling
1 Cut the cable with sufficent length to run from the monting block
to the NMEA interface box
2 Feed the cable down the mast
Note If the mast is deck stepped the cable should be passed
through the deck and sealed using a proprietry gland fitting
3 Connect the cable to the NMEA interface box as 2 Installation 69
ALARM SEATALK SEATALK
NMEA
WINDVANE
SeaTalk SeaTalk CLUTCH
Grey screen Red Yellow
D10211
70 TYPE 100300 Operation and Installation Handbook
Note The yellow connection from the mast head transducer is not
connected at the NMEA Interfacing to other equipment NMEA
Course Computer NMEA ports
The type 100 and 300 course computers have NMEA 0183 input and
output ports Sentances decoded are as follows
Input Port
NMEA 0183 Data NMEA Header Received
Cross Track Error APA APB RMB XTE XTR
Bearing to Waypoint BPI BWR BWC BER BEC RMB APB
Distance to Waypoint BPI BWR BWC BER BEC RMB WDR WDC
Waypoint Number APB BPI BWR BWC BER BEC RMB APA
WDR WDC BOD WCV
Water Speed VHW
through the water
Apparent Wind Angle VWR
GGA GLL GXA RMA RMC GXP GDF
GDP GDA GOF GOP GLF GLP GLA
GOA IMA GXF
COGSOG VTG RMA RMC VTA
Variation HDG RMA RMC HVD HVM
Output Port
Chapter 2 Installation 71
NMEA 0183 Data NMEA Header Transmitted
Cross Track Error XTE
Bearing to Waypoint BWC
Distance to Waypoint BWC
Waypoint Number BWC
Latitude and Longitude GLL
Magnetic Heading HDG HDM HDT
True Heading HDT
Locked Autopilot Heading HSC
Course Over Ground VTG
Speed Over Ground VTG
FixNo Fix GLL
8100411
Cabling
Connect the NMEA output from a GPS Loran Decca etc to the
NMEA input terminals on the course computer
Type 100300
Course Computer
Loran
NMEA SeaTalk
Decca
NMEA out
D10641
72 TYPE 100300 Operation and Installation Handbook
Connect the NMEA input on the radar etc to the NMEA output
terminals on the course computer
Type 100300
Course Computer
Radar etc
NMEA SeaTalk
NMEA in
D10651
ST6000ST7000 Control Unit NMEA Input
The ST6000ST7000 control units are fitted with an NMEA input port
sentances decoded are as 2 Installation 73
NMEA 0183 Data NMEA Received Header
Bearing to Waypoint APB BPI BWR BWC BER BEC RMB
Distance to Waypoint WDR WDC BPI BWR BWC BER
BEC RMB
Waypoint Number APB APA BPI BWR WDR BWC
WDC RMB BOD WCV BER BEC
Speed through water VHW
Apparent Wind Speed and VWR
Direction
Latitude and Longitude GLL
COG and SOG VTG
Cross Track Error XTE XTR APA APB RMB
8100412
Cabling
Connect the NMEA output from either a GPS Loran Decca Speed
or Wind instrument to the NMEA input on the control unit
ST7000 Control Unit
Loran
Decca
Wind Instrument
Speed Instrument
NMEA out
Data 0v Blue
Data tx Red D10661
NMEA Interface
The NMEA interface is primarily designed to allow operation with
other manufacturers equipment by providing conversion between
SeaTalk and NMEA 0183 data format Sentances decoded and
transmitted are as follows
74 TYPE 100300 Operation and Installation Handbook
Data SeaTalk instrument Transmitted
required NMEA
Header
Cross Track Error Navcenter or Navdata or APB
Bearing to Navcenter or Navdata or BWC
Waypoint GPS
Distance to Navcenter or Navdata or BWC
waypoint GPS
Waypoint Number Navcenter or Navdata or BWC
Apparent wind Wind VWR
speed and
direction
Boat Speed Speed or Tridata VHW
Through water
Water Depth Depth or Tridata DBT
Longitude and GPS or Navcenter or GLL
Latitude Navdata
Magnetic Heading Compass or SeaTalk HDM HDG
Autopilot VHW
True Heading Compass or SeaTalk HDT VHW
Autopilot
Locked autopilot SeaTalk Autopilot HSC
heading
Water Temperature Speed or Tridata MTW
Course over the GPS or Navdata or VTG
Chapter 2 Installation 75
NMEA 0183 Data NMEA Header Transmitted
Cross Track Error XTE
Bearing to Waypoint BWC
Distance to Waypoint BWC
Waypoint Number BWC
Latitude and Longitude GLL
Magnetic Heading HDG HDM HDT
True Heading HDT
Locked Autopilot
Heading
Course Over Ground VTG
Speed Over Ground VTG
FixNo Fix GLL
8100411
Cabling
Loran
Radar etc Decca
Wind Instrument
Speed Instrument
Grey screen Red Yellow
OUT IN
WINDVANE NMEA
ALARM SEATALK SEATALK
SeaTalk SeaTalk CLUTCH
D8961
Connect the NMEA interface box to the course computer SeaTalk
connection or alternatively any other SeaTalk product using one of
the available interface cables
Other equipment can now be connected to the
NMEA in or NMEA out connections
Note Only one transmitter should ever be connected to an NMEA
76 TYPE 100300 Operation and Installation 3 Functional Test
This section provides detailed information related to complete system
testing equipment calibration and initial sea trials
31 System test
The steering system and drive unitrudder reference transducer should be
carefully inspected and the following points checked using the steering
wheel to drive the vessels steering from hardover to hardover
the steering system reaches the rudder end stops before the drive
