' Autohelm Raymarine: St600r St600 Autopilot Handheld Remote Command Unit'
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number 811343Date May 2001Preface i 1 1 1 0 st d 10 b y au to tr ack Raymarine as part of its commitment to continuous improvement and updating reservesthe right to make changes without prior notice to the equipment equipment specifications 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 pressA 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 Raymarine Ltd WindTrim AutoTack AutoTrim AutoSeastate AutoAdapt AutoRelease and CodeLock are trademarks of Raymarine Ltd Copyright Raymarine Ltd 2001ii ST600R Autopilot Control UnitPreface iiiPreface 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 thoroughly How 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 ST600R 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 ST600R 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 the necessary templates Warranty 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 benefitsiv ST600R Autopilot 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 Remember a large ship can travel two miles in five minutes just the time it takes to make a cup of coffee 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 Raymarine autopilot will add a new dimension to your boating enjoyment However it is the responsibility of the skipper to ensure the safety of the vessel at all times by careful observance of these basic rules EMC Conformance All Raymarine 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 good installation is required to ensure that performance is not vContents 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 to Return to Hand Steering 5 Changing Course in Auto Mode 6 Dodging Obstacles in Auto Mode 6 Returning to the Previous Locked Heading LAST HDG 7 Automatic Tack AutoTack 8 Off Course Alarm 9 Operating Hints 9 24 Manual Mode 10 25 Display and Keypad Illumination 11 26 SeaTalk Data Pages 12 Changing Chapters 12 Cycling Pages 12 SeaTalk Data Chart 13 Chapter 3 Advanced Operation 14 31 Operation in Track Mode 14 Initiating Track Mode 14 Automatic Acquisition 15 Manual Acquisition 16 Cross Track Error 17 Tidal Stream Compensation 18 Waypoint Arrival and Advance 18 Arrival 18 Skipping a Waypoint SeaTalk Navigators Only 19 Advance 19 Dodges 19 Initiating a Dodge Manoeuvre 19 Cancelling a Dodge Manoeuvre 19 Safety 19 Position Confirmation at the Start of a Passage 19 Verifying Computed Positions 20 Plot Frequency 20 Setting Waypoints 20 General 20vi ST600R Autopilot Control Unit 32 Operation in Vane Mode WindTrim 20 Selecting Vane Mode 21 Adjusting the Locked Wind Angle 21 Returning to Previous Apparent Wind Angle LAST WND 22 Dodges 22 Wind Shift Alarm 23 Using AutoTack in Vane Mode 23 Operating Hints 24 33 Adjusting Autopilot Performance 25 Changing the Response Level Auto Seastate 25 Changing the Rudder Gain 26 34 Alarms 26 SeaTalk Failure 27 No Link 27 Auto Release 27 Off Course 27 Wind Shift 27 Large Cross Track Error 27 Drive Stopped 28 Data Not Received 28 Waypoint Advance 28 Low Battery 29 Watch Alarm 29 Man Overboard MOB 29 Chapter 4 CodeLock 31 41 CodeLock Modes 31 42 Setting Up CodeLock 31 Initial Setup 32 Changing the Code or Master Unit 33 43 Entering Your Code Manual Mode Only 33 44 Code Number Problems 34 Chapter 5 Customising the System 35 51 User Setup 35 Compass Deviation Correction SWING COMPASS 37 Deviation Display DEVIATION 37 Heading Alignment ALIGN HDG 37 Pilot Type 37 Heading Mode HDG 37 Bar Selection RUDD BAR 38 Rudder Calibration DOCKSIDE RUDD CAL 38 Quitting User Setup 38 52 Dealer Setup Type 100300 Course Computer 39 Recommended Settings 41 Pilot Type ST6000 Plus Type 100300 42 Pilot Type ST4000 Plus and ST5000 Plus 42Preface vii Calibration Lock 42 Rudder Gain 43 Rate Level 43 Rudder Offset 43 Rudder Limit 44 Turn Limit 44 Cruise Speed 44 Off Course Alarm 45 AutoTrim 45 Power Steer 46 Drive Type 46 Rudder Damping 47 Variation 47 AutoAdapt 48 Latitude 48 Auto Tack 49 Wind Trim 49 Auto Release 49 Response 49 Recording Calibration Settings 50 Chapter 6 Installation 51 61 Planning the Installation 52 Choosing the Correct Connection Cable 52 Cabling Guidelines 52 EMC Installation Guidelines 53 62 Connections 54 ST1000 and ST2000 Plus Autopilot Connections 54 ST400050006000 Plus Connections 55 ST6000 ST7000 Autopilot Connections 56 63 Mounting the Bulkhead Socket 56 64 Bulkhead Bracket Installation 58 65 Functional Test Repeater Unit 58 Switch On 59 SeaTalk Interface 59 Chapter 7 Post Installation Procedures 61 71 Functional Test and Initial Calibration 61 Switch On 61 Operating Sense 62 Navigation Interface GPS Decca Loran 62 Wind Transducer Interface 63 EMC Conformance 63 72 Initial Sea Trial 64 Automatic Compass Deviation Correction 64 Further Heading Alignment Adjustment 67 Checking Autopilot Operation 67 Checking the Rudder Gain 68viii ST600R Autopilot Control Unit Chapter 8 Maintenance 71 General 71 Servicing and Safety 71 Advice 71 Chapter 9 Fault Finding 72 Index 74Chapter 1 Introduction 1Chapter 1 Introduction 11 Overview The ST600R 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 an extensive set of Data Pages There are five operating modes Standby Autopilot off 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 off during joystick control of steering When the ST600R is being used to repeat instrument data popup pilot pages are displayed for 5 seconds whenever a change in autopilot control is made The ST600R also provides the following Setup and calibration options to suit each installation giving maximum performance with many types of boat and three calibration menus user intermediate and dealer Dockside rudder calibration feature that automatically determines the of your installation and adjusts for them before you set sail CodeLock security support Automatic tack facility that can be in used in Auto and Vane modes Automatic compass deviation correction heading compensation Automatic heading deadband seastate control Waypoint advance feature2 ST600R Autopilot Control Unit 12 Specification Power Supply 85 to 165V DC Current consumption Standby 60mA less than 200mA with full lighting Operating temperature 0C to 70C 32F to 158F Nine button illuminated digital keypad LCD display of heading locked course and navigational data with three levels of 2 Basic Operation 3Chapter 2 Basic Operation This chapter provides summary diagrams of the screen layout and key functions It also provides 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 functions Port and Starboard 1 plus 1 Course Change Press together for Keys 1 10 port Response level 1 10 starbd Press together for 1 second for Rudder Gain 1 plus 10 1 plus 10 Press together