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' Autohelm Raymarine: St6000plus St6000 Autopilot Control Unit, Owner's Manual'




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Any reference to Raytheon or
RTN in this manual should be
interpreted as names Raytheon and RTN
are owned by the
Raytheon number 811333
Date 1st April 1999
2 Title of Electronics as part of its commitment to
continuous imrovement and updating reserve the
right to make changes without prior notice to the equipment equipment and the
instructions contained within this handbook
To the best of our knowledge the information contained within this handbook was correct
as it went to press
A great deal of care has been taken to ensure that this handbook is as accurate as possible However
liability cannot be accepted for inaccuracies or omissions
Autohelm and SeaTalk are registered trademarks of Raytheon Electronics
WindTrim AutoTack AutoTrim AutoSeastate AutoAdapt AutoRelease and CodeLock are
trademarks of Raytheon Electronics
Copyright Raytheon Electronics 1996
2 ST6000 Plus Autopilot Control Unit Owners 3
Preface
This handbook contains information on the operation and
installation of your new equipment In order to obtain the best
performance from your autopilot please read this handbook
this handbook is organised
This handbook is divided into the following chapters
Chapter 1 Introduces the autopilot its features and its use
Chapter 2 Covers basic autopilot operation
Chapter 3 Explains how to use Track and Vane WindTrim
modes and adjust autopilot performance and summarises the
ST6000 Plus alarms
Chapter 4 Explains how to use the CodeLock security feature
Chapter 5 Provides details on how to make adjustments to
customise the autopilot to your particular vessel
Chapter 6 Explains how to install the ST6000 Plus
Chapter 7 Covers functional testing and initial calibration
procedures after installation and intial sea trials
Chapter 8 Provides general maintenance procedures
Chapter 9 Provides information to help you resolve any
problems you may encounter with your autopilot
An index is included at the end of this handbook followed by a
template for the installation of the control unit
Safety information
Passage making under autopilot control is an enjoyable experience
that can if you are not careful lead to the relaxation of the
permanent watch A permanent watch MUST be maintained no
matter how clear the sea may appear to be
WARNING
Remember a large ship can travel two miles in five minutes just
the time it takes to make a cup of coffee
4 ST6000 Plus Autopilot Control Unit Owners Handbook
The following rules should always be observed
Maintain a permanent watch and regularly check all around for
other vessels and obstacles to navigation no matter how clear the
sea may appear a dangerous situation can develop rapidly
Maintain an accurate record of the vessels position either by use of
a radio navigation receiver or visual bearings
Maintain a continuous plot of position on a current chart Ensure
the locked autopilot heading steers you clear of all obstacles Make
proper allowance for Tidal Set the autopilot cannot
Even when your autopilot is locked onto the desired Track using a
radio navigation receiver always maintain a log and make regular
positional plots Radio navigation signals can produce significant
errors under some circumstances and the autopilot cannot detect
this situation
Make sure that all members of crew are familiar with the
procedures to disengage the autopilot
Your Raytheon autopilot will add a new dimension to your boating
enjoyment However it is the of the skipper to
ensure the safety of the vessel at all times by careful observance of
these basic rules
EMC conformance
All Raytheon equipment and accessories are designed to the best
industry standards for use in the leisure marine environment
Their design and manufacture conforms to the appropriate
Compatibility EMC standards but correct
installation is required to ensure that performance is not
To verify the ownership of your new autopilot please take a few
minutes to complete the warranty card It is important that you
complete the owner information and return the card to the factory
to receive full warranty Preface 3
How this handbook is organised 3
Warranty 3
Safety information 3
EMC conformance 4
Chapter 1 Introduction 1
11 Overview 1
12 Specification 2
Chapter 2 Basic Operation 3
21 Key functions 3
22 Display layout 4
23 Using Auto mode 5
Engaging the Autopilot Auto 5
Disengaging the autopilot Standby to return to hand
steering 5
Changing course in Auto mode 5
Dodging obstacles in Auto mode 6
Returning to the previous locked heading 6
Automatic tack AutoTack 7
AutoTack to starboard 7
AutoTack to port 8
Off course alarm 8
Operating hints 9
Making major course changes 9
Course changes under autopilot control 9
Sailboats in gusty conditions 10
24 Using Manual mode 10
25 Display and keypad illumination 10
6 ST6000 Plus Autopilot Control Unit Owners Handbook
26 Data pages 11
Chapter 3 Advanced Operation 13
31 Operation in Track mode 13
Initiating Track mode 13
Automatic acquisition 14
Manual acquisition 15
Cross track error 16
Tidal stream compensation 16
Waypoint arrival and advance 17
Arrival 17
Skipping a waypoint 18
Advance 18
Dodges 18
Initiating a dodge manoeuvre 18
Cancelling a dodge manoeuvre 18
Safety 18
Position confirmation at the start of a passage 19
Verifying computed positions 19
Plot frequency 19
Setting waypoints 19
General 19
32 Operation in Vane mode WindTrim 19
Selecting Vane mode 20
Adjusting the locked wind angle 20
Returning to the previous apparent wind angle 21
Dodges 21
Wind shift alarm 22
Using AutoTack in Vane mode 22
Operating hints 23
Preface 7
33 Adjusting autopilot performance 23
Changing the response level 23
Changing the rudder gain 24
34 Alarms 24
SeaTalk failure 25
No link 25
Off course 25
Wind shift 25
Large cross track error 25
Drive stopped 25
Data not received 26
Waypoint advance 26
Low battery 26
Watch alarm 27
Man overboard MOB 27
Chapter 4 CodeLock 29
41 CodeLock Modes 29
42 Setting Up CodeLock 29
Initial Setup 29
Changing the code or master unit 31
43 Entering your code Manual mode only 31
44 Code number problems 32
Chapter 5 Customising the System 33
51 User setup 33
Compass deviation correction 35
Deviation display 35
Heading alignment 35
Heading mode 35
Bar selection 35
8 ST6000 Plus Autopilot Control Unit Owners Handbook
Rudder calibration 36
Data pages 36
52 Dealer setup Type 100300 Course Computer 38
Recommended settings 39
Pilot type 39
Calibration lock 40
Rudder gain 40
Rate level 40
Rudder offset 41
Rudder limit 41
Turn limit 41
Cruise speed 42
Off course alarm 42
AutoTrim 43
Power steer 43
Drive type 44
Rudder damping 44
Variation 45
AutoAdapt 45
Latitude 46
Wind Trim 46
Tack angle 46
AutoRelease 47
Response 47
Recording calibration settings 47
Chapter 6 Installation 49
61 Planning the Installation 49
EMC installation guidelines 49
Connections to other equipment 50
Cabling 50
Preface 9
62 Control head 50
Siting 51
Mounting procedure 51
Connections to the SeaTalk bus 52
SeaTalk cables 52
Cable types 52
Typical SeaTalk cabling 53
63 NMEA interface 53
Cabling 53
NMEA cable connectors 54
NMEA data transmission 54
Transmission of NMEA data on SeaTalk 55
64 Functional test repeater unit 55
Switch on 56
Navigation interface GPS Decca Loran 56
SeaTalk interface 57
Chapter 7 Post Installation Procedures 59
71 Functional test and initial calibration 59
Switch on 59
Initial calibration 59
Operating sense 59
Navigation interface GPS Decca Loran 60
Wind transducer interface 61
SeaTalk interface 61
72 Initial sea trial 62
EMC conformance 62
Overview 62
Automatic compass deviation correction 63
Further heading alignment adjustment 65
10 ST6000 Plus Autopilot Control Unit Owners Handbook
Checking autopilot operation 66
Checking the rudder gain 66
Chapter 8 Maintenance 69
General 69
Servicing and safety 69
Advice 69
Chapter 9 Fault Finding 71
Index 73
Chapter 1 Introduction 1
Chapter 1 Overview
The ST6000 Plus is a SeaTalk compatible autopilot control unit It is
designed for use as a repeater in an autopilot system allowing autopilot
control from a secondary location or as the control unit for a
Type 100300 Course Computer It can also repeat instrument data in a
programmable selection of Data Pages
The ST6000 Plus can share all data transmitted from other Raytheon
SeaTalk instruments
Wind information from a wind instrument can be used for wind trim
Vane steering without the need to install a separate vane
Track information from a navigation instrument provides waypoint
control from the autopilot
Boat speed from the Speed instrument provides optimum track
keeping performance
The ST6000 Plus autopilot can also be used with any navigator GPS
Decca Loran transmitting NMEA 0183 data
There are five operating modes
Standby Autopilot disengaged
Auto Autopilot engaged and locked onto a heading
Track Autopilot maintains a track between two waypoints created
using a navigation system
Vane Autopilot maintains a course relative to an apparent wind
angle
Manual Autopilot power steers rudder using joystick control
When the ST6000 Plus is being used to repeat instrument data popup
pilot pages are displayed for 5 seconds whenever a change in autopilot
control is made
The ST6000 Plus also provides the following
Automatic tack facility which can be used in Auto and Vane modes
Automatic compass deviation correction
heading compensation
Automatic heading deadband seastate control
Waypoint advance feature
2 ST6000 Plus Autopilot Control Unit Owners Handbook
Setup and calibration options to suit each installation giving
maximum performance with many types of boat with three
calibration menus user intermediate and dealer
Raytheon CodeLock security support
12 Power Supply 10 to 15 V dc
Current consumption
Standby 60 mA less than 200 mA with full lighting
Operating temperature 0C to 70C 32F to 158F
Eight button illuminated digital keypad
LCD display of heading locked course and navigational data with
three levels of illumination
Input connections for SeaTalk and NMEA
Output connection for 2 Basic Operation 3
Chapter 2 Basic Operation
This chapter first provides summary diagrams of the key functions and
screen layout It then gives operating instructions for engaging the
autopilot and using Auto mode changing the lighting and displaying
Data Pages
21 Key functions
The autopilot is controlled using simple pushbutton operations all of
which are confirmed with a beep In addition to the main single key
functions there are several dual key 1 plus 1
Press for Response level
1 plus 10 Press for 1 second 1 plus 10
Press together for Rudder Gain Press together
for AutoTack for AutoTack
to port to starboard
DISP TRACK
Press for Press for Track
Data Page mode from Auto
Press for 1 second Press to accept
for lamp control waypoint advance
Press for 1 second
to skip waypoint
STANDBY Course Change Keys AUTO