actuator reaches its end stops LinearStern Drive
no part of the autopilot drive system fouls any part of the steering
system or vessels structure through full travel
the mechanical alignment of the drive unit is as specified in this hand
book
the mechanical alignment of the rudder reference transducer is as
specified in this handbook
all connecting wires are secured clear of the bilge and cannot foul any
part of the steering system All connectors are tightly secured
all securing bolts are fully tightened and mechanical locking arrange
ments as specified are in place
32 Switchon
Switch on the electrical supply from the main panel All control units will
emit a short beep and display the autopilot type either ST6000 or
ST7000 Within 2 seconds Standby will be displayed to indicate that the
autopilot is in Standby 3 Functional Test 77
33 Rudder angle sense
ST7000 control unit
Move the wheel to produce a starboard turn The rudder angle display
should move to the right
30 30
20 RUDDER 20
10 0 10
D10151
If the display moves to the left the red and green wires from the rudder
reference transducer must be reversed
ST6000 control unit
Press Display twice
Move the wheel to produce a starboard turn The rudder angle should
increase and the direction indicator be displayed
D10291
If the rudder angle indicator is displayed the red and green wires from
the rudder reference transducer should be Rudder angle alignment
With the rudder amidships see if the rudder angle display reads zero
Misalignment up to 7 degrees can be removed in the calibration
sequence which is explained later in this section If the misalignment is
greater than 7 degrees the rudder reference should be mechanically
adjusted to be within the 7 degree limit
78 TYPE 100300 Operation and Installation Operating sense
The operating sense of the autopilot can be checked as follows
1 Push AUTO
2 Press the 10 degree key This should move the rudder a few
degrees to produce a turn to starboard If the rudder moves
hardover to port the motor connections at the course computer
should be Rudder deadband
The factory preset rudder deadband level will provide stable rudder
positioning on most steering systems On some steering systems where
a rotary or hydraulic drive unit is sited a long way from the rudder slight
instability may occur This can be removed by increasing the rudder
damping level in calibration Any increase should be minimised as it will
reduce the autopilots course keeping Mechanical test Linear Rotary Hydraulic Drives
WARNING 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
1 Push AUTO
2 Press the 10 degree key to drive the rudder hardover onto the end
stops
Note This may require increasing the rudder limit in the calibration mode
3 Make sure the drive unit mounting shows no sign of movement
4 For hydraulic systems make sure there is no seepage of hydraulic
fluid and that the steering ram moves smoothly
Caution If the installation is a non Autohelm Constant Running
Pump firstly check that the system includes a pressure relief valve
Failure to do this could cause damage to the steering system
5 Repeat driving the rudder hardover to the opposite end stop
Current limit and cutout
When the rudder is driven onto the end stops the power to the drive will be
cut out after a few seconds this is normal Drive will only be restored if the
rudder moves away from the end stop or if drive is required in the opposite
3 Functional Test 79
38 Mechanical Test Stern Drive
It is recommended that the Auto Release facility is used when a Autohelm
mechanical stern drive actuator is installed This should be switched on in
calibration
1 Manually drive the steering hardover to starboard
2 With the engines running engage Auto and with repeated presses of
the 10 degree key drive the steering to the opposite lock port
3 The autopilot should drive the steering onto the end stops sound an
alarm display the Release message and then revert to Standby
4 Reengage the autopilot Auto and repeat the driving the steering
hardover to starboard using the 10 degree key
5 The autopilot should again drive onto the end stop sound an alarm
display Release and return to Standby
Note If the unit sounds the alarm and displays Release before reaching
the opposite lock carefully check the vessels steering system for any
stiffness or mechanical jamming
If the condition persists set the Auto Release function to off 0 in
calibration and contact the Product Support Department at Autohelm for
further advice
Note The Auto Release function should always be set to off 0 in
calibration if using any drive unit other than a stern drive Setting the Autopilot Rudder Limit All drives
Having checked the correct functioning of the drive unit and the appropri
ate End Stop CutoutAuto Release function the programmable rudder