for 1 1 Press together for AutoTack to port AutoTack to starboard 10 10 STANDBY Press for Standby AUTO mode stdby auto Press for Auto mode Press and hold for Press for 1 second Setup modes for Last Heading track Press again to CHAPTER accept Last Heading Press for Data Chapter Press for 1 second for lamp control PAGE TRACK STANDBY AUTO Press to cycle Press for Track mode Press for Vane mode through the from Auto Press for 1 second SeaTalk pages Press to accept waypoint for Last Wind Press for 1 second advance to return to the Press for 1 second to skip Press again to accept previous page waypoint Last Wind D34471 The autopilot always powers up in Standby mode If the words CODE LOCK are displayed enter your code as described in Chapter 4 Course changes are made using the 1 1 10 and 10 keys Return to manual steering at any time by pressing STANDBY4 ST600R Autopilot Control Unit 22 Display Layout The following illustration shows all the elements together with a brief description that make up the ST600R autopilot LCD display Variable Text Region 54 Maximum Port and Starboard Direction to Steer Indicators Calibration Indicator Rudder or Steer Direction Indicator D36821 The bar graph at the bottom of the display is normally the rudder bar If it has been set as a indicator refer to User Setup the display depends on the current mode see below Mode Bar Standby Not used rudder angle if feedback transducer is connected to autopilot Auto Heading error bar Track Cross track error XTE bar in 002nm increments Vane Wind angle error bar If neither distance units nm or SM is displayed the distance is in KmChapter 2 Basic Operation 5 23 Using Auto Mode Engaging the Autopilot Auto 1 Steady the vessel on the required heading 2 Press AUTO auto AUTO DXXXX1 In Auto mode the display shows the locked autopilot heading Caution 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 Remember a large ship can travel two miles in five minutes just the time it takes to make a cup of coffee Disengaging the Autopilot Standby to Return to Hand Steering Press STANDBY stdby STDBY DXXXX1 In Standby mode the display shows the vessels current compass heading The previous autopilot heading is memorised and can be recalled see opposite6 ST600R Autopilot Control Unit 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 Dodging Obstacles in Auto Mode Select a course change in the appropriate direction for example port 30 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 HDGChapter 2 Basic Operation 7 Returning to the Previous Locked Heading LAST HDG If you steer your vessel away from the selected locked heading for example executing a dodge manoeuvre or selecting Standby you can return to the previous locked heading as follows 1 Press AUTO for 1 second The previous locked heading LAST HDG is displayed for 7 seconds and the display flashes 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 7 second period If you do not press AUTO while the display is flashing the current heading will be maintained8 ST600R Autopilot Control Unit Automatic Tack AutoTack The autopilot has a built in automatic tack facility that turns the vessel through a predetermined angle the factory default set in Dealer calibration is 100 in the required direction AutoTack to Starboard Press the 1 and 10 keys together to tack to starboard AutoTack to Port Press the 1 and 10 keys together to tack to port Chapter 2 Basic Operation 9 Off Course Alarm The off course alarm sounds if the locked autopilot heading and the vessels current heading differ for more than 20 seconds and by more than the alarm angle set in calibration the factory default is 20 1 To cancel the off course alarm press STANDBY to return to hand steering 2 Make sure your vessel is not carrying too much sail or 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 are 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 established10 ST600R Autopilot Control Unit 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 4 Select AUTO and let the vessel settle onto course 5 Bring the vessel to the final course with 1 increments Gusty Conditions In gusty conditions the course may tend to wander slightly particularly if the sails are badly balanced Significant improvements 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 conditions 24 Manual Mode If your system is fitted with a joystick the ST600R will enter Manual mode when the joystick is in use The ST600R will return to Standby mode when the joystick button is released or if you press the STANDBY key on the ST600RChapter 2 Basic Operation 11 25 Display and Keypad Illumination Press for 1 second from any mode to enter illumination adjustment mode and turn the lights on STBY LAMP LAMP LAMP LAMP LAMP DXXXX1 Subsequent presses of the key cycles the possible illumination settings L3 L2 L1 OFF L1 L2 L3 etc where L3 is the brightest setting The display times out to normal operation after 7 seconds of keypad inactivity Pressing any other key before the 7 second timeout will select the mode assigned to that key for example AUTO selects Auto mode STANDBY selects Standby mode Notes 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 If the illumination is initially OFF upon entry to illumination adjustment mode the illumination is set to level 312 ST600R Autopilot Control Unit 26 SeaTalk Data Pages The ST600R can display 21 pages of SeaTalk data grouped into 6 chapters see opposite page Changing Chapters The key is used to cycle through the chapters The chapter title for example SPEED is displayed for 2 seconds then the first page in the chapter is displayed Cycling Pages The key is used to cycle through the pages in the current chapter 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 to display each Data Page in turn To return to a previous Data Page press for 1 second You can continue to move backwards through the Data Page sequence in this way 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 which can be adjusted using the 1 and 1 keys refer to section 33 for the alternative method of adjusting the ResponseGain The autopilot bar graph remains in use The arrows relate to the Data Page 2 Basic Operation 13 SeaTalk Data Chart14 ST600R Autopilot Control UnitChapter 3 Advanced Operation This chapter provides information on Operation in Track mode Operation in Vane mode WindTrim Adjusting response 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 autopilot will then compute any course changes to keep your boat on track automatically compensating for tidal streams and leeway The autopilot can receive cross track error the distance your vessel is from a planned track from a SeaTalk navigation instrument or chartplotter Track mode is selected by