Press for Standby Port 1 Starboard 1 Press for Auto mode
mode Port 10 Starboard 10 Press for 1 second
Press and hold for for Last Heading
Setup modes
Press again to
STANDBY plus AUTO accept Last Heading
Press for Vane mode
Press for 1 second for Last Wind
Press again to accept Last Wind
D34471
The autopilot always powers up in Standby mode If the text CODE
LOCK is displayed enter your code as described in Chapter 4
Course changes can be made at any time using the 1 1 10 and
10 keys
You can return to manual steering at any time by pressing standby
4 ST6000 Plus Autopilot Control Unit Owners Display layout
The following illustration shows all the elements together with a brief
description that make up the ST6000 Plus autopilot LCD display
MANUAL 3
Rudder or Steer Direction Indicator
D35071
The bar graph at the bottom of the display is normally a rudder bar
If it has been set as a indicator the display depends
on the current mode as follows
Mode Bar
Standby Not used
Auto Heading error bar
Track Cross track error XTE bar in 002 nm increments
Vane Wind angle error bar
If neither distance units nm or SM is displayed the distance is
in Km
Chapter 2 Basic Operation 5
23 Using Auto mode
Engaging the Autopilot Auto
1 Steady the vessel on the required heading
2 Press auto
In Auto mode the display shows the locked autopilot heading
Disengaging the autopilot Standby to return to
hand steering
Press standby
In Standby mode the display shows the vessels current compass
heading
The previous autopilot heading is memorised and can be recalled
see Returing to the previous locked heading
Changing course in Auto mode
The 1 and 10 starboard and 1 and 10 port keys are used to
change the locked heading in increments of 1 and 10 when the
autopilot has control
Example a 30 course change to port press 10 three times
6 ST6000 Plus Autopilot Control Unit Owners Handbook
Dodging obstacles in Auto mode
In order to avoid an obstacle when your vessel is under autopilot
control select a course change in the appropriate direction for
example port 30 press 10 three times
When safely clear of the obstacle you can reverse the previous
course change for example press 10 three times or return to the
previous locked heading LAST HDG
Returning to the previous locked heading
LAST HDG
If for any reason the vessel is steered away from the selected locked
heading for example executing a dodge manoeuvre or selecting
Standby you can return to the previous locked 2 Basic Operation 7
1 Press auto for 1 second The previous locked heading LAST
HDG is displayed for 10 seconds
Note A indicator is displayed to show you the
direction the vessel will turn
2 To accept this heading and resume the original course press auto
once within this 10 second period
If you do not press auto while the display is flashing the current
heading will be maintained
Automatic tack AutoTack
The ST6000 Plus has a built in automatic tack facility that turns the
vessel through a predetermined angle the factory default is 100 in the
required direction
AutoTack to starboard
Press the 1 and 10 keys together to tack to starboard
8 ST6000 Plus Autopilot Control Unit Owners Handbook
AutoTack to port
Press the 1 and 10 keys together to tack to port
Off course alarm
The off course alarm will sound if the locked autopilot heading and the
vessels current heading differ for more than 20 seconds by more than
the alarm angle set in calibration the factory default is 2 Basic Operation 9
1 To cancel the off course alarm press standby to return to hand
steering
2 Check whether your vessel is carrying too much sail or whether
the sails are badly balanced Significant improvements in course
keeping can usually be obtained by improving sail balance
Operating hints
Making major course changes
It is sound seamanship to make major course changes only when
steering manually
Manual course changes ensure that obstructions or other vessels can
be cleared properly and due account taken of the changed wind and
sea conditions on the new heading prior to engaging the autopilot
Course changes under autopilot control
It is important to understand the effect of sudden trim changes on
steering performance When a sudden trim change occurs due for
example to weather helm or sail imbalance there will be a delay before
the automatic trim applies rudder to restore the locked heading This
correction can take up to one minute
Large course changes which change the apparent wind direction can
produce large trim changes In these situations the autopilot will not
immediately assume the new automatic heading and will only settle
onto course when the automatic trim has been fully established
To eliminate this problem the following procedure can be adopted for
large course changes
1 Note the required new heading
2 Select standby and steer manually
3 Bring the vessel onto the new heading
10 ST6000 Plus Autopilot Control Unit Owners Handbook
4 Select auto and let the vessel settle onto course
5 Bring the vessel to the final course with 1 increments
Sailboats in gusty conditions
In gusting conditions the course may tend to wander slightly
particularly if the sails are badly balanced A significant improvement
in course keeping can always be obtained by improving sail balance
Bear in mind the following important points
Do not allow the yacht to heel over excessively
Ease the mainsheet traveller to leeward to reduce heeling and
weather helm
If necessary reef the mainsail a little early
It is also advisable whenever possible to avoid sailing with the wind
dead astern in very strong winds and large seas
Ideally the wind should be brought at least 30 away from a dead run
and in severe conditions it may be advisable to remove the mainsail
altogether and sail under headsail only
Provided these simple precautions are taken the autopilot will be able
to maintain competent control in gale force Using Manual mode
If your system is fitted with a joystick the ST6000 Plus will enter
Manual mode when the joystick is used
The ST6000 Plus will return to Standby mode when the joystick button
is released or if you press the standby key on the ST6000 Plus
25 Display and keypad illumination
Press disp for 1 second from any mode to enter illumination
adjustment mode and turn the lights on
Subsequent presses of the disp key cycles the possible illumination
settings L3 L2 L1 OFF L1 L2 L3 etc where L3 is the brightest
2 Basic Operation 11
The display times out to normal operation after 10 seconds of keypad
inactivity
Pressing any other key before the 10 second timeout will select the
mode assigned to that key for example auto selects Auto mode
standby selects Standby mode
Note If other SeaTalk instruments or autopilot control units are
connected to SeaTalk the illumination can be adjusted from these
units
Any adjustments to the illumination are lost when the unit is
switched off
The keys are still lit at a courtesy level when the display lighting is off
26 Data pages
The disp key is used to cycle pages of SeaTalk or NMEA data Once
a Data Page is selected this page becomes the principle autopilot
display The autopilot mode displays Standby Auto Track Vane and
Manual then become popups and are displayed for 5 seconds when
the autopilot mode is changed or a course change is made
Press disp to display each Data Page in turn
When the last Data Page is cycled the display returns to the current
autopilot mode display for example Standby
To return to a previous Data Page press disp for 1 second within 2
seconds of displaying a page You can continue to move backwards
through the Data Page sequence in this way
12 ST6000 Plus Autopilot Control Unit Owners Handbook
Up to 7 Data Pages are available using the disp key The number of
pages and the information displayed on each page depends on the the
selections made in User Setup see section 51
The following illustration shows the default settings for the Data Pages
D35811
If the required data for a page is not available dashes are displayed
instead of a value
Most displays are repeated data and cannot be adjusted The
exceptions are the Response and Rudder Gain pages if selected for
display which can be adjusted using the 1 and 1 keys
The current autopilot mode is shown at the left of the display and
the autopilot bar graph remains in use
The arrows relate to the Data Page 3 Advanced Operation 13
Chapter 3 Advanced Operation
This chapter provides information on
Operation in Track mode
Operation in Vane mode WindTrim
Adjusting the response level and rudder gain
Alarms
31 Operation in Track mode
Track mode is used to maintain a track between two waypoints created
on a GPS Decca or Loran navigation system The ST6000 Plus will
then compute any course changes to keep your boat on track
automatically compensating for tidal streams and leeway
The ST6000 Plus can receive cross track error the distance your vessel
is from a planned track from
aA SeaTalk navigation instrument or chartplotter
bA nonSeaTalk navigation system transmitting data in the
NMEA 0183 format this can be connected directly to the ST6000
Plus NMEA input as described in the Installation Chapter
Track mode is selected by pressing the track key but can only be
selected from Auto mode You can return to either Auto or Standby
mode from Track mode as follows
Press auto to leave Track mode and return to Auto mode
Press standby to leave Track mode and return to manual steering
Note The ST6000 Plus control head can be programmed to display
various pages of navigation data such as XTE BTW etc Please refer to
page 37 for details
Initiating Track mode
When initiating Track mode the track can be acquired in one of two
ways
Automatic acquisition when cross track error and bearing to
waypoint data are available
Manual acquisition when cross track error is the only available data
14 ST6000 Plus Autopilot Control Unit Owners Handbook
Automatic acquisition
Automatic acquisition can only be achieved if the pilot is receiving
cross track error and bearing to waypoint information via SeaTalk or
NMEA 0183 It is initiated as follows
1 Bring the vessel to within 01nm of track
2 Press auto
3 Press track to enter Track mode with the current locked heading
displayed
After a short delay for data acquisition the Waypoint Advance
alarm will sound and the display will show the planned bearing to
waypoint alternating with the direction in which the boat will turn
Note If the vessel is further than 03nm from the track the Large
Cross Track Error alarm will sound Press standby to cancel the
alarm hand steer closer to the track and press auto and track again
4 Check that it is safe to turn onto the new course
5 Press the track key The boat will turn on to the new course and
the alarm will be 3 Advanced Operation 15
Previous
Heading
D35051
The display shows the new bearing to waypoint
Manual acquisition
For manual track acquisition when only cross track error data is
available
1 Steer the vessel to within 01nm of track
