3060_Pilotstar_D_AP02-S01_102-863_864.pdf

Raytheon Anschütz GmbH Postfach 1166 D -- 24100 Kiel Germany Tel +49--4 31--30 19--0 Fax +49--4 31--30 19--501 Email Service@raykiel.com www.raytheon--anschuetz.de

3060.DOC012 Edition: May 09, 2012

AUTOPILOT

P I LOTSTAR D

Typ AP02--S01

1 Description 2 Operation 3 Care, Maintenance and Shipboard Repair 4 Installation, Putting into Operation

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Autopilot

P I L O T S T A R D

3060.DOC012Edition: March 13, 2009 I

SAFETY REGULATION

" Note

The desired rate of turn depends on the initial turning behaviour of the ship and on the adjusted parameters.

When the ship starts turning, the rate of turn may be increased up to approx. 50%!

" Note

Set heading differing by more than 180 from the ship’s current actual heading are not executed over the shorter heading by the PILOTSTAR D.

The set heading change is carried out to corresponding with default set heading > 180.

" Note

Operating mode of HEADING CONTROL

If the magnetic compass values and gyro compass values are different, switching--over to the compass reference results in a preset heading adaptation.

Possible heading differences between set heading and heading remain in existence.

Operating mode of TRACK CONTROL

In this operation mode the actual heading may differ from the heading indication, depending on the track error.

P I L O T S T A R D

II3060.DOC012 Edition: March 13, 2009

SAFETY REGULATION

" Note

Autopilot operation at high speeds.

(HSC High Speed Craft, according to IMO guidelines from 30kn to

70kn)

On pages HSC--1, HSC--2 and HSC--3 the behaviour rules for the following situations are documented:

1. Sensor failures

2. Autopilot errors

3 Hazard when accelerating or changing heading and in heavy seas

" Please note

According to new maritime regulations the meaning of “SET COURSE” has to be changed into “SET HEADING”.

This is performed allover the manual except display indications.

H S C

P il o t s t a r D

III

.D O C

E di tio n:

M ar ch

,2

1.

S en so r fa ilu re s

N o

A ct io n

E ff ec t

O p er at o r N o te

R ea ct io n ti m e

F ai lu re of th e lo g

If N M E A sp ee d is di st ur be d

LO

G

FA

IL

is an no un ce d op tic al ly an d ac ou st ic al ly

S w itc h ov er th e lo g to m an ua ls pe ed in pu t.

T he re ac tio n tim e sw itc hi ng ov er to m an ua li np ut is no t cr iti ca la s lo ng as th e sp ee d is to be m ai n-

P lu s Lo g

Lo w S pe ed

F or sp ee ds be lo w kn ot s, al ar m m es sa ge

Lo w S pe ed is an no un ce d op tic al ly an d ac ou st ic al ly on th e co nt ro lu ni t.

“R E

LA

Y S A

LA

R M ou tp ut ac tiv e

(s ee se ct io n 4.

7) sp ee d is to be m ai n-ta in ed

E rr or in th e he ad in g re f-er en ce

A he ad in g re fe re nc e fa ilu re is se ns ed an d an no un ce d op tic al ly an d ac ou st ic al ly on th e co nt ro lu ni ta s G yr o F ai l.

T he la st va lid ac tu al he ad in g is fr oz en an d is us ed fr om th en on as th e he ad in g re fe re nc e.

T he se th ea di ng sh ou ld be th e sa m e as th e ac tu al he ad in g in or de r to pr ev en ta ny ru dd er re ac tio n.

It is no lo ng er po ss ib le to se ta he ad in g on th e co nt ro lu ni t.

a) R ed uc e th e sp ee d to va lu es kn ot s.

S w itc h ov er to th e m ag ne tic co m pa ss or to th e se co nd gy ro co m pa ss ,i fo ne is av ai la bl e.