angle unit should be set
The rudder angle limit sets the maximum angle to which the autopilot will
move the rudder This should be set to just less than the vessels mechani
cal limit stop to avoid putting the steering system under unnecessary load
Using the rudder angle display whilst manually moving the helm record
maximum rudder angle in both directions Set up the rudder angle limit in
calibration mode see page 82 to 5 degrees less than the minimum angle
recorded
80 TYPE 100300 Operation and Installation GyroPlus Offset and Drift Compensation
The GyroPlus uses the latest generation solidstate rate gyro to enhance
steering performance at response level 3 see Calibration for details Like
all rate gyros the GyroPlus is subject to offset and drift However this is
automatically compensated for whenever the autopilot is in AUTO mode
When the GyroPlus is initially installed it is important that offset and drift
compensation a onceonly operation is carried out before selecting
response level 3 failure to carry out this procedure will result in rapid
course changes when level 3 is selected
Procedure
Compensation for offset and drift is achieved by simply using the autopilot
in response level 1 or 2 for at least 5 minutes before you select level 3
if you want to use response level 3 as soon as you engage
AUTO then the following procedure must be carried out
1 Moor the vessel so that the heading remains constant
2 Press AUTO and leave for at least 5 minutes
3 After 5 minutes press STANDBY to return to standby mode The
autopilot will nor have stored the compensation value for future use
Chapter 4 Calibration 4 Recommended Settings
As supplied the ST7000 can be switched on and tested safely without any
adjustments to the factory calibration settings
The table below lists the suggested settings for sailingpower displace
ment and planing power vessels These will provide good performance for
initial sea trials and can be fine tuned later to optimise Vessel Type
Displacement Planing
Factory Preset Set to
Rudder Gain level 5 4
Rate Gain level 7 4
Rudder Angle Limit 30 30
degrees
Turn Rate Limit 20 12
Cruise Speed knots 8 25
Off Course Alarm 20 20
degrees
Trim Level 1 3
Auto Adapt off on
Autopilot Drive Unit Type
Mechanica Stern Hydraulic Hydraulic
Drive Drive Drive Linear
Factory Set to Set to Set to
Preset
Drive Type 3 3 4 3
Rudder 1 1 1 3
Position
Deadband
level
Auto Release off on off off
82 Type 100300 Operation and Installation Selecting calibration
To select calibration
Press Standby
Press and hold Track and Display for 2 seconds to access the
following display
ST7000
30 30
20 RUDDER 20
10 0 10
ST6000
D10301
Press and hold Track and Display for a further 2 seconds to access
the following display
ST7000
ST6000
4 Calibration 83
43 Adjusting calibration
In calibration the Display key is used to scroll through the menu The
displayed value is adjusted using the Response keys hold down for fast
scroll
Note If the CAL display reappears at any time during calibration press
Display to advance to the next menu level
Once calibration has been carried out further adjustment can be made at
any time
Rudder Gain
Rudder Gain controls the amount of rudder the pilot will apply to turn onto
a new heading A correctly set rudder gain will for example turns the
vessel crisply onto the new heading with an overshoot of no more than 2 to
5 degrees for a 40 degree course change A high rudder gain setting will
result in oversteer recognized as an overshoot of more than 5 degrees
A rudder gain level that is too low will result in understeer giving poor
steering performance
WARNING It is most important that the rudder gain is correctly set
on planing craft Incorrect adjustment will lead to poor steering
performance and is dangerous at high speeds
The settings available are as follows
Range 1 to 9
Recommended 5 setting 5 Semi 4 Planing
3 Stern drive
8100417
84 Type 100300 Operation and Installation Handbook
Rate Level
Rate level controls the amount of rudder the pilot will apply to reduce the
speed at which the vessel is turning This is also known as counter rudder
and is only used in response level 3
The settings available are as follows
Range 1 to 9
Recommended 7 setting 7 Semi 7 Planing
5 Stern drive
8100418
Rudder Offset Helm Adjust
Rudder Offset sets the control head to read zero degrees of rudder when
the helm is positioned amidships
The range available is as follows
Range 7 to 7 degrees
Default Setting 0
8100419
Rudder Limit
Rudder Limit restricts autopilot rudder movement to just less than the
steering systems mechanical stops This avoids putting the steering
system under unnecessary load
The range available is as follows
Range 15 to 40 degrees
Default setting 30 degrees
4 Calibration 85
Turn Rate