pressing the TRACK key but can only be selected in Auto mode You can return to either Auto or Standby from Track as follows Press AUTO to leave Track mode and return to Auto mode Press STANDBY to leave Track mode and return to manual steering 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 dataChapter 3 Advanced Operation 15 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 STBD track 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 cancelled16 ST600R Autopilot Control Unit Previous Heading D35051 The display shows the new bearing to waypoint Manual Acquisition For manual track acquisition when cross track error is the only data 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 cross track error and 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 byChapter 3 Advanced Operation 17 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 navigator The Large Cross Track Error alarm sounds if the cross track exceeds 03nm LARGE XTE DXXXX1 The direction of the error is identified as Pt port or Stb starboard To cancel the alarm 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 speed18 ST600R Autopilot Control Unit Tidal Stream Compensation Under most conditions Track mode will hold the selected track to within 005nm 300ft or better The autopilot takes account of vessel speed when computing course changes to ensure optimum performance over a wide range of vessel speeds If speed data is available the autopilot 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 Arrival As the vessel passes the target waypoint the navigation receiver should select manually or automatically the next target waypoint The autopilot 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 To accept the new target waypoint press TRACKChapter 3 Advanced Operation 19 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 autopilot 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 01nm 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 plots 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 them20 ST600R Autopilot Control Unit 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 05nm 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 responsibility 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 autopilot 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 To use Vane mode the autopilot must receive wind information from one of the following sources SeaTalk Wind instrument connected to the autopilot via SeaTalk NMEA wind information Raymarine wind vane connected to a SeaTalk interface boxChapter 3 Advanced Operation 21 Selecting Vane Mode Vane mode can be selected from either Standby or Auto modes as follows 1 Steady the vessel onto a heading at which the apparent wind angle is close to angle you require 2 Press STANDBY and AUTO together to select Vane mode and lock the current apparent wind angle stdby auto WIND 145P DXXXX1 The locked heading is displayed in large characters The locked apparent wind angle is displayed above the heading with an P port or S starboard direction indicator The boat heading is adjusted by the autopilot 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 does not apply to systems using the Type 100300 Course Computer Also 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 mode22 ST600R Autopilot Control Unit 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 stdby auto LAST DXXXX1 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 7 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 WNDChapter 3 Advanced Operation 23 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 when used in Vane mode turns the vessel so that the locked apparent wind angle is changed to an equal angle on the opposite bow Initially the autopilot turns the vessel through the specified tack angle the factory default is 100 Then the locked heading is 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 installed Also the AutoTack feature cannot be adjusted if you are using a Type 100300 Course Computer24 ST600R Autopilot Control Unit AutoTack Angle Automatic Course Ajustment If Required to Mirror the Previous Apparent Wind Angle Apparent Wind Angle D33911 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 lateChapter 3 Advanced Operation 25 33 Adjusting Autopilot Performance The response level and rudder gain can be adjusted during normal operation using a combined keypress 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 Auto Seastate The response level controls the relationship between the autopilots course keeping accuracy and the amount of helmdrive activity Response Level 1 Auto Seastate 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 requires a rate gyro and is only available with course computer systems 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 5 seconds or press to return to the previous display Normal Operation BOAT RESP RESP HDG DXXXX126 ST600R Autopilot Control Unit 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 ST600R Press STANDBY to clear an alarm and return to hand steering unless indicated otherwise ST NO AUTO OFF FAIL LINK RELSE CRS WIND LARGE DRIVE NO SHFT XTE STOP DATA NEXT LOW WATCH WATCH BATTChapter 3 Advanced Operation 27 SeaTalk Failure This silent alarm indicates that there is a wiring fault in the SeaTalk connection No Link This silent alarm indicates that there is no link between the ST600R and the course computer Auto Release The Auto Release alarm is activated when an Raymarine stern drive actuator is returned to manual steering Off Course 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 This alarm is activated when 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 This alarm is activated when the cross track error exceeds 03nm see Section 31 Operation in Track Mode The autopilot stops controlling the locked heading as soon as this condition occurs The alarm is cleared if the heading recovers or the course is changed or if the operating mode is changed28 ST600R Autopilot Control Unit Drive Stopped 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 endstops Data Not Received This alarm is displayed in the following circumstances 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 The waypoint advance alarm sounds whenever the target waypoint number changes which occurs in the following circumstances Automatic acquisition is selected by pressing TRACK from Auto mode 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 3 Advanced Operation 29 Low Battery The Low Battery alarm sounds when the supply voltage drops below 10V 05V Press STANDBY to clear the alarm and return to hand steering Start the engine to recharge the battery Watch Alarm The Watch alarm is activated in Watch mode when the timer 