O pt im iz e th e co nt ro lp ar am et er s du rin g m ag ne tic co m pa ss op er at io n if st ab le re gu la tio n is no ta va ila bl e.

b) S w itc h ov er to m an ua lc on tr ol an d us e a se co nd he ad in g re fe re nc e th at is no t su bj ec tt o er ro rs

“R E

LA

Y S A

LA

R M ou tp ut ac tiv e

(s ee se ct io n 4.

7)

If it is ne ce ss ar y to m ak e a m an eu ve r, it is ne ce ss ar y to sw itc h ov er im m ed i-at el y to m an ua l co nt ro l.

C

P il o t s t a r D

IV

.D O C

E di tio n:

M ar ch

,2

2.

A u to p ilo t er ro rs

N o

A ct io n

E ff ec ts

O p er at o r N o te

R ea ct io n ti m e

S ys te m er ro r /P ow er do w n

T he au to pi lo tc an no lo ng er be us ed in th e ca se of a sy st em er ro r.

T he ef fe ct s ca nn ot be de sc rib ed ac cu ra te ly in ea ch ca se .T he ai m is to m ai nt ai n th e cu rr en tr ud de r po si tio n w he n de al in g w ith th e er ro r.

A sy st em er ro r is an no un ce d op tic al ly an d ac ou st ic al ly on th e si gn al un it (r el ay s B ,p ow er fa il)

S w itc h ov er to m an ua lc on tr ol .R ed uc e th e sp ee d so as to be ab le to be tte r co nt ro la ny po ss ib le ru dd er eq ua liz at io n op er at io ns

T he re ac tio n tim e sw itc hi ng ov er to m an ua lc on tr ol is cr iti ca l.

It is ne ce s-sa ry to sw itc h ov er at on ce

E rr or in th e op er at or un it

A op er at or un it er ro r in th e fo rm of an el ec tr on ic s fa ilu re ha s no ef fe ct on th e cu rr en tc on tr ol le r be ha vi or .T he op er at or no tic es th at th e op er at or un it ca n no lo ng er be us ed be ca us e no th in g is sh ow n on th e di sp la y or el se se es th e N o C on ne ct io n m es sa ge

A fte r ap pr ox .4 se co nd s in di ca tio n on re la ys

B ,a ut o fa il.

S w itc h ov er to m an ua lc on tr ol ,s in ce it is no t po ss ib le to m ak e an y m or e he ad in g se tti ng s an d th er e is no fu rt he r co nt ro lo ve r th e au to pi lo t( w ar ni ng s, al ar m s, pa ra m et er se tti ng s)

T he re ac tio n tim e sw itc hi ng ov er to m an ua lc on tr ol is no tc rit ic al

E rr or in th e co nt ro lu ni t

T he au to pi lo tc an no lo ng er be us ed .I m m ed ia te id en tif ic at io n on re la ys

B ,a ut o fa il.

S w itc h ov er to m an ua lc on tr ol .R ed uc e th e sp ee d so as to be ab le to be tte r co nt ro la ny po ss ib le ru dd er eq ua liz at io n op er at io ns

T he re ac tio n tim e sw itc hi ng ov er to m an ua lc on tr ol is cr iti ca l.

It is ne ce s-sa ry to sw itc h ov er at on ce

3.

H az ar d w h en ac ce le ra ti n g o r ch an g in g h ea d in g an d in h ea vy se as

N o

A ct io n

E ff ec ts

O p er at o r N o te

R ea ct io n ti m e

A cc el er a tio n of th e sh ip

A ut om at ic ad ap ta tio n of th e co nt ro lle r to th e sp ee d is es pe ci al ly im po rt an td ur in g ac ce le ra tio n.

A m is si ng lo g (e .g .e rr or s) ca n ca us e co nt ro lle r in st ab ili ty an d un pl ea sa nt ly la rg er ru dd er an gl es

If it is no tp os si bl e to en su re a lo g fu nc tio n, th e sh ip m us tb e ac ce le ra te d sl ow ly to th e de si re d sp ee d an d th e sp ee d in pu tm ad e m an ua lly .R ud de r lim iti ng sh ou ld be se tt o th e m ax im um pe rm is si bl e va lu e.