2 Bring the heading to within 5 of the bearing to the next waypoint
3 Press auto
4 Press track to enter Track mode
The display shows the locked pilot heading
Note At low speeds the effect of tidal streams is far more significant
than it is at higher speeds Providing the tidal flow is less than 35 of
the vessels speed no noticeable difference should occur in the
performance of Track mode However extra care should be taken
during manual acquisition as follows
Ensure that the vessel is as close as possible to track and the
direction made good over the ground is as close as possible to the
direction of the next waypoint before selecting Track mode
Make positive positional checks at regular intervals especially if
navigational hazards are close by
16 ST6000 Plus Autopilot Control Unit Owners Handbook
Cross track error
Cross track error XTE is the distance between the current position
and a planned route This is displayed in nautical miles nm statute
miles SM or kilometres and is taken directly from your The Large XTE alarm sounds if the XTE exceeds 03nm
The direction of the error is identified as Pt port or Stb
starboard
To cancel the alarm and leave track mode press standby to return
to hand steering or auto to return to Auto mode
Note If the Large Cross Track Error alarm sounds it is usually an
indication that the cross tide is too great for the vessels current speed
Tidal stream compensation
Under most conditions Track mode will hold the selected track to
within 005 nm 300 ft or better The autopilot takes account of
vessel speed when computing course changes to ensure 3 Advanced Operation 17
performance over a wide range of vessel speeds If speed data is
available the ST6000 Plus uses the measured vessel speed Otherwise
the Speed Over Ground SOG or specified cruise speed is used
depending on the calibration setting see Dealer Setup in Chapter 5
Vessels speed
Vessels
Waypoint arrival and advance
If your navigation receiver transmits valid NMEA waypoint number
and bearing to waypoint data it is possible to advance from one
waypoint to the next by simply pressing track only the last four
characters of waypoint names are recognied and therefore adjacent
waypoint names must be different
Arrival
As the vessel passes the target waypoint the navigation receiver should
select manually or the next target waypoint
The ST6000 Plus detects the new target waypoint number sounds the
Waypoint Advance alarm and displays the Waypoint Advance
information This display shows the new bearing to waypoint and the
direction the boat will turn to acquire the new track
D34571
18 ST6000 Plus Autopilot Control Unit Owners Handbook
To accept the new target waypoint press track
Skipping a waypoint SeaTalk navigators only
If you wish to advance to the next waypoint before you have arrived at
the target waypoint press track for 1 second The Waypoint Advance
information for the next waypoint is displayed
Advance
While the waypoint advance alarm is sounding Track mode is
suspended and the ST6000 Plus maintains the current boat heading
1 Check that it is safe to turn onto the new track
2 Press the track key This will cancel the waypoint arrival alarm
and turn the boat towards the next waypoint
Unless the Waypoint Advance is accepted in the above manner
the alarm will continue to sound and the current heading will be
maintained
Dodges
Full control is still available from the keypad when the autopilot is in
Track mode
Initiating a dodge manoeuvre
In track mode dodge manoeuvres are accomplished by simply
selecting the desired course change using the course change keys
1 1 10 or 10
Cancelling a dodge manoeuvre
Once the hazard has been avoided the course change selected for the
dodge manoeuvre should be cancelled by selecting an equal course
change in the opposite direction
Note Provided the vessel remains within 01 nm of track there is no
need to steer back towards the track
Safety
Passage making in Track mode removes the chores of compensating
for wind and tidal drift and will aid precise navigation However it is
important to maintain an accurate log with regular 3 Advanced Operation 19
Position confirmation at the start of a passage
At the start of a passage you must always confirm the fix given by the
position transducer using an easily identifiable fixed object Check for
fixed positional errors and compensate for them
Verifying computed positions
Verify the computed position with a dead reckoned position
calculated from the average course steered and the distance logged
Plot frequency
In open water plots should be at least hourly
In confined waters or when potential hazards are near plots should
be more frequent
Local variations in radio signal quality and changes in the tidal
stream will produce deviations from the desired track
Setting waypoints
When setting waypoints remember that deviations will occur
Thoroughly check along each track
Check up to 05 nm each side of the track to ensure that there are no
hazards within the zone
General
The use of track mode will enable accurate track keeping even in
complex navigational situations However it cannot remove the
of the skipper to ensure the safety of his vessel at all times
by careful navigation and frequent position checks
32 Operation in Vane mode WindTrim
Vane mode also known as WindTrim allows the ST6000 Plus to
maintain a course relative to an apparent wind angle It uses wind trim
to eliminate the effects of turbulence and short term wind variations
and provides smooth precise performance under Vane mode operation
with minimal power consumption
Vane mode uses the fluxgate compass as the primary heading reference
and as changes in the apparent wind angle occur the locked compass
heading is adjusted to maintain the original apparent wind angle
20 ST6000 Plus Autopilot Control Unit Owners Handbook
To use Vane mode the ST6000 Plus must receive wind information
from one of the following sources
SeaTalk Wind instrument connected to a ST6000 Plus via SeaTalk
NMEA wind information
Raytheon wind vane connected to a SeaTalk interface box
Selecting Vane mode
Vane mode can be selected from either Standby or Auto modes as
follows
1 Steady the vessel onto the required apparent wind angle
2 Press standby and auto together to select Vane mode and lock
the current apparent wind angle
The locked heading is displayed along with the apparent wind angle
The boat heading is adjusted by the pilot to maintain the locked
apparent wind angle
Adjusting the locked wind angle
The locked wind angle can be adjusted by changing course using the 1
1 10 and 10 keys
For example to bear away by 10 when the vessel is on starboard tack
press 10 to turn the vessel 10 to port The locked apparent wind angle
and locked heading both change by 10 The new apparent wind angle
is maintained and the locked heading adjusted by the autopilot as
required
Note This method should only be used for minor adjustments to the
apparent wind angle since turning the boat affects the relationship
between the true and apparent wind angles For major changes return
to Standby mode steer onto the new heading and reselect Vane 3 Advanced Operation 21
Returning to the previous apparent wind angle
LAST WND
If for any reason the vessel is steered away from the selected apparent
wind angle for example a dodge manoeuvre or selecting Standby you
can return to the previous locked wind angle
1 Press standby and auto together for 1 second to display the
previous apparent wind angle LAST WND
The LAST WND text alternates with the previous wind angle and
direction The previous locked heading is displayed with an
indicator to show you the direction in which the vessel will turn
2 Check that it is safe to turn on to this course
3 To accept this apparent wind angle press standby and auto
together within 10 seconds
If you do not accept the previous wind within this time the autopilot
will lock on to the current apparent wind angle
Dodges
Full control is still available from the keypad when the autopilot is in
Vane mode
Dodge manoeuvres are accomplished by simply selecting the
desired course change using the course change keys
1 1 10 or 10 Both the locked heading and locked apparent
wind angle are adjusted
Once the hazard has been avoided you can reverse the previous
course change or return to the previous apparent wind angle
LAST WND
22 ST6000 Plus Autopilot Control Unit Owners Handbook
Wind shift alarm
The wind shift alarm sounds and the text WINDSHIFT is displayed if a
wind shift of more than 15 is detected
1 Press standby to cancel the alarm and return to hand steering and
steer onto the required heading
2 Press standby and auto together to return to Vane mode with the
new apparent wind angle
Using AutoTack in Vane mode
The automatic tack function tacks the vessel through a set angle the
factory default is 100 The locked heading can then be adjusted until
the required apparent wind angle is achieved
To tack to starboard press the 1 and 10 keys together
To tack to port press the 1 and 10 keys together
Note If you use the Autotack function in Vane mode it is important to
check that the wind vane has been centred accurately when it was
AutoTack
Angle
Course adjustment may
be necessary to mirror
the previous apparent
wind angle
Apparent Wind Angle
3 Advanced Operation 23
Operating hints
Major changes to the selected apparent wind angle should be made
by returning to Standby mode changing course manually then
reselecting Vane Mode
Vane mode filters the windvane output This provides the optimum
response for offshore conditions where genuine shifts in wind
direction occur gradually
In gusty and unsteady inshore conditions it is best to sail a few
degrees further off the wind so that changes in apparent wind
direction can be tolerated
It is important to ensure that the amount of standing helm is
minimised by careful sail trimming and positioning of the mainsheet
traveller
The headsail and mainsail should be reefed a little early rather than
too late
33 Adjusting autopilot performance
The response level and rudder gain can be adjusted during normal
operation using a combined keypress you can set up
these two control displays as default Data Pages see section 25
The default calibration settings for response and rudder gain refer to
Dealer Setup are restored when the system is powered on
Changing the response level The response level controls the relationship between the autopilots
course keeping accuracy and the amount of helmdrive activity
Response Level 1 AutoSeastate Automatic Deadband causes the
autopilot to gradually ignore repetitive movements of the vessel and
only react to true variations in course This provides the best
compromise between power consumption and course keeping
accuracy and is the default calibration setting
Response Level 2 Minimum Deadband provides the tightest
course keeping possible However tighter course keeping results in
increased power consumption and drive unit activity