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 minutes the audible Watch alarm is activated 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 performs the keys normal function 4 To clear Watch mode press to display the PILOT page Note Watch mode is also cleared if the chapter is changed or a pilot mode change occurs 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 waypoint30 ST600R Autopilot Control UnitChapter 4 CodeLock 31Chapter 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 thieves 41 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 SeaTalk 42 Setting Up CodeLock CodeLock is set on the ST600R using the Intermediate Setup options32 ST600R Autopilot Control Unit Initial Setup When you first install your ST600R CodeLock is set OFF To activate CodeLock refer to the following flow diagram Setting CodeLock Normal Operation Software Version Software Version CodeLock Screen STBY VERS ION stdby 4 Enter a Four Digit Code Number Enter a number at the flashing cursor 1 1 1 cycles 0 9 8 7 6 5 4 3 2 1 1 cycles 0 1 2 3 4 5 6 7 8 9 10 10 Move the cursor to the next position stdby auto track Code Complete Auto Mode or Manual Mode CODE CODE 1 CODE 0345 AUTO OR MAN 1 Code Set Normal Operation CODE STBY SET stdby 9 10 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 Setup The Intermediate Setup displays have the following 4 CodeLock 33 ManualAuto modes are explained in section 41 Version numbers Displays the current ST600R version number alternating with the ST60 pilot 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 to display the CodeLock entry screen again 3 Enter the new code as described in Initial Setup 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 2 seconds to exit Intermediate Setup and save the new settings 43 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 way34 ST600R Autopilot Control Unit To enter your chosen code number on the ST600R control unit use the keys as shown CodeLock Manual Decrease the number at the flashing cursor 0 9 8 7 6 5 4 3 2 1 1 1 10 10 Increase the number at the flashing cursor 0 1 2 3 4 5 6 7 8 9 stdby auto Move the cursor to the next position track Press this key to accept code after the CODE last number has been entered and go to normal operation Code Complete Normal Operation CODE STBY 0345 To enter the code on any other master display unit refer to the handbook for that unit for details of the code entry procedure 44 Code Number Problems If an incorrect code number has been entered the four dashes are redisplayed with the prompt 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 codeChapter 5 Customising the System 35Chapter 5 Customising the System The ST600R provides setup and configuration options that are used to adjust the settings for the ST600R 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 ST600R 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 ST600R as the control unit for a Type 100300 course computer If you have installed the ST600R as a repeater unit on an autopilot system please refer to the Dealer Setup instructions in the handbook for the main control unit 51 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 exit36 ST600R Autopilot Control Unit stdby stdby Not applicable to pre version 11 Type 100300 Course Computer 5 Customising the System 37 Compass Deviation Correction SWING COMPASS The compass deviation correction option allows you to correct the compass for deviating magnetic 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 This screen shows the current deviation value calculated from the correction procedure Swing Compass You cannot edit this value Heading Alignment ALIGN HDG 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 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 Pilot Type Displays the Pilot Type sterndrive displacement semi displacement or planing Heading Mode HDG Select either magnetic or true heading mode using the 1 or 1 key When heading data is displayed in normal operation the screen indicates whether true or magnetic mode has been selected Not applicable to pre version 11 Type 100300 Course Computer software38 ST600R Autopilot Control Unit Bar Selection RUDD BAR Select the type of bar graph using the 1 or 1 key to be 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 Mode Bar Standby Not used shows rudder angle if a feedback transducer connected to the autopilot Auto Heading error bar Track XTE bar Vane Wind angle error bar Rudder Calibration DOCKSIDE RUDD CAL Dockside Rudder Calibration is used to automatically calibrate the rudder range for systems with a rudder reference unit and optimise autopilot performance by matching the autopilot to its installation Warning This procedure moves the helm and should only be used when the vessel is at the dockside For sterndrive systems the engines must be running before you start the procedure The auto dockside procedure is not available if the ST600R is used with a Type 100300 Course Computer The Dock Side calibration feature is started using the 1 or 1 key If you start the procedure by mistake press any key to cancel it If the autopilot does not respond the display shows AUTO NA Activation and completion of Auto Dockside are displayed as AUTO WAIT and AUTO END respectively The ALIGN RUD screen follows AUTO END if you have a rudder feedback transducer The helm should be centred by hand and the rudder bar adjusted to zero using the 1 and 1 keys Quitting User Setup To quit User Setup at any time press STANDBY for 2 seconds Not applicable to pre version 11 Type 100300 Course Computer 5 Customising the System 39 52 Dealer Setup Type 100300 Course Computer This section describes the Dealer Setup options if you have installed the ST600R as the control unit for a Type 100300 Course Computer If you have installed the ST600R as a repeater unit on another autopilot system please refer to the Dealer Setup instructions in the handbook for the main control unit Dealer Setup allows you to customise the autopilot to suit your boat However once you have set the Pilot Type the factory default settings will provide safe performance for the initial sea trial and fine tuning is not normally required The flow chart on below shows you how to enter Dealer Setup scroll through the setup displays adjust the values and exit40 ST600R Autopilot Control Unit ST600R Dealer ST600R Calibration Screens when used with the ST6000 Plus and Type 100300 Course Computer Dealer Calibration stdby 1 1 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 Adjusting 1 1 Quitting stdby Dealer Dealer Calibration Calibration Features Not available on pre version 11 Type 100300 Course 5 Customising the System 41 ST600R Dealer Calibration Screens when used with