Turn Rate is the rate in degress per second at which the vessel will turn
when course changes are made via the autopilot
The settings available are as follows
Range 5 to 20 degrees per second
Default setting 20 degrees 15 degrees Semi displacement and
planing
8 degrees Stern drive
8100421
Turn Rate limit does not apply in power steer or joystick modes
Cruise Speed
Cruise Speed should be set to the vessels normal cruising speed and is
used in track mode
Note If boat speed is available on either the SeaTalk bus or via the NMEA
input this will be taken and used in preference to the Calibration Cruise
Speed
The range available is as follows
Range 4 to 60 knots
Recommended 6 setting 8 Semi 20 Planing
20 Stern drive
8100422
Off Course Limit
Off Course Limit warns you if the autopilot is unable to maintain its set
course and has subsequently strayed more than the set limit for more than
20 seconds
The off course alarm settings available are as follows
Range 15 to 40 degrees
Default setting 20 degrees
8100423
86 Type 100300 Operation and Installation Handbook
Trim Level
Trim Level sets the level for automatic trim which applies additional rudder
to correct for unbalanced propeller torque on twin engine or
weather helm
The Trim Level settings available are as follows rate of trim increases with
trim level
Range 0 to 4
Default setting 2 3 Semi displacement planing and
stern drive
81004 24
Joystick Mode Manual Type
Power steer selects the Joystick mode of operation Proportional or Bang
Bang
Proportional applies rudder in proportion to Joystick movement the
further the Joystick is held over the greater the applied rudder
BangBang applies continous rudder drive in the direction of lever move
ment To improve control the speed of rudder movement changes with the
angle of the lever For maximum speed push the lever hardover If the lever
is returned to the center position the rudder will remain in its current
position
The settings available are as follows
Range 0 OFF
1 2 BangBang
Default setting 1
8100425
Drive Option
Drive Option sets the type of drive used by your vessel mechanical with
rudder reference or hydraulic with rudder reference
The settings available are as follows
Range 1 to 4
Default setting 1 Future use
2 Future use
3 Displacement and stern drive
4 All hydraulic 4 Calibration
87
Rudder Deadband Rudder Damping
The factory setting for Rudder Deadband provides stable rudder position
ing on most steering systems However some steering systems that use
a rotary or hydraulic drive unit a long way from the rudder may experience
slight instability This instability can be minimised by increasing the setting
The settings available are as follows
Range 1 to 9
Default setting 1
8100427
Magnetic Variation
Variation tells other equipment the level of magnetic variation present at
the boats current position Local variation should be entered using the
appropriate keys
The settings available are as follows
Range 30 degrees West to 30 degrees East
Default setting Off
8100428
Auto Adapt
It may be noticed that the autopilot tends to be a little less stable on
northerly headings in higher latitudes of the northern hemisphere and
southerly headings in the southern hemisphere This is caused by the
increasing angle of dip of the earths magnetic field at higher latitudes This
has the effect of amplifying the rudder gain on northerly southerly
headings affecting all magnetic compasses and getting worse the further
away from the equator you are
The autopilot is able to compensate for this and provide precise course
keeping on all headings by automatically adjusting the gain of the autopilot
depending on the heading
It is recommended that for high speed craft the Auto Adapt facility is
selected This automatically reduces the effects of heading instability
This feature is selected in calibration by entering the vessels operating
latitude When selected it automatically adjusts the Rudder Gain depending
on heading removing the need for manual Type 100300 Operation and Installation Handbook
Note If Auto Adapt is not selected manual adjustment of rudder gain is
normally required when going from Northerly to Southerly headings or vice
versa Failure to do so can lead to poor course keeping
The settings available are as follows
Range 0 Off
1 North
2 South
Default setting 1 North
8100429
Latitude
Latitude is used to compensate for headings errors
The settings available are as follows
Range 0 to 80 degrees
Default setting 0 degrees
8100430
Wind Trim
Wind trim varies the response of the autopilot in Vane mode
1 Fast response
Range
2 Slow response
Default setting 1
8100431
Response Level
This sets the response level when the pilot is switched on
The settings available are as follows
Range Level 1 Automatic sea state control
Level 2 Automatic sea state inhibit