Response Level 3 also Minimum Deadband provides the tightest
course keeping possible by introducing yaw damping
24 ST6000 Plus Autopilot Control Unit Owners Handbook
The response can be changed at any time To do so
1 Press the 1 and 1 keys together momentarily to display the
RESPONSE screen
2 Press 1 or 1 to change the response level
3 Wait for 10 seconds or press disp to return to the previous
display
D36061
Changing the rudder gain
Press the 1 and 1 keys together for 1 second to display the Rudder
Gain screen and adjust the setting in the same way as for the response
level Refer to Chapter 7 Post installation procedures for instructions
on how to check that the rudder gain is set correctly
WARNING
It is 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
34 Alarms
This section summarises the alarms in order of priority that are
reported by the ST6000 Plus
Press standby to clear an alarm and return to hand steering unless
indicated 3 Advanced Operation 25
SeaTalk failure
ST FAIL
This silent alarm indicates that there is a wiring fault in the SeaTalk
connection
No link
NO LINK
This silent alarm indicates that there is no link between the ST6000
Plus and the course computer
Off course
OFFCOURSE
This alarm is activated when the vessel has been off course from the
locked heading by more than the specified angle for more than
20 seconds see section 23 Using Auto mode
The alarm is cleared if the heading recovers or the course is changed or
if the operating mode is changed
Wind shift
WINDSHIFT
This alarm is activated when a change in the apparent wind angle
requires an adjustment of the locked heading by more than 15 see
section 32 Operation in Vane mode
Large cross track error
LARGE XTE
This alarm is activated when the cross track error exceeds 03 nm see
section 31 Operation in Track mode
The alarm is cleared if the heading recovers or the course is changed or
if the operating mode is changed
Drive stopped
DRIVESTOP
This alarm is activated if the autopilot is unable to turn the rudder This
occurs if the weather load on helm is too high or if the requested rudder
position is past the preset rudder limits or the rudder ST6000 Plus Autopilot Control Unit Owners Handbook
Data not received
NO DATA
This alarm is displayed in the following Track mode is engaged and the autopilot is not receiving SeaTalk
navigation data
Track mode is engaged and the position transducer GPS Loran
Decca is receiving a low strength signal this will clear as soon as
the signal strength improves
Vane mode is engaged and the autopilot has not received wind angle
data for 30 seconds
The autopilot stops adjusting the locked heading as soon as data is lost
Waypoint advance
NEXT WPT
The waypoint advance alarm sounds whenever the target waypoint
number changes which occurs in the following Automatic acquisition is selected by pressing track from Auto
mode
Waypoint arrival Vessel arrives at the target waypoint and moves
onto the next waypoint in the route
Waypoint advance is requested by pressing track for 1 second in
Track mode SeaTalk Navigators only
When the alarm sounds the pilot continues on its current heading but
displays the bearing to the next waypoint and the direction in which the
boat will turn to take up that bearing
Check that it is safe to turn onto the new track and press track to
accept the waypoint advance
To cancel the alarm without accepting the waypoint advance press
standby to return to hand steering or auto to return to Auto
Note The waypoint advance will only operate on pilots receiving
valid bearing to waypoint and waypoint number Low battery
LOW BATT
The Low Battery alarm sounds when the supply voltage drops below
acceptable 3 Advanced Operation 27
Press standby to clear the alarm and return to hand steering
Start the engine to recharge the battery
Watch alarm
WATCH ALM
The Watch alarm is activated in Watch mode when the timer reaches
4 minutes It is not available from Standby mode
If you wish to set the Watch mode the WATCH screen must be
configured as one of the Data Pages for display as described in section
To set and control the Watch alarm
1 Select Auto Track or Vane mode
2 Press the disp key until the WATCH Data Page is displayed
The watch timer starts counting
When the timer reaches 3 minutes the text on the display starts
flashing to indicate the last minute of Watch alarm
When the timer reaches 4 mins the audible Watch alarm
activates
3 Press auto at any time to silence the alarm and reset the timer to
4 minutes Pressing any other key resets the timer and perform the
keys normal function
4 To clear Watch mode press disp to display a different page or
press standby
Note You cannot engage Auto mode from Watch mode pressing
auto only resets the Watch timer
Man overboard MOB
If a man overboard MOB message is received from another
instrument on the SeaTalk system the text MOB is shown instead of the
waypoint number for the XTE DTW and BTW Data Pages
If the autopilot is operating in Track mode the Waypoint Advance
alarm will sound to notify the change in waypoint
28 ST6000 Plus Autopilot Control Unit Owners 4 CodeLock 29
Chapter 4 CodeLock
CodeLock is a personal fourdigit security feature designed to protect
your valuable instruments against theft You dont have to activate the
system but its there if you need to You can activate it using any
control unit on your SeaTalk system
When you first enter a code and activate CodeLock the code is sent to
all the units on the system After this whenever
you power on the system the units will only start up if they receive the
correct code
Remember to fix a CodeLock sticker by each instrument to deter
potential CodeLock Modes
When you set up CodeLock you can choose whether the code will be
sent automatically or must be entered manually at power on as follows
Auto mode is used when there is a display unit situated in a secure
location ideally below deck or one which can be unplugged and
removed to a secure location You enter your chosen code on this
master unit when you first activate CodeLock This code is then
automatically sent to all display heads on
SeaTalk without further intervention every time the system is
powered on
Manual mode is used to provide a higher degree of security
perhaps when all your instruments are mounted in exposed
locations In this case you must enter your personal code every time
the system is switched on The code can be entered into any
convenient control unit and is then sent to all
the other compatible units via Setting Up CodeLock
CodeLock is set up and activated on the ST6000 Plus using the
Intermediate Setup options
Initial Setup
When you first install your ST6000 Plus CodeLock is set OFF To
activate CodeLock refer to the flow diagram on the next page
30 ST6000 Plus Autopilot Control Unit Owners Handbook
Make sure that the autopilot is in Standby mode before accessing
Intermediate Setup
If the CAL LOCK screen is displayed instead of the VERSION screen
you need to turn off the lock feature in Dealer 4 CodeLock 31
The Intermediate Setup displays have the following functions
Version numbers Displays the current ST6000 Plus version
number alternating with the Course Computer version number if
applicable You cannot adjust these displays
CodeLock status Reports the current status which can be OFF or
SET You cannot adjust this display directly
CodeLock entry Used to enter a new code if CodeLock is OFF or
to turn CodeLock off if it is already set
CodeLock mode Used to select Auto or Manual CodeLock mode
when a new code has been entered
Changing the code or master unit
You can change the code from any CodeLock compatible control unit
on your SeaTalk system provided you know the current code
Note If you set up CodeLock in Auto mode the unit on which you
enter the new code becomes the new master unit
To change the code
1 Display the CodeLock entry screen and enter your current code as
shown in the flowchart
The code is checked If it is incorrect the four dashes are
redisplayed and you must enter the code again If it is correct the
CodeLock status screen is displayed with the status set to OFF
2 Press disp to display the CodeLock entry screen again
3 Enter the new code and move on to the CodeLock mode selection
screen
4 Set the mode to Auto or Manual as required
5 Press and hold standby for 1 second to exit Intermediate Setup
and save the new Entering your code Manual mode only
If CodeLock has been set up in Manual mode the correct code must be
entered on one of the control units every time the system is switched on
The code number created on the master is entered via the keypad from
any instrument and this code is then sent to all
compatible instruments on the same SeaTalk bus Once this code has
been received the instruments operate in the normal way
32 ST6000 Plus Autopilot Control Unit Owners Handbook
To enter your chosen code number on the ST6000 Plus display unit
use the keys as shown
Adjust
Move the value at
flashing the cursor
cursor to
the next Adjust
position value at
the cursor
D33941
To enter the code on any other master display unit refer to the
handbook for that unit for details of the code entry Code number problems
If an incorrect code number has been entered the four dashes are
redisplayed with the prompt enter code Repeat the procedures
illustrated above entering the correct four digit number
If you forget your code number you must take your master unit to an
authorised dealer together with appropriate proof of ownership
such as the original invoice The dealer will be able to reset the unit
so that you can enter a new 5 Customising the System 33
Chapter 5 Customising the System
The ST6000 Plus provides setup and configuration options that are
used to adjust the settings for the ST6000 Plus itself the compass and
the autopilot
Note You should perform the post installation procedures described
in Chapter 7 before adjusting any other calibration features
There are three setup levels
User Setup which controls compass setup rudder calibration and
the ST6000 Plus display features
Intermediate Setup which controls the CodeLock security feature
and displays status and version number information see Chapter 4
Dealer Setup which controls the autopilot settings and also the
calibration lock which can be used to prevent accidental access to
User and Intermediate Setup
The Dealer Setup options described in this chapter only apply if you
have installed the ST6000 Plus as the control unit for a Type 100300
course computer If you have installed the ST6000 Plus as a repeater
unit on an autopilot system please refer to the Dealer Setup instructions
in the handbook for the main control unit
Note If the vessel type is changed you must then relinearise the
fluxgate compass
If an ST40005000 control unit is used please refer to the
appropriate manual for system User setup
The flow chart on the following page shows the User Setup control
procedure and the setup screens with their default settings Information