the ST4000 Plus and ST5000 Plus Autopilots The ST600R screen cycle for the ST4000 Plus and ST5000 Plus is as follows Pilot Type eg 4000 WHL Calibration Lock CAL LOCK Rudder Gain RUDD GAIN Response RESP Turn Rate TURN RATE Rudder Offset ALIGN RUDD Off Course OFF CRS Auto Tack AUTO TACK Cruise Speed SPEED CRS Rudder Damping RUDD DAMP Latitude LAT ADAP Variation VAR EASTWEST Drive Type DRIVE TYPE Automatic Trim AUTO TRIM 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 exit42 ST600R Autopilot Control Unit Pilot Type ST6000 Plus Type 100300 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 Setting Description DISPL MNT Displacement SEMI DIS PLANING Planing SOLENOID Constant running solenoid system STERN DRV Sterndrive Default PLANING Pilot Type ST4000 Plus and ST5000 Plus When the ST600R is used with the ST4000 Plus and ST5000 Plus autopilots the following pilot types may be selected Setting Description 4000 WHL ST4000 Plus Wheeldrive 4000 TILL ST4000 Plus Tiller Pilot 5000 SAIL ST5000 Plus SailPilot 5000 STRN ST5000 Plus Sterndrive 5000 HYD ST5000 Plus Hydraulic 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 OFFChapter 5 Customising the System 43 Rudder Gain This must be set while under way as described in Chapter 7 Post Installation Procedures Range 1 to 9 Default 5 Displacement 5 4 Planing 3 Sterndrive Rate Level Rate Level monitors the speed at which rudder is applied when changing course Rate level will if the rate at which the vessel is turning is too fast counter this turn with opposite rudder The settings available are as follows Range 1 to 9 Defaults 7 Displacement 7 7 Planing 5 Sterndrive 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 044 ST600R Autopilot Control Unit 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 Sterndrive Turn Limit This limits the rate of turn of your vessel when under autopilot control The value must be within the range 5 to 20 For sailboat applications it should be set to 20 Range 5 to 20 per second Default 20 Displacement 15 08 Sterndrive Cruise Speed The Cruise Speed value is used by the autopilot during Track mode operation when it calculates compensation for tidal streams and leeway Set the value to the boats normal cruising speed Alternatively set Cruise Speed to Auto mode A not available when using a Type 100300 Course Computer so that Speed Over Ground SOG data is used if available SOG will normally give better course keeping than a fixed value However using SOG could cause problems at low boat speeds where the tide exceeds 35 of the boat speed Note If boat speed data is available via SeaTalk or NMEA the Cruise Speed setting is ignored and the actual boat speed is used Range 4 to 60 knots Defaults 6 Displacement 8 20 Planing 20 5 Customising the System 45 Off Course Alarm This is the off course alarm angle It controls the alarm that warns you if the autopilot 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 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 superstructure The settings are Setting Effect Recommended for 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 Default 3 The default setting Level 3 should provide optimum performance with the ST600R autopilot However depending on the vessels dynamic stability an incorrect rate of trim application may result in poor course keeping due to autopilot instability46 ST600R Autopilot Control Unit After gaining experience with the ST600R 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 BangBang Proportional applies rudder in proportion to Joystick movement the further the Joystick is held over the greater the applied rudder BangBang applies continuous 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 centre position the rudder will remain in its current position The settings available are as follows Range 1 Proportional 2 Bangbang Default 1 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 1Chapter 5 Customising the System 47 Rudder Damping You only need to set this option 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 you need to increase the damping level In auto mode A the autopilot applies damping compensation automatically not available if using a Type 100300 Course Computer Alternatively you can set a value in the range 1 to 9 Adjust the damping one level at a time and always use the lowest acceptable value Range 1 to 9 Default 1 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 instruments Range 30 to 30 Default Off48 ST600R Autopilot Control Unit AutoAdapt The patented AutoAdapt feature allows the autopilot 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 autopilot can provide accurate course keeping by automatically adjusting the rudder gain depending on the heading 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 it will be used instead of this calibration valueChapter 5 Customising the System 49 Auto Tack The AutoTack angle is the angle through which the vessel will turn when the automatic tack feature is selected The value must be within the range 40 125 and can be adjusted in 1 steps 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 Auto Release Auto Release provides emergency manual override should it be necessary to avoid an obstacle at the last moment This option only applies to sterndrive actuators for all other systems this option should be set to off Range Off On Defaults 0 for Displacement Planing 1 for Sterndrives 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 Not available on th ST4000 Plus and ST5000 Plus50 ST600R Autopilot Control Unit Recording Calibration Settings Having finetuned the calibration settings during initial sea trials record them in the following table for future reference 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 LevelChapter 6 Installation 51Chapter 6 Installation 1 1 10 10 stdby auto track The ST600R remote unit is connected directly to Raymarine autopilots or instruments using the Raymarine data interface system SeaTalk bus The ST600R is supplied with a waterproof plug and socket deck connector that can be installed anywhere a remote is required The deck connector allows you to make connections directly to the autopilot or any SeaTalk and can be connected in line or as a spur see below D3201152 ST600R Autopilot Control Unit This chapter describes the following Planning the installation including choosing the connection cable Determining the connections for your autopilot Mounting the bulkhead socket Installing the bulkhead bracket 61 Planning the Installation This chapter explains how to install the ST600R autopilot control unit Before you start obtain the correct connection cable and decide how you will site the unit and run the cables Choosing the Correct Connection Cable