Level 3 Automatic sea state inhibit
counter rudder
Default setting Level 1
81004 32
Chapter 4 Calibration 89
Auto Release manual override
Auto Release provides emergency manual override should it be neces
sary for example to avoid an obstacle at the last moment It is used with
an Autohelm stern drive actuator For all other drive systems Auto release
should be turned off
The settings available are as follows
Range 0 Off
1 On
Default setting NA NA Semi NA Planing
1 On Stern drive
Saving Calibration Mode
To exit calibration mode and save all changes press and hold Track and
Display for 2 seconds
Changes made to calibration settings can while still in the calibration
mode be cancelled by quitting as follows
Press Standby
90 Type 100300 Operation and Installation Display Contrast Adjustment ST7000 only
The contrast of the LCD display can be adjusted to suit a wide range of
viewing angles
Press Display and Track together 30 30
20 RUDDER 20
10 0 10
D10161
Press Response v to increase contrast suits viewing from below
Press Response w to decrease contrast suits viewing from above
Decrease
contrast ratio
Normal
viewing
position
Increase
contrast ratio
D10171
To store the contrast selection press Display and Track together
Permanent Watch Alarm SFIA
If a permanent watch alarm is required please contact the Autohelm
Product Support Department or an authorised dealer for further informa
tion
47 Recording Calibration Settings
Having fined tuned the calibration settings during initial sea trials record
them in the following table for future 5 Initial Sea Trials 5 Initial Sea
Trials
51 Initial Sea Trials
Initial sea trials should be carried out in calm conditions with plenty of sea
room As the vessel will be constantly changing heading it is most
important to maintain a constant look out
Before sea trials
Read the Operating section of this manual
Carry out the system test to verify that the autopilot is operating
Automatic Compass Heading Alignment and Deviation Correction
The displayed compass heading requires alignment with the ships
compass Until this procedure is carried out the autopilot compass
display will not agree with the ships compass
The autopilot will correct the fluxgate compass for most deviating
magnetic fields This correction procedure should be carried out in calm
conditions preferably in flat water
To select compass heading alignment and correction push and hold
STANDBY for 2 seconds until the display shows
ST7000
30 30
20 RUDDER 20
10 0 10
ST6000
D10191
1 Press DISPLAY
2 Keeping boat speed below 2 knots turn the vessel slowly so that it
takes at least 3 minutes to complete 360 degrees
92 TYPE 100300 Operation and Installation Handbook
D9191
Keep turning until the display changes to show the amount of deviation the
autopilot has corrected This can take up to 2 full turns depending on the
amount of deviation found
ST7000
30 30
20 RUDDER 20
10 0 10
ST6000
D1019a1
Note If the deviation exceeds 15 degrees you should relocate the
fluxgate compass
3 Steady the boat up on one heading and use the course change keys
to adjust the displayed heading until it agrees with the steering
compass or a known transit bearing
4 To exit fluxgate and store the settings push and
hold STANDBY for 2 seconds until the pilot returns to STANDBY
mode
5 To exit fluxgate without saving any new settings
push STANDBY 5 Initial Sea Trials 93
53 Compass Alignment without deviation correction
It is possible to change the alignment between the fluxgate and the ships
compass without carrying out the automatic deviation correction Proceed
as follows
1 Push and hold STANDBY for 2 seconds to select fluxgate alignment
correction mode
2 Use the course change keys to adjust the heading displayed
3 To exit fluxgate and store the new setting push
and hold STANDBY for 2 seconds until the pilot returns to STANDBY
mode
4 To exit fluxgate linearisation without saving the new setting push
STANDBY First Sea Trials
In clear waters steer the boat on to the required heading
1 Hold the course steady for 5 to 10 seconds
2 Press AUTO to lock onto the current heading In calm conditions a
perfectly constant heading will be maintained
3 Alter course to port and starboard using the course change keys on
any control unit Course changes should be prompt and without any
sign of 4 Press STANDBY to disengage the autopilot for return to hand
steering
94 TYPE 100300 Operation and Installation Response Control
There are three response levels to provide tighter than normal course
keeping when there is restricted sea room Select each level in turn and
observe the autopilot activity
Level 1 Automatic Sea State Control
This provides the optimum compromize between power consumption
and course keeping accuracy and is suitable for most situations
The automatic sea state control can be observed during the sea trial
