' Autohelm Raymarine: St6000plus St6000 Autopilot Control Unit, Owner's Manual'
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Distributed by Any reference to Raytheon orRTN in this manual should be interpreted as RaymarineThe names Raytheon and RTN are owned by the Raytheon CompanyST6000 number 811333Date 1st April 19992 Title of 1Raytheon Electronics as part of its commitment to continuous imrovement and updating reserve the 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 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 19962 ST6000 Plus Autopilot Control Unit Owners 3Preface 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 thoroughlyHow 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 unitSafety 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 coffee4 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 responsibility of the skipper to ensure the safety of the vessel at all times by careful observance of these basic rulesEMC 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 5Contents 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 106 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 23Preface 7 33 Adjusting autopilot performance 23 Changing the response level AutoSeastate 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 358 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 50Preface 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 6510 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 73Chapter 1 Introduction 1Chapter 1 Introduction11 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 feature2 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 support12 Specification 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 SeaTalkChapter 2 Basic Operation 3Chapter 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 Pages21 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 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 standby4 ST6000 Plus Autopilot Control Unit Owners Handbook22 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 KmChapter 2 Basic Operation 523 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 times6 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 headingChapter 2 Basic Operation 7 1 Press auto for 1 second The previous locked heading LAST HDG is displayed for 10 seconds 1 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 starboard8 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 20Chapter 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 heading10 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 conditions24 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 Plus25 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 settingChapter 2 Basic Operation 11 1 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 off26 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 way12 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 13Chapter 3 Advanced Operation This chapter provides information on Operation in Track mode Operation in Vane mode WindTrim Adjusting the response level and rudder gain Alarms31 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 or 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 data14 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 by16 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 navigator 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 optimumChapter 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 automatically 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 D3457118 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 plotsChapter 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 responsibility of the skipper to ensure the safety of his vessel at all times by careful navigation and frequent position checks32 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 angle20 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 modeChapter 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 1 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 WND22 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 installed AutoTack Angle Course adjustment may be necessary to mirror the previous apparent wind angle Apparent Wind Angle D43731Chapter 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 late33 Adjusting autopilot performance The response level and rudder gain can be adjusted during normal operation using a combined keypress Alternatively 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 AutoSeastate 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 damping24 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 speeds34 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 endstops26 ST6000 Plus Autopilot Control Unit Owners Handbook Data not received NO DATA 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 NEXT WPT 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 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 information Low battery LOW BATT The Low Battery alarm sounds when the supply voltage drops below acceptable limitsChapter 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 51 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 waypoint28 ST6000 Plus Autopilot Control Unit Owners 4 CodeLock 29Chapter 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 thieves41 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 SeaTalk42 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 page30 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 SetupChapter 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 settings43 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 way32 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 procedure44 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 codeChapter 5 Customising the System 33Chapter 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 calibration51 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 exit34 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 follows36 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 