Because the range of Raymarine autopilots is extensive the cable used to connect the ST600R must be ordered separately see below Part Number Cable Description D131 Round connectors at both ends 9m 29ft 3in D177 No plugs but fitted with an inline 5A fuse 3m 9ft 9in D229 Flat moulded plug with bare ends 3m 9ft 9in D284 Flat moulded plugs at both ends 1m 3ft 3in D285 Flat moulded plugs at both ends 3m 9ft 9in D286 Flat moulded plugs at both ends 6m 19ft 6in D287 Flat moulded plugs at both ends 9m 29ft 3in Q018 SeaTalk cable no plugs sold by the 03m 1ft Cabling Guidelines Avoid running cables through bilges where possible Secure coiled lengths at regular intervals Avoid running cables close to fluorescent lights engines radio transmitting equipment etcChapter 6 Installation 53 EMC Installation Guidelines The design and manufacture of Raymarine equipment and accessories conforms to the appropriate Compatibility EMC standards but good installation is required to ensure that performance is not compromised To avoid the risk of operating problems all Raymarine 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 2m 7ft More than 2m 6ft 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 10v 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 Genuine Raymarine cables should be used at all times Cutting and rejoining these cables can compromise EMC performance and so should 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 If your Raymarine equipment will be connected to other equipment using a cable not supplied by Raymarine a suppression ferrite MUST always be fitted to the cable close to the Raymarine unit The following illustration shows the range of suppression ferrites fitted to Raymarine equipment54 ST600R Autopilot Control Unit 62 Connections The cable connections depend on the autopilot to which you are connecting the remote unit The following sections show the connections required for ST1000 and ST2000 Plus autopilots ST4000 Plus and ST5000 Plus autopilots ST6000 Plus control unit Type 100300 Course Computer If you have purchased SeaTalk cable fitted with connectors at both ends one of these connectors will have to be removed and the bare end stripped back to reveal the red yellow and screen wires ST1000 and ST2000 Plus Autopilot Connections The ST600R can also be connected to any available SeaTalk instrument as well as the autopilot For details of the pin connections please refer to the appropriate autopilot 6 Installation 55 ST400050006000 Plus Connections The Plus control units have two parallel SeaTalk connection ports either one can be used ST40005000 Plus ST6000 Plus Brown V Blue 0V The ST600R can also be connected to any available SeaTalk instrument as well as the autopilot56 ST600R Autopilot Control Unit ST6000 ST7000 Autopilot Connections ST6000 ST7000 Screen SeaTalk ground Course Computer Red 12v Pin Yellow Identification SeaTalk Data Stripes Note The hand held socket can be installed anywhere on the SeaTalk bus 63 Mounting the Bulkhead Socket 1 Apply the template to the bulkhead as required 2 Drill the 18mm 4564in clearance hole and the two 24mm 332in pilot holes 3 Remove the template 4 Fit the plug cap 1 to the socket body 2 as shown 5 Cut and strip the SeaTalk cable not supplied refer to table 6 Pass the cables through the bulkhead and wire to the socket making sure the wires are connected to the correct pinsChapter 6 Installation 57 7 Use the two selftapping screws to attach the socket to the bulkhead 9 Secure the cables at regular intervals using suitable cable ties58 ST600R Autopilot Control Unit 64 Bulkhead Bracket Installation The hand held remote is supplied with a stowage bracket This bracket should be attached to a convenient bulkhead using the screws provided 65 Functional Test Repeater Unit If you have installed your ST600R as an autopilot repeater you should perform the functional test described in this section However if you have installed the ST600R as the only control unit for a Type 100300 course computer go to Chapter 7 Post Installation Procedures and follow the 6 Installation 59 Switch On Having installed your ST600R 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 ST600R After 2 seconds the Standby mode screen should be displayed stdby STDBY DXXXX1 This shows that the control head is active If the unit does not beep check the fusecircuit breaker If NO LINK is displayed check the link between the ST600R control head and the Course Computer SeaTalk Interface If the ST600R is 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 unit60 ST600R Autopilot Control Unit The ST600R should immediately respond by switching on its display illumination If the illumination does not switch on a cabling fault exists in the SeaTalk cabling between the ST600R control head and the unitChapter 7 Post Installation Procedures 61Chapter 7 Post Installation Procedures This chapter applies to systems where the ST600R 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 Once you have installed your ST600R 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 ST600R This shows that the control head is active If the head does not beep check the fusecircuit breaker If the SEATALK FAIL alarm is displayed check the SeaTalk connections62 ST600R Autopilot Control Unit 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 1 Press AUTO 2 Press the 10 key The helm should move to produce a turn to starboard Operating Sense STDBY 10 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 course computer is interfaced to a navigator via an NMEA data port the interface can be checked by displaying the Data Pages Press to display the first chapter heading After 2 seconds the first data page in this chapter is displayed Press 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 actionChapter 7 Post Installation Procedures 63 Wind Transducer Interface If the course computer is connected to a wind instrument via an NMEA port or SeaTalk then the link between the two instruments should be checked as follows Press STANDBY and AUTO together The ST600R should display the Vane mode screen with the locked wind angle and locked heading as shown stdby auto WIND 145P DXXXX1 Alternatively if the wind data is not received the ST600R will display a NO DATA error message EMC Conformance The design and manufacture of Raymarine equipment and accessories conforms to the appropriate Compatibility EMC standards but good 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 Always check the installation before going to sea to make sure that it is not affected by radio transmissions engine starting etc In some installations 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 operation64 ST600R Autopilot Control