When the autopilot is initially engaged in Auto mode it will respond to all
pitch and roll movements
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
To ensure precise course adjustments the sea state control is automati
cally reset whenever the course change knob is adjusted
Level 2 Automatic Sea State Inhibit
Where increased course keeping accuracy is required the automatic
sea state control can be inhibited by moving to response level 2
Autopilot activity and therefore power consumption will be increased
Level 3 Automatic Sea State Inhibit and counter rudder
Where maximum course keeping accuracy is required a Rate Gyro
transducer should be fitted This introduces counter rudder rate to
increase the natural damping of the vessel On power craft level 3 is
useful at slow speed where the natural damping of the vessel is
reduced Autopilot activity and therefore power consumption will be at a
maximum
The minimum response level necessary to achieve the desired course
keeping should be used to reduce power consumption and autopilot wear
and 5 Initial Sea Trials 95
56 Automatic Trim Control
The autopilot automatically corrects for trim No adjustment of the pilot is
necessary
After each course change the automatic trim is cancelled and the autopilot
will reestablish the correct trim for the new heading It should be noted
that if a large course change is keyed ingreater than 60 degrees the
autopilot will not assume the final selected course immediately The vessel
will come to within say 10 degrees of the desired course and will only
settle onto course when the automatic trim has been fully established This
may take up to two minutes
It is recommended the following procedure is adopted for large course
changes
Note required heading
Select STANDBY and steer manually
Bring vessel onto new heading
Select AUTO and let vessel settle onto course
Bring to final course with 1 degree course change 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 and sea conditions
on the new heading prior to engaging the autopilot
Note If the autopilot trim control is switched off regular checks on the
vessels heading should be made as changes in standing helm will change
the course steered by the TYPE 100300 Operation and Installation Rudder Gain Adjustment Displacement Craft
The factory set rudder gain level provides stable control for initial sea
trials However vessels can vary widely in their response to the helm and
further adjustment to the rudder gain may improve the autopilots steering
Rudder gain should be set in Response level 1
An excessively high rudder control setting will result in oversteer which
can be recognized by the vessel swinging from side to side of the
automatic heading accompanied by excessive rudder movement In
addition distinct overshoot will be observed when the course is changed
This condition can be corrected by reducing the rudder setting
Similarly an insufficient rudder control setting results in understeer which
gives sluggish steering performance and is particularly apparent when
changing course This is corrected by increasing the rudder setting These
tendencies are most easily recognized in calm sea conditions where wave
action does not mask basic steering performance
Typically if at cruising speed a course change of 40 degrees results in an
overshoot of between 2 5 degrees the rudder gain is correctly adjusted
Push either RESPONSE key for access to Rudder Gain Adjust either side
of the calibrated setting to provide optimum autopilot steering
A B
Correct Rudder Rudder
rudder setting setting
setting too high too low
New New New
heading heading heading
R17321
Note Once the optimum setting has been found the default calibration
setting for rudder gain should be changed
Adjustment with Response Level 3
Response level 3 by default automatically sets the gain to 3 settings
above the gain at response level 1 This can be adjusted as follows
Select response level 3 and then scroll to the gain display Adjust the
value as required and save the new value by pressing the up and down
response keys together 5 Initial Sea Trials 97
58 Rudder Gain Adjustment High Speed Planning Craft
highspeed
Adjust as follows
Set to Rudder Gain for optimum steering performance at the vessels
normal cruising speed
Push either RESPONSE key for access to Rudder Gain Adjust either
side of the calibrated setting to provide optimum autopilot Rudder Gain Adjustment with Speed
Due to the significant differences in dynamic stability between planing and
nonplaning conditions most high speed craft require Rudder Gain
adjustment when going from planing to displacement speeds or vice
versa The required adjustment can be achieved or manually
When the autopilot is used with the speed input from an Autohelm