on the functions of the different settings is given in the remainder of this
section
The following points should be considered
Make sure that the autopilot is in Standby mode before you access
User Setup
If the CAL LOCK screen is displayed instead of the initial page you
need to turn off the lock feature in Dealer Setup
Setup options are always saved on exit
34 ST6000 Plus Autopilot Control Unit Owners 5 Customising the System 35
Compass deviation correction SWING COMPASS
The compass deviation correction option allows you to correct the
compass for deviating magentic fields The procedure must be
performed as the first item in your initial sea trial and is described in
detail in Chapter 7 Post Installation Procedures
Deviation display DEVIATION
The deviation screen shows the current deviation value calculated
from the correction procedure Swing Compass You cannot edit this
value
Heading alignment HDG ALIGN
The heading alignment screen shows the current reported heading
Note You should always check the compass alignment after
performing a compass deviation correction see Post Installation
Procedures However once the initial correction procedure has been
performed you can make adjustments to the alignment as often as you
wish without recorrecting your compass
Steer your vessel onto a known heading and check the heading
displayed
If required adjust the heading value to match the known value using
the 1 1 10 and 10 keys
Heading mode HDG
Select either magnetic or true heading mode When heading data is
displayed in normal operation the screen indicates whether true or
magnetic mode has been selected
Bar selection RUDD BAR
Select the type of bar graph that is shown at the bottom of the SeaTalk
displays The options are as follows
RUDD BAR This shows the rudder position and is the default setting
Note that a rudder reference transducer is required for accurate rudder
position information
STEER BAR The bar graph is used as follows
36 ST6000 Plus Autopilot Control Unit Owners Handbook
Mode Bar
Standby Not used
Auto Heading error bar
Track XTE bar
Vane Wind angle error bar
Rudder calibration DOCKSIDE RUDD CAL
The Dockside Rudder Calibration function performs an automatic
calibration of the rudder range for systems with a rudder reference unit
If a rudder reference unit is not installed the function determines the
helm drive speed
WARNING
This procedure moves the helm and should only be used when the
vessel is at the dockside For sterndrive systems the engines must
running before you start the procedure
The auto dockside procedure is not available if the ST6000 Plus is used
with a Type 100300 Course Computer
If you start the procedure by mistake press any key to cancel it
Data pages DATA PAGE
The next 7 pages of User Setup allow you change the default settings
for the Data Pages These are the pages of SeaTalk or NMEA data
available for display using the disp key during normal operation see
section 25
Each of the setup pages initially shows the title DATA PAGE After
1 second this changes to show the title of the data currently set for that
page
The available pages are as 5 Customising the System 37
Data Displayed as
Speed Knots SPEED KTS
Log LOG XXXXX
Trip TRIP XXXX
Average Speed Knots AV SPD KTS
Wind Direction Eg WIND PORT
Wind Speed WIND KTS
Depth Metres DEPTH M
Depth Feet DEPTH FT
Depth Fathoms DEPTH FA
Heading HEADING
Water Temperature Degrees C WATER C
Water Temperature Degrees F WATER F
Course Over Ground COG
Speed Over Ground Knots SOG KTS
Cross Track Error XTE
Distance to WaypointDTW
Bearing to Waypoint BTW
Rudder Gain RUDD GAIN
Response RESPONSE
Watch WATCH
Univeral Time Constant UTC
38 ST6000 Plus Autopilot Control Unit Owners Handbook
The default pages are
Data Page Default Setting Sequence Number
1 XTE Cross Track Error 12
2 BTW Bearing to Waypoint 14
3 DTW Distance to Waypoint 13
4 NOT USED 19
5 NOT USED 19
6 NOT USED 19
7 NOT USED 19
For each setup page scroll forwards or backwards using the 1 or 1
keys until the required page title is displayed
Notes If you set a page to NOT USED it is omitted from the display
cycle during normal operation For example with the default page
settings only three pages are displayed in the sequence
There are 3 depth pages and 2 water temperature pages Data is
displayed in the units defined by the selected page
Press disp to move on to the next Data Page selection screen and
repeat the selection procedure
Note If a man overboard MOB message is received by the autopilot
the BTW and DTW pages will display the bearing and distance to the
MOB location so it is good practice to retain these pages for Dealer setup Type 100300 Course Computer
This section applies if you have installed the ST6000 Plus as the control
unit for a Type 100300 Course Computer If you are using the ST6000
Plus as a repeater for another autopilot system refer to the Dealer Setup
instructions in the handbook for the main control unit
Dealer Setup is used to customise the autopilot to your boat However
once the Pilot Type is set the factory defaults will provide safe
performance for initial sea trials and fine tuning is not normally
required The flow chart below shows you how to enter Dealer Setup
scroll through the setup displays adjust the values and 5 Customising the System 39
1 OR 1
SECONDS
Recommended settings
The following pages list the default calibration settings for sailing
power displacement and planing power vessels Once you have set the
Pilot Type these will provide good performance for initial sea trials
and can be fine tuned later to optimise performance
After initial calibration has been carried out further adjustment can be
made at any time
The features that can be adjusted are listed in the table at the end of this
chapter where you can record your settings for future reference
Information on the functions of the different settings is given in the
remainder of this section
The following points should be noted
Make sure that the autopilot is in Standby mode before you access
Dealer Setup
Setup options are always saved on exit
Pilot type
This should be set when the system is first switched on The default
settings for other Dealer Setup options depend on the pilot type you
select here
40 ST6000 Plus Autopilot Control Unit Owners Handbook
Setting Description
DISPL MNT SEMI DIS PLANING Planing
STERN DRV Sterndrive
Default Calibration lock
Calibration lock controls whether User Setup and Intermediate Setup
are available and is intended for charter boat users
Setting Description
ON Setup ON
OFF Setup OFF
Default OFF
Rudder gain
This must be set while under way as described in Chapter 7 Post
Installation Procedures
Range 1 to 9
Default 5 5 4 Planing
3 Rate level
Rate Level applies rudder to reduce rate or changes of course Rate
level will if the rate at which the vessel is turning is too fast counter this
turn with opposite 5 Customising the System 41
The settings available are as follows
Range 1 to 9
Defaults 7 Displacement
7 7 Planing
5 Rudder offset
You only need to set this option if your system includes a rudder
reference unit
Manually place the helm in a central position The reported rudder
angle is indicated on the rudder bar graphic at the bottom of the
screen
Adjust the offset value using the 1 and 1 keys until the rudder
position is shown as central on the rudder bar The offset must be
within the range 7 to 7
Range 7 to 7
Default 0
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
Defaults 30 Displacement planing
20 Turn limit
This limits the rate of turn of your vessel when making a course change
under pilot control The value must be within the range 5 to 20 For
sailboat applications it should be set to 20
42 ST6000 Plus Autopilot Control Unit Owners Handbook
Range 5 to 20 per second
Default 20 15 08 Cruise speed
Cruise speed should be set to the boats normal cruising speed if boat
speed is not aviailable via SeaTalk or NMEA SeaTalk boat speed is
used in preference to SOG
Range 4 to 60 knots
Defaults 6 Displacement
8 15 Planing
15 Off course alarm
This feature controls the alarm that warns you if the pilot is unable to
maintain its set course The alarm operates if the autopilot strays off
course by more than the alarm angle limit for more than 20 seconds
The value must be within the range 15 to 40 and can be adjusted in 1
steps
Range 15 to 40
Default 20
Chapter 5 Customising the System 43
AutoTrim
The AutoTrim level setting determines the rate at which the autopilot
applies standing helm to correct for trim changes caused by varying
wind loads on the sails or The settings are
Setting Effect Recommended for
Off No trim correction
1 Slow trim correction Heavy displacement vessels
with full keel or transom
rudder
2 Medium trim correction Heavy displacement vessels
3 Fast trim correction Moderate to light
displacement vessels
4 Super fast correction Planing power vessels
Defaults Displacement 2
Semi displacement 3
Planing 3
Sterndrive 3
The default setting Level 3 should provide optimum performance
with the ST6000 Plus autopilot However depending on the vessels
dynamic stability an incorrect rate of trim application may result in
poor course keeping due to autopilot instability
After gaining experience with the ST6000 Plus you may wish to
change the setting The effect of the setting must be evaluated while
under sail
Decrease the AutoTrim level if the autopilot gives unstable course
keeping or excessive drive activity with a change in the heel angle
Increase the AutoTrim level if the autopilot reacts slowly to a
heading change due to a change in the heel angle
For systems without a rudder reference unit these settings have no
effect and trim is set to level 3
Power steer
Power steer selects the Joystick mode of operation Proportional or
ST6000 Plus Autopilot Control Unit Owners Handbook
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
movement 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 Proportional
2 Bangbang
Default Off
Drive type
The drive type controls the way which the autopilot drives the steering
system The default setting should be retained for mechanically driven
vessels
Range 1 Mechanically driven vessels without a rudder reference unit
2 Hydraulic no rudder reference unit
3 Linear rotary and sterndrive with a rudder reference unit
4 Hydraulic with rudder reference unit
Default Displacement 3 semi displacement 4 planing and
4 sterndrive 3
Rudder damping
Set this option only if your system includes a rudder reference unit and
the drive hunts when trying to position the rudder
Test for this when your vessel is moored dockside by pressing auto
and then 10 If the helm overshoots and has to drive back or starts to
hunt back and forth increase the damping level
you can set a value between1 to 9 Adjust the damping
one level at a time and always use the lowest acceptable 5 Customising the System 45
Range 1 to 9
Default 2
Variation
If required set this value to the level of magnetic variation present at
