This is the new page for displaying documents. It allows documents to display on devices without pdf viewers specifically mobile devices, a new Google requirement. Note also that some documents have blank pages. Just click on "Next Page" if that happens.
Go to page number
Go to page number
PDF to Text.
TYPE100300 and Set UpContents 3Contents Chapter 1 Introduction 9 11 ST7000 Control Unit 10 12 ST6000 Control Unit 10 13 Course Computer 11 14 Fluxgate Compass 11 15 Rotary Rudder Reference Transducer 12 16 Linear Feedback Transducer 12 17 Type CR Interface Unit 12 18 Drive Systems 13 Rotary Drive Units 13 Reversing Hydraulic Pump 14 Linear Drive 15 Hydraulic Linear 15 Constant Running Hydraulic Pump 16 Stern drive 16 19 Options 17 Handheld Remote Z101 17 NMEA Interface D153 17 Auxiliary Alarm Z035 18 Joystick Z147 18 Wind Transducer sail only 19 Masthead Wind Transducer Z080 Long Arm Version Z188 19 Pushpit Wind Transducer Z087 19 Gyroplus Transducer Z179 20 Chapter 2 Installation 2 1 2 General 21 Planning the Installation 214 TYPE100300 Operation and Installation Handbook 21 Course Computer 21 Mounting 22 Cabling 22 Type 1 Drive UnitsStern DriveConstant Running Pump 23 Type 2 Drive Units 12V 23 Type 2 Drive Units 24V 23 Type 3 Drive Units 12V 24 Type 3 Drive Units 24V 24 22 ST70006000 Control Unit 25 Mounting 25 Cabling 26 23 Fluxgate Compass 28 Mounting 28 Cabling 29 24 Rotary Rudder Reference Transducer 30 Mounting 30 Cabling 32 25 Linear Feedback Transducer 33 Mounting 33 Cabling 34 26 Hydraulic Drive Systems 35 Pump to Cylinder Specifications 35 Reversing Hydraulic Pumps Type 1 Type 2 Type 3 35 Mounting 35 Cabling 35 Type 1 Drive Unit 35 Type 2 Drive Unit 12V 36 Type 2 Drive Unit 24V 36 Type 3 Drive Unit 12V 36 Type 3 Drive Unit 24V 36Contents 5 Plumbing 37 Two line system 39 Two line pressurised system 39 Three line system 40 Bleeding the system 40 Constant Running Hydraulic Pump 41 Mounting 41 Cabling 42 Pump Cable 43 Solenoid Cable 43 Plumbing 44 Hydraulic Linear Actuator 45 Installation 45 Cabling 48 Final Preparations Before use 48 28 Mechanical Drive Systems 49 Rotary Drive Unit 49 Mounting 49 Cabling 52 Type 1 Drive Unit 52 Type 2 Drive Unit 12V 52 Type 2 Drive Unit 24V 53 Linear Drive Unit 53 Mounting 54 Cabling 55 Type 1 Drive Unit 55 Type 2 Drive Unit 12V 55 Type 2 Drive Unit 24V 56 Stern drive Actuator 56 Mounting 566 TYPE100300 Operation and Installation Handbook Volvo Pre type 872215 56 Volvo Post type 872215 58 61 Mounting in a Restricted Area 63 Cabling 64 29 Auxiliary Alarm 65 Cabling 65 210 Joystick 66 Cabling 66 211 Masthead Transducer sail only 67 Mounting 67 Cabling 68 212 Interfacing to other manufacturers equipment NMEA 69 Course Computer NMEA ports 69 Input Port 69 Output Port 70 Cabling 70 ST6000ST7000 Control Unit NMEA Input 71 Cabling 72 NMEA Interface 73 Cabling 74 Chapter 3 Functional Test 7 6 31 System test 76 32 Switchon 76 33 Rudder angle sense 77 ST7000 control unit 77 ST6000 control unit 77 34 Rudder angle alignment 77 35 Operating sense 78 36 Rudder deadband 78Contents 7 37 Mechanical test Linear Rotary Hydraulic Drives 78 Current limit and cutout 78 38 Mechanical Test Stern Drive 79 39 Setting the Autopilot Rudder Limit All drives 79 310 GyroPlus Offset and Drift Compensation 80 Procedure 80 Chapter 4 Calibration 8 1 41 Recommended Settings 81 42 Selecting calibration 82 43 Adjusting calibration 83 RudderGain 83 Rate Level 84 Rudder Offset Helm Adjust 84 Rudder Limit 84 Turn Rate 85 Cruise Speed 85 Off Course Limit 85 Trim Level 86 Joystick Mode Manual Type 86 Drive Option 86 Rudder Deadband Rudder Damping 87 Magnetic Variation 87 Auto Adapt 87 Latitude 88 Wind Trim 88 Response Level 88 Auto Release manual override 89 44 Saving Calibration Mode 89 45 Display Contrast Adjustment ST7000 only 90 46 Permanent Watch Alarm SFIA 90 47 Recording Calibration Settings 908 TYPE100300 Operation and Installation Handbook Chapter 5 Initial Sea Trials 9 1 51 Initial Sea Trials 91 52 Automatic Compass Heading Alignment and Deviation Correction 91 53 Compass Alignment without deviation correction 93 54 First Sea Trials 93 55 Response Control 94 Level 1 Automatic Sea State Control 94 Level 2 Automatic Sea State Inhibit 94 Level 3 Automatic Sea State Inhibit and counter rudder 94 56 Automatic Trim Control 95 57 Rudder Gain Adjustment Displacement Craft 96 58 Rudder Gain Adjustment High Speed Planning Craft 97 59 Rudder Gain Adjustment with Speed 97 510 Manual Override Stern Drive Actuators only 98 Chapter 6 Track Control 9 9 Chapter 7 Windvane Control Sail Only 101 Index 103Chapter 1 System Components 9Chapter 1 Introduction The Autohelm Type 100300 autopilots are modular systems that can be configured to suit the individual requirements of all types of vessels using a range of high efficiency rotary linear or hydraulic rudder drive units to match various types of steering systems The Autohelm system in its most basic form consists of a control unit course computer drive unit fluxgate compass and a rudder reference transducer A full range of accessories are also available and include Joystick manual steering unit Main alarm and interface Rate gyro Hand held remote control unit SeaTalk Interface leads Control Unit Rudder Reference Fluxgate Unit Gyro Compass Control Unit Course Computer Cable Clamp Drive Unit D726110 TYPE 100300 Operation and Installation Handbook11 ST7000 Control Unit The ST7000 control unit is fully weather protected and designed for above or below deck istallation The unit is connected to the course computer via the SeaTalk bus NMEA navigation speed and wind information can be received via a fixed socket on the rear of the case Note Additional control units can also be connected via the SeaTalk bus 1778mm 7in 3875mm 15in 24mm 095in q 1 1 q q 10 10 q 110mm 433in STAND BY AUTO DISPLAY TRACK RESPONSE ST7000 TM D727112 ST6000 Control Unit The ST6000 control unit like the ST7000 is fully weather protected and also designed for above or below deck installation The unit is connected to the course computer via the SeaTalk bus NMEA navigation speed and wind information can be received via a fixed socket on the rear of the case Note Additional control units can also be connected via the SeaTalk bus 110mm 433in 3875mm 15in 24mm095in 1 1 DISPLAY 10 10 110mm TRACK 433in STAND BY AUTO RESPONSE TM ST6000 D728 1Chapter 1 System Components 1113 Course Computer The course computer available in both 12V or 24V versions houses a microprocessor drive unit electronic control circuitry and power amplifier It is the central distribution point for the autopilot electrical wiring and ships power connection point The course computer also has NMEA input and outputs to allow operation with other manufacturers equipment The unit is only splash proof and must therefore be installed in a dry protected location Type 100 is used for Type 1 and Type CR 12V drives Type 300 is used with Type 2 and Type 3 drives 233mm 92in 45mm 18in 130mm 51in D865114 Fluxgate Compass The fluxgate compass contains a gimbal mechanism that permits accurate readings with pitch and roll movements up to 35 degrees The compass is designed for below deck bulkhead mounting and connects directly to the course computer On steel decked vessels the compass can be mounted above deck however autopilot performance may be affected due to the increased motion 76mm 3in TM 76mm 3in D729112 TYPE 100300 Operation and Installation Handbook15 Rotary Rudder Reference Transducer The rudder reference transducer provides the course computer with the precise position of the vessels rudder The unit is mounted on a suitable base adjacent to the rudder stock Its use is mandatory on all installations except when a linear rudder reference transducer is connected 152mm 6in 1397mm 55in 61mm 24in 695mm 27in D730116 Linear Feedback Transducer The linear feedback transducer is designed for installations on bullhorn style hydraulic outboard steering systems The unit is totally weather proof and mounted on the bullhorn ram Its use is mandatory on all hydraulic outboard installations 425mm 1675in 32mm 13in TM D869117 Type CR Interface Unit The course computer can be connected to the solenoids on a constant running hydraulic pump using the type CR interface The unit also provides connections to energise a solenoid operated bypass valve 125mm 59in 100mm 395in 237in 60mm D7341Chapter 1 System Components 1318 Drive Systems A range of mechanical rotary linear and stern drive and hydraulic drive units are available for use with the Type 100300 system Rotary drives are coupled to the steering system by a simple chain drive linear drives directly to the rudder stock at the tiller arm radius and stern drives directly to the power steering valve block The type of hydraulic drive used is dependent on the size of the vessels hydraulic cylinder Rotary Drive Units Autohelm rotary drive units provide smooth powerful steering commands with almost silent operation A rugged electric motor drives a precision epicyclic gearbox via a high tensile drive belt An electronic clutch transmits high torque loads with no slippage The drive unit can be mounted in any attitude to simplify installation 274mm 108in 195mm 77in 20mm 08in 256mm 10in 60mm 184mm 24in 72in 60mm 24in 2 holes 125mm 05in diameter D736114 TYPE 100300 Operation and Installation Handbook Reversing Hydraulic Pump The reversing hydraulic pump consists of a precision gear pump and an integral check valve block driven by a continuously rated servo motor The pump is connected directly to the vessels steering cylinder with the course computer regulating the peak pump pressure There are three types of pump type 1 type 2 and type 3 The different type relates to the steering ram capacity which is directly related to the displacement of the vessel Type 1 80 to 230 cc 49 to 14cu in Type 2 160 to 350 cc 98 to 21cu in Type 3 250 to 460 cc 15 to 28cu in 103mm 407in A 117mm 462in Pump Dimension A Type 1 177mm 696in Type 2 177mm 696in Type 3 235mm 925in D7381Chapter 1 System Components 15 Linear Drive The Autohelm linear drive unit is of outstanding design which features powerful thrust fast hard overtimes and near silent operation When backdriven the movement is smooth with minimal backdriven force Using a high tensile belt drive and epicyclic reduction gearbox the powerful electric motor is controlled by an electronic failsafe clutch The design is highly efficient and provides high performance for minimum current consumption A 197mm 78in 50mm 2in 79mm 31in 114mm 45in 90 Drive Dimension A 4 off fixing holes suitable Type 1 700mm 275in for 10mm 04in bolts Type 2 short 700mm 275in Type 2 long 850mm 335in D10101 Hydraulic Linear The hydraulic linear drive unit is a self contained secondary steering cylinder with a builtin solenoid bypass valve The unit is driven by a reversing hydraulic pump to provide a totally isolated autopilot steering system A 457mm 18in 315in 80mm 1016mm 4in 152mm 6in Drive Dimension A Type 2 540mm 2125in Type 3 690mm 2715in D877116 TYPE 100300 Operation and Installation Handbook Constant Running Hydraulic Pump When steering loads require a ram capacity of over 460cc 28cu in the constant running hydraulic pump provides the ideal autopilot drive system Hydraulic fluid is supplied from a self contained reservoir and flow to the steering ram is controlled by integral solenoid operated valves Used with a solenoid operated bypass valve and a separate hydraulic ram this system is recommended for heavy duty applications on large mechanically steered vessels 224mm 88in 356mm 14in 262mm 103in D7401 Stern drive The stern drive actuator must only be used on stern drives with cable operated power assisted steering The drive unit operates the power steering valve in exactly the same way as the steering cable A clutch disengages the drive unit to allow manual steering when the autopilot is disengaged Installation kits are available for most popular types of steering manufac turers 1025mm 40in 634mm 25in 220mm 866in 240mm 945in 460mm 181in midstroke D7431Chapter 1 System Components 1719 Options The Type 100300 autopilot system is available with the following optional system components Handheld Remote Z101 The handheld remote allows course changing from a position away from the steering station The hand held remote is connected to the autopilot via the SeaTalk bus 1 1 138mm 54in 10 10 TM 65mm 25in 145mm 06in D10111 NMEA Interface D153 Although the Type 100300 has its own NMEA 0183 input and output ports you may wish to receive information from additional equipment transmitting NMEA The NMEA interface connects to the SeaTalk bus and converts incoming data to SeaTalk The interface also converts SeaTalk data to NMEA 0183 format 1175mm 46in 37mm 15in 875mm 34in D873118 TYPE 100300 Operation and Installation Handbook Auxiliary Alarm Z035 The autopilot is provided with a comprehensive automatic offcourse alarm system that sounds from all control units This provides sufficient audible warning under most conditions However in cases where a high powered alarm is required an auxiliary alarm can be fitted The auxiliary alarm is connected to the SeaTalk bus via the NMEA interface box and will sound whenever the autopilot transmits one of the following alarm conditions Autopilot Off Course Watch Alarm Wind Shift Low Battery Large Cross Track Error NMEA Data Error No Autopilot Actuator Connected Stern drive Auto Release Waypoint Change Alarm 85mm 335in 45mm 18in D7321 Joystick Z147 The Joystick is an electro mechanical remote steering unit that uses the course computer and its drive unit to power steer the vessels rudder 110mm 43in 76mm 3in 157mm 62in 110mm 43in JOYSTICK TM D734a1Chapter 1 System Components 19 Wind Transducer sail only If the installation does not include a SeaTalk Wind instrument either the masthead or pushpit wind transducer can be connected directly to the NMEA interface box to supply wind angle information Masthead Wind Transducer Z080 Long Arm Version Z188 371mm 146in D7331 Pushpit Wind Transducer Z087 D1075120 TYPE 100300 Operation and Installation Handbook Gyroplus Transducer Z179 The Autohelm Gyroplus is a transducer that measures the rate of turn of the vessel This is used by the autopilot to give even better correction for boat yaw in adverse weather conditions It is particularly beneficial downward and in following sea conditions 90mm 35in 51mm 2in 115mm 45in 140mm 55in TM GYROPLUS D8721Chapter 2 Installation 21Chapter 2 Installation2 General This section describes how to install the autopilot and system components described in chapter1 Planning the Installation When selecting power cable it is important to use the stated wire gauge The cable you choose may meet the required current specification however if too small the voltage will drop between the supply and the course computer This will reduce the power of the drive unit and may cause the electronics to malfunction21 Course Computer The course computer must be located in a dry protected location free from high operating temperatures and excessive vibration The unit must be mounted vertically with free air flow to allow heat dissipation from the power amplifier Avoid mounting the course computer in an engine room where there is water splashspray from bilges or hatches where it can be subjected to physical damage from heavy items such as hatch covers tool boxes etc where it will be covered by other onboard equipment where it will be close to sources of high RF energy transmissions generatorsSSB radios antenna cables etc22 TYPE 100300 Operation and Installation Handbook Mounting Vert ical D8811 1 With the course computer located as required outline the two mounting holes 2 Drill two pilot holes for the fixing screws 3 Secure the course computer to the vessel using the two screws provided Note If the mounting surface is less than 3mm 18in thick use the U clips provided 4 Drill three pilot holes for the cable clamp bar 5 Secure the cable clamp as shown Cabling Note If you are installing the Type 100300 system with a constant running hydraulic pump refer to page 40 before running the power cable 1 Having sited the course computer measure the total cable length between the course computer and the vessels central power distribution panel Using the following tables select the appropriate cable size and circuit breaker relative to the type of drive unit usedChapter 2 Installation 23 Type 1 Drive UnitsStern DriveConstant Running Pump Cable Length Cable Gauge Copper Area Distribution panel to Course Computer Up to 3m 10ft 12 AWG 25 mm Up to 5m 16ft 10 AWG 4 mm Up to 7m 23ft 8 AWG 6 mm Up to 10m 32ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100401 Type 2 Drive Units 12V Cable Length Cable Gauge Copper Area Distribution panel to Course Computer Up to 5m 16ft 8 AWG 6 mm Up to 7m 23ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100402 Type 2 Drive Units 24V Cable Length Cable Gauge Copper Area Distribution panel to Course Computer Up to 3m 10ft 12 AWG 25 mm Up to 5m 16ft 10 AWG 4 mm Up to 7m 23ft 8 AWG 6 mm Up to 10m 32ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 810040124 TYPE 100300 Operation and Installation Handbook Type 3 Drive Units 12V Cable Length Cable Gauge Copper Area Distribution panel to Course Computer Up to 5m 16ft 8 AWG 6 mm Up to 7m 23ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100402 Type 3 Drive Units 24V Cable Length Cable Gauge Copper Area Distribution panel to Course Computer Up to 5m 16ft 8 AWG 6 mm Up to 7m 23ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100402 2 Remove the connector cover from the course computer 3 Connect the power supply cable to the course computer power terminals Note The cable must be protected by a circuit breaker see table for size Power Supply 1 2 Circuit CLUTCH POWER MOTOR breaker D8821Chapter 2 Installation 25 Drive Unit Circuit Breaker Size Type 1 25 Type 2 12V 40 Type 2 24V 25 Type 3 40 Sterndrive 25 Type CR 25 810040322 ST70006000 Control Unit The ST6000 and ST7000 control units are identical in operation and main ST70006000 control unit should be mounted close to the steering station where it is normally viewed straight on for the best display legibility well protected against physical damage at least 9in 230mm from a compass at least 20in 500mm from radio receiving equipment accessible from behind to install and run cables Note The rear case is designed to breathe through a small duct in the cable boss to prevent the accumulation of moisture Direct exposure to the rear of the control unit must be avoided Mounting 3 2 1 2 4 D7461 1 Cable boss 2 Fixing stud 3 Thumb nut 4 Sealing gasket26 TYPE 100300 Operation and Installation Handbook 1 Make sure that the mounting surface is smooth and flat 2 Use the template provided to mark the centres for the two fixing studs and the cable boss Note Adjacent instruments should have 6mm 14in separation to allow room for the protective covers 3 Drill two 4mm 532in diameter holes 4 Using a 50mm 2in diameter cutter drill the hole for the cable boss 1 5 Screw the two fixing studs 2 into the rear case of the control unit 6 Pass the cable tails through the large hole and secure the control unit with the thumb nuts 3 provided Note The sealing gasket 4 is already attached to the rear case of the control unit Cabling The control unit is provided with a SeaTalk cable fitted with a 3 pin socket on each end 1 Plug one end of the cable into one of the two SeaTalk sockets on the back of the control unit 2 Run the SeaTalk cable back to the course computer Note If more than one control unit is fitted the SeaTalk cable can be connected to the free SeaTalk socket on the first control unit 3 Cut the remaining plug from the SeaTalk cable and connect to the the SeaTalk terminals on the course computer as shown in the following illustration SeaTalk SeaTalk CLUTCH POWER Grey screen Red Yellow D10121Chapter 2 Installation 27 If the vessel is already fitted with Autohelm this should be connected to the course computer as shown using one of the standard SeaTalk interface cables The course computer will then supply power for the complete system ST50 Instrument ST7000 Control Unit SeaTalk CLUTCH POWER Grey screen Red Yellow D10131 ST50 Instrument ST6000 Control Unit SeaTalk CLUTCH POWER Grey screen Red Yellow D1014128 TYPE 100300 Operation and Installation Handbook23 Fluxgate Compass Correct positioning of the fluxgate compass is crucial if ultimate perform ance is to be achieved To minimise gimbal disturbance the fluxgate should ideally be positioned as near as possible to the pitch and roll centre of the vessel X Y 03L to 05L L X Y 03L to 05L L D1942 Mounting Vertical D1932Chapter 2 Installation 29 1 Locate the fluxgate compass on a suitable vertical surface 2 Drill four pilot holes and attach the fluxgate compass using the self tapping screws provided 3 Make sure that the fluxgate is positioned at least 08m 2ft 6in away from the vessels steering compass in order to avoid deviation of both compasses To avoid compass deviation and reduction in sensitivity of the sensor the fluxgate must also be positioned as far away as possible from large iron masses Note If any doubt exists over magnetic suitability of the chosen site the position may be surveyed using a simple hand bearing compass The hand bearing compass should be fixed in the chosen position and the vessel swung through 360 degrees Relative differences in reading between the hand bearing compass and the vessels main steering compass should ideally not exceed 10 degrees on any heading Cabling 1 Run the cable back to the course computer 2 Connect the to the fluxgate terminals on the course computer FLUXGATE JOYSTICK Grey screen Red Green Yellow Blue D8901 Note A 10m 30ft extension cable is available for larger installations part no D17430 TYPE 100300 Operation and Installation Handbook24 Rotary Rudder Reference Transducer The rotary rudder reference transducer must be connected directly to the tiller arm to provide accurate rudder position to the course computer If it is more convenient the unit may be installed upside down However if mounted this way the red and green wires must be reversed at the course computer Mounting 1 Using the self tapping screws provided mount the rudder reference transducer on a suitable base adjacent to the rudder stock Tiller arm X Mounting base D195 2 Make sure that the base height of the rudder reference transducer can maintain the correct vertical alignment between the rudder reference transducer arm and tiller arm as shown To give the precise rudder position the rudder reference transducer has a built in spring to remove any free play in the linkage to the tiller The rudder reference arm movement is limited to 60 degrees Care must be taken during installation to ensure that the rudder reference arm is opposite the point of cable entry when the rudder is amidships Failure to do this could result in damage if the rudder reference arm is driven onto its end stops by the steering systemChapter 2 Installation 31 60 maximum travel Cable permitted entry Min 75mm 3in Parallel Max 90 310mm 122in A Rudder amidships Min 101mm 4in A 140mm 55in Max 190mm 75in D1962 It is important to ensure that the dimensions set out above are within the set limits and that the tiller and rudder reference arms are parallel to each other Min 75mm 3in Max 310mm 122in 40max A 40max Min 101mm 4in A 140mm 55in Max 190mm 75in D197 1 With the rudder amidships the rudder reference arm should be opposite the point of cable entry and at 90 degrees to the connecting32 TYPE 100300 Operation and Installation Handbook bar Minor adjustments can be made by loosening the 3 securing screws and rotating the transducer body 2 The tiller pin must be positioned within the limits shown Ideally dimension A should be 140mm 55in However changes within the given limits will not degrade the autopilot performance but will slightly alter the scaling of the rudder angle display on the control unit The tiller pin is secured to the tiller arm using the self tapping screws provided 3 Cut the threaded rod to length and screw on the lock nuts Yand the ball pin sockets the sockets can then be pressed onto the pins Move the rudder from side to side to ensure the linkage is free from any obstruction at all rudder angles Cabling 1 Run the rudder reference cable back to the course computer 2 Connect to the rudder reference terminals on the course computer GYRO 2 RUDDER REF NMEA Grey screen Red Green Blue D8941 Note A 10m 30ft extension cable is available for larger installations part no D173Chapter 2 Installation 3325 Linear Feedback Transducer The Linear Feedback Transducer is designed for use with bullhorn type outboard installations 2 7 8 3 9 12 10 11 6 5 4 1 D7171 Mounting 1 Operate the steering system so that the bullhorn ram 1 is positioned amidships 2 Release the hydraulic pressure from the vessels hydraulic steering system if required Refer to the manufacturers instructions for correct procedures 3 Loosen the starboard bolt that secures the bullhorn ram 1 shaft to the end bracket 2 4 Assemble the Ubracket 3 over the end bracket 2 and the shaft of the bullhorn ram 1 5 Hand tighten the starboard bullhorn bolt to hold the Ubracket 3 in position 6 Fully open the hose clamps 6 using a flat bladed screwdriver 7 Hang the hose clamps 6 over the bullhorn ram 1 8 Site the spacers 4 on the bullhorn ram 1 and hold temporarily with adhesive tape 9 Pull the shaft 9 out of the linear feedback transducer 5 until the alignment mark 10 is level with the end of the body 1134 TYPE 100300 Operation and Installation Handbook 10 Position the linear feedback transducer 5 on top of the spacers 4 so that the threaded end of the shaft passes through the Ubracket 3 Note The linear feedback transducer should under normal circum stances be assembled with the shaft 9 pointing towards starboard However if it is not possible to orientate the unit in this way port installa tion is possible providing the red and green wires are reversed at the course computer 11 With the adjustment screw and barrel aligned with the spacers close the hose clamps 6 around the linear feedback transducer 5 and the bullhorn ram 1 12 Tighten the bullhorn bolt to retain the Ubracket 3 13 Fit and tighten the nut 7 and washer 8 to the shaft of the linear feedback transducer 5 Cabling 1 Run the linear feedback transducer cable back to the course computer 2 Connect to the course computer rudder reference terminals Note To allow for movement of the bullhorn leave a loop of cable at the end of the Linear Feedback Transducer TM GYRO 2 RUDDER REF NM Grey screen Red Green Blue D8951Chapter 2 Installation 3526 Hydraulic Drive Systems This section covers the installation of hydraulic system components together with relevant plumbing and cabling procedures For optimum autopilot performance it is important that the pump specifica tions given below match the vessels steering ram Pump to Cylinder Specifications Pump Capacity Type 1 80 to 230cc 49 to 14cu in Type 2 160 to 350cc 98 to 21cu in Type 3 250 to 460cc 15 to 28cu in CR1 350 to 500cc 21 to 30cu in CR2 500 to 1200cc 30 to 73cu in 8100404 Reversing Hydraulic Pumps Type 1 Type 2 Type 3 Mounting The hydraulic pump should be mounted in a horizontal position clear of spray and possible water immersion It should also be located as near as possible to the hydraulic steering cylinder Bolt the hydraulic pump to a substantial member to avoid vibration that could damage the pipework Cabling Using a suitably sized cable see below route the pump leads back to the course computer and connect to the motor terminals Type 1 Drive Unit Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 3m 10ft 12 AWG 25 mm Up to 5m 16ft 10 AWG 4 mm Up to 7m 23ft 8 AWG 6 mm Up to 10m 32ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 810040536 TYPE 100300 Operation and Installation Handbook Type 2 Drive Unit 12V Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 5m 16ft 8 AWG 6 mm Up to 7m 23ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100406 Type 2 Drive Unit 24V Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 3m 10ft 12 AWG 25 mm Up to 5m 16ft 10 AWG 4 mm Up to 7m 23ft 8 AWG 6 mm Up to 10m 32ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100405 Type 3 Drive Unit 12V Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 5m 16ft 8 AWG 6 mm Up to 7m 23ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100406 Type 3 Drive Unit 24V Cable Length Cable Gauge Copper Area Distribution Panel to Pump Up to 3m 10ft 8 AWG 6 mm Up to 7m 22ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100407Chapter 2 Installation 37 Note The reversing hydraulic pumps do not require a clutch connection If the pump is to be used to drive a secondary steering ram a bypass valve will have to be fitted as shown in the following illustration Relay 1 2 Talk SeaTalk CLUTCH POWER MOTOR Power D9151 Note A 5 amp relay should be used to energise the bypass valve The relay should have a 12V coil taking less than 500ma and be driven by the clutch output on the course computer connector Plumbing There are three basic types of hydraulic steering systems two line system three line system two line pressurised system Typical connection points for the autopilot pump are shown for each type In all cases it is strongly recommended that the steering gear manufacturer is consulted All hoses used to fit the pump should match or exceed the specification of those used in the existing steering system38 TYPE 100300 Operation and Installation Handbook It is also necessary to ensure that the helm pump is fitted with reversing check valves otherwise the autopilot pump will drive the helm pump sometimes referred to as motoring the wheel in preference to moving the ram Single helm pump systems without check valves should incorporate a double pilot check valve and block available as part Z068 This is shown in the following illustration Check valve Z068 D2743 Notes 1 A double pilot check valve may also be necessary on long tubing runs Tubing expansion may result in poor autopilot performance The valve should be installed close to the cylinder with the pump in between as shown 2 If the vessel has two steering positions check valves will already be fitted to ensure independent operation of the two wheels Minimisation of hydraulic fluid loss during connection of the drive unit will help to reduce the time and effort required later to bleed the system of trapped air Absolute cleanliness is essential since even the smallest particle of foreign matter could interfere with the correct function of the steering system precision check valvesChapter 2 Installation 39 Two line system A typical two line steering system is shown in the following illustration Hydraulic fluid can be pumped into the ram in either direction depending on the direction of the helm pump rotation The autopilot pump is con nected to the system as shown D2712 Two line pressurised system Two line pressurised systems have an external pressurised reservoir This reduces the possibility of inducing air into the system and any sponginess felt due to pipe expansion The autopilot pump is connected to the system as shown in the following illustration Note Refer to the manufacturers instructions on depressurising the system D272240 TYPE 100300 Operation and Installation Handbook Three line system In a three line system hydraulic fluid flows in one direction only out of the helm pump to the ram and then returning from the other side of the ram to the reservoir via a common return line A uniflow valve block will be fitted in the system to ensure that all returned fluid from the ram is directed back to the reservoir D2732 Bleeding the system Correct bleeding of the hydraulic system is one of the most important steps when installing a hydraulic pump The presence of air in the hydraulic system will not only reduce performance of the autopilot but also the overall operation of the steering system Further to the manufacturers instructions for bleeding the steering system the following procedures should be carried out to bleed the autopilot pump 1 Press and hold the 10 degree key the autopilot pump will try to drive the rudder to port 2 Counter this rudder movement by turning the helm to starboard to keep the rudder stationary This will cause any air in the pump to rise to the helm pump and exhaust into the 2 Installation 41 3 Reverse this action to clear any air on the other side of the pump as follows 4 Press and hold the 10 degree key the autopilot will try to drive the rudder to starboard 5 Counter the rudder movement by turning the helm to port Note Monitor the reservoir tank at all times during the bleeding proce dure make sure it remains full of the hydraulic fluid recommended by the manufacturer If air is left in the system the steering will feel spongy particularly when the wheel is turned to the hardover position Constant Running Hydraulic Pump Mounting Bolt the constant running hydraulic pump to a suitable horizontal surface The service ports are tapped to 14in BSP and the reservoir port is tapped to 38in BSP Three NPT adaptors are included for conversion to NPT where required Reservoir port 38in BSP Service port 14in BSP D765142 TYPE 100300 Operation and Installation Handbook Cabling The constant running interface must be used on all installations with constant running hydraulic pumps The main power supply is led to the interface and then onto the course computer The interface unit has connections for the solenoid valves and the bypass valve if one is required The pump should be wired as shown using the specified cable size and designated circuit breaker Supply Main breaker Clutch drive 3L 12V 50A 45L 12V 70A 3L 24V 30A 45L 24V 40A To bypass valve 25A Type CR interface unit Solenoid A cable D2 D1 SOLENOIDS B M1 M2 SUPPLY CLUTCH A BYPASS BATTERY VALVE RLY1 Power pack motor supply D7781Chapter 2 Installation 43 Pump Cable Cable Length Cable Gauge Copper Area Distribution Panel to Pump Up to 3m 10ft 8 AWG 6 mm Up to 7m 22ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100407 Solenoid Cable Solenoid Cable Length Cable Gauge Copper Area Course Computer to Pump Up to 7m 23ft 12 AWG 25 mm Up to 12m 39ft 10 AWG 40 mm Up to 17m 55ft 8 AWG 60 mm 8100408 An isolator switch should be installed in the power supply to the complete system The solenoid valve connectors can only accept cable up to 12 AWG If larger cable is required 18 inches of 12 AWG should be used to wire to the connectors The Type CR Interface may also be connected to alternative constant running hydraulic pump providing the solenoid coils take less than 10 amps the response time of the solenoid valve is less than 80 milliseconds the operating voltage of the solenoid coils is the same as the course computer supply voltage It is important to minimise the overall cable length between the pump and the vessels power distribution panel44 TYPE 100300 Operation and Installation Handbook Plumbing If the autopilot operated hydraulic cylinder is independent of the manual steering system a solenoid operated bypass valve Z079 12VZ122 24V should be fitted to allow the cylinder to backdrive when manual steering The bypass valve should be connected to the bypass connector on the Type CR Interface Unit The bypass valve should be mounted between the autopilot steering cylinder ports and under normal circumstances be deenergised to allow the cylinder to backdrive When the autopilot is engaged the valve is energised by the Type CR Interface to allow the autopilot steering cylinder to drive the rudder Hydraulic cylinder Bypass valve Autopilot hydraulic drive Manual steering system Cable to course computer Bypass connector D7661 Note The bypass valve voltage must be matched to the course computer supply voltage ie 12V or 24V If the steering cylinder is unbalanced single ended a pilot operated pressure relief valve must be connected as shown to enable excess oil to be returned to the reservoir when the cylinder ram is 2 Installation 45 Hydraulic Linear Actuator The hydraulic linear actuator with built in solenoid operated bypass valve and load limiting system is designed for use as a secondary autopilot steering cylinder The system is supplied prefilled and preplumbed for ease of installation 6 2 1 5 4 9 7 10 8 3 11 X Drive Dimension X Type 2 180mm 71in Type 3 267mm 105in D7761 1 Reservoir 2 Pump 3 Cylinder 4 Tiewrap 5 Clip 6 Reservoir hose 7 Pump hose A 8 Pump hose B 9 Cylinder hose 10 Cylinder ball joint 11 Quadrant Installation Caution It is important to note that the hydraulic linear actuator can exert a thrust of upto 2700 Ibs this is the equivalent weight of a large family saloon car If there is any doubt about the strength of the existing tiller arm or quadrant the steering gear manufacturer must be consulted Also the mounting foot should be bolted to a substantial member and always over engineer to ensure reliability and maintenance of correct alignment46 TYPE 100300 Operation and Installation Handbook When siting the actuator the following points should be noted 1 The actuator mounting foot must be mounted to a horizontal surface There is insufficient movement in the swivel joint for vertical mounting View from above D10341 View from above D10351 2 The drive end must be at right angles to the hydraulic cylinder when the tiller is amidships 90 D10371 View from aboveChapter 2 Installation 47 3 Accurate angular alignment between the hydraulic cylinder and the tiller arm plane of rotation is extremely important under no circumstances should any misalignment exceed 5 degrees 5 Max 5 Max D10361 View from astern Caution The push rod must not be shortened as it contains hydraulic fluid 4 The push rod ball end must be attached to the tiller arm at the radius specified on page 45 Use the supplied fixing bolt with its flange positioned between the ball end and the tiller arm It is very important that this bolt is a tight fit in the tiller arm Use Loctite 638 or an equivalent to secure the tiller bar bolt and lock the securing nut A C Hole size X Type 2 1196 1206mm D 0471 0475in Type 3 199 20mm E 0783 0787in F B G A Spring clip B Washer C Washer D Push rod ball end E Fixing bolt flange F Tiller arm G Fixing nut X D10461 5 Position the reservoir 1 so that it is at least 150mm 6in above the pump 2 The pump 2 should be sited above the cylinder 3 6 Use the cable tiewrap 4 to secure the reservoir 1 to the clip 548 TYPE 100300 Operation and Installation Handbook Cabling 1 Run the pump and bypass valve cable back to the course computer 2 Wire to the course computer clutch and motor connections 1 2 CLUTCH POWER MOTOR D9171 Final Preparations Before use 1 Remove the reservoir cap and replace with the supplied standard cap 2 Set the reservoir valve to the open position Caution Make sure the mechanical limits of the steering system stop rudder movement before the cylinder reaches its end stops failure to do this will damage the steering cylinder and will invali date the warranty 3 Switch the Autopilot to Auto mode and using the 10 degree course change keys steer hardover to hardover to check for correct operation and any possible leaks 4 Setup the autopilot end stops as described in the autopilot installation handbook WARNING KEEP CLEAR OF MOVING STEERING LINKAGES AT ALL TIMESChapter 2 Installation 4928 Mechanical Drive Systems Rotary Drive Unit The rotary drive is coupled to the steering by a chain drive Most steering gear manufacturers supply special autopilot drive attachments many include this as standard The Edson Company is a good source Mounting Having selected the position for attachment of the autopilot drive chain it is necessary to determine the chain reduction ratio Count the number of turns of the steering gear shaft driven sprocket when the rudder is driven from hardover to hardover Determine the sprocket sizes required from the following table Rotary Drive Chain Reduction Ratios Driven Sprocket Driver Sprocket 7 17 76 6 Chain Reduction Ratio 15 76 5 13 57 4 15 57 17 57 13 38 3 15 38 17 38 13 25 2 Type 2 15 25 17 25 19 25 25 25 1 Type 1 1 2 3 4 5 6 Number of Driven Sprocket Turns Hardover Hardover D7571 These ratios provide good steering performance for most vessels If the vessel is thought to have unusual steering contact our Product Support Department or an authorised representative for advice A standard 38in or 12in pitch chain is recommended for the chain drive and ideally the drive sprocket should not have less than 15 teeth Bore and keyway dimensions for the drive unit sprocket are detailed in the following illustration It is essential that these bore and keyway dimensions are strictly adhered to All sprockets must be keyed set screwed to their shaft and finally secured with loctite50 TYPE 100300 Operation and Installation Handbook 322mm 324mm 1589mm 159mm 0127in 01275in 06256in 06275in Grub screw 946mm 961mm 03725in 03785in 19mm 075in 127mm 05in D7581 The drive unit must be bolted to a substantial frame member The mounting foot is secured to the drive unit by four equally spaced allenhead screws and it may be rotated through 90 degrees to provide a more convenient mounting position if required In some cases it may be necessary to fabricate a special frame to mount the drive unit It should be noted that chain tension can exceed 500 lb 230Kg and therefore an extremely rigid mounting structure is vital to maintain good chain alignment Installation failures can occur in this area and over engineering is strongly recommended for drive unit mounting All fastenings should be secured with lock washers Provisions must also be made for chain adjustment This is achieved by removable shims placed under the mounting foot or alternatively by elongated clearance holes in the mounting frameChapter 2 Installation 51 D7591 Both sprockets must be accurately aligned to run in the same plane Correct alignment must be carefully checked by means of a straight edge The gearbox can be mounted in any position Additionally the drive sprocket may face in any direction as the steering sense can by reversing the polarity of the drive motor connection be corrected when installation is complete Finally the chain should be tensioned until it is just tight and there is minimal lost motion to the drive system Total lost motion between the driven sprocket attached to the steering system and the rudder stock should not under any circumstances exceed 2 of the total movement If lost motion exceeds this level it must be corrected otherwise steering performance will be impaired Having completed installation of the drive unit turn the steering wheel from hardover to hardover and check that the chain and sprockets driving the actuator move freely and are in alignment52 TYPE 100300 Operation and Installation Handbook Cabling The rotary actuator has electrical connections for both the drive motor redblack cores and clutch twin cable with bluered cores Using a suitable size cable see tables route back to the course computer and connect to the clutch and motor terminals 1 2 SeaTalk CLUTCH POWER MOTOR D9021 Type 1 Drive Unit Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 3m 10ft 12 AWG 25 mm Up to 5m 16ft 10 AWG 4 mm Up to 7m 23ft 8 AWG 6 mm Up to 10m 32ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100405 Type 2 Drive Unit 12V Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 5m 16ft 8 AWG 6 mm Up to 7m 23ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100406Chapter 2 Installation 53 Type 2 Drive Unit 24V Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 3m 10ft 12 AWG 25 mm Up to 5m 16ft 10 AWG 4 mm Up to 7m 23ft 8 AWG 6 mm Up to 10m 32ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100405 Linear Drive Unit The linear drive unit connects directly on to the rudder stock at the tiller arm radius shown below Drive Unit Tiller Radius B Type 1 250mm 10in Type 2S 250mm 10in Type 2L 360mm 14in 8100409 It is preferable to couple the linear drive unit to the rudder stock via an independent tiller arm Edson and Whitlock offer a standard fitting In certain cases however it may be possible to couple the pushrod to the same tiller arm or rudder quadrant employed by the main steering linkage Mid Stroke 90 B D7601 Caution The linear drive system can exert a thrust of over 1000Ib 450Kg The steering gear manufacturer must be consulted if any doubt exists about the strength of the existing tiller arm or rudder quadrant54 TYPE 100300 Operation and Installation Handbook Mounting When siting the linear drive unit the following points should be noted The drive unit mounting bracket can be attached to any horizontal or vertical surface Also the drive unit can be mounted upside down if required The ball end fitting will allow up to 5 degrees misalignment between the pushrod and tiller arm plane of rotation Accurate angular alignment is extremely important and therefore under no circumstances should this limit be exceeded The drive unit must be at right angles to the tiller arm when the rudder is amidships The drive is clear of any bilge water Tiller arm Fixing bolt flange Lock washer Hole dia 052in 13mm D7611 The mounting bracket should be bolted to a substantial frame member Always overengineer to ensure reliability and maintenance of correct alignment The pushrod ball end must be attached to the tiller arm using the adaptor pin supplied with its flange positioned between the ball end and the tiller arm It is vitally important that the lock washer supplied is used and that the nut is tightened fully The mounting bracket should be attached with four stainless steel 38in bolts and locknutslock washers Having installed the drive unit turn the steering wheel from hardover to hardover and check that no part of the drive unit fouls the vessels structure the mechanical limit stop on the vessels steering system is reached before the actuator reaches its mechanical limit angular movement of the ball end fitting is less that 5 degreesChapter 2 Installation 55 Cabling The linear drive unit has electrical connections for both the drive motor and clutch Using a suitable size cable see tables route back to the course computer and connect to the clutch and motor terminals as shown 1 2 lk CLUTCH POWER MOTOR D902a1 Type 1 Drive Unit Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 3m 10ft 12 AWG 25 mm Up to 5m 16ft 10 AWG 4 mm Up to 7m 23ft 8 AWG 6 mm Up to 10m 32ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100405 Type 2 Drive Unit 12V Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 5m 16ft 8 AWG 6 mm Up to 7m 23ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 810040656 TYPE 100300 Operation and Installation Handbook Type 2 Drive Unit 24V Cable Length Drive Unit Cable Gauge Copper Area to Course Computer Up to 3m 10ft 12 AWG 25 mm Up to 5m 16ft 10 AWG 4 mm Up to 7m 23ft 8 AWG 6 mm Up to 10m 32ft 6 AWG 10 mm Up to 16m 52ft 4 AWG 16 mm 8100405 Stern drive Actuator The stern drive actuator can be fitted to power assisted Stern drive systems made by VolvoPenta Mercruiser OMC and Yamaha Different installation kits are available to cover most of these installations Note Older Volvo steering systems Pre type 872215 require an adaptor bracket D129 Mounting Volvo Pre type 872215 Fitting to this type of engine requires an adaptor bracket M81139 The stern drive actuator should be connected to the centre hole on the tiller arm On twin engine installations this is the position used to connect the engine tie bar to link the two tiller arms Adaptor pin Adaptor pin Multiengine mount Single engine mount Small Mounting spring bracket clip Split pin Nyloc nut Hexagonal key bolt Spring Bracket Location 2 off washer 2 off clamp pin D7681Chapter 2 Installation 57 1 Push the mounting bracket behind the steering cable sliding the location pins either side top and bottom of the Volvo power steering block 2 The bracket clamp hinges onto the mounting bracket and is located using the two allenhead key bolts Tighten the two bolts evenly until the bracket is securely located D129 Mounting bracket Steering cable Location pin D129 Mounting bracket Bracket clamp Volvo Penta steering valve block Valve shoulder to remain out of bracket Steering cable Cable clamp nut Bracket Large diameter Valve block Cable clamp nut Spool valve shoulder D7691 3 Uncouple the engine tie bar from the outdrive tiller arm by bending back the locking tabs and removing the cotter pin This should be replaced with the multiengine adaptor pin Make sure that it is secured properly with a split pin on single engine installations fit the single engine adaptor pin in the vacant middle hole in the tiller arm58 TYPE 100300 Operation and Installation Handbook Drive unit Valve block Small spring clip Engine tie bar Drive unit Split pin Split pin D7701 4 Attach the drive unit to the mounting bracket as shown above and secure split pin provided The small spring clip can then be used to attach the drive unit to the adaptor pin 5 Slowly turn the steering system from hardover to hardover It is most important that the drive unit and the adaptor pin bracket do not touch any part of the engine or steering system Volvo Post type 872215 1 Remove the locating pin that attaches the cable rod to the tiller end block and replace with the girdle support bracket as shown Safety clip Locating bolts Split pin Shakeproof washers Adaptor pin Girdle support Sprung location bracket bracket pin D7441Chapter 2 Installation 59 Girdle support bracket Tiller end block Split pin D7451 2 Secure the assembly with the split pin supplied 3 Install the adaptor pin bracket to the cable end sheath Adaptor bracket Aft Cable end sheath Shoulder D9251 Note The adaptor pin bracket must sit against but not on the shoulder of the cable end sheath Also it is important that the securing bolts are sternside of the steering cable end sheath 4 Ensure that the bracket remains vertical and tighten the locking bolts 5 Rotate the girdle support bracket so that locator pin is facing forwards 6 Position the stern drive actuator so as to locate the fixed support pin on the girdle support bracket into the hole in the girdle tube60 TYPE 100300 Operation and Installation Handbook Girdle tube D9261 7 Carefully twist and lower the actuator into the girdle support bracket until the spring pin locates into the opposite side of the girdle tube Caution It is most important that both the solid and spring location pins are fully engaged in the actuator girdle tube Failure to do so will result in autopilot failure and possible steering system damage 8 Position the drive unit pushrod over the top of the adaptor pin and secure with the safety clip 9 Slowly turn the steering system from hardover to hardover The drive unit and the adaptor pin bracket must not touch any part of the engine or steering system This includes any engine hoses that may have only passing contact with the autopilot actuator after a time these will wear and ultimately failChapter 2 Installation 61 1 Remove the locating pin that attaches the cable end sheath to the tiller end block 2 Replace the locating pin with the girdle support bracket as shown Cable end sheath Girdle support bracket Split pin Tiller end block R745a1 3 Secure the assembly with the split pin supplied 4 With the helm turned hard to port assemble the adaptor pin bracket to the cable end sheath as shown 65in 165mm Cable end sheath Adaptor bracket Forward D10031 Note The securing bolts must be on the front or bow of the boat side cable end sheath Also the bracket should be positioned 65in 165mm from the girdle support bracket62 TYPE 100300 Operation and Installation Handbook 5 Make sure that the bracket remains vertical and tighten the two locating bolts 6 Rotate the girdle support bracket so that the spring locator pin is facing forwards 7 Position the stern drive actuator so as to locate the fixed support pin on the girdle support bracket into its location hole in the girdle tube Girdle tube D10021 8 Carefully twist and lower the actuator in to the girdle support bracket until the spring pin locates into the opposite side of the girdle tube Note Both the solid and spring location pins must be fully engaged in the actuator girdle tube failure to do so will result in autopilot failure 9 Position the drive unit pushrod over the top of the adaptor pin and secure with the safety clip 10 Slowly turn the steering system from hardover to hardover Note It is most important that the drive unit and the adaptor pinChapter 2 Installation 63 bracket do not touch any part of the engine or steering system This includes any engine hoses that may have a passing contact with the autopilot actuator after a time these will wear and ultimately fail Mounting in a Restricted Area If an obstruction prevents installation of the drive unit as supplied the main body can be rotated relative to the mounting bracket as follows 1 Remove the two fixing screws and carefully slide the cover forwards ensuring that the four cables do not pull away from the plugs inside the cover 2 Loosen off the lock nut and rotate the main body as required 3 Re tighten the lock nut securely making sure that the lock nut is no more than one turn from the start of the thread 4 Replace the cover taking care not to crimp any cables 5 Using the steering wheel move from hard over to hard over and check that no part of the drive unit contacts any part of the vessel fittings64 TYPE 100300 Operation and Installation Handbook Fixing screw Lock nut Front cover D4092 Cabling 1 Plug in the power cable supplied with the drive unit making sure that the connector is locked in place by turning the locking ring clockwise 2 Run the cable back to the course computer Secure the cable close to the drive unit but allowing sufficient free length to accommodate the drive unit movement 3 Once again using the steering wheel to move the rudder from hard over to hard over check that the cable does not catch on any part of the vesselfittings 4 The actuator cable has electrical connections for both the drive motor and the clutch Connect to the course computer 2 Installation 65 labelled clutch and motor as shown 1 2 lk CLUTCH POWER MOTOR Black Blue Red Brown D912129 Auxiliary Alarm The auxiliary alarm is waterproof and therefore can be mounted in any position A foam seal on the mounting flange ensures a watertight joint to the mounting surface The auxiliary alarm must be connected to the system via an NMEA interface 1 Drill a 78in 22mm diameter hole through the mounting panel as shown 2 Pass the two way connector block and cable through the drilled hole 3 Mount the auxiliary alarm in position using the four self tapping screws supplied66 TYPE 100300 Operation and Installation Handbook Cabling Grey screen ALARM SEATALK SEATALK IN NMEA Red OUT Yellow SeaTalk SeaTalk CLUTCH WINDVANE D9821 Connect the NMEA interface to the alarm and course computer as shown210 Joystick The mounting surface must be smooth and flat to ensure that there is adequate waterproofing 1 Use the template provided to mark the centers for the two fixing holes and outline of the body aperture 2 Drill the fixing holes and cutout the aperture for the body 3 Remove the mounting template and peel off the protective paper from the rear of the weather gasket and fix to the mounting surface 4 Pass the signal cable through the body aperture and secure the Joystick with the thumb nuts 2 Installation 67 D10041 Cabling The Joystick is supplied with 26ft 8m of cable which should be connected to the course computer as shown FLUXGATE JOYSTICK GYRO Grey screen Red Green Blue D9841 Note Only one joystick can be connected211 Masthead Transducer sail only To enable wind information to be made available to the SeaTalk system the wind transducer must be connected to the NMEA interface box68 TYPE 100300 Operation and Installation Handbook Mounting 1 With the threaded end of the mounting block facing forwards mark the position for the self tapping screws 2 Drill the holes using the supplied 40mm 532in drill 3 Attach the mounting block to the mast using a suitable sealing compound 4 Tighten the locking ring securely 1 2 D7561 1 Mounting block 2 Locking ring Cabling 1 Cut the cable with sufficent length to run from the monting block to the NMEA interface box 2 Feed the cable down the mast Note If the mast is deck stepped the cable should be passed through the deck and sealed using a proprietry gland fitting 3 Connect the cable to the NMEA interface box as shownChapter 2 Installation 69 ALARM SEATALK SEATALK IN NMEA OUT WINDVANE SeaTalk SeaTalk CLUTCH Grey screen Red Yellow D1021170 TYPE 100300 Operation and Installation Handbook Note The yellow connection from the mast head transducer is not connected at the NMEA interface212 Interfacing to other manufacturers equipment NMEA Course Computer NMEA ports The type 100 and 300 course computers have NMEA 0183 input and output ports Sentances decoded are as follows Input Port NMEA 0183 Data NMEA Header Received Cross Track Error APA APB RMB XTE XTR Bearing to Waypoint BPI BWR BWC BER BEC RMB APB Distance to Waypoint BPI BWR BWC BER BEC RMB WDR WDC Waypoint Number APB BPI BWR BWC BER BEC RMB APA WDR WDC BOD WCV Water Speed VHW through the water Apparent Wind Angle VWR GGA GLL GXA RMA RMC GXP GDF GDP GDA GOF GOP GLF GLP GLA GOA IMA GXF COGSOG VTG RMA RMC VTA Variation HDG RMA RMC HVD HVM Output PortChapter 2 Installation 71 NMEA 0183 Data NMEA Header Transmitted Cross Track Error XTE Bearing to Waypoint BWC Distance to Waypoint BWC Waypoint Number BWC Latitude and Longitude GLL Magnetic Heading HDG HDM HDT True Heading HDT Locked Autopilot Heading HSC Course Over Ground VTG Speed Over Ground VTG FixNo Fix GLL 8100411 Cabling Connect the NMEA output from a GPS Loran Decca etc to the NMEA input terminals on the course computer Type 100300 Course Computer GPS Loran NMEA SeaTalk Decca NMEA out D1064172 TYPE 100300 Operation and Installation Handbook Connect the NMEA input on the radar etc to the NMEA output terminals on the course computer Type 100300 Course Computer Radar etc NMEA SeaTalk NMEA in D10651 ST6000ST7000 Control Unit NMEA Input The ST6000ST7000 control units are fitted with an NMEA input port sentances decoded are as followsChapter 2 Installation 73 NMEA 0183 Data NMEA Received Header Bearing to Waypoint APB BPI BWR BWC BER BEC RMB Distance to Waypoint WDR WDC BPI BWR BWC BER BEC RMB Waypoint Number APB APA BPI BWR WDR BWC WDC RMB BOD WCV BER BEC Speed through water VHW Apparent Wind Speed and VWR Direction Latitude and Longitude GLL COG and SOG VTG Cross Track Error XTE XTR APA APB RMB 8100412 Cabling Connect the NMEA output from either a GPS Loran Decca Speed or Wind instrument to the NMEA input on the control unit ST7000 Control Unit GPS Loran Decca Wind Instrument Speed Instrument NMEA out Data 0v Blue Data tx Red D10661 NMEA Interface The NMEA interface is primarily designed to allow operation with other manufacturers equipment by providing conversion between SeaTalk and NMEA 0183 data format Sentances decoded and transmitted are as follows74 TYPE 100300 Operation and Installation Handbook Data SeaTalk instrument Transmitted required NMEA Header Cross Track Error Navcenter or Navdata or APB GPS Bearing to Navcenter or Navdata or BWC Waypoint GPS Distance to Navcenter or Navdata or BWC waypoint GPS Waypoint Number Navcenter or Navdata or BWC GPS Apparent wind Wind VWR speed and direction Boat Speed Speed or Tridata VHW Through water Water Depth Depth or Tridata DBT Longitude and GPS or Navcenter or GLL Latitude Navdata Magnetic Heading Compass or SeaTalk HDM HDG Autopilot VHW True Heading Compass or SeaTalk HDT VHW Autopilot Locked autopilot SeaTalk Autopilot HSC heading Water Temperature Speed or Tridata MTW Course over the GPS or Navdata or VTGChapter 2 Installation 75 NMEA 0183 Data NMEA Header Transmitted Cross Track Error XTE Bearing to Waypoint BWC Distance to Waypoint BWC Waypoint Number BWC Latitude and Longitude GLL Magnetic Heading HDG HDM HDT True Heading HDT Locked Autopilot HSC Heading Course Over Ground VTG Speed Over Ground VTG FixNo Fix GLL 8100411 Cabling GPS Loran Radar etc Decca Wind Instrument Speed Instrument Grey screen Red Yellow OUT IN WINDVANE NMEA ALARM SEATALK SEATALK SeaTalk SeaTalk CLUTCH D8961 Connect the NMEA interface box to the course computer SeaTalk connection or alternatively any other SeaTalk product using one of the available interface cables Other manufacturers equipment can now be connected to the NMEA in or NMEA out connections Note Only one transmitter should ever be connected to an NMEA76 TYPE 100300 Operation and Installation 3 Functional Test This section provides detailed information related to complete system testing equipment calibration and initial sea trials31 System test The steering system and drive unitrudder reference transducer should be carefully inspected and the following points checked using the steering wheel to drive the vessels steering from hardover to hardover the steering system reaches the rudder end stops before the drive actuator reaches its end stops LinearStern Drive no part of the autopilot drive system fouls any part of the steering system or vessels structure through full travel the mechanical alignment of the drive unit is as specified in this hand book the mechanical alignment of the rudder reference transducer is as specified in this handbook all connecting wires are secured clear of the bilge and cannot foul any part of the steering system All connectors are tightly secured all securing bolts are fully tightened and mechanical locking arrange ments as specified are in place32 Switchon Switch on the electrical supply from the main panel All control units will emit a short beep and display the autopilot type either ST6000 or ST7000 Within 2 seconds Standby will be displayed to indicate that the autopilot is in Standby modeChapter 3 Functional Test 7733 Rudder angle sense ST7000 control unit Move the wheel to produce a starboard turn The rudder angle display should move to the right 30 30 20 RUDDER 20 10 0 10 D10151 If the display moves to the left the red and green wires from the rudder reference transducer must be reversed ST6000 control unit Press Display twice Move the wheel to produce a starboard turn The rudder angle should w increase and the direction indicator be displayed D10291 v If the rudder angle indicator is displayed the red and green wires from the rudder reference transducer should be reversed34 Rudder angle alignment With the rudder amidships see if the rudder angle display reads zero Misalignment up to 7 degrees can be removed in the calibration sequence which is explained later in this section If the misalignment is greater than 7 degrees the rudder reference should be mechanically adjusted to be within the 7 degree limit78 TYPE 100300 Operation and Installation Handbook35 Operating sense The operating sense of the autopilot can be checked as follows 1 Push AUTO 2 Press the 10 degree key This should move the rudder a few degrees to produce a turn to starboard If the rudder moves hardover to port the motor connections at the course computer should be reversed36 Rudder deadband The factory preset rudder deadband level will provide stable rudder positioning on most steering systems On some steering systems where a rotary or hydraulic drive unit is sited a long way from the rudder slight instability may occur This can be removed by increasing the rudder damping level in calibration Any increase should be minimised as it will reduce the autopilots course keeping accuracy37 Mechanical test Linear Rotary Hydraulic Drives WARNING When the steering system is being moved manually or under drive from the autopilot do not touch any part of the system The forces exerted are considerable and could cause injury 1 Push AUTO 2 Press the 10 degree key to drive the rudder hardover onto the end stops Note This may require increasing the rudder limit in the calibration mode 3 Make sure the drive unit mounting shows no sign of movement 4 For hydraulic systems make sure there is no seepage of hydraulic fluid and that the steering ram moves smoothly Caution If the installation is a non Autohelm Constant Running Pump firstly check that the system includes a pressure relief valve Failure to do this could cause damage to the steering system 5 Repeat driving the rudder hardover to the opposite end stop Current limit and cutout When the rudder is driven onto the end stops the power to the drive will be cut out after a few seconds this is normal Drive will only be restored if the rudder moves away from the end stop or if drive is required in the opposite 3 Functional Test 7938 Mechanical Test Stern Drive It is recommended that the Auto Release facility is used when a Autohelm mechanical stern drive actuator is installed This should be switched on in calibration 1 Manually drive the steering hardover to starboard 2 With the engines running engage Auto and with repeated presses of the 10 degree key drive the steering to the opposite lock port 3 The autopilot should drive the steering onto the end stops sound an alarm display the Release message and then revert to Standby 4 Reengage the autopilot Auto and repeat the driving the steering hardover to starboard using the 10 degree key 5 The autopilot should again drive onto the end stop sound an alarm display Release and return to Standby Note If the unit sounds the alarm and displays Release before reaching the opposite lock carefully check the vessels steering system for any stiffness or mechanical jamming If the condition persists set the Auto Release function to off 0 in calibration and contact the Product Support Department at Autohelm for further advice Note The Auto Release function should always be set to off 0 in calibration if using any drive unit other than a stern drive actuator39 Setting the Autopilot Rudder Limit All drives Having checked the correct functioning of the drive unit and the appropri ate End Stop CutoutAuto Release function the programmable rudder angle unit should be set The rudder angle limit sets the maximum angle to which the autopilot will move the rudder This should be set to just less than the vessels mechani cal limit stop to avoid putting the steering system under unnecessary load Using the rudder angle display whilst manually moving the helm record maximum rudder angle in both directions Set up the rudder angle limit in calibration mode see page 82 to 5 degrees less than the minimum angle recorded80 TYPE 100300 Operation and Installation Handbook310 GyroPlus Offset and Drift Compensation The GyroPlus uses the latest generation solidstate rate gyro to enhance steering performance at response level 3 see Calibration for details Like all rate gyros the GyroPlus is subject to offset and drift However this is automatically compensated for whenever the autopilot is in AUTO mode When the GyroPlus is initially installed it is important that offset and drift compensation a onceonly operation is carried out before selecting response level 3 failure to carry out this procedure will result in rapid course changes when level 3 is selected Procedure Compensation for offset and drift is achieved by simply using the autopilot in response level 1 or 2 for at least 5 minutes before you select level 3 Alternatively if you want to use response level 3 as soon as you engage AUTO then the following procedure must be carried out 1 Moor the vessel so that the heading remains constant 2 Press AUTO and leave for at least 5 minutes 3 After 5 minutes press STANDBY to return to standby mode The autopilot will nor have stored the compensation value for future useChapter 4 Calibration 81Chapter 4 Calibration41 Recommended Settings As supplied the ST7000 can be switched on and tested safely without any adjustments to the factory calibration settings The table below lists the suggested settings for sailingpower displace ment and planing power vessels These will provide good performance for initial sea trials and can be fine tuned later to optimise performance Vessel Type Displacement Planing Factory Preset Set to Rudder Gain level 5 4 Rate Gain level 7 4 Rudder Angle Limit 30 30 degrees Turn Rate Limit 20 12 degreessec Cruise Speed knots 8 25 Off Course Alarm 20 20 degrees Trim Level 1 3 Auto Adapt off on Autopilot Drive Unit Type Mechanica Stern Hydraulic Hydraulic Drive Drive Drive Linear Factory Set to Set to Set to Preset Drive Type 3 3 4 3 Rudder 1 1 1 3 Position Deadband level Auto Release off on off off82 Type 100300 Operation and Installation Handbook42 Selecting calibration To select calibration Press Standby Press and hold Track and Display for 2 seconds to access the following display ST7000 30 30 20 RUDDER 20 10 0 10 ST6000 D10301 Press and hold Track and Display for a further 2 seconds to access the following display ST7000 Cal ST6000 Cal D10311Chapter 4 Calibration 8343 Adjusting calibration In calibration the Display key is used to scroll through the menu The displayed value is adjusted using the Response keys hold down for fast scroll Note If the CAL display reappears at any time during calibration press Display to advance to the next menu level Once calibration has been carried out further adjustment can be made at any time Rudder Gain Rudder Gain controls the amount of rudder the pilot will apply to turn onto a new heading A correctly set rudder gain will for example turns the vessel crisply onto the new heading with an overshoot of no more than 2 to 5 degrees for a 40 degree course change A high rudder gain setting will result in oversteer recognized as an overshoot of more than 5 degrees A rudder gain level that is too low will result in understeer giving poor steering performance WARNING It is most important that the rudder gain is correctly set on planing craft Incorrect adjustment will lead to poor steering performance and is dangerous at high speeds The settings available are as follows Range 1 to 9 Recommended 5 Displacement setting 5 Semi displacement 4 Planing 3 Stern drive 810041784 Type 100300 Operation and Installation Handbook Rate Level Rate level controls the amount of rudder the pilot will apply to reduce the speed at which the vessel is turning This is also known as counter rudder and is only used in response level 3 The settings available are as follows Range 1 to 9 Recommended 7 Displacement setting 7 Semi displacement 7 Planing 5 Stern drive 8100418 Rudder Offset Helm Adjust Rudder Offset sets the control head to read zero degrees of rudder when the helm is positioned amidships The range available is as follows Range 7 to 7 degrees Default Setting 0 8100419 Rudder Limit Rudder Limit restricts autopilot rudder movement to just less than the steering systems mechanical stops This avoids putting the steering system under unnecessary load The range available is as follows Range 15 to 40 degrees Default setting 30 degrees 8100420Chapter 4 Calibration 85 Turn Rate Turn Rate is the rate in degress per second at which the vessel will turn when course changes are made via the autopilot The settings available are as follows Range 5 to 20 degrees per second Default setting 20 degrees Displacement 15 degrees Semi displacement and planing 8 degrees Stern drive 8100421 Turn Rate limit does not apply in power steer or joystick modes Cruise Speed Cruise Speed should be set to the vessels normal cruising speed and is used in track mode Note If boat speed is available on either the SeaTalk bus or via the NMEA input this will be taken and used in preference to the Calibration Cruise Speed The range available is as follows Range 4 to 60 knots Recommended 6 Displacement setting 8 Semi displacement 20 Planing 20 Stern drive 8100422 Off Course Limit Off Course Limit warns you if the autopilot is unable to maintain its set course and has subsequently strayed more than the set limit for more than 20 seconds The off course alarm settings available are as follows Range 15 to 40 degrees Default setting 20 degrees 810042386 Type 100300 Operation and Installation Handbook Trim Level Trim Level sets the level for automatic trim which applies additional rudder to correct for unbalanced propeller torque on twin engine installations or weather helm The Trim Level settings available are as follows rate of trim increases with trim level Range 0 to 4 Default setting 2 Displacement 3 Semi displacement planing and stern drive 81004 24 Joystick Mode Manual Type Power steer selects the Joystick mode of operation Proportional or Bang Bang Proportional applies rudder in proportion to Joystick movement the further the Joystick is held over the greater the applied rudder BangBang applies continous rudder drive in the direction of lever move ment To improve control the speed of rudder movement changes with the angle of the lever For maximum speed push the lever hardover If the lever is returned to the center position the rudder will remain in its current position The settings available are as follows Range 0 OFF 1 Proportional 2 BangBang Default setting 1 8100425 Drive Option Drive Option sets the type of drive used by your vessel mechanical with rudder reference or hydraulic with rudder reference The settings available are as follows Range 1 to 4 Default setting 1 Future use 2 Future use 3 Displacement and stern drive 4 All hydraulic installations 8100426Chapter 4 Calibration 87 Rudder Deadband Rudder Damping The factory setting for Rudder Deadband provides stable rudder position ing on most steering systems However some steering systems that use a rotary or hydraulic drive unit a long way from the rudder may experience slight instability This instability can be minimised by increasing the setting The settings available are as follows Range 1 to 9 Default setting 1 8100427 Magnetic Variation Variation tells other equipment the level of magnetic variation present at the boats current position Local variation should be entered using the appropriate keys The settings available are as follows Range 30 degrees West to 30 degrees East Default setting Off 8100428 Auto Adapt It may be noticed that the autopilot tends to be a little less stable on northerly headings in higher latitudes of the northern hemisphere and southerly headings in the southern hemisphere This is caused by the increasing angle of dip of the earths magnetic field at higher latitudes This has the effect of amplifying the rudder gain on northerly southerly headings affecting all magnetic compasses and getting worse the further away from the equator you are The autopilot is able to compensate for this and provide precise course keeping on all headings by automatically adjusting the gain of the autopilot depending on the heading It is recommended that for high speed craft the Auto Adapt facility is selected This automatically reduces the effects of heading instability This feature is selected in calibration by entering the vessels operating latitude When selected it automatically adjusts the Rudder Gain depending on heading removing the need for manual adjustment88 Type 100300 Operation and Installation Handbook Note If Auto Adapt is not selected manual adjustment of rudder gain is normally required when going from Northerly to Southerly headings or vice versa Failure to do so can lead to poor course keeping The settings available are as follows Range 0 Off 1 North 2 South Default setting 1 North 8100429 Latitude Latitude is used to compensate for headings errors The settings available are as follows Range 0 to 80 degrees Default setting 0 degrees 8100430 Wind Trim Wind trim varies the response of the autopilot in Vane mode 1 Fast response Range 2 Slow response Default setting 1 8100431 Response Level This sets the response level when the pilot is switched on The settings available are as follows Range Level 1 Automatic sea state control Level 2 Automatic sea state inhibit Level 3 Automatic sea state inhibit counter rudder Default setting Level 1 81004 32Chapter 4 Calibration 89 Auto Release manual override Auto Release provides emergency manual override should it be neces sary for example to avoid an obstacle at the last moment It is used with an Autohelm stern drive actuator For all other drive systems Auto release should be turned off The settings available are as follows Range 0 Off 1 On Default setting NA Displacement NA Semi displacement NA Planing 1 On Stern drive 810043344 Saving Calibration Mode To exit calibration mode and save all changes press and hold Track and Display for 2 seconds Changes made to calibration settings can while still in the calibration mode be cancelled by quitting as follows Press Standby90 Type 100300 Operation and Installation Handbook45 Display Contrast Adjustment ST7000 only The contrast of the LCD display can be adjusted to suit a wide range of viewing angles Press Display and Track together momentarily 30 30 20 RUDDER 20 10 0 10 D10161 Cal Press Response v to increase contrast suits viewing from below Press Response w to decrease contrast suits viewing from above Decrease contrast ratio Normal viewing position Increase contrast ratio D10171 To store the contrast selection press Display and Track together momentarily46 Permanent Watch Alarm SFIA If a permanent watch alarm is required please contact the Autohelm Product Support Department or an authorised dealer for further informa tion47 Recording Calibration Settings Having fined tuned the calibration settings during initial sea trials record them in the following table for future 5 Initial Sea Trials 91Chapter 5 Initial Sea Trials51 Initial Sea Trials Initial sea trials should be carried out in calm conditions with plenty of sea room As the vessel will be constantly changing heading it is most important to maintain a constant look out Before sea trials Read the Operating section of this manual Carry out the system test to verify that the autopilot is operating correctly52 Automatic Compass Heading Alignment and Deviation Correction The displayed compass heading requires alignment with the ships compass Until this procedure is carried out the autopilot compass display will not agree with the ships compass The autopilot will correct the fluxgate compass for most deviating magnetic fields This correction procedure should be carried out in calm conditions preferably in flat water To select compass heading alignment and correction push and hold STANDBY for 2 seconds until the display shows ST7000 30 30 20 RUDDER 20 10 0 10 Cal ST6000 Cal Cal D10191 1 Press DISPLAY 2 Keeping boat speed below 2 knots turn the vessel slowly so that it takes at least 3 minutes to complete 360 degrees92 TYPE 100300 Operation and Installation Handbook D9191 Keep turning until the display changes to show the amount of deviation the autopilot has corrected This can take up to 2 full turns depending on the amount of deviation found ST7000 30 30 20 RUDDER 20 10 0 10 Cal ST6000 Cal Cal D1019a1 Note If the deviation exceeds 15 degrees you should relocate the fluxgate compass 3 Steady the boat up on one heading and use the course change keys to adjust the displayed heading until it agrees with the steering compass or a known transit bearing 4 To exit fluxgate and store the settings push and hold STANDBY for 2 seconds until the pilot returns to STANDBY mode 5 To exit fluxgate without saving any new settings push STANDBY 5 Initial Sea Trials 9353 Compass Alignment without deviation correction It is possible to change the alignment between the fluxgate and the ships compass without carrying out the automatic deviation correction Proceed as follows 1 Push and hold STANDBY for 2 seconds to select fluxgate alignment correction mode 2 Use the course change keys to adjust the heading displayed 3 To exit fluxgate and store the new setting push and hold STANDBY for 2 seconds until the pilot returns to STANDBY mode 4 To exit fluxgate linearisation without saving the new setting push STANDBY momentarily54 First Sea Trials In clear waters steer the boat on to the required heading 1 Hold the course steady for 5 to 10 seconds 2 Press AUTO to lock onto the current heading In calm conditions a perfectly constant heading will be maintained 3 Alter course to port and starboard using the course change keys on any control unit Course changes should be prompt and without any sign of overshooting 4 Press STANDBY to disengage the autopilot for return to hand steering94 TYPE 100300 Operation and Installation Handbook55 Response Control There are three response levels to provide tighter than normal course keeping when there is restricted sea room Select each level in turn and observe the autopilot activity Level 1 Automatic Sea State Control This provides the optimum compromize between power consumption and course keeping accuracy and is suitable for most situations The automatic sea state control can be observed during the sea trial When the autopilot is initially engaged in Auto mode it will respond to all pitch and roll movements During the first minute of operation it will be noticed that repetitive movements of the vessel are gradually neglected until finally the autopilot will respond only to true variations in course To ensure precise course adjustments the sea state control is automati cally reset whenever the course change knob is adjusted Level 2 Automatic Sea State Inhibit Where increased course keeping accuracy is required the automatic sea state control can be inhibited by moving to response level 2 Autopilot activity and therefore power consumption will be increased Level 3 Automatic Sea State Inhibit and counter rudder Where maximum course keeping accuracy is required a Rate Gyro transducer should be fitted This introduces counter rudder rate to increase the natural damping of the vessel On power craft level 3 is useful at slow speed where the natural damping of the vessel is reduced Autopilot activity and therefore power consumption will be at a maximum The minimum response level necessary to achieve the desired course keeping should be used to reduce power consumption and autopilot wear and tearChapter 5 Initial Sea Trials 9556 Automatic Trim Control The autopilot automatically corrects for trim No adjustment of the pilot is necessary After each course change the automatic trim is cancelled and the autopilot will reestablish the correct trim for the new heading It should be noted that if a large course change is keyed ingreater than 60 degrees the autopilot will not assume the final selected course immediately The vessel will come to within say 10 degrees of the desired course and will only settle onto course when the automatic trim has been fully established This may take up to two minutes It is recommended the following procedure is adopted for large course changes Note required heading Select STANDBY and steer manually Bring vessel onto new heading Select AUTO and let vessel settle onto course Bring to final course with 1 degree course change increments It is sound seamanship to make major course changes only whilst steering manually In this way any obstructions or other vessels may be cleared properly and due account taken of the changed wind and sea conditions on the new heading prior to engaging the autopilot Note If the autopilot trim control is switched off regular checks on the vessels heading should be made as changes in standing helm will change the course steered by the autopilot96 TYPE 100300 Operation and Installation Handbook57 Rudder Gain Adjustment Displacement Craft The factory set rudder gain level provides stable control for initial sea trials However vessels can vary widely in their response to the helm and further adjustment to the rudder gain may improve the autopilots steering Rudder gain should be set in Response level 1 An excessively high rudder control setting will result in oversteer which can be recognized by the vessel swinging from side to side of the automatic heading accompanied by excessive rudder movement In addition distinct overshoot will be observed when the course is changed This condition can be corrected by reducing the rudder setting Similarly an insufficient rudder control setting results in understeer which gives sluggish steering performance and is particularly apparent when changing course This is corrected by increasing the rudder setting These tendencies are most easily recognized in calm sea conditions where wave action does not mask basic steering performance Typically if at cruising speed a course change of 40 degrees results in an overshoot of between 2 5 degrees the rudder gain is correctly adjusted Push either RESPONSE key for access to Rudder Gain Adjust either side of the calibrated setting to provide optimum autopilot steering A B Correct Rudder Rudder rudder setting setting setting too high too low New New New heading heading heading R17321 Note Once the optimum setting has been found the default calibration setting for rudder gain should be changed Adjustment with Response Level 3 Response level 3 by default automatically sets the gain to 3 settings above the gain at response level 1 This can be adjusted as follows Select response level 3 and then scroll to the gain display Adjust the value as required and save the new value by pressing the up and down response keys together 5 Initial Sea Trials 9758 Rudder Gain Adjustment High Speed Planning Craft highspeed Adjust as follows Set to Rudder Gain for optimum steering performance at the vessels normal cruising speed Push either RESPONSE key for access to Rudder Gain Adjust either side of the calibrated setting to provide optimum autopilot steering59 Rudder Gain Adjustment with Speed Due to the significant differences in dynamic stability between planing and nonplaning conditions most high speed craft require Rudder Gain adjustment when going from planing to displacement speeds or vice versa The required adjustment can be achieved automatically or manually When the autopilot is used with the speed input from an Autohelm SeaTalk Speed instrument or is receiving boat speed via its NMEA input Rudder gain is automatically adjusted with boat speed After setting the gain at planing speed no further manual adjustment should be required Warning When speed information is fed to the autopilot via the NMEA input always check the displayed speed is close to the actual boat speed before locking the autopilot onto a heading Delays in data transmission could result in the pilot applying too much rudder after a large change in vessel speed If no Speed input or NMEA is available manual adjustment should be carried out to the Rudder Gain setting via the Response keys adjusting as follows 1 Speed decreases from planing to displacement Increase gain by 1 or 2 levels 2 Speed increases from displacement to planing Decrease gain by 1 or 2 levels Warning The manual gain adjustment must be made after reducing from planing to displacement speed and before increasing from displacement to planing speed98 TYPE 100300 Operation and Installation Handbook510 Manual Override Stern Drive Actuators only Manual override should be selected in calibration only on installations fitted with the stern drive actuator When it has been selected the autopilot can be overridden to allow hand steering by turning the steering wheel This will return the autopilot to Standby and sound the control unit buzzer for 10 seconds There is a slight delay before the autopilot will return to Standby CAUTION Excessive force is not required and will not reduce this delay With the autopilot in Auto and clear of obstruction turn the steering wheel to observe the manual override Repeat two or three times until you are confident with its operation The manual override is intended for emergency use only The autopilot should normally be disengaged by pushing the STANDBY button on the control unitChapter 6 Track Control 99Chapter 6 Track Control Track control allows the autopilot to maintain track between waypoints entered on a GPS Decca or Loran Navigation System The navigation system must have a suitable autopilot NMEA output refer to section 213 If the navigation system transmits the correct NMEA 0183 sentences the autopilot will receive and display bearing to waypoint distance to waypoint waypoint number and cross track error If it transmits NMEA 0180 only crosstrack error will be displayed Before attempting sea trials make sure that the control unit is receiving navigation data by using the Display key to bring it up on the control unit LCD Note If data is not being received it is impossible to select Track Mode100 TYPE 100300 Operation and Installation 7 Windvane Control 101Chapter 7 Windvane Control Sail Only Windvane control allows the autopilot to maintain an apparent wind angle There are two methods of supplying wind angle 1 Using NMEA 0183 output from another manufacturers instrument system 2 Using an Autohelm ST50 wind instrument connected using the SeaTalk bus The autopilot uses wind trim to eliminate the effects of turbulence and short term wind variations to provide smooth precise performance under windvane with minimum power consumption Wind trim uses the fluxgate compass as the primary heading reference and as changes in the apparent wind angle occur the compass heading is adjusted to maintain the original apparent wind angle102 TYPE100300 Operation and Installation HandbookIndex 103 A Control Unit Cabling 26 Adjusting calibration 83 Mounting 25 Auto Adapt 87 Course Computer Auto Release manual override 89 Cabling 22 Automatic Compass Heading Mounting 22 Alignment and Deviation 91 Cruise Speed 85 Automatic Sea State Control 94 Current limit and cutout 78 Automatic Sea State Inhibit 94 Automatic Sea State Inhibit and D counter rudder 94 Automatic Trim Control 95 Display Contrast Adjustment Auxiliary Alarm ST7000 only 90 Cabling 65 Drive Option 86 Mounting 65 Drive Systems 13 Constant Running Hydraulic C Pump 16 Hydraulic Linear 15 Calibration 81 Linear Drive 15 Adjusting calibration 83 Rotary Drive Units 13 Auto Adapt 87 Reversing Hydraulic Pump 14 Auto Release 89 Sterndrive 16 Cruise Speed 85 Display Contrast Adjustment 90 F Drive Option 86 Joystick Mode 86 First Sea Trials 93 Latitude 88 Fluxgate Compass Magnetic variation 87 Cabling 29 Off Course Limit 85 Mounting 28 Permanent Watch Alarm 90 Functional Test 76 Rate Level 84 Recommended settings 81 G Recording Calibration Settings 90 GyroPlus Offset and Drift Compen Response Level 88 sation 80 Rudder Deadband 87 Rudder Gain 83 H Rudder Limit 84 Rudder Offset 84 Handheld Remote 17 Saving Calibration 89 Hydraulic Drive Systems 35 Hydraulic Linear Actuator 45 Selecting calibration 82 Cabling 48 Trim Level 86 Final Preparation before use 48 Turn rate 85 Installation 45 Wind Trim 88 Compass Alignment without deviation correction 93 Constant Running Hydraulic Pump Cabling 42 Mounting 41 Plumbing 44104 TYPE100300 Operation and Installation Handbook I NMEA Interface 73 Rotary Rudder Reference 30 Initial Sea Trials 91 Mounting 30 Installation Cabling 32 Auxiliary Alarm 65 Introduction Course computer 21 Auxiliary Alarm 18 Mounting 22 Course Computer 11 Cabling 22 Drive Systems 13 Control Unit ST60007000 25 Constant Running Hydraulic Mounting 25 Pump 16 Cabling 26 Hydraulic Linear 15 Control Unit ST60007000 NMEA Linear Drive Input 71 Reversing Hydraulic Pump 14 Fluxgate Compass 28 Rotary Drive Units 13 Mounting 28 Stern Drive 16 Cabling 29 Fluxgate Compass 11 Hydraulic Drive Systems 34 GyroPlus Transducer 20 Constant Running Pump 41 Handheld Remote 17 Mounting 41 Joystick 18 Cabling 42 Linear Rudder Reference Plumbing 44 Transducer 12 Reversing Hydraulic Pumps 35 NMEA Interface 17 Mounting 35 Rotary Rudder Reference Cabling 35 Transducer 12 Plumbing 37 ST6000 Control Unit 10 Two line system 39 ST7000 Control Unit 10 Two line pressurised 39 Type CR Interface 12 Three line system 40 Wind Transducer 19 Bleeding the system 40 Interfacing to other manufacturers J equipment 69 Joystick Joystick 66 Cabling 66 Linear Feedback Transducer 33 Mounting 66 Mounting 33 Joystick Mode Manual Type 86 Cabling 34 Masthead Transducer 67 L Mounting 67 Cabling 68 Latitude 88 Mechanical Drive Systems 49 Linear Drive Unit Linear Drive Unit 53 Cabling 55 Mounting 54 Mounting 54 Cabling 55 Linear Feedback Transducer Rotary Drive Unit 49 Cabling 34 Mounting 49 Mounting 33 Cabling 52 Sterndrive Actuator 56 M Mounting 56 Magnetic Variation 87 Cabling 64 Manual Override Stern Drive Actuators only 98 Masthead Transducer 67Index 105 S Saving Calibration Mode 89 Selecting calibration 82 Setting the Autopilot Rudder Limit All drives 79 Sterndrive Actuator Cabling 64 Mounting 56 Switchon 76 System test 76 T Track Control 99 Trim Level 86 Turn Rate 85 W Wind Transducer Cabling 68 Mounting 67 Wind Trim 88 Windvane Control Sail Only 101106 TYPE100300 Operation and Installation Handbook Mechanical Drive Systems 49 Linear Drive Unit 53 Rotary Drive Unit 49 Sterndrive Actuator 56 Mechanical test Linear Rotary Hydraulic Drives 78 Mechanical Test Stern Drive 79 N NMEA Interface Cabling 74 O Off Course Limit 85 Operating sense 78 P Permanent Watch Alarm SFIA 90 Planning the Installation 21 Pump to Cylinder Specifica tions 35 R Rate Level 84 Recording Calibration Settings 90 Response Control 94 Response Level 88 Reversing Hydraulic Pump 14 Rotary Drive Unit Cabling 52 Mounting 49 Rotary Rudder Reference Trans ducer Cabling 32 Mounting 30 Rudder angle alignment 77 Rudder angle sense 78 Rudder deadband 78 Rudder Deadband Rudder Damping 87 Rudder Gain 83 Rudder Gain Adjustment with Speed 97 Rudder Gain Adjustment Displace ment Craft 96 Rudder Gain Adjustment High Speed Planning Craft 97 Rudder Limit 84 Rudder Offset Helm Adjust 84 810043Nautech Limited Anchorage Park Portsmouth P03 5TD 0705 693611 Fax 0705 694642
I do not sell or share any user data or anything else for that matter. The only personal information I save is in the site log which has a line for each page view which includes the IP address your browser sends in the header as well as which page you requested. I use this to block hackers and other bad actors. I do not use this raw data to create profiles on users. I periodically delete the log files.
Google supplies the ads on this site. Because I do not track who you are, I cannot customize how these ads are served. They may be personalized to improve the ad experience. If you do not want personalized ads, please adjust the settings on the Google site HERE. NOTE: The best I can determine, this site is not subject to CCPA but I am doing my best to comply anyway.
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.