Auto Helm 5000 Analog

Previous Page    Next Page
Go to page number
Note: Page number may not agree with index page numbers

PDF to Text.
Distributed by Any reference to Raytheon orRTN in this manual should be interpreted as RaymarineThe names Raytheon and RTN are owned by the Raytheon Company Installation and Operating Handbook AUTOHELM 5000 The Autohelm 5000 is a modern high The basic system comprises a Drive Unit performance autopilot specifically developed and Control Unit interconnected by a for sailing and motor vessels of up to 4013m pluggable multicore cable A complete range LOA It is exceptionally easy to operate and its of optional remote control accessories are advanced control circuit gives available which are also pluggable to the outstanding steering performance Control Unit After fitting the system it is only The Autohelm 5000 is distinguished by its necessary to make a single adjustment to the automatic course locking capability which Control Unit inorder to match the systems permits changeover from manual to automatic response range to the character of a particular steering by a single pushbutton control From vessel then on the original heading is rigidly The Autohelm 5000 is exceptionally easy to maintained by the automatic trim system which install and prepare for sea trials Sound continuously monitors trim changes and offsets installation however is vital if the systems high the mean wheel position to compensate In standard of performance and reliability is to be addition the rate of wheel rotation is regulated achieved The installation notes should be in proportion to the rate at which the vessel followed carefully and in cases where special moves off course giving the Autohelm 5000 the advice may be needed you are encouraged to smooth steering capability of an experienced contact our Technical Sales Department where helmsman expert assistance is always available I O SYSTEM DESCRIPTION The Autohelm 5000 is a modular system A simple remote control installation is that can be built up from a minimum number of illustrated in Fig 2 The auxiliary control units to match the individual repeats the basic working controls of the of a wide range of sailing and control unit and is suitable for extendingpower vessels The rudder drive system may be autopilot control to a secondary steeringchosen from a range of rotary linear and position Alternatively in the case of a drive units to best suit the vessels yacht for example the auxiliary control unitparticular steering system provides a watertight cockpit control enabling The most basic installation Fig 1 consists the control unit to be mounted in a protectedof a control unit interconnected by a pluggable position below deckcable system to a drive unit This installation The full remote control system Fig 3would be suitable for a motor vessel with a provides the addition of a handheld remotesingle enclosed steering position and where no control exists for remote control remote control unit type DO73 maybe plugged directly into the Control Unitauxiliary socket DIRECT REMOTE DRIVE UNIT CONTROL D073 CONTROL UNIT OPTION 20 AMP FUSE DC SUPPLYFig 1 Basic System DRIVE UNIT 20 AMP FUSE DC SUPPLYFig 2 Basic Remote Control System DRIVE UNIT f CONTROL UNIT 20 AMP FUSE J 1 HAND HELD REMOTE CONTROL 0093 REMOTE SOCKET mD C SUPPLY Ef AUXILIARY CONTROL UNITFig 3 Full Remote Contrd System1 l CONTROL SYSTEM 11 l CONTROL UNITThe control unit is common to all installations Rotary controls for course alteration rudderand is provided with six metres of multicore response and sea state are grouped on thecable with preconnected plugs and sockets to control unit facia together with the to the drive unit It houses the main primary working controls A secondary gaincontrol circuit PCB together with the automatic control is inset into the rear case to allowcourse following compass system The control adjustment of the systems rudder responseunit case is splash proof but not watertight and range to match the widely differing steeringis therefore intended for mounting in a dry and of both planing andprotected position Two sockets are provided displacement vessels The control unit ison the rear case for connecting the drive unit suitable for use on 12 volt systemsand remote control system I 1 r i 142mm 5 VI 1 12 REMOTE CONTROL ACCESSORIES 1 I 3 AUXILIARY CONTROL UN IT Autopilot control may be transferred to the auxiliary control unit by depressing the Remote pushbutton on the main control unit facia The auxiliary control unit is watertight and designed for flush mounting in severely exposed positions 32 81 mm It is provided with six metres of cable terminated in a waterproof plug for direct r 1 OOmm 3 9U connection to the control unit A connector is situated on the rear case for connecting hand held remote control deck socket 1 14 REMOTE CONTROL UNITSThe remote control is a handheld unit that ienables the autopilot to be overriden and the Auxiliary control Unit DO69 86mm 3 38vessel to be power steered from anywhere onboard The unit is fitted with a sixmetre flyinglead Type DO73 is suitable for to the Control Unit auxiliary socket 35mm 56mm 22Type DO93 is fitted with a waterproof plug for I1 38connection to a waterproof deck socket I 115 REMOTE SOCKET The remote socket provides a watertight socket for the handheld remote control The socket is supplied with 6 metres of 3 core in a plugfor direct connection to the Auxiliary Control Unit 1 16 CABLE EXTENSIONThe cable extension facilitates the