followsChapter 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 UTC38 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 display52 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 exitChapter 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 here40 ST6000 Plus Autopilot Control Unit Owners Handbook Setting Description DISPL MNT Displacement SEMI DIS PLANING Planing STERN DRV Sterndrive Default Displacement 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 Displacement 5 4 Planing 3 Sterndrive 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 rudderChapter 5 Customising the System 41 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 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 Sterndrive 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 2042 ST6000 Plus Autopilot Control Unit Owners Handbook Range 5 to 20 per second Default 20 Displacement 15 08 Sterndrive 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 Sterndrive 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 20Chapter 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 superstructure 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 BangBang44 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 Alternatively you can set a value between1 to 9 Adjust the damping one level at a time and always use the lowest acceptable valueChapter 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 instruments Range 30 to 30 Default Off AutoAdapt 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 heading46 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 degreesChapter 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 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 Recording calibration settings Having finetuned the calibration settings during initial sea trials record them for future reference in the table on the following page48 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 LevelChapter 6 Installation 49Chapter 6 Installation61 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 position50 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 Raytheon 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 etc62 Control head 115mm 453in 91mm 36in 110mm 433in 24mm 17mm 095in 067in D32421Chapter 6 Installation 51 Siting The control head is completely waterproof and should be sited where it is 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 152 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 D3446163 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 instrument54 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 operation 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 GDP 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 C64 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 there56 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 displayed 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 actionChapter 6 Installation 57 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 illumination If the illumination does not switch on then a cabling fault exists in the SeaTalk cabling between the ST6000 Plus control head and the unit58 ST6000 Plus Autopilot Control Unit Owners 7 Post Installation Procedures 59Chapter 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 571 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 connections 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 follows60 ST6000 Plus Autopilot Control Unit Owners Handbook 1 Press auto 2 Press the 10 key The helm should move to produce a turn to starboard 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 actionChapter 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 Alternatively 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 illumination If the illumination does not switch on then a cabling fault exists in the SeaTalk cabling between the ST6000 Plus control head and the unit62 ST6000 Plus Autopilot Control Unit Owners Handbook72 Initial sea trial EMC conformance 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 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 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 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 D3460164 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 displayed 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 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 disp key to move on to the Heading Alignment pageChapter 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 again66 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 lowChapter 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 tear68 ST6000 Plus Autopilot Control Unit Owners 8 Maitenance 69Chapter 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 570 ST6000 Plus Autopilot Control Unit Owners 9 Fault Finding 71Chapter 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 Setup72 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 actionIndex the Locked Wind Angle 20Advance 18Advanced Operation 13Advice 69Alarms 24Apparent wind angle Adjusting 20 Previous 21Auto mode 5AutoAdapt 45Automatic Acquisition 14Automatic Compass Deviation Correction 63Automatic Deadband 23Automatic track acquisition 14AutoRelease 47AutoSeastate 23AutoTack 7 To Port 8 To Starboard 7 Vane mode 22AutoTrim 43BBar graph 4Bar Selection 35Basic Operation 3CCabling 50 69Calibration Lock 40Cancelling a Dodge Manoeuvre 18changed or if the operating mode is changedWind 25Changing course 5Changing Course in Auto Mode 5Changing the Response Level 23Changing the Rudder Gain 24Checking Autopilot Operation 66Checking the Rudder Gain 66Code number 31Code Number Problems 3274 ST6000 Plus Autopilot Control Unit Owners alignment 64Compass Deviation Correction 35Compass deviation correction 35 63Connections to the SeaTalk Bus 52Control Head 50Course changes 5 operating hints 9Course Changes Under Autopilot Control 9Cross Track Error 16Cross track error XTE 16Cruise Speed 42Cruise speed 47Customising the autopilot 3348DData Not Received 26Data Pages 11 36 Setting up 36Deadband 23Dealer Setup 38 3848Deviation 64Deviation Display 35Disengaging the autopilot 5Display layout 4djusting Autopilot Performance 23Dodges 18 21Dodging Obstacles 6Dodging obstacles Auto mode 6 Track mode 18 Vane mode 21Drive Stopped 25Drive Stopped alarm 25Drive type 44EEMC Conformance 62 Installation Guidelines 49Engaging the autopilot 5Entering Your Code 31Index 75FFault Finding 71Fault finding 71Functional test 5557 course computer installations 59Functional Test Repeater Unit 55Further Heading Alignment Adjustment 65GGraph use 35HHand steering 5Heading 6Heading alignment 35Heading alignment adjustment 65Heading mode 10Initial calibration 59Initiating a Dodge Manoeuvre 18Initiating Track Mode 13Installation 49Interfaces 56 60Intermediate Setup 29KKey functions 3Keypad Illumination 10LLarge Cross Track Error 25Large Cross Track Error alarm 16LAST HDG 6LAST WND 21Latitude 46Lighting 10Locked Wind Angle 20Low Battery 26Low Battery alarm 2676 ST6000 Plus Autopilot Control Unit Owners 69Major Course Changes 9Man Overboard MOB 27Manual Acquisition 15Manual mode 10Manual steering 5Manual track acquisition 15Master unit CodeLock 29Minimum Deadband 23NNavigation data displays 11Navigation Interface 56 60Navigation interface GPS Decca Loran 56 60NEXT WPT 26NMEA Cable Connectors 54NMEA Data Transmission 54NMEA Interface 53No Data alarm 26No Link 25OOff Course 25Off Course Alarm 8 42Off Course alarm 8 Default angle 42Operating Hints 9 23Operating modes 1Operating sense 59Operation in Vane Mode 19Overview 1PPerformance 23Pilot type 39Planning the Installation 49Plot Frequency 19Position Confirmation at the Start of a Passage 19Post Installation Procedures 59Power Steer 43Previous Apparent Wind Angle 21Previous heading 6Previous Locked Heading 6Index 77RRecommended Settings 39Recording Calibration Settings 47Response 41Response level 23 Default setting 41Returning to the Previous Locked Heading 6Rudder bar 35Rudder Calibration 36Rudder damping 46Rudder Gain 40Rudder gain 24 40 66Rudder Limit 41Rudder offset 41SSafety 18Sea trial 62SeaTalk data displays 11SeaTalk Failure 25SeaTalk interface 57 61Servicing 69Servicing and Safety 69Setting Waypoints 19Skipping a Waypoint 2Standby mode 5Steering bar 35Swinging the compass 63Switch On 59TTesting autopilot operation 66Testing the system 5557 59Tidal stream compensation 16Track acquisition 13Track Mode 13Track mode 1314Typical SeaTalk Cabling 53UUser Setup 3378 ST6000 Plus Autopilot Control Unit Owners HandbookVVane Mode 20Vane mode 1920Variation 45Verifying Computed Positions 19Version number 31WWatch alarm 27Waypoint Advance 26Waypoint arrival and advance 17Wind Shift alarm 22Wind transducer interface 61Wind Trim 47WindTrim 19 1920 Drill 5mm 316in Machine hole 90mm 354in diameterDrill 5mm 316inLimited Warranty Marine Company warrants each new Light MarineDealer Distributor Product to be of good materialsand 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 belowDefects will be corrected by Raytheon Marine Company or an authorized Raytheon dealer Raytheon MarineCompany will except as provided below accept labor cost for a period of 2 years24 months from the date ofsale to end user During this period except for certain products travel costs auto mileage and tolls up to 100round trip highway miles and travel time of 2 hours will be assumed by Raytheon Marine Company only onproducts where proof of installation or commission by authorised service agents can be shownWarranty Marine Company Warranty policy does not apply to equipment which has been subjected to accidentabuse or misuse shipping damage alterations corrosion incorrect andor nonauthorized service or equipmenton which the serial number has been altered mutilated or removedExcept 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 byreplacement of parts in the area being alignedA suitable proof of purchase showing date place and serial number must be made available to RaytheonMarine 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 crystalsdiodes snapin impeller carriers impellers impeller bearings and impeller shaft are specifically excluded fromthis Cathode Ray Tubes CRT hailer horns and transducers are warranted for 1 year12 months fromdate of sale These items must be returned to a Raytheon Marine Company facilityAll 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 WarrantyTravel cost allowance on certain products with a suggested retail price below 250000 is not authorized Whenor if repairs are necessary these products must be forwarded to a Raytheon Marine Company facility or anauthorized dealer at owners expense will be returned via surface carrier at no cost to the ownerTravel costs other than auto mileage tolls and two 2 hours travel time are specifically excluded on allproducts Travel costs which are excluded from the coverage of this Warranty include but are not limited totaxi launch fees aircraft rental subsistence customs shipping and communication charges etcTravel costs mileage and time in excess to that allowed must have prior approval in writingTO THE EXTENT CONSISTENT WITH STATE AND FEDERAL LAW1 THIS WARRANTY IS STRICTLY LIMITED TO THE TERMS INDICATED HEREIN AND NOOTHER WARRANTIES OR REMEDIES SHALL BE BINDING ON RAYTHEON MARINE WITHOUT LIMITATION ANY WARRANTIES OF MERCHANTABLE OR FITNESS FORA PARTICULAR PURPOSE2 Raytheon Marine Company shall not be liable for any incidental consequential or special or multiple damagesAll 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 1998United States of Marine Company Tel Products Fax 6036344756676 Island Pond RoadManchester NH 031095420USAUK Europe Middle East Far EastRaytheon Marine Company Tel 44 1705 Products Fax 44 1705 Park Portsmouth Fax Customer support 44 1705 661228PO3 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 herePurchased from Purchase dateDealer by Installation by Commissioning dateOwners nameMailing addressThis portion of card 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 numerous 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.