Unit 72 Initial Sea Trial 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 The initial sea trial should be performed in the following circumstances 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 steering Automatic Compass Deviation Correction The autopilot will correct the fluxgate compass for most deviating magnetic fields Compass errors due to deviating magnetic fields can be as great as15 or even 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 waterChapter 7 Post Installation Procedures 65 To perform the deviation correction 1 Make sure that the autopilot is in Standby mode with the drive unit engaged 2 Press and hold the STANDBY key for 2 seconds to display the User Setup entry page Entering Setup Normal Operation Setup Screen STDBY SETUP stdby If CAL LOCK is displayed you need to turn off the lock feature contained in Dealer Setup see Chapter 5 3 Press the key to move on to the Swing Compass page Compass Deviation SWING COMP ASS 4 Press the 1 or 1 key to change the setting from OFF to YES The Turn Boat page is then displayed after 1 second Compass Deviation TURN TURN TURN TURN BOAT BOAT BOAT BOAT66 ST600R Autopilot Control Unit 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 displayed This shows the maximum deviation detected and indicates that compass correction has been completed successfully Note If the deviation value exceeds 15 you should consider moving the fluxgate compass to a better location 7 Press the key to move on to the Heading Alignment page 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 Align Heading ST600R Known Heading Ships Compass ALIGN HEAD Use these keys DEVNo ALIGN to align heading ALIGN 10 HEAD 1 1 10 10 HEADChapter 7 Post Installation Procedures 67 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 Checking Autopilot Operation Having calibrated the compass the following procedure 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 steering68 ST600R Autopilot Control Unit Checking the Rudder Gain The factory setting for rudder gain 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 important to ensure that rudder gain is set correctly on high speed craft Incorrect adjustment will lead to poor steering performance and is dangerous at high speeds 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 lowChapter 7 Post Installation Procedures 69 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 tear70 ST600R Autopilot Control UnitChapter 8 Maintenance 71Chapter 8 Maintenance General 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 cables Servicing and Safety Raymarine equipment should be serviced only by authorised Raymarine service engineers They will ensure that service procedures and replacement parts used will not affect performance There are no user serviceable parts in any Raymarine product Some products generate high voltages and so never handle the when power is being supplied to the equipment Always report any problem related to Compatibility EMC to your nearest Raymarine dealer We will use any such information to improve our quality standards Advice Should any difficulties arise with this product please contact the Raymarine Product Support department in the UK or your own national distributor who will be able to provide expert assistance Before you consider returning the remote 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 Raymarine dealer or Service Centre Always quote the product serial number which is printed on the rear cover and the software version number which is displayed when you enter Intermediate Setup see Chapter 572 ST600R Autopilot Control UnitChapter 9 Fault Finding All Raymarine 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 display is blank No power check the fusecircuit breaker The display shows CODE 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 from Auto A 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 The autopilot will not talk to other SeaTalk instruments Cabling problem make sure all the cables are connected 9 Fault Finding 73 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 action Locked wind angle cannot be engaged or adjusted This feature is not available if you have a Type 100300 Course Computer running software prior to version 1174 ST600R Autopilot Control UnitIndex A Adjusting the Locked Wind Angle 21 Advance 19 Advanced Operation 14 Advice 71 Alarms 26 Apparent Wind Angle 22 Apparent wind angle Adjusting 21 Previous 22 Auto Mode 5 Auto mode 510 Auto Release 27 49 Auto Tack 49 AutoAdapt 48 Automatic Acquisition 15 Automatic Compass Deviation Correction 64 Automatic Deadband 25 Automatic Tack 8 Automatic track acquisition 15 Autopilot Operation 67 Autopilot Performance 25 AutoRelease 49 AutoSeastate 25 AutoTack 8 Vane mode 23 AutoTack in Vane Mode 23 AutoTack to Port 8 AutoTack to Starboard 8 AutoTrim 45 B Bar graph 4 Bar Selection 38 Basic Operation 3 Bulkhead Bracket Installation 58 Bulkhead Socket 56 Bulkhead socket 56Index 75 C Cable 52 Cabling 52 71 Cabling Guidelines 52 Calibration Lock 42 Cancelling a Dodge Manoeuvre 19 changed or if the operating mode is changedWind 27 Changing Course 6 Changing course 6 Changing Course in Auto Mode 6 Changing the Code or Master Unit 33 Changing the Response Level 25 Changing the Rudder Gain 26 Checking Autopilot Operation 67 Checking the Rudder Gain 68 Code number 33 Code Number Problems 34 CodeLock 31 3134 CodeLock Modes 31 Compass alignment 66 Compass Deviation Correction 37 64 Compass deviation correction 37 64 Connections 54 Course changes 6 operating hints 9 Course Changes Under Autopilot Control 9 Cross Track Error 17 Cross track error XTE 17 Cruise Speed 44 Cruise speed 49 Customising the autopilot 3550 Customising the System 35 D Data Not Received 28 Data Pages 12 Deadband 25 Dealer Setup 39 3950 Deviation 66 Deviation Display 37 Disengaging the Autopilot 5 Disengaging the autopilot 5 Display and Keypad Illumination 11 Display Layout 4 Display layout 476 ST600R Autopilot Control Unit Dodges 19 22 Dodging Obstacles 6 Dodging obstacles Auto mode 6 Track mode 19 Vane mode 22 Dodging Obstacles in Auto Mode 6 Drive Stopped 28 Drive Stopped alarm 28 Drive Type 46 Drive type 46 E EMC Conformance 63 EMC Installation Guidelines 53 Engaging the autopilot 5 Entering Your Code 33 F Fault Finding 72 Fault finding 72 Functional Test 58 Functional test course computer installations 6163 Functional test repeater unit 58 Functional Test and Initial Calibration 61 Further Heading Alignment Adjustment 67 G Graph use 38 Gusty Conditions 10 H Hand steering 5 Heading 7 Heading Alignment 37 Heading alignment 37 Heading Alignment Adjustment 67 Heading alignment adjustment 67 Heading Mode 37 Heading mode 37Index 77 I Illumination 