S w itc h ov er im m ed i-at el y to m an ua lc on tr ol in th e ev en to f co nt ro lle r in st ab ili ty

C

P il o t s t a r D

V .D O C

E di tio n:

M ar ch

,2

N o

A ct io n

E ff ec t

O p er at o r N o te

R ea ct io n ti m e

C ha ng e of he ad in g

C ha ng es of he ad in g ar e to be do ne su ch th at an y un ac ce pt ab ly hi gh ce nt rif ug al ac ce le ra tio n is av oi de d 0.

g) .T hi s re du ce s th e ris k of ac ci de nt s to th e pa ss en ge rs an d an y sh ift in g of lo ad s.

C om pu te d re la tio ns hi p:

a d* v a ac ce le ra tio n (c en tr ifu ga la cc el er at io n) d tu rn in g sp ee d w he n ch an gi ng he ad in g v tr av el lin g sp ee d

Yo u ca n se e th at th e tu rn in g sp ee d an d th e tr av el lin g sp ee d ha ve a pr op or tio na le ffe ct on th e ac ce le ra tio n.

T he tu rn in g sp ee d m us t be se le ct ed in re la tio n to a de si re d m ax im um sp ee d su ch th at th e ac ce le ra tio n ra te s de sc rib ed ab ov e ar e no te xc ee de d.

Tu rn in g sp ee d lim iti ng ca n be se ta tt he au to pi lo t.

D et er m in e th e m ax im um pe rm is si bl e tu rn in g sp ee ds fo r va rio us tr av el lin g sp ee ds

(d e-pe nd in g on th e pa ss en ge rs an d th e lo ad

D et er m in e th e m ax im um am ou nt of ru dd er lim iti ng

It is ne ce ss ar y to re du ce th e tr av el lin g sp ee d at on ce if th er e is ex ce ss iv e ce nt rif ug al ac ce le ra tio n.

S ea s

a) T he sp ee d of th e sh ip m us tb e m at ch ed to th e cu rr en ts ea co nd iti on s.

T hi s de te rm in at io n m us tb e m ad e in co nn ec tio n w ith th e sh ip sa fe ty re gu la tio ns

(W av e he ig ht an d m ax im um pe rm is si bl e sp ee d)

b) T he ef fe ct s of he av y se as ca n al so ca us e un de si ra bl y hi gh ru dd er am pl itu de s w ith th e au to pi lo t.

In cr ea se th e ya w in g se tti ng un til a co m pr o-m is e is re ac he d be tw ee n ru dd er ac tio n an d he ad in g ac cu ra cy fo r a tr av el lin g sp ee d th at is st ill pe rm is si bl e.

In th e ca se of im pe r-m is si bl y la rg e ru dd er m ov em en ts it is ne c-es sa ry to re du ce th e tr av el lin g sp ee d fo r sa fe ty re as on s.

T he n ch ec k th e ya w in g se tti ng

U se r in fo rm at io n:

In ca se a se ns or fa ilu re is no tl on ge r ac tiv e th e us er ge ts an ac ou st ic al si gn al an d ha s to qu it th e m es sa ge to be aw ar e th at th e sy st em is in re ad y co nd iti on ag ai n.

C

P il o t s t a r D

V I

.D O C

E di tio n:

M ar ch

,2

In te nt io na lly le ft bl an k

PILOTSTAR D

VIIEdition: March 13, 2009 3060.DOC012

CONTENTS page

1 Description 1--1

1.1 General 1--1

1.1.1 The Operator Unit 1--1

1.1.2 The Connection Unit 1--5

1.1.3 The Rudder Angle Feedback Unit 1--5

1.2 General Information on the Autopilot Configuration 1--6

1.2.1 Ship--specific Adjustments 1--6

1.2.2 Operational Adjustments 1--6

1.3 Principle of Operation 1--7

1.3.1 Heading Control with Set--heading Preselection 1--8

1.3.2 Heading Control with Automatic Set Heading Preadjustment 1--9

1.3.3 Heading Control with a Preceding Set--heading Transmitter, REMOTE Operation 1--9

1.3.4 Track Control 1--10

1.4 Heading and Sensor Monitoring 1--11

1.5 Function of the TRIM MODE (TRM) 1--12

1.5.1 Recommended applications 1--12

1.5.2 Summarization 1--13

1.6 System Extension 1--15

1.6.1 Main and Secondary Operator Units 1--15

1.6.2 Tiller 1--15

1.6.3 Central Alarm System 1--16

1.6.4 Rudder--angle Indicator 1--16

1.6.5 Multifunction Indicator (e.g. Raytheon Anschütz

Digital Navigation Data Indicator) 1--16

1.6.6 Connection of a Steering Repeater 1--17

1.7 Technical Data 1--17

1.7.1 Electrical Data / Ambient Conditions 1--17

1.7.2 Interface Description acc. to NMEA 0183, Version 2.1 October 1997 1--19

1.7.2.1 Input Interface 1--19

1.7.2.2 Output Interface 1--21

VIII3060.DOC012 Edition: March 13, 2009

CONTENTS page

2 Operating Instructions 2--1

2.1 SAFETY NOTES 2--1

2.1.1 Ship’s Safety 2--1

2.1.2 Checks to be made before any Putting into Operation 2--2

2.1.3 Turning Behaviour in Case of Heading Change 2--2

2.1.4 Checks to be made before Departure and during the Voyage 2--2

2.1.5 Change--over to another Heading Sensor 2--3

2.2 General Operation and Pre--conditions 2--4

2.2.1 Explanation of Symbols Used 2--5

2.2.2 Prerequisite for Switching on the Operating Mode TRACK CONTROL 2--6

2.2.3 Putting into Operation 2--7

2.2.4 The Status Indication STANDBY is visible 2--8

2.2.5 Switching on the Autopilot (Standard Equipment) 2--9

2.2.6 The Operating Mode HEADING CONTROL 2--10

2.2.6.1 SET HEADING Change 2--11

2.2.6.2 Automated SET HEADING Change (FIX TURN) 2--13

2.2.7 Operating Mode HEADING CONTROL with a Preceding Set Heading Transmitter, REMOTE Operation 2--15

2.2.8 The Operating Mode TRACK CONTROL 2--17

2.2.8.1 Approaching a Track 2--17

2.2.8.2 Track Change 2--20

2.2.8.3 Approching a Track (Position Receiver with XTE Transmission) 2--20

2.2.9 The Operating Mode MANUAL CONTROL (DODGE Function) 2--21

2.2.10 The Operating Mode HEADING CONTROL with TRIM FUNCTION (Work Mode) 2--22

2.2.11 Dimming of Key and LCD Illumination 2--24

2.2.12 Lamp Test 2--24

2.3 Varying the Operational Parameter Values 2--25

2.3.1 Optimum Adjustment by Test Runs -- Operating Mode HEADING CONTROL -- 2--27.

2.3.1.1 Recommended Parameter Values for Various Weather Conditions 2--28

2.3.2 Adjusting the Monitoring Limit for OFF TRACK (OFF TRK) 2--30

2.3.3 Adjusting the Monitoring Limit for OFF HEADING (OFF CRS) 2--32

2.3.4 Adjusting the Rudder Limitation RUDDER LIMIT (RUD.LIMIT) 2--34