SeaTalk Speed instrument or is receiving boat speed via its NMEA
input Rudder gain is automatically adjusted with boat speed After
setting the gain at planing speed no further manual adjustment should
be required
Warning When speed information is fed to the autopilot via the
NMEA input always check the displayed speed is close to the
actual boat speed before locking the autopilot onto a heading
Delays in data transmission could result in the pilot applying too
much rudder after a large change in vessel speed
If no Speed input or NMEA is available manual adjustment should be
carried out to the Rudder Gain setting via the Response keys adjusting
as follows
1 Speed decreases from planing to displacement
Increase gain by 1 or 2 levels
2 Speed increases from displacement to planing
Decrease gain by 1 or 2 levels
Warning The manual gain adjustment must be made after
reducing from planing to displacement speed and before
increasing from displacement to planing speed
98 TYPE 100300 Operation and Installation Manual Override Stern Drive Actuators only
Manual override should be selected in calibration only on fitted with the stern drive actuator When it has been selected the
autopilot can be overridden to allow hand steering by turning the steering
wheel This will return the autopilot to Standby and sound the control unit
buzzer for 10 seconds There is a slight delay before the autopilot will
return to Standby
CAUTION Excessive force is not required and will not reduce this delay
With the autopilot in Auto and clear of obstruction turn the steering wheel
to observe the manual override Repeat two or three times until you are
confident with its operation
The manual override is intended for emergency use only The autopilot
should normally be disengaged by pushing the STANDBY button on the
control 6 Track Control 6 Track Control
Track control allows the autopilot to maintain track between waypoints
entered on a GPS Decca or Loran Navigation System The navigation
system must have a suitable autopilot NMEA output refer to section 213
If the navigation system transmits the correct NMEA 0183 sentences the
autopilot will receive and display bearing to waypoint distance to
waypoint waypoint number and cross track error
If it transmits NMEA 0180 only crosstrack error will be displayed
Before attempting sea trials make sure that the control unit is receiving
navigation data by using the Display key to bring it up on the control
unit LCD
Note If data is not being received it is impossible to select Track Mode
100 TYPE 100300 Operation and Installation 7 Windvane Control 7 Windvane Control
Sail Only
Windvane control allows the autopilot to maintain an apparent wind angle
There are two methods of supplying wind angle
1 Using NMEA 0183 output from another instrument
system
2 Using an Autohelm ST50 wind instrument connected using the
SeaTalk bus
The autopilot uses wind trim to eliminate the effects of turbulence and
short term wind variations to provide smooth precise performance under
windvane with minimum power consumption Wind trim uses the fluxgate
compass as the primary heading reference and as changes in the
apparent wind angle occur the compass heading is adjusted to maintain
the original apparent wind angle
102 TYPE100300 Operation and Installation 103
A Control Unit Cabling 26
Adjusting calibration 83 Mounting 25
Auto Adapt 87 Course Computer
Auto Release manual override 89 Cabling 22
Automatic Compass Heading Mounting 22
Alignment and Deviation 91 Cruise Speed 85
Automatic Sea State Control 94 Current limit and cutout 78
Automatic Sea State Inhibit 94
Automatic Sea State Inhibit and D
counter rudder 94
Automatic Trim Control 95 Display Contrast Adjustment
Auxiliary Alarm ST7000 only 90
Cabling 65 Drive Option 86
Mounting 65 Drive Systems 13
Constant Running Hydraulic
C Pump 16
Hydraulic Linear 15
Calibration 81 Linear Drive 15
Adjusting calibration 83 Rotary Drive Units 13
Auto Adapt 87 Reversing Hydraulic Pump 14
Auto Release 89 Sterndrive 16
Cruise Speed 85
Display Contrast Adjustment 90 F
Drive Option 86
Joystick Mode 86 First Sea Trials 93
Latitude 88 Fluxgate Compass
Magnetic variation 87 Cabling 29
Off Course Limit 85 Mounting 28
Permanent Watch Alarm 90 Functional Test 76
Rate Level 84
Recommended settings 81
Recording Calibration Settings 90 GyroPlus Offset and Drift Compen
Response Level 88 sation 80
Rudder Deadband 87
Rudder Gain 83 H
Rudder Limit 84
Rudder Offset 84 Handheld Remote 17
Saving Calibration 89 Hydraulic Drive Systems 35
Hydraulic Linear Actuator 45
Selecting calibration 82
Cabling 48
Trim Level 86
Final Preparation before use 48
Turn rate 85
Installation 45
Wind Trim 88
Compass Alignment without
deviation correction 93
Constant Running Hydraulic Pump
Cabling 42
Mounting 41
Plumbing 44
104 TYPE100300 Operation and Installation Handbook
I NMEA Interface 73
Rotary Rudder Reference 30
Initial Sea Trials 91 Mounting 30
Installation Cabling 32
Auxiliary Alarm 65 Introduction
Course computer 21 Auxiliary Alarm 18
Mounting 22 Course Computer 11
Cabling 22 Drive Systems 13
Control Unit ST60007000 25 Constant Running Hydraulic
Mounting 25 Pump 16
Cabling 26 Hydraulic Linear 15
Control Unit ST60007000 NMEA Linear Drive
Input 71 Reversing Hydraulic Pump 14
Fluxgate Compass 28 Rotary Drive Units 13
Mounting 28 Stern Drive 16
Cabling 29 Fluxgate Compass 11
Hydraulic Drive Systems 34 GyroPlus Transducer 20
Constant Running Pump 41 Handheld Remote 17
Mounting 41 Joystick 18
Cabling 42 Linear Rudder Reference
Plumbing 44 Transducer 12
Reversing Hydraulic Pumps 35 NMEA Interface 17
Mounting 35 Rotary Rudder Reference
Cabling 35 Transducer 12
Plumbing 37 ST6000 Control Unit 10
Two line system 39 ST7000 Control Unit 10
Two line pressurised 39 Type CR Interface 12
Three line system 40 Wind Transducer 19
Bleeding the system 40
Interfacing to other J
equipment 69
Joystick
Joystick 66
Cabling 66
Linear Feedback Transducer 33
Mounting 66
Mounting 33
Joystick Mode Manual Type 86
Cabling 34
Masthead Transducer 67 L
Mounting 67
Cabling 68 Latitude 88
Mechanical Drive Systems 49 Linear Drive Unit
Linear Drive Unit 53 Cabling 55
Mounting 54 Mounting 54
Cabling 55 Linear Feedback Transducer
Rotary Drive Unit 49 Cabling 34
Mounting 49 Mounting 33
Cabling 52
Sterndrive Actuator 56 M
Mounting 56
Magnetic Variation 87
Cabling 64
Manual Override Stern Drive
Actuators only 98
Masthead Transducer 67
Index 105
Saving Calibration Mode 89
Selecting calibration 82
Setting the Autopilot Rudder Limit
All drives 79
Sterndrive Actuator
Cabling 64
Mounting 56
Switchon 76
System test 76
Track Control 99
Trim Level 86
Turn Rate 85
Wind Transducer
Cabling 68
Mounting 67
Wind Trim 88
Windvane Control Sail Only 101
106 TYPE100300 Operation and Installation Handbook
Mechanical Drive Systems 49
Linear Drive Unit 53
Rotary Drive Unit 49
Sterndrive Actuator 56
Mechanical test Linear Rotary
Hydraulic Drives 78
Mechanical Test Stern Drive 79
NMEA Interface
Cabling 74
Off Course Limit 85
Operating sense 78
Permanent Watch Alarm SFIA 90
Planning the Installation 21
Pump to Cylinder Specifica
tions 35
Rate Level 84
Recording Calibration Settings 90
Response Control 94
Response Level 88
Reversing Hydraulic Pump 14
Rotary Drive Unit
Cabling 52
Mounting 49
Rotary Rudder Reference Trans
ducer
Cabling 32
Mounting 30
Rudder angle alignment 77
Rudder angle sense 78
Rudder deadband 78
Rudder Deadband Rudder
Damping 87
Rudder Gain 83
Rudder Gain Adjustment with
Speed 97
Rudder Gain Adjustment Displace
ment Craft 96
Rudder Gain Adjustment High
Speed Planning Craft 97
Rudder Limit 84
Rudder Offset Helm Adjust 84
Limited Anchorage Park Portsmouth
P03 5TD 0705 693611 Fax 0705 694642

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Disclaimer:
The information on this web site has not been checked for accuracy. It is for entertainment purposes only and should be independently verified before using for any other reason. There are five sources. 1) Documents and manuals from a variety of sources. These have not been checked for accuracy and in many cases have not even been read by anyone associated with L-36.com. I have no idea of they are useful or accurate, I leave that to the reader. 2) Articles others have written and submitted. If you have questions on these, please contact the author. 3) Articles that represent my personal opinions. These are intended to promote thought and for entertainment. These are not intended to be fact, they are my opinions. 4) Small programs that generate result presented on a web page. Like any computer program, these may and in some cases do have errors. Almost all of these also make simplifying assumptions so they are not totally accurate even if there are no errors. Please verify all results. 5) Weather information is from numerious of sources and is presented automatically. It is not checked for accuracy either by anyone at L-36.com or by the source which is typically the US Government. See the NOAA web site for their disclaimer. Finally, tide and current data on this site is from 2007 and 2008 data bases, which may contain even older data. Changes in harbors due to building or dredging change tides and currents and for that reason many of the locations presented are no longer supported by newer data bases. For example, there is very little tidal current data in newer data bases so current data is likely wrong to some extent. This data is NOT FOR NAVIGATION. See the XTide disclaimer for details. In addition, tide and current are influenced by storms, river flow, and other factors beyond the ability of any predictive program.