your vessels current position ve variation East ve variation
West The variation setting is sent to other instruments on the SeaTalk
system and can be updated by other SeaTalk Range 30 to 30
Default Off
The patented AutoAdapt feature allows the ST6000 Plus to
compensate for heading errors at higher latitudes which are caused by
the increasing dip of the earths magnetic field The increased dip has
the effect of amplifying rudder response on northerly headings in the
northern hemisphere and on southerly headings in the southern
hemisphere
Set AutoAdapt to nth in the northern hemisphere or sth in the southern
hemisphere You then need to enter your current latitude in the next
setup screen so that the ST6000 Plus can provide accurate course
keeping by automatically adjusting the rudder gain depending on the
heading
46 ST6000 Plus Autopilot Control Unit Owners Handbook
Range 0ff Off
nth North
Sth South
Default Off
Latitude
This screen is only used if AutoAdapt is set to North or South
Use the 1 1 10 and 10 keys to set the value to your vessels
current latitude to the nearest degree
Range 0 to 80
Default Off
Note If valid latitude data is available via SeaTalk or NMEA it will be
used instead of this calibration value
Wind Trim
This varies the response of the autopilot when in wind mode
The settings available are as follows
Range 1 Normal setting
2 Faster response for wind shifts
Default 1
Tack angle
This adjusts the heading change controlled by the Auto Tack feature
1 and 10 or 1 and 10
The settings available are as follows
Range 40 to 125 degrees
Default 100 5 Customising the System 47
AutoRelease
AutoRelease provides emergency manual override should it be
necessary to avoid an obstacle at the last moment This option only
applies to cable operated sterndrive actuators for all other systems this
option should be set to off
Range Off
Defaults 0 for Displacement
Planing
1 for Response
This is the poweron response setting The response level can be
changed during normal operation see section 33 or via the Response
Data Page if this is set for display see section 26
Range Level 1 Auto Seastate
Level 2 Auto sea state inhibit
Level 3 Auto sea state inhibit counter rudder
Default Level 1
Recording calibration settings
Having finetuned the calibration settings during initial sea trials
record them for future reference in the table on the following page
48 ST6000 Plus Autopilot Control Unit Owners Handbook
Feature Setting
Pilot Type
Calibration Lock
Rudder gain
Response
Turn rate Limit
Rudder Offset
Off Course Alarm
AutoTrim
Drive Type
Variation
AutoAdapt
Latitude
Rudder Damping
AutoRelease
Cruise Speed
Power Speed
Rudder Limit
Rate 6 Installation 49
Chapter 6 Planning the Installation
This chapter explains how to install and connect the ST6000 Plus
autopilot control unit Before starting the installation decide how you
will site the unit and run the cables
EMC installation guidelines
All Raytheon equipment and accessories are designed to the best
industry standards for use in the leisure marine environment
Their design and manufacture conforms to the appropriate
Compatibility EMC standards but correct
installation is required to ensure that performance is not compromised
Although every effort has been taken to ensure that they will perform
under all conditions it is important to understand what factors could
affect the operation of the product
To minimise the risk of operating problems all Raytheon equipment
and cables connected to it should be
At least 1m 3 feet from any equipment transmitting or cables
carrying radio signals eg VHF radios cables and antennas In the
case of SSB radios the distance should be increased to 2 m 7 ft
More than 2 m 7 ft from the path of a radar beam A radar beam
can normally be assumed to spread 20 degrees above and below the
radiating element
The equipment should be supplied from a different battery than the
one used for engine start Voltage drops below 10 V in the power
supply to our products can cause the equipment to reset This will
not damage the equipment but will cause the loss of some
information and can change the operating mode
Raytheon specified cables should be used at all times Cutting and
rejoining these cables can compromise EMC performance and so
must be avoided unless doing so is detailed in the installation
manual
If a suppression ferrite is attached to a cable this ferrite should not
be removed If the ferrite has to be removed during installation it
must be reassembled in the same position
50 ST6000 Plus Autopilot Control Unit Owners Handbook
The following illustration shows the typical range of suppression
ferrites fitted to Raytheon equipment Always use the ferrites specified
by Connections to other equipment
If your Raytheon equipment is going to be connected to other
equipment using a cable not supplied by Raytheon a suppression
ferrite MUST always be fitted to the cable close to the Raytheon unit
Cabling
Avoid running cables through bilges where possible
Secure coiled lengths at regular intervals
Avoid running cables close to fluorescent lights engines radio
transmitting equipment etc
62 Control head
115mm 453in
91mm 36in
110mm 433in 24mm 17mm
095in 067in
6 Installation 51
Siting
The control head is completely waterproof and should be sited where it
Within easy reach of the steering position
Protected from physical damage
At least 230 mm 9 in from any compass
At least 500 mm 20 in from any radioradar equipment
Note The back cover is designed to breath through the cable boss to
prevent moisture accumulation This must be protected from the
weather by following the mounting procedure
Mounting procedure
1 2 3
D32431
1 Cable boss 2 Fixing studs 3 Thumb nuts
Note Always leave a 6 mm 14 in gap between adjacent display
heads to allow the protective sun covers to be fitted
1 Use the template provided near the end of this handbook to mark
the hole centres for the fixing stud and the cable boss
2 Drill 4 mm 532 in diameter holes for the fixing studs
3 Taking great care not to cut the hole for the cable boss too big
use a 90 mm 3 12 in diameter cutter to drill the hole for the cable
boss 1
52 ST6000 Plus Autopilot Control Unit Owners Handbook
4 Screw the fixing studs 2 into the display head
5 Pass the cables SeaTalk NMEA through the bulkhead
6 Fit the cables to the appropriate terminals see relevant subsection
for connection details of each item
7 Fit the display head to the bulkhead
8 Assemble the thumb nuts 3 onto the fixing studs 2
9 Tighten the thumb nuts by hand until the display head is secure
Under no circumstances must wrenches be used to tighten the
thumb nuts
Connections to the SeaTalk bus
SeaTalk cables
The ST6000 Plus is supplied with a 9 m SeaTalk cable as standard
The following table lists other cables available from your dealer
Part No Type Length
D187 Flat to a male round connector 015 m 6 in long
D188 Flat to a female round connector 03 m 12 in long
D284 Flat moulded plugs at both ends 1 m 3 ft 3 in long
D285 Flat moulded plugs at both ends 3 m 9 ft 9 in long
D286 Flat moulded plugs at both ends 6 m 19 ft 6 in long
D287 Flat moulded plugs at both ends 9 m 29 ft 3 in long
Cable types
The following illustration shows the different types of SeaTalk cables
6 Installation 53
D34451
Typical SeaTalk cabling
ST6000 Plus SeaTalk 100300 Course
Repeater Instrument Computer
SeaTalk Bus
ST6000 Plus
Control Head
NMEA interface
ST6000 Plus accepts NMEA navigation data for display and use in
Track and Vane modes The required NMEA data formats are shown
in the table at the end of this section
Cabling
The NMEA port should be connected to a Navigator or Wind
ST6000 Plus Autopilot Control Unit Owners Handbook
Navigator
with NMEA output
Red Blue
Data In ve Data In ve
D34421
NMEA cable connectors
NMEA connections are made using spade connectors
When fitting the spade connectors make sure the connector fits
securely over the blade and not between the connector and its plastic
insulating boot incorrect fitting will give intermittent contact
which will lead to faulty autopilot NMEA data transmission
If you wish to transmit NMEA information to other equipment a
SeaTalk Interface should be 6 Installation 55
The following NMEA 0183 wind and navigation data can be decoded
by the ST6000 Plus
Data NMEA 0183
Latitude and Longitude GLL RMC RMA GLP GOP GXP GGA
Course Over Ground VTG RMC RMA
Speed Over Ground VTG RMC
Cross Track Error APB APA RMB XTE
Bearing to Waypoint APA APB BWR BWC RMB
Distance to Waypoint BWR BWC RMB
Waypoint Number APB APA BWR BWC RMB
Apparent Wind Speed VWR
Apparent Wind Angle VWR MWV
Speed Through Water VHW
Depth DBT
Water Temperature MTW
Transmission of NMEA data on SeaTalk
If any of the above NMEA data is received and the equivalent data is
not present on SeaTalk the autopilot will transmit the data onto
SeaTalk to make it available to other SeaTalk compatible instruments
Depth is transmitted in the units defined by the first page in the data
page rollover Water temperature is always transmitted in C
64 Functional test repeater unit
If you have installed your ST6000 Plus as a repeater unit on an
autopilot system you should perform the functional test described in
this section However if you have installed the ST6000 Plus as the only
control unit for a Type 100300 course computer you should skip to
Chapter 7 Post Installation Procedures and follow the instructions
given there
56 ST6000 Plus Autopilot Control Unit Owners Handbook
Switch on
Having installed your ST6000 Plus switch on the main power breaker
If the control head is active and the system operating the following will
occur
The control head beeps and displays the pilot type ST6000
After the pilot type has been displayed for 2 seconds the Standby
mode screen should be This shows that the control head is active If the head does not beep
check the fusecircuit breaker
If the text ST FAIL or NO LINK is displayed check the SeaTalk cables
between the ST6000 Plus control head and the Course Computer
Navigation interface GPS Decca Loran
If the ST6000 Plus is interfaced to a navigator via its NMEA data port
the interface can be checked by displaying the default Data Pages
These are XTE BTW and DTW
Press disp to display the first page and check that the expected data is
displayed Press disp again to check each successive page
If dashes are displayed instead of data values the cause could be one or
more of the following
A cabling error Check for an open circuit short circuit or reversed
wires
The navigator is not configured to transmit the required data format
The signals being received by the navigator are too weak for reliable
navigation Refer to the navigator handbook for further 6 Installation
SeaTalk interface
If the ST6000 Plus has been linked to other SeaTalk instruments via
SeaTalk the link can be checked as follows
1 Press standby
2 Select display illumination level 3 on any other SeaTalk instrument
or autopilot control unit