2.3.5 Optimizing the Control Characteristics of the Track Controller, TRACK < > 2--35

2.3.6 Synchronization of the Autopilot for a Gyro Compass with Step Transmission 2--37. .

2.4 Ship--specific Parameters (CONFIG. on) 2--39

2.4.1 Adjusting the Ship--specific Parameters 2--40

IXEdition: March 13, 2009 3060.DOC012

CONTENTS page

2.5 Change--over of between Main and Secondary Operator Units / Tiller 2--44

2.5.1 Change--over between a Main Operator Unit and a Secondary Operator Unit 2--44. .

2.5.2 Change--over to Tiller Control (FU / NFU) 2--45

2.6 Signification of the System Messages in the Autopilot 2--46

2.6.1 Warnings and Notes 2--46

2.6.1.1 Signification of Possible Warnings in the Text Line 2--47

2.6.1.2 Signification of Possible Notes within the Text Line 2--48

2.6.2 Disturbed Operation 2--49

2.6.2.1 Disturbed Operation in connection with a Central Alarm System (Option) 2--49

2.6.3 Possible Fault Messages and Measures to be taken 2--49

3.1 SAFETY NOTES 3--1

3.1.1 Ship’s Safety 3--2

3.1.2 Checks to be made before any Putting into Operation 3--2

3.2 Care and Maintenance 3--3

3.2.1 Care 3--3

3.2.2 Maintenance 3--3

3.3 Shipboard Repair 3--4

3.3.1 Exchanging the Fuse in the Connection Unit 3--4

3.3.2 Hardware RESET, Warm Start (Service Switch B113) 3--4

3.3.3 Exchanging a PCB 3--6

3.4 LED Displays on the CPU PCB 3--7

3.5 Repair 3--8

3.5.1 Block Diagram of the I/O PCB 3--8

3.5.1.1 Test Points of the I/O PCB 3--9

3.5.2 Block Diagram of the CPU PCB 3--10

4 Installation, Putting into Operation 4--1

4.1 SAFETY NOTES 4--1

4.1.1 Checks to be made before any Putting into Operation 4--1

4.2 Stock Taking and Inspection of Delivery 4--1

4.3 Installation Planning and Instruction 4--2

4.3.1 Operator Unit (Dimensional Drawing 102D864.HP005) 4--2

4.3.2 Connection Unit (Dimensional Drawing 102E863.HP005) 4--2

X3060.DOC012 Edition: March 13, 2009

CONTENTS page

4.3.3 Feedback Unit (Dimensional Drawing 101C529 HP005) 4--2

4.4 Cabling of the Equipment 4--3

4.5 Ship--specific Parameters (CONFIG. on) 4--4

4.5.1 Adjusting the Ship--specific Parameters 4--5

4.6 Cold start 4--7

4.6.1 Releasing the Cold Start 4--7

4.7 Initial Power Application and Testing of Pilotstar D, dock side test and alignment 4--9

4.8 Installation of the Feedback Unit (Type 101--529) 4--17

4.8.1 Adjusting the Feedback Potentiometer 4--17

4.8.1.1 Adjusting the Limit Switches of the Feedback Unit 4--18

4.9 Electrical Zero Adjustment on the I/O PCB (OFFSET)

(refer to summary diagram 102 D 863 HP011) 4--20

4.9.1 Adjustment and Test of the Electrical Rudder Scaling (RUD SCALE) 4--21

4.9.1.1 Adjusting/Checking the Rudder Slack (RUD SLACK) 4--23

4.10 Adjusting the Magnet Sonde 108--010 4--25

4.11 Adjusting the Flux--gate Compass Sonde (with SIN/COS Output) 4--27

4.12 Sea Trial Procedure 4--28

4.13 A Guide to when which Parameters must be Set 4--33

Spare parts catalogue 4--39

Annex

XIEdition: March 13, 2009 3060.DOC012

List of Abbreviations:

A APA -- NMEA telegram header “APA”

APB -- NMEA telegram header “APB”

C CNT.RUD -- counter rudder

HEADINGMON -- heading monitoring (Magnet, Gyro)