11 Initial Sea Trial 64 Initiating a Dodge Manoeuvre 19 Initiating Track Mode 14 Installation 51 5160 Interfaces 62 Intermediate Setup 31 K Key Functions 3 Key functions 3 Keypad Illumination 11 L Large Cross Track Error 27 Large Cross Track Error alarm 17 LAST HDG 7 LAST WND 22 Latitude 48 Lighting 11 Locked Wind Angle 21 Low Battery 29 Low Battery alarm 29 M Maintenance 71 Major Course Changes 9 Making Major Course Changes 9 Man Overboard 29 Man Overboard MOB 29 Manual Acquisition 16 Manual Mode 10 Manual mode 10 Manual steering 5 Manual track acquisition 16 Master unit CodeLock 31 Minimum Deadband 25 Mounting the bulkhead socket 5678 ST600R Autopilot Control Unit N Navigation data displays 12 Navigation Interface 62 Navigation interface GPS Decca Loran 62 No Link 27 O Off Course 27 Off Course Alarm 9 45 46 Off Course alarm 9 Default angle 46 Operating Hints 9 24 Operating modes 1 Operating Sense 62 Operating sense 62 Operation in Vane Mode 20 Overview 1 P Performance 25 Pilot Type 37 42 Pilot type 42 Planning the Installation 52 Plot Frequency 20 Position Confirmation at the Start of a Passage 19 Post Installation Procedures 61 Power Steer 46 Previous Apparent Wind Angle 22 Previous heading 7 Previous Locked Heading 7Index 79 R Rate Level 43 Recommended Settings 41 Recording Calibration Settings 49 Response 43 49 Response Level 25 Response level 25 Default setting 43 Returning to the Previous Apparent Wind Angle 22 Returning to the Previous Locked Heading 7 Rudder bar 38 Rudder Calibration 38 Rudder Damping 47 Rudder Gain 26 43 68 Rudder gain 26 43 68 Rudder Limit 44 49 Rudder Offset 43 46 Rudder offset 46 S Safety 19 Sea trial 64 SeaTalk data displays 12 SeaTalk Data Pages 12 SeaTalk Failure 27 SeaTalk Interface 59 SeaTalk interface 59 Selecting Vane Mode 21 Servicing 71 Servicing and Safety 71 Setting Up CodeLock 31 Setting Waypoints 20 Skipping a Waypoint 19 Specification 2 ST1000 and ST2000 Plus Autopilot Connections 54 ST400050006000 Plus Connections 55 ST6000 ST7000 Autopilot Connections 56 Standby mode 5 Steering bar 38 Swinging the compass 64 Switch On 59 6180 ST600R Autopilot Control Unit T Testing autopilot operation 67 Testing the system 5860 6163 Tidal Stream Compensation 18 Tidal stream compensation 18 Track acquisition 14 Track Mode 14 Track mode 1420 Turn Limit 44 Turn limit 44 U User Setup 35 V Vane Mode 20 21 Vane mode 2024 Variation 47 Verifying Computed Positions 20 Version number 33 W Watch Alarm 29 Watch alarm 29 Waypoint Advance 28 Waypoint Arrival and Advance 18 Waypoint arrival and advance 18 Wind Shift 27 Wind Shift Alarm 23 Wind Shift alarm 23 Wind Transducer Interface 63 Wind transducer interface 63 Wind Trim 49 WindTrim 20 2024 811341Limited Warranty warrants each new Light MarineDealer Distributor Product to be of good materials andworkmanship and will repair or exchange any parts proven to be defective in material andworkmanship under normal use for a period of 2 years24 months from date of sale to end user exceptas provided belowDefects will be corrected by Raymarine or an authorized Raymarine dealer Raymarine will exceptas provided below accept labor cost for a period of 2 years24 months from the date of sale to end userDuring this period except for certain products travel costs auto mileage and tolls up to 100 roundtrip highway miles 160 kilometres and travel time of 2 hours will be assumed by Raymarine onlyon products where proof of installation or commission by authorized service agents can be shownWarranty Warranty policy does not apply to equipment which has been subjected to accident abuseor misuse shipping damage alterations corrosion incorrect andor nonauthorized service orequipment on which the serial number has been altered mutilated or removedExcept where Raymarine or its authorized dealer has performed the installation it assumes for damage incurred during Warranty does not cover routine system checkouts or unless required byreplacement of parts in the area being alignedA suitable proof of purchase showing date place and serial number must be made available toRaymarine or authorized service agent at the time of request for Warranty items such as Chart paper lamps fuses batteries styli stylusdrive belts radar snapin impeller carriers impellers impeller bearings and impeller shaft excluded from this Cathode Ray Tubes CRT TFT Liquid Crystal Displays LCD and cold lamps CCFL hailer horns and transducers are warranted for 1 year12 months from dateof sale These items must be returned to a Raymarine facilityAll costs associated with transducer replacement other than the cost of the transducer itself excluded from this premium labor portion of services outside of normal working hours is not covered by cost allowance on certain products with a suggested retail price below 250000 is notauthorized Whenor if repairs are necessary these products must be forwarded to a or an authorized dealer at owners expense will be returned via surface carrier at no cost to theownerTravel costs other than auto mileage tolls and two 2 hours travel time are specifically excluded onall products Travel costs which are excluded from the coverage of this Warranty include but are notlimited to taxi launch fees aircraft rental subsistence customs shipping and etc Travel costs mileage and time in excess to that allowed must have prior approval inwritingTO THE EXTENT CONSISTENT WITH STATE AND FEDERAL LAW1 THIS WARRANTY IS STRICTLY LIMITED TO THE TERMS INDICATED HEREIN ANDNO OTHER WARRANTIES OR REMEDIES SHALL BE BINDING ON WITHOUT LIMITATION ANY WARRANTIES OF MERCHANTABLE ORFITNESS FOR A PARTICULAR PURPOSE2 Raymarine shall not be liable for any incidental consequential or special including punitive ormultiple damagesAll Raymarine products sold or provided hereunder are merely aids to navigation It is of the user to exercise discretion and proper navigational skill independent of anyRaymarine equipment Document number 840648 April 2001Factory Service CentersUnited States of America UK Europe Middle East Far EastRaymarine Inc Raymarine Ltd22 Cotton Road Unit D Anchorage Park NH 030634219 USA PO3 5TD 1 603 881 5200 Telephone 44 023 9269 3611Fax 1 603 864 4756 Fax 44 023 9269 Order Services Customer 1 800 539 5539 Ext 2333 or Telephone 44 023 9271 4713 1 603 881 5200 Ext 2333 Fax 44 023 9266 1228Technical Support Email 1 800 539 5539 Ext 2444 or 1 603 881 5200 Ext 2444Email Repair 1 800 539 5539 Ext 2118 Stick barcode label herePurchased from Purchase dateDealer by Installation by Commissioning dateOwners nameMailing addressThis portion should be completed and retained by the owner
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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.