The ST6000 Plus should immediately respond by switching on its
display If the illumination does not switch on then a cabling fault exists in the
SeaTalk cabling between the ST6000 Plus control head and the
unit
58 ST6000 Plus Autopilot Control Unit Owners 7 Post Installation Procedures 59
Chapter 7 Post Installation Procedures
This chapter applies to systems where the ST6000 Plus has been
installed as the only control unit for a Type 100300 Course Computer
Once you have installed the system you need to confirm that it is wired
correctly and is also set up to suit your type of boat
This chapter provides instructions for the following procedures
Functional test consisting of a few simple tests to confirm that the
system is wired correctly
Initial sea trial to swing the compass and align the heading check
the autopilots operation and check the rudder gain
Further customisation can be performed after the sea trial as described
in Chapter 5
71 Functional test and initial calibration
Switch on
Having installed your ST6000 Plus system switch on the main power
breaker If the control head is active and the system operating the
following will occur
The control head beeps and displays the pilot type as ST6000
After 2 seconds the Standby screen is displayed
This shows that the control head is active
If the head does not beep check the fusecircuit breaker
If the SEATALK FAIL or NO LINK alarm is displayed check the
SeaTalk Initial calibration
Use the Dealer Setup function see Chapter 5 as soon as you have
completed this functional test
Operating sense
The operating sense defines the direction the helm will be applied when
a course change key is pressed or the vessel goes off course Check the
operating sense as follows
60 ST6000 Plus Autopilot Control Unit Owners Handbook
1 Press auto
2 Press the 10 key The helm should move to produce a turn to
D33931
3 If the helm produces a turn to port reverse the motor connections
at the course computer
4 If the helm overshoots and has to drive back or starts to hunt back
and forth you need to increase the Rudder Damping option in
Dealer Setup see Chapter 5
Navigation interface GPS Decca Loran
If the ST6000 Plus is interfaced to a navigator via its NMEA data port
the interface can be checked by displaying the default Data Pages
These are XTE BTW and DTW
Press disp to display the first page and check that the expected data is
displayed Press disp again to check each successive page
If dashes are displayed instead of data values the cause could be one or
more of the following
A cabling error Check for an open circuit short circuit or reversed
wires
The navigator is not configured to transmit the required data format
The signals being received by the navigator are too weak for reliable
navigation Refer to the navigator handbook for further 7 Post Installation Procedures 61
Wind transducer interface
If the ST6000 Plus is connected to a wind instrument via its NMEA
data port or SeaTalk then the link between the two instruments should
be checked as follows
Press standby and auto together
The ST6000 Plus should display the Vane mode screen with the
locked wind angle and locked heading as shown
if the wind data is not received the ST6000 Plus will
display a NO DATA error message
SeaTalk interface
If the ST6000 Plus has been linked to other SeaTalk instruments via
SeaTalk the link can be checked as follows
1 Press standby
2 Select display illumination level 3 on any other SeaTalk instrument
or autopilot control unit
The ST6000 Plus should immediately respond by switching on its
display If the illumination does not switch on then a cabling fault exists in the
SeaTalk cabling between the ST6000 Plus control head and the
unit
62 ST6000 Plus Autopilot Control Unit Owners Initial sea trial
EMC conformance
Always check the installation before going to sea to make sure that it
is not affected by radio engine starting etc
In some it may not be possible to prevent the
equipment from being affected by external influences In general
this will not damage the equipment but can lead to it resetting or
momentarily may result in faulty operation
Overview
Having checked that the system is functioning correctly a short sea trial
is now required to complete the setup It involves the following
procedures
Automatic compass deviation correction
Heading alignment adjustment
Autopilot operation check
Rudder gain adjustment
Note The ST6000 Plus has a builtin calibration capability which
enables it to be fine tuned to suit the individual vessel its steering
system and dynamic steering As supplied from the
factory the unit is calibrated to provide safe stable autopilot control for
the majority of vessels
The initial sea trial should be performed in the following
After all the installation functional test and initial calibration have
been completed successfully
Before any other changes have been made to the default calibration
settings check and if necessary reset the values to the
recommended levels as described in Chapter 5
In conditions of light wind and calm water so that autopilot
performance can be assessed without the influence of strong winds
or large waves
In waters clear of any obstructions
Note At any time during the sea trial you can press standby to return
to hand 7 Post Installation Procedures 63
Automatic compass deviation correction
The ST6000 Plus will correct the fluxgate compass for most deviating
magnetic fields Compass errors due to deviating magnetic fields can
be up to 45 depending on your vessel type The correction procedure
reduces these to a few degrees so it is essential to perform the
procedure as the first item in your initial sea trial
CAUTION
Failure to carry out the deviation correction may result in
impaired autopilot performance on some compass headings
To allow the system to determine the deviation and calculate any
correction required you must turn your vessel in slow circles This
procedure must be carried out in calm conditions and preferably in flat
water
To perform the deviation correction
1 Make sure that the autopilot is in Standby mode
2 Press and hold the standby key for 2 seconds to display the User
Setup entry page
D34481
If CAL LOCK is displayed you need to turn off the lock feature
contained in Dealer Setup see Chapter 5
3 Press the disp key to move on to the Swing Compass page
D34601
64 ST6000 Plus Autopilot Control Unit Owners Handbook
4 Press the 1 or 1 key to change the setting from OFF to YES The
Turn Boat page is then D34511
5 Keeping the boat speed below 2 knots turn the vessel in slow
circles It should take at least 3 minutes to complete 360
6 Keep turning your boat until the unit beeps and the Deviation
screen is This shows the maximum deviation detected and indicates that
compass correction has been completed Note If the deviation value exceeds 15 you should consider moving
the fluxgate compass to a better location
7 Press the disp key to move on to the Heading Alignment 7 Post Installation Procedures 65
8 Use the 1 and 1 keys or the 10 and 10 keys to increase or
decrease the displayed heading until it agrees with the ships
steering compass or a known transit bearing
9 Press and hold standby for 2 seconds to exit calibration and save
the new settings
Note Setup options are always saved on exit
Further heading alignment adjustment
You should always check the compass alignment after swinging the
compass However once the initial deviation correction procedure has
been performed you can make adjustments to the alignment as often as
you wish without swinging the compass again
Although the compass deviation correction procedure removes most of
the alignment error you will probably be left with small errors of the
order of a few degrees that will vary depending on the heading
Ideally you should check the heading reading against a number of
known headings plot a deviation curve and determine the heading
alignment value that will give the lowest average alignment error This
value can then be entered on the Heading Alignment screen as
described above
If the average heading error is more than 5 you should perform the
compass deviation correction procedure again
66 ST6000 Plus Autopilot Control Unit Owners Handbook
Checking autopilot operation
Having calibrated the compass the following proceedure is
recommended to familiarise yourself with autopilot operation
1 Steer onto a compass heading and hold the course steady
2 Press auto to lock onto the current heading A constant heading
should be achieved in calm sea conditions
3 Use the 1 10 1 and 10 keys to alter course to port or
starboard in multiples of 1 and 10
4 Press standby and disengage the autopilot to return to hand
steering
Checking the rudder gain
The factory set rudder gain level will provide 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 It is particularly important that the rudder gain is set correctly on high
speed craft Incorrect adjustment will lead to poor steering performance
and is a dangerous condition at high speed
The following test will determine whether the rudder gain is set too high
or too low
1 In clear water and with the autopilot in Auto alter course to
starboard by 40 by pressing the 10 key four times
At cruising speeds course changes of 40 should result in crisp
turns followed by an overshoot of no more than 5 If this
occurs the rudder gain is adjusted correctly
An excessively high rudder setting results in oversteer This is
recognised by a distinct overshoot of more than 5 A This
condition can be corrected by reducing the rudder gain setting
Similarly an insufficient rudder control setting will result in
understeer which gives sluggish steering performance B If
the vessel takes a long time to make the turn and there is no
overshoot then the rudder setting is too low
Chapter 7 Post Installation Procedures 67
These actions are most easily recognised in calm sea conditions
where wave action does not mask basic steering performance
2 Refer to Chapter 5 Customising the System for instructions on
how to adjust the default rudder gain setting Note that you can also
make temporary adjustments to rudder gain during normal
operation see section 33
3 Repeat the test until a crisp course change with no more 5 of
overshoot is achieved
The rudder control setting should be set to the lowest setting consistent
with accurate course keeping This will minimise helm movements and
hence reduce power consumption and wear and tear
68 ST6000 Plus Autopilot Control Unit Owners 8 Maitenance 69
Chapter 8 In certain conditions condensation may appear on the LCD
window This will not harm the unit and can be cleared by switching
on the illumination for a while
Never use chemical or abrasive materials to clean your autopilot If
the pilot is dirty wipe it with a clean damp cloth
Periodically check the cabling for chafing or damage to the outer
casing replace any damaged and safety
Raytheon equipment should be serviced only by authorised
Raytheon service engineers They will ensure that service