lengtheningof all multicore cables in sixmetre incrementsThe extension cable is terminated withcompatible waterproof connectors for insertioninto the cable harness in the positions shown inFig 3 Hand Held Remote Control Unit D093t Direct Remote Control 00731 I 7 CATALOGUE NUMBERSCONTROL SYSTEMSControl Unit 2068Auxiliary Control Unit DO69Remote Control DO93Direct Remote Control DO73Remote Socket DO91Cable Extension DO59DRIVE SYSTEMS 12v onlyRotary Z069Linear 2070 Remote Socket DO91Hydraulic 2071 012 DRIVE SYSTEMS 121 ROTARY DRIVE UNIT Mechanical steering systems may be driven by The output shaft is driven by a continuously either a rotary or linear drive unit Some steering rated servo motor via an efficient reduction systems are fitted with an autopilot drive shaft gearbox The gearbox is dry lubricated to permit and in such cases the choice of a rotary drive operation in any attitude A fail safe frictionsystem is In general if a drive clutch within the gear train engagesshaft exists and lost motion does not exceed automatically when the autopilot is switched to2 of total rudder movement the rotary drive Duty and will disengage instantly even underunit becomes the most economic choice In all extreme load when the autopilot is switchedother cases the linear drive unit will provide the to Setsimplest installation since it may be to a tiller link on the rudder stock Total Supply voltage 12 of the mechanical steering Peak output torque 240lbin 27Nmlinkage also allows the linear drive unit to be Maximum shaft speed 18 rpmused to power steer the vessel in the event of Power consumption typical 1 S3 ampssteering linkage failure and this is an important averagesafety feature In addition minimisation of Suitable for vessels up to 40ft LOA 12mworking parts improves the overall efficiency ofthe rudder drive system and reduces lostmotion to an absolute minimum All vessels with hydraulic steering systemswill require a hydraulic drive unit 175mm 688 2 Holes 12Smm 05 diameter r i122 LINEAR DRIVE UNITThe output ram of the linear drive unit is driven Supply voltage 12 voltsby a declutchable recirculating ball leadscrew Peak thrust 550lbs 225Kgwhich enables the drive unit to be permanently Maximum stroke speed 12inseccoupled to the rudder stock via a simple crank 30mmsecor tiller arm The drive is automatically engaged Maximum stroke 12in 300mmby means of an internal friction clutch when theautopilot is switched to Duty and will Overall length at mid stroke 275in 700mmdisengage instaltly even under heavy load Tiller arm length 1 Oin 260mmwhen the autopilot is switched to Set or Off 35 rudder Maximum rudder torque 500lbin 570Nm Power consumption typical 1 Z3 amps average 25mm 1 o 207mm 615 Suitable for vessels up to 40ft LOA 12m 51 mm 20 1 JJ 700mm lZ75 I 1 I mm 07 RADIUS 260mm 100 j r123 HYDRAULIC DRIVE UNIT Supply voltage 12 voltsThe hydraulic drive unit consists of a precision Regulated peak pressure 4501bin2 30 bargear pump with integral valve block driven by a Flow control integral rated servo motor A special check andpressure balance valve corrects the effects of slip and isolates the pump from the balance valvesteering circuit when the autopilot is not sys ternenergised Peak flow rate unloaded 40in3mm 650ccmin Maximum ram capacity 1 5in3 25Occ Power consumption typical 235 amps average Overall length 95in 240mm L 240mm 95 117mm 46 20 INSTALLATION The Atitohalm 5CCC is excepticnally easy tc essential to operate the autopilot via a weathsr install and prepare for sea trials Sound proof auxiliary control unit The auxiliary control installation however is vital if the systems high unit would normally be mounted in the cockpit standard of performance and reliability is to be adjacent to the steering position and the achieved The installation notes should be control unit situated below in a suitably followed carefully and in cases where special protected position advice may be needed you are encouraged to The compass within the control unit is contact our Technical Sales Department where capable of satisfactory operation at roll and expert assistance is always available pitch angles of up to r30 degrees The control unit should therefore be positioned as near to horizontal as possible to maximise gimbal 21 CONTROL SYSTEM action in all directions In the case of a sailing yacht where sustained heel angles may on 211 CONTROL UNIT occasions exceed the above limit it will be The control unit is the most sensitive part of the necessary to readjust the control unit to a near system and care should be taken to select a horizontal position on each tack To faciliate mounting position that is reasonably free from this the control units suspension frame should vibration and protected from external weather be mounted parallel to the direction of the heel conditions The control unit is mounted in an axis aluminium frame which can be pivoted to permit fixing to either horizontal or vertical surfaces The frame is finally fixed into position 212 AUXILIARY CONTROL UNIT by two No 8 4mm diameter countersunk head The Auxiliary Control Unit is connected directly stainless steel or brass screws to the auxiliary connector on the Control Unit In the case of a vessel with an enclosed The unit is waterproof and should be positioned wheelhouse it would normally be desirable to close to the steering wheel It is designed for mount the control unit sufficiently near to the discreet flush mounting and a pattern is wheel so that the controls are easily accessible