CRS.TYPE -- heading type

CPU -- central processor unit

CONFIG. on -- configuration mode on

CONFIG. off -- configuration mode off

D DC -- DC supply voltage

E EEPROM -- electrically erasable, programmable read--only memory

EXT.CRS -- external set heading

F FAIL -- failure

FU -- follow--up

G GPS -- global position system

GYRO FAIL -- gyro compass failure

I I/O--PCB -- input / output printed--circuit board

IP -- Interelement protection

L LCD -- liquid crystal display

LOG TYPE -- speed sensor type

XII3060.DOC012 Edition: March 13, 2009

M MAG TYPE -- magnetic sensor type

MAGNET FAIL -- magnetic failure

N NAV TYPE -- navigation data type

NAVDATA FAIL -- navigation data failure

NFU -- non--follow--up

NMEA -- National Marine Electronics Association

O OFF TRK -- off--track, OFF CRS -- off--heading

OFF HEADING -- Off Heading

P PCB -- printed--circuit board

PANEL FAIL -- panel failure

PARAM -- parameter

R RUD.LIMIT -- rudder limit

ROT /MIN -- set rate of turn in /min

RUD.SCALE -- rudder scale

RUD.SLACK -- rudder slack

RUD.LEAD -- rudder lead

RUD.SPEED -- rudder speed

RUD.FAIL -- rudder failure

S STBD -- starboard

SERV CODE -- service code

SER.OUT -- serial output type

SYNCHRON. -- step compass synchronization

STEERING FAIL -- steering failure

XIIIEdition: March 13, 2009 3060.DOC012

T TRIM YAW -- 2nd parameter for yawing (TRIM MODE)

TRIM RUD -- 2nd parameter for rudder (TRIM MODE)

TRIM CNT -- 2nd parameter for counter rudder (TRIM MODE)

TRACK LIM -- track limit

W WP -- waypoint

WOP--circle -- wheel over point circle

X XTE TRIM -- Cross Track Error Trim

XIV3060.DOC012 Edition: March 13, 2009

Attention

Change of “Preselected heading”

A change of preselected heading can be done by using the rotary knob or the Port/

STBD arrow keys.

In both modes the ship follows the respective heading adjustment within a range of

0 to 359,9. It means, there will be an all--around circle.

For example: Actual heading is 270.

New heading will be 280.

Direction of roation should be Port.

The new heading will be 280 after a around circle of 350 with a direction of rotation to port.

Vessel follows the user input direction on the operator panel.

Direction of rotation of the preselected heading

1--1Edition: March 13, 2009 3060.DOC012

1 Description

1.1 General

The PILOTSTAR D is a comfortable digital autopilot system ensuring safe and simple handling.

The PILOTSTAR D offers the following steering modes:

-- Heading control acc. to a manually adjusted set heading preselection

-- Heading control with rudder trim function (work mode)

-- Track control in conjunction with a navigation receiver

-- Heading control with serial set heading preselection (REMOTE operation)

-- Manual control (DODGE function)

-- Change--over to manual and tiller operation

The regular system includes (see Fig. 1--5):

-- the main operator unit

-- the connection unit

-- the rudder angle feedback unit

1.1.1 The Operator Unit

The operator unit is equipped with several lettered membrane keys, a rotary knob for the set heading preselection and with a LCD display.

The operator unit can be subdivided into two logic fields of application, i.e. the monitor-ing field and the operating field.

Yaw

Rud

Auto On/Off

Track

Trim Man

Set

PILOTSTAR D

ANSCHÜTZ

Test

PORT STBD

SET COURSE

OFF TRK

OFF CRS

PARAM

VARI.

LIMITS

YAWING

RUDDER

CNTRUD

SPEED

GYRO

10 20 30

RUD LIMIT 15

STANDBY

EXT. CRS

Operating fieldMonitoring field

CONFIG

Fig. 1--1: Operator Unit PILOTSTAR D

1--2 Edition: March 13, 20093060.DOC012

The monitoring field (see also Annex --1) indicates

-- the current heading (actual heading) as a digital display. Below the heading dis--play, the selected heading sensor type will be faded in.

GYRO for gyro compass

MAG for magnetic compass or fluxgate compass.

-- the essential, operational adjustments which may quickly be called up and varied according to the situation.

The arrow symbols indicate the key by means of which the wanted parameter is to be called up.