procedures and replacement parts used will not affect performance
There are no user serviceable parts in your autopilot control unit
Some products generate high voltages and so never handle the
when power is being supplied to the equipment
Always report any EMC related problem to your nearest Raytheon
dealer We will use any such information to improve our quality
Should any difficulties arise with this product please contact the
Raytheon Product Support department in the UK or your own national
distributor who will be able to provide expert assistance
The working parts of the drive system are sealed and lubricated for life
during manufacture servicing is not required
Before you consider returning the autopilot make sure that the power
supply cable is sound and that all connections are tight and free from
corrosion
If the connections are secure refer to the Fault Finding chapter of this
handbook If the fault cannot be traced or rectified please contact your
nearest Raytheon dealer or Service Centre
Always quote the product serial number which is printed on the rear
cover of the autopilot and the software version number which is
displayed when you enter Intermediate Setup see Chapter 5
70 ST6000 Plus Autopilot Control Unit Owners 9 Fault Finding 71
Chapter 9 Fault Finding
All Raytheon products are subjected to a comprehensive test procedure
prior to packing and shipping In the unlikely event that a fault does
occur with your autopilot the following check list should help identify
the problem and provide a cure
The autopilot display is blank
No power check the fusecircuit breaker
The autopilot display shows CODE LOCK at power on
The CodeLock code must be entered manually see Chapter 4
The displayed compass heading does not agree with the
ships compass
The compass has not been corrected for deviation carry out the
deviation and alignment procedures
Vessel turns slowly and takes a long time to come on to
course
Rudder gain too low
Vessel overshoots when turning on to a new course
Rudder gain too high
The autopilot appears to be unstable in Track mode or track
holding is slow
If tide speed exceeds 35 of boat speed and boat speed is not
available via SeaTalk change the Cruise Speed setting in Dealer
Setup to the boats cruising speed
The autopilot appears to be unstable on Northerly headings
in the Northern hemisphere and Southerly headings in the
Southern hemisphere
heading correction not set up
Display shows CAL LOCK when entering calibration
Calibration locked out calibration protection feature is turned on in
Dealer Setup
72 ST6000 Plus Autopilot Control Unit Owners Handbook
The autopilot will not talk to other SeaTalk instruments
Cabling problem make sure all the cables are connected properly
Position information not received
Navigator not transmitting the correct position data
The autopilot will not auto advance to the next waypoint
No bearing to waypoint information received from the navigator
A series of rotating dashes are displayed on screen
Compass deviation correction or dockside rudder calibration is
running
The display shows a series of stationary dashes
Data is not being received check the cabling
The display shows NO DATA
The signals received from the navigator are too weak refer to the
navigator handbook for further the Locked Wind Angle 20
Advance 18
Advanced Operation 13
Advice 69
Alarms 24
Apparent wind angle
Adjusting 20
Previous 21
Auto mode 5
AutoAdapt 45
Automatic Acquisition 14
Automatic Compass Deviation Correction 63
Automatic Deadband 23
Automatic track acquisition 23
AutoTack 7
To Port 8
To Starboard 7
Vane mode 22
AutoTrim 43
Bar graph 4
Bar Selection 35
Basic Operation 3
Cabling 50 Lock 40
Cancelling a Dodge Manoeuvre 18
changed or if the operating mode is changedWind 25
Changing course 5
Changing Course in Auto Mode 5
Changing the Response Level 23
Changing the Rudder Gain 24
Checking Autopilot Operation 66
Checking the Rudder Gain 66
Code number 31
Code Number Problems 32
74 ST6000 Plus Autopilot Control Unit Owners alignment 64
Compass Deviation Correction 35
Compass deviation correction 35 to the SeaTalk Bus 52
Control Head 50
Course changes 5
operating hints 9
Course Changes Under Autopilot Control 9
Cross Track Error 16
Cross track error XTE 16
Cruise Speed 42
Cruise speed the autopilot 3348
Data Not Received 26
Data Pages 11 36
Setting up 36
Deadband 23
Dealer Setup 38 64
Deviation Display the autopilot 5
Display layout 4
djusting Autopilot Performance 23
Dodges 18 21
Dodging Obstacles 6
Dodging obstacles
Auto mode 6
Track mode 18
Vane mode 21
Drive Stopped 25
Drive Stopped alarm 25
Drive type 44
Conformance 62
Installation Guidelines 49
Engaging the autopilot 5
Entering Your Code 31
Index 75
Fault Finding 71
Fault finding 71
Functional test 5557
course computer installations 59
Functional Test Repeater Unit 55
Further Heading Alignment Adjustment 65
Graph use 35
Hand steering 5
Heading 6
Heading alignment 35
Heading alignment adjustment 65
Heading mode 10
Initial calibration 59
Initiating a Dodge Manoeuvre 18
Initiating Track Mode 49
Interfaces 56 Setup 29
Key functions 3
Keypad Illumination 10
Large Cross Track Error 25
Large Cross Track Error alarm 16
LAST HDG 6
LAST WND 21
Latitude 46
Lighting 10
Locked Wind Angle 20
Low Battery 26
Low Battery alarm 26
76 ST6000 Plus Autopilot Control Unit Owners 69
Major Course Changes 9
Man Overboard MOB 27
Manual Acquisition 15
Manual mode 10
Manual steering 5
Manual track acquisition 15
Master unit CodeLock 29
Minimum Deadband data displays 11
Navigation Interface 56 60
Navigation interface GPS Decca Loran 56 60
NEXT WPT 26
NMEA Cable Connectors 54
NMEA Data Transmission 54
NMEA Interface 53
No Data alarm 26
No Link 25
Off Course 25
Off Course Alarm 8 42
Off Course alarm 8
Default angle 42
Operating Hints 9 23
Operating modes 1
Operating sense 59
Operation in Vane Mode 19
Overview 23
Pilot type 39
Planning the Installation 49
Plot Frequency 19
Position Confirmation at the Start of a Passage 19
Post Installation Procedures 59
Power Steer 43
Previous Apparent Wind Angle 21
Previous heading 6
Previous Locked Heading 6
Index Settings 39
Recording Calibration Settings 47
Response 41
Response level 23
Default setting 41
Returning to the Previous Locked Heading 6
Rudder bar 35
Rudder Calibration 36
Rudder damping 46
Rudder Gain 40
Rudder gain 24 40 66
Rudder Limit 41
Rudder offset 41
Safety 18
Sea trial 62
SeaTalk data displays 11
SeaTalk Failure 25
SeaTalk interface 57 61
Servicing 69
Servicing and Safety 69
Setting Waypoints 19
Skipping a Waypoint 2
Standby mode 5
Steering bar 35
Swinging the compass 63
Switch On 59
Testing autopilot operation 66
Testing the system 5557 59
Tidal stream compensation 16
Track acquisition 13
Track Mode 13
Track mode 1314
Typical SeaTalk Cabling 53
User Setup 33
78 ST6000 Plus Autopilot Control Unit Owners Mode 20
Vane mode 45
Verifying Computed Positions 19
Version number 31
Watch alarm 27
Waypoint Advance 26
Waypoint arrival and advance 17
Wind Shift alarm 22
Wind transducer interface 61
Wind Trim 47
WindTrim 19 1920
Drill 5mm 316in
Machine hole
90mm 354in
5mm Warranty Marine Company warrants each new Light MarineDealer Distributor Product to be of good materials
and workmanship and will repair or exchange any parts proven to be defective in material and normal use for a period of 2 years24 months from date of
sale to end user except as provided will be corrected by Raytheon Marine Company or an authorized Raytheon dealer Raytheon will except as provided
below accept labor cost for a period of 2 years24 months from the date of
sale to end user During this period except for certain products travel costs auto mileage and tolls up to 100
round trip highway miles and travel time of 2 hours will be assumed by Raytheon Marine Company only on
products where proof of installation or commission by authorised service agents can be Marine Company Warranty policy does not apply to equipment
which has been subjected to or misuse shipping damage alterations corrosion incorrect andor service or equipment
on which the serial number has been altered mutilated or where Raytheon Marine Company or its authorized dealer has performed the installation it
assumes for damage incurred during Warranty does not cover routine system checkouts or unless required of parts in the area being aligned
A suitable proof of purchase showing date place and serial number must be made available to Company or authorized service agent at the time of
request for Warranty items such as Chart paper lamps fuses batteries styli stylusdrive belts radar mixer snapin impeller carriers impellers impeller
bearings and impeller shaft are specifically excluded from
this Cathode Ray Tubes CRT hailer horns and transducers are warranted for 1 year12 months from
date of sale These items must be returned to a Raytheon Marine Company facility
All costs associated with transducer replacement other than the cost of the transducer itself are from this premium labor portion of services
outside of normal working hours is not covered by this cost allowance on certain products with a suggested retail price below 250000 is not
authorized When
or if repairs are necessary these products must be forwarded to a Raytheon Marine Company facility or an
authorized dealer at owners expense will be returned via surface carrier at no cost to the owner
Travel costs other than auto mileage tolls and two 2 hours travel time are specifically excluded on all
products Travel costs which are excluded from the coverage of this Warranty include but are not limited to
taxi launch fees aircraft rental subsistence customs shipping and communication charges etc
Travel costs mileage and time in excess to that allowed must have prior approval in writing
TO THE EXTENT CONSISTENT WITH STATE AND FEDERAL LAW
1 THIS WARRANTY IS STRICTLY LIMITED TO THE TERMS INDICATED HEREIN AND NO
OTHER WARRANTIES OR REMEDIES SHALL BE BINDING ON RAYTHEON MARINE WITHOUT LIMITATION ANY WARRANTIES OF MERCHANTABLE OR FITNESS FOR
A PARTICULAR PURPOSE
2 Raytheon Marine Company shall not be liable for any incidental consequential or special or multiple damages
All Raytheon Marine Company products sold or provided hereunder are merely aids to navigation It is of the user to exercise discretion and proper
navigational skill independent of any
445924
21st October 1998
United States of Marine Company Tel Products Fax Island Pond NH Europe Middle East Far East
Raytheon Marine Company Tel 44 1705 Products Fax 44 1705 Park Portsmouth Fax
Customer support 44 1705 661228
PO3 5TD England
Factory Service Centers
United States of America
Raytheon Marine Company
address as above
UK Europe Middle East Far East
Raytheon Marine Company
address as above
Stick barcode label from Purchase date
Dealer by Installation by
Commissioning date
Owners portion of card should be completed and retained by the owner

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