provided to assist panel cutting before fitting to the helmsman However since the control Matching black selftapping screws are unit incorporates a magnetic compass it is provided to secure the auxiliary control unit necessary to position it at least 2ft 6in 80cm facia in position A good quality silicone sealant away from the nearest steering compass in should be used to seal between the facia andorder to avoid devion Df both compasses the mounting panel Deviation of the control unit compass is much less critical because of its autofollowing capability Nevertheless excessive deviation 213 HANDHELD REMOTECONTROL should be avoided as far as possible in order to maintain uniform sensitivity on all headings The SYSTEM control unit should thus be mounted as far It is usually desirable to arrange for operation away as possible from iron or other magnetic of the handheld control unit from anywhere on devices If any doubt exists the chosen site deck For this purpose up to two remote should be checked by means of a handbearing sockets may be strategically positioned to compass The handbearing compass should be make this practical without the need for long fixed into the chosen position and the vessel and potentially hazardous flying leads on the swung through 360 degrees Relative handheld unit In the case of a sailing yacht for differences in reading between the example one socket position in the foredeck handbearing compass and the main steering area and another in the cockpit usually makes compass should not vary by more than 20 a perfect arrangement The sockets are flush degrees mounted and a pattern is provided to simplify In rare cases even the above extreme panel cutting Matching black tolerance may not be achievable in screws are also supplied A good qualitywhich case an alternative site remote from the silicone sealant should be used to seal the jointsteering position must be selected In such a between the socket facia and the mountingcase it will be necessary to operate the face When more than one remote through an auxiliary control unit socket is required the three core intersituated near the steering position Installation connecting cables may be paralled togetherin steel hulled vessels invariably presents using a standard cable junction box and the advice of a compass connection to the Auxiliary Control Unitadjuster should always be sought Sarling yachts with a single position are a special case where it is8 22 DRIVE SYSTEM The following notes describe the installation of equally spaced caphead screws and may be both the rotary and linear drive units rotated through 90 degrees to provide a more convenient mounting position if required Fig 6 221 ROTARY DRIVE UNIT tn some cases it may be necessary to fabricate a special frame to mount the drive The rotary drive unit is coupled to the vessels unit It should be noted that chain tension can steering mechanism by a simple chain drive exceed 3OOlb l50kg and thus an extremely Most steering gear manufacturers supply rigid mounting structure is vital to maintain special autopilot drive attachments and many good chain alignment Installation failures include this facility as standard frequently occur in this area and as a general Fig 7 shows recommended rudder hardover rule it is desirable to over engineer the drive to hardover times for both planing and unit mounting displacement vessels up to 42 feet 13m LOA The charts shown in Fig 8 enables the chain reduction ratio for optimum rate of rudder 322324mm application to be selected for both planing and 01270 1275 displacement vessels To use the charts it is 1 first necessary to determine the number of turns of the driven sprocket when the rudder is driven from hardover to hardover GRUB SCREWExample 9 469 61 mm 0372503765l LJA 40 foot 12m LOA displacement two turns of the driven sprocket to drive the rudder from hardover to hardover will 19mm 127mm 075require a chain reduction ratio of approximately 053l as indicated by the dotted line on thechart The table on the left hand side of the Fig 4chart gives suitable sprocket combinations Inthis example the required reduction ratio of 3lwould be best achieved by a 38 tooth sprocketdriven by a 13 Mtimcket on the drive unit It should be borne in mind that the reduction ratios recommended are for the average case and that vessels broadly classified by length and hull type can vary significantly in steering Selection of the correct chain reduction ratio is not over critical however and any slight mismatch can usually be corrected later during sea trials by an adjustment to the gain control on the control unit Standard 3W pitch chain is recommended for the chain drive Sprockets of 13 15 17 19 and 25 teeth are available as standard accessories Bore and keyway dimensions forthe drive unit sprocket are detailed in Fig 4 Ifsprockets other than those supplied by Nautech are fitted it is essential that bore and keyway dimensions specified in Fig 4 arestrictly adhered to The recommended tabulated In Fig 8 are commonstandard sizes and should be obtainable fromlocal suppliers of chain drive equipment Allsprockets must be keyed and grub screwedto their shafts and finally secured with Loctite The drive unit is mounted by bolting to asubstantial frame member Fig 5 The 1shaped mounting foot is secured by four Rrovision must also be rade for chain adjustment which is most easily achieved by removable shims placed under the mounting TIME foot or by elongated clearance holes in the mounting frame as illustrated in Fig 6 Both 40 sprockets must be accurately aligned to run in the same plane and this must be carefully 1 checked by means of a straightedge The grease lubricated gearbox permits mounting of the drive unit in any convenient attitude without risk of oil leakage The drive units sprocket may also face any directionsince steering sense can be corrected by means of a phase switch located in the control unit Finally the chain should be tensioned untilit is just tight and contributes negligible lostmotion to the drive system Total lost motionbetween the driven sprocket attached to thesteering system and the rudder stock should not exceed 2 of total movement If lost motion FFFTexceeds this level it should be steering performance will beimpaired Fig 7Fig 8 222 LINEAR DRIVE UNIT The linear drive unit couples directly to the LINEAR DRIVE rudder stock at the tiller arm length TILLER ARM LENGTHS recommended in Fig 9 It is usually INS CM preferable to couple the linear drive unit to the rudder stock via an independent tiller arm 3 0 Edson offer a standard fitting In certain cases however it may be possible to couple the 1 pushrod to the same tiller arm or rudder lI Lyy quadrant employed by the main steering linkage It is important to note that the linear drive system can exert a thrust of 550lbs If any doubt exists about the strength of the existing tiller arm or rudder quadrant the steering gear manufacturer must be consulted 5 The method of bolting the pushrod ball end METRES to the tiller arm or rudder quadrant is illustrated I I 1 1 I I 8 9 10 11 12 13 in Fig 11 It is vitally important that the FEET coupling bolt is fully tightened and the nut I I I I locked by means of the locking tab provided 25 30 35 40 The standard ball end fitting will allow for a LOA maximum angular misalignment between the pushrod and the tiller crank plane of rotation of Fig 9 up to 5 Accurate angular alignment is extremely important and under no circumstances should the above extreme limits be exceeded The body of the drive unit is mounted by bolting to a substantial frame member Fig 10 As a general rule it is desirable to over engineer the linear drive units mounting structure to ensure reliability and maintenance of correct alignment An excessively fletibk mount can also severely impair the steering performance of the autopilot It is important to ensure that the total rudder movement is limited by the rudder stops built into the vessel rather than the end stops of the linear drive output 11223 HYDRAULIC DRIVE UNIT The hydraulic drive unitshould be mounted clear of spraj and the possibility of immersion in water It should be located as near as possible to the hydraulic steering cylinder It is important to bolt the hydraulic drive unit 222mm 8 7 securely to a substantial member to avoid any possibility of vibration that could damage the pipework The drive amplifier Fig 13 should be mounted between the drive unit and the power supply batteries in order to minimise the total length of power cable It should also be mounted in a position clear of bilge water and spray The drive amplifier is mounted by first removing the cover marked Autohelm and 8 bolting or screwing to a suitable vertical Fig 13 Drive Amplifier bulkhead through the four holes in the baseFig 14 CONTROL UNIT POWER SUPPLY CABLE There are three basic types of hydraulic COiVfylECTlON SOCKET fve Isteering system Fig 12 Typical for the drive unit are shown in each caseIn all cases it is strongly recommended thatthe steering gear manufacturer beconsulted The drive unit valve block is tapped vel4 BSP to accept suitable pipe fittings andDowty sealing washers are supplied Fig 15 I DRIVE UNIT EARTHING TERMINAL CONNECTION Fig 14 Drive Amplifier Wiring Diagram Two Line System Two Line Pressurised System Three Line System RESERVOIR LINE PRESSURISED RESERVOIR LINE w Fig 12 Minimisation of hydraulic fluid loss during CONNECTION OF connection of the drive unit will help to reduce HYDRAULIC LINES TO PUMP the time and effort required later to bleed the system of trapped air Absolute cleanliness is DOWTY SEAL essential since even the smallest particle of foreign matter could interfere with the correct BSP FITTING function of precision check valves in the steering system When the installation has been completed the hydraulic pump may be operated by switching the control unit to Duty and operating the Steer control Greater motor movements will be obtained if the gain control on the course computer is set to No 10 and the rudder Assembly for W BSP Line Fitting control set to maximum The hydraulic steering system should be Fig 15 bled according to the manufacturers DOWTY SEAL I instructions From time to time during the bleeding process the drive unit should be run I h NPT FllTlNG in both directions to clear trapped air from the pump and pipe work If air is left in the system the steering will feel spongy particularly when the wheel is rotated to the hardover position Trapped air will severely impair correct operation of the autopilot and the steering system and must be removed Assembly for ld NPT Line Fitting During the installation of the system it has not been necessary to keep track of the connection sense to the hydraulic since operating sense of the autopilotcan be corrected if necessary by reversing thepolarity of pump drive motor connectionssee section 331 To check correct phasing of to Duty and rotate the Steer control ii3 IN3 RECOMMENDED GAI Nclockwise If phasing is correct starboard 1rudder movement will result If opposite rudder 50b 3 0 CONTROL occurs reverse the phase to correct as described in Section 32 The gain control located on the back of the 5Control Unit sets the rudder response of theautopilot to match the particular recommended gain control setting is given Oin Fig 16 1 ii 15 I I I II 11 1 1 2 3 4 5 6 7 8 9 1 0 GAIN CONTROL AVERAGE SEtllNG Fig 16 13 23 CABLING AND POWER SUPPLIES 231 SIGNAL CABLING Cable between system sub units are shown schematically in Figs 1 2 and 3 The multicore cable between the control unit and drive unit is 20 feet 6m long and is supplied with the control unit All other cables are supplied with their related subunit and are also20feet 6m in length All 7 core cables are supplied with prewired waterproof connectors and are extendable in 20 feet 6m increments by the addition of standard cable extensionsCat No 059 as shown in Fig 3 Cable connector clamp nuts should besecurely tightened to ensure watertight jointsAll cables should be run at least 3ft 1 m fromexisting cables carrying radio frequency orpulsed signals and should be clamped at 15foot 05m intervals232 DC SUPPLY CABLEAs a general rule the DC supply cable to thedrive unit should be kept as short as possibleand have a conductor area of 1 O sqmm permetre run to minimise voltage of cable Conductor area Cable sizeUp to 25m 25 sqmm 50025mmUpti4m 4 scpnm 5603mm The two supply cables must run directly fromthe vessels battery or alternatively from themain distribution panel and a 20 amp fuse oroverload trip should be included in the circuitIt is important not to tap into supplies to otherinto supplies to other equipment to avoid thepossibility of mutual interference The drive unit is supplied with 15ft 05mpower supply cable tails These should beconnected to the main power supply cable viaa heavyduty terminal block The red cable tailshould be connected to the positive supply andthe black cable to the negative supply Ifpolarity is accidentally reversed the equipmentwill not operate but no damage will result The drive unit case must be bonded to themetal hull or engine frame and a heavy dutyconductor 25mm2 should be used for thispurpose14 30 OPERATION 31 BASIC PRINCIPLES The following description of the Autohelm 5000 DUTY principle of operation will help in providing a Push to fully energise the autopilot for complete understanding of its controls The automatic steering duty control unit houses an extremely sensitive auto setting electronic compass When the autopilot REMOTE is in operation deviation from course is Push to transfer basic automatic pilot control to continuously monitored by the compass and the auxiliary control unit corrective rudder is applied by the drive unit to return the vessel to course The amount of SEA applied rudder is proportional to the course Rotate to adjust compass sensitivity to suit sea error at any time and thus when the original conditions In position 0 the compass is fully course is restored the rudder will be sensitised for operation in calm sea conditions neutralised The amount of the rudder applied Clockwise rotation to position 7 progressively for a given offcourse error is adjustable to densensitises the compass for operation in match both the steering of the rough sea conditions Adjustment of this vessel and speed through the water A vessel important control is fully discussed later with a small rudder for example will require more corrective helm than a similar sized vessel R U D D E R with a larger rudder Similarly a high speed Rotate to adjust rudder response In position 0 power boat will require considerably less rudder movement is minimised Clockwise corrective helm at planing speeds than it will at rotation to position 7 progressively increases lower displacement speeds Fig1 8 the amount of applied rudder Adjustment The characteristic which distinguishes the technique is fully discussed later Autohelm 5000 is its ability to make automatic correction for changes in trim or weather helm STEER When changes in trim occur the set course can Rotate or clockwise to alter only be maintained by the application of course to port or starboard respectively Each permanent rudder offset to restore balance scale division represents 5 degrees of course Many automatic pilots are incapable of this and alteration The steer control will rotatewill allow the vessel to bear on to a new automatically when the control unit is switched heading to achieve a new state of balance to SetUnder these circumstances the Autoheim 5000 The controls on the rear case are used todetects that the original course has not been adjust the autopilots response to suit therestored and will continue to apply additional particular installation and the vessels steeringhelm in the appropriate direction until the returns to the original heading This Each control has the following ensures that the originally set course is GAINheld irrespective of changes in balance that Presets the overall system gain to compensatemay occur during the course of a passage for variations in the mechanical reduction between the drive unit and the rudder and the vessels steering For initial sea32 CONTROLS trial purposes this control is set according to the given in Fig1 8321 CONTROL UNITFig1 I shows the position of all controls Each PHASE SWITCHcontrol has the following functions The phase switch is located on the internal PCB and is accessible by removal of a blankOFF rubber grommet from the rear case The phasePush to deenergise the autopilot The electro switch reverses the direction of clutch in the drive unit is disengaged rudder action and its setting procedure isfor manual steering described laterSET NB Recommended gain control settings forPush to energise the compass circuit and hydraulic drive installations are given ininitiate the automatic compass setting the hydraulic drive unit The compass is finally set to themanually steered heading when both the redand green pilot lights are extinguished RECOMMENDED GAIN CONTROL SETTINGS GAIN DRIVE UNIT AUXILIARY CONTROL SOCKET CONTROL SOCKET ll METRESFig 17 PHASE SWITCH I I I I I 1 7 8 9 10 11 12 13 FEET322 AUXILIARY CONTROL UNIT I I I I 25 30 35 40Autopilot control may be transferred to the LOA auxiliary control unit Fig1 9 by depressing the Remote pushbutton on the main control unit s Ifacia Fig 18 Two independent rotary switches areprovided on the auxiliary control unit The first Ipermits Mangeover betweenSet and Dutymodes The second control permits of heading Switch movement to theleft or right initiates course alteration to port orstarboard respectively at approximately onedegree per second Fig 19323 REMOTE CONTROL UNIT The handheld remote control unit Fig20 enables the autopilot to be switched out and the vessel to be power steered from anywhere on board Its flying lead may be plugged into CONTROL WHEEL any one of the remotely positioned waterproof sockets and should be switched to Auto for normal automatic steering operation The autopilot may be overriden by switching to Manual and the vessel then power steered by means of the control wheel The automatic trim system continues to operate in the manual steering mode and a straight course will besteered when the boat on the control wheel isaligned with the remote control centre line Theoriginal course is remembered and will beresumed immediately the changeover switch isreturned to Auto If the vessel has been powersteered by the remote control for a long periodit is important to check that there is no chanceof collision when the original is acquired by switching back to Auto Fig 261640 FUNCTIONAL TEST PROCEDURES The following functional test procedure is 42 AUXILIARY CONTROL UNIT recommended before attempting sea trials 0 Switch the auxiliary control unit to Set and then depress Remote on the main control41 MAIN CONTROL UNIT unit In this position the compass 0 Switch to Set and observe that the compass automatically sets to the present heading automatically sets to the present heading The Steer control will rotate while the 0 Switch the auxiliary control unit to Duty and compass is setting and slow down as the check thatthe drive unit clutch is engaged null position is approached When the by attempting to rotate the steering wheel compass is finally set both pilot lights will be extinguished 43 MECHANICAL TEST 0 Switch to Duty and check that the drive unit PROCEDURES clutch is engaged by attempting to rotate the steering wheel Before attempting sea trials it is important to verify that the vital link between the Autohelm0 Adjust the Sea and Rudder controls to 0 5000 drive actuator and the vessels steering Then adjust the Steer control one or two system is free of obstruction and operating divisions clockwise and then counter correctly clockwise The steering wheel should rotate It is strongly advised that the following in the same direction as the Steer control If simple checks are carried out opposite wheel rotation occurs reverse the phase switch A small screwdriver will be Warning required to operate the phase switch after When the steering system is being moved removal of the blank rubber grommet from manually or under drive from the actuator do the rear case not touch any part of the system sprockets chains or limit stops The forces exerted are0 Increase Rudder control setting and note considerable and could cause injury that larger wheel movements result when the Steer control is adjusted Rotary Drive Unit Locate the actuator and with an assistant to Increase theSea control setting and note turn the main steering wheel switch on the pilot that larger movements of the Steer control are necessary in either direction before 0 Press Set turn the steering wheel from steering wheei movement commences hardover to hardover The automatic trimming capability of the 0 Ensure that the chain and sprockets driving autopilot can be observed by the following test the actuator move freely and in alignment Switch to Set to realign the compass Then switch to Duty and offset the Steer control by 0 Ensure that chain tension is two divisions ie approximately correctly see 221 10 degrees of heading change This a condition where the need for 0 Select Duty and rotate the Rudder helm has developed and the vessel is several turns to the right to drive the ruddernot returning to course You will notice that after hardoveran initial fixed helm has been applied the driveunit continues to apply further helm movements 0 When the actuator drives the rudder onto thebut at a much slower rate If left in this condition mechanical limit stops ensure that thethe wheel will eventually rotate hardover If mounting of the drive actuator shows nohowever the vessel is moving through the water sign of movementthe progressive application of additional helmwill eventually return the vessel to its original 0 Rotate the Rudder control in the oppositecourse with the necessary standing helm direction to reverse the rudder drive to theapplied This can be simulated by rotating the opposite end stop Check for any movementsteer control back to the original courseposition The progressive application ofstanding helm will cease when the compasssenses that the original course has Drive Unit Hydraulic System0 Proceed as for rotary drive unit 0 Proceed as for the rotary drive unit0 Check that at no point during movement of l Check that all unions are tight and there is the steering quadrant and linear drive no seepage of hydraulic fluid actuator from hardover to hardover does the actuator foul any part of the quadrant l Select Duty and rotate the Rudder control steering mechanism or yachts structure Any several times to drive the rudder hardover fouling under load could damage the drive actuator l Rotate the Rudder control in the opposite direction and drive the rudder hardover in0 Check that the Drive actuator operates the opposite direction horizontally and that angular movement of the ball end fitting is minimal So maximum 0 Check that the steering ram moves smoothly and that there is no excessive play or0 Select Duty and rotate the Rudder control jerkiness in the movement several times to drive the rudder hardover The performance of the Autohelm 5000 will0 When the rudder is driven hardover check only reach the designed levels if the installation that the mechanical limit stop on the of the actuator and steering system is correctly vessels steering system is reached before engineered and adjusted It is strongly advised the actuator reaches its mechanical limit that these be checked before sea trials0 When the rudder drives hard against the end stop check there is no visible movement of the actuator mounting pedestal or the structure supporting it0 Rotate the Rudder control in the opposite direction and repeat the checks with the rudder driven hardover inthe opposite direction50 SEA TRIALS Initial sea trials should be carried out in calm 0 When the autopilot is set to Duty return to conditions and with plenty of sea room The manual steering may be instantly achieved previously conducted functional test will have by switching to Set or Off on the mainverified that the autopilot is operating correctly control unit It is very important to rememberand that you are familiar with all of its controls that manual control can only be obtained on Check that the gain control on the rear of the auxiliary control unit if the main controlthe control unit is adjusted to the setting unit is switched to Remote The for the particular vessel category of being able to regain manual control ofgiven in Fig 31 Then set the Sea control to 0 steering mustbe stressed The Off button isand the Rudder control to 4 coloured red for easy identification and Initial sea trials on fast planing vessels manual takeover procedures should beshould be conducted at no more than half practised at an early stageengine throttle under which conditions therecommended midway setting of the rudder 52 RUDDER CONTROL should give acceptable A midway setting of the rudder The gain control on the rear of the control unitcontrol will also give acceptable steering has been previously set according to theperformance in sailing and displacement power recommendation given in Fig 31 This controlvessels under all conditions for initial trial sets the range of adjustment available on thepurposes Fine setting of the Rudder control is main panel Rudder control and in all butdiscussed later extreme cases should not need further adjustment51 FIRST TRIALS In all cases excessive rudder application results in oversteer which can be recognisedThe following initial trial procedure is by the vessel swinging slowly from side to of the controlled heading In addition distinct overshoot will be observed when the course is0 Steer manually on to a fixed heading and changed This extreme condition may be hold the course steady corrected by reducing the Rudder control0 Switch the autopilot to Set and allow up to setting 15 seconds for the compass to adjust Similarly insufficient rudder application will automatically to the manually steered result in sluggish steering response which is heading particularly apparent when changing course0 Switch to Duty and the autopilot will using the Steer control This condition is automatically take control In calm corrected by increasing the Rudder control conditions an extremely constant heading setting will be maintained Oversteering and understeering tendencies0 Increase the setting of the Sea control until are most easily recognised in calm sea a good heading is achieved with a minimum conditions where wave action does not mask number of wheel movements Correct setting basic steering performance of this control for varying sea conditions is The operational adjustment technique for the essential to avoid unnecessary wear and Rudder control varies significantly between tear on the autopilot and to minimise planing and displacement craft and is electrical power consumption described separately below0 Alter course to port or starboard using the Steer control on the main control unit or 521 PLANING CRAFT the LeftRight control on the auxiliary control unit with the main control unit Planing craft operate over a very large speed switched to Remote Major course range Rudder effectiveness increases very alterations are best applied by switching to significantly at higher hull speeds and it is thus Set and then manually steering the vessel necessary to reduce the Rudder control setting on to the new heading When the new as speed increases to avoid oversteer In course is acquired hold for a few seconds normal cases the rudder control setting would and then switch the autopilot back to Duty be reduced almost to 0 at maximum planing to maintain the new heading speed and increased towards 7 at minimum0 If a handheld remote control is fitted switch displacement speeds Oversteer can be from Auto to Manual and then power steer extremely violent at planing speeds and it is the vessel by the control wheel Switch back thus essential to reduce the rudder setting to Auto and the vessel will return promptly before opening the throttle to the original heading 19522 DISPLACEMENT Rudder control setting is much less criticalon this type of vessel and it is not to change the setting for speeds As a general guide initial testing should be carried out at setting 4 andreduced as much as possible consistent withgood heading control to minimise wear andtear on the steering system523 SAILING CRAFT Sailing craft average hull speeds do not vary greatly and thus the Rudder control setting can remain fixed most of the time Initial testingshould be carried out at setting 4 Sailing crafthowever are particularly stable when sailingclose hauled and under these conditions it isusually possible to reduce the Rudder controlsetting to minimise rudder movement andhence power consumption Conversely whensailing down wind directional stability is leastand improved course holding will result fromincreasing the rudder setting The optimumrange of adjustment is easily found byexperiment 60 OPERATING HINTS Unlike sailing yachts power vessels do not It is also worth mentionina the more obvious generally suffer with violent changes in trim and that is that an autopilot cannot anticipate and thus provided the operating instructions Sailing downwind in breaking seas needs are carefully followed extremely good course particular care holding performance will result in all weather One should avoid sailing under autopilot conditions when the windis dead astern Ideally the wind Sailing yachts are very different since in should be brought at least 30 degrees towards gusting wind conditions violent changes in trim the beam and in breaking seas it is often better often occur When a yacht is sailing badly out to remove the mainsail altogether and to sail of balance sudden gusts will generally cause it under boomed out headsail alone to luff violently to windward When hand Providing you ensure that your vessel is steering the tendency is overcome by applying properly canvassed for the prevailing sufficient weather helm to maintain the original conditions your Autohelm 5000 will be capable heading The Autohelm 5000s automatic to sailing you through gale force winds weather helm compensation circuit however is Moreover it is at times like this that it will intended only to take account of the gradual endear itself most of all by leaving you fresh changes in standing helm that typically occur and alert to sail in safety when passage making due to changing wind Passage making under automatic pilot is a conditions wonderful experience that can easily lead you When a sudden change in helm balance into the temptation of relaxing permanent occurs the automatic compensation circuit will watchkeeping This must be avoided however take approximately one minute to restore the clear the sea ahead may appear to be original heading In gusty conditions the course Remember a large ship can cover two miles in will tend to meander particularly if the sails are five minutes just the time it takes to brew a badly balanced Significant improvement to cup of coffee course keeping can be obtained by ensuring that sail balance is maintained Bear in mind the following important points 0 00 notallow the yacht to heel excessivey 0 Ease the mainsheet traveller to leeward to reduce heeling and weather helm 0 If necessary reef the mainsail a little early70 ROUTINE MAINTENANCE The autooilot is one of the most used and 3 Check that all cable sockets hardest working items of equipment on board are fully tightened and free from corrosionand therefore must receive its fair share of 4 Check that external waterproof sockets areattention and routine maintenance The working capped when not in use and of the drive unit and the control unit are spray with WD40 or similar to protect fromsealed and lubricated for life during manufacture corrosion and do not need servicing 5 Check that the power supply cable Regular inspection and routine maintenance connections are tight and free fromof the installation is recommended in the areas The Autohelm 5000 has an advanced micro1 Check tension and alignment of the drive electronic circuit requiring special equipment chain and lubricate with a good quality and knowledge to service In the unlikely event waterproof light grease of failure occuring in any part of the system you2 Check for the development of excessive lost are advised to contact your nearest appointed motion backlash in the steering gear and Service Agent who will provide you with correct if necessary Lost motion at the wheel competent and efficient service should not exceed 5 of the total wheel movement from lock to lock Nautech Limited Anchorage Park PO3 5TD England Telephone 0705 693611 Fax 0705 694642 Telex 86384 NAUTEC G

NOTICE: Some pages have affiliate links to Amazon. As an Amazon Associate, I earn from qualifying purchases. Please read website Cookie, Privacy, and Disclamers by clicking HERE. To contact me click HERE. For my YouTube page click HERE