-- the text line by means of which all interactive inputs and other device mes--sages can continuously be read off:

Indication of a parameter and of its value

Disturbance messages in plain text

Information on service support

Keys in the monitoring field

Yaw open the parameter list in the LCD display acknowledges the internal alarm signalling

Rud

Set

Test

Universal keys for:

dimming the LCD display, varying of parameter values, lamp test acknowledges the adjusted synchronization value and is used for fading out the operational parameters within the text line

1--3Edition: March 13, 2009 3060.DOC012

The operating field (see also Annex --1)

Within the operating field, five status indicators indicate the instantaneous, active mode of the autopilot.

Status indicator: OFF TRACK stands for Track Control active.

Status indicator: OFF COURSE stands for Heading Control active.

Status indicator: EXTENSION COURSE stands for Heading Control active.

The autopilot here receives its set heading preselections via an external navigation system.

The PILOTSTAR D track controller now cannot be activated;

change--over to the operating mode TRACK is not possible.

Manual set heading preselection via the PORT/STBD keys or via the rotary knob is not possible now.

Status indicator: STANDBY

The operator unit has now an indicating function only, such as:

-- the indication of the current heading and set heading information.

The operating mode STANDBY is adjusted automatically with changing over the steering mode selector (position HAND) or with connecting a second steering station (2nd operator unit, til-ler).

Status indicator: flashing

With opening the parameter list for the PILOTSTAR configuration

(CONFIG. on), the status indicator starts flashing

(see Chapter 2.4).

1--4 Edition: March 13, 20093060.DOC012

Keys in the operating field changes over to the operating mode of heading control (LED alight);

changes over to the operating mode of track control (LED alight) changes over to the operating mode of manual control (LED alight;

changes over to the operating mode of heading control with extended trim function -- WORK mode -- (LED alight)

Rotary knob for set heading preselection (resolution 0.5 )

Alternative set heading preselection via PORT/STARBOARD keys (resolution 1 )

Auto On/Off

Track

Trim Man

Test

Bar Graph Indicators

OFF TRACK in the operating mode TRACK (track control)

The centric segment represents the ship’s position with regard to the planned track. If the ship is running symmetrically within the monitoring limits, it follows the planned track without considerable track error. If the segment e.g. drifts to the right, the ship is running on the right of the track, and vice versa. Passing over from one segment to another corresponds to a deviation of 0.01nm.

OFF HEADING in the operating mode AUTO (heading control) and

TRACK (track control)

Operating mode AUTO

The centric segment represents the heading difference between the set heading and actual heading. One segment corresponds to a heading deviation of 2. The monitoring limits show the permissible limit range for the heading difference.

Operating mode TRACK

The centric segment represents the difference between planned track course and actual heading during track control (caused by drift or weather conditions). Passing over from one segment to another corresponds to a difference 2 more or less.

OFF TRK

Monitoring Ship’s relative positionlimit

OFF CRS

HeadingMonitoring limit difference

OFF CRS

Monitoring limit

Difference track course and actual heading

1--5Edition: March 13, 2009 3060.DOC012

Rudder angle indicator

The centric segment describes the rudder order. Passing over from one seg-ment to another corresponds to a rudder movement of 2. The rudder limitation describes the permissible limit range for the rudder movement.

1.1.2 The Connection Unit

The connection unit is made up of various PCBs.

Among them are:

-- CPU PCB

-- I/O PCB

-- Junction PCB

-- Backplane

On the basis of the universal interface structure, the connection unit permits the connec-tion of various sensors and system--extending components, such as:

-- up to three tillers (NFU, FU)

-- up to two additional operator units as secondary steering stations

-- two separate rudder angle indicators

-- further multifunction indicators

-- interfaces for a navigation receiver or for an external navigation system.

1.1.3 The Rudder Angle Feedback Unit

The rudder angle feedback unit receives the mechanical rudder movement and converts it into an analog voltage.

The voltage level is transmitted to the connection unit and used there for comparing the rudder set/actual value.

(See also respective manual for the Feedback Unit).

PORT STBD

RudderRudder limitation order

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1.2 General Information on the Autopilot Configuration

Exact heading control or track control depends on the various basic adjustments of the autopilot (for detailed information see Chapter 2.3, Chapter 2.4 and Chapter 4.13).

A difference is made of between the ship--specific and the operational adjustment of pa-rameters.

1.2.1 Ship--specific Adjustments

Ship--specific adjustments are performed -- after installing the autopilot -- via the operator unit. The controller--specific and the ship--specific parameter values will be entered into a separate parameter list. These entries are to be performed once. As to system engi-neering, these values are written into an EEPROM and, therefore, stored.

Ship--specific parameters are e.g.:

-- the ship’s length

-- the maximum rudder angle.

1.2.2 Operational Adjustments

Numbered among the operational adjustments are the controller--specific, variable pa-rameter values.

Variable parameters are required in order to adapt the optimum controller characteristic to different situations, such as:

-- other weather conditions

-- speed changes if no log sensor is available, etc.

These variable parameters are included in a parameter list as well. A part of this list is continuously indicated on the LCD display of the operator unit.

By actuating the ”Trim” key, a second set of parameters can be called up, indicated on the LCD display and varied, if required.

This 2nd set of parameters is often used for special manoeuvres or operations (WORK

MODE) (see Chapter 2.2.9).

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1.3 Principle of Operation

The autopilot is used for the automatic heading or track control. A microprocessor--con-trolled control circuit -- taking into account the ship--specific and operation--conditioned adjustment -- takes over the ship’s steering control (see Fig. 1--2).

HAND AUTO

MAN

PILOTSTAR D

Main operator unit

PILOTSTAR D

Secondary operator units

Rudder angle feedback unit

Steering mode selector

PILOTSTAR D

Steering control

Tiller

Connection Unit

Fig. 1--2: Schematic Diagram: Manual Steering Control / Automatic Steering Control

NOTE The automatic heading or track control is a great ease for the helmsman, but is does not relieve him of his legal obligatory supervision, i.e.:

-- continuous observation of sea waters! --

If set heading data is above 180_ the ship will follow the direction entered.

The heading will NOT change over the shorter route.

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1.3.1 Heading Control with Set--heading Preselection

The set heading value is to be varied by re--adjusting the rotary knob or the arrow keys.

The rudder angle indicator will be deflected correspondingly and indicates the rudder order.

The ship turns with the desired rate--of--turn pre--setting (ROT / MIN) and with taking into account the current speed (if LOG SENSOR available, otherwise manual preselection, SPEED) into the new set heading (see Fig. 1--3).

The OFF CRS bar graph indicator shows the decreasing heading difference of between the heading and the set heading.

New set heading Auto On/Off

PORT STBD

SET HEADING

OFF CRS

GYRO

Heading

Set--heading preselection

SET HEADING

HAND AUTO

Rudder angle indicator

Fig. 1--3: Heading Control with Set heading Preselection

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1.3.2 Heading Control with Automatic Set Heading Preadjustment

This operating mode is useful for maneuvers where a constant heading change maneu-ver of, e.g. 90 is often to be sailed (fishing, towing, ferries).

The heading change maneuver is called up and executed by pressing one of the arrow keys. The direction is determined by the appropriate arrow key.

The heading value (e.g. 90) is superimposed on the current set heading and processed cyclically.

The heading value can be set via the FIX TURN parameter list of the pilotstar configura-tion (range 10 -- 180).

1.3.3 Heading Control with a Preceding Set--heading Transmitter, REMOTE Operation

This operating mode can only be realized in conjunction with a navigation system.

With this, the set heading is determined by the navigation system and transmitted to the

PILOTSTAR D via a serial interface.

The PILOTSTAR D performs the heading control. The status field EXT.CRS is faded into the LCD display.

During this operating mode, the manual set--heading input (rotary knob or arrow keys) and change--over to the operating mode TRACK are not possible.

A further possibility is the integration of PILOTSTAR D into an external track guidance system. With this, the track heading and the track deviation are converted into a set--heading information and transmitted to the PILOTSTAR D.

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1.3.4 Track Control

The operating mode of track control presupposes the connection of an external naviga-tion receiver (e.g. GPS) to the autopilot.

Within this system conception, the navigation receiver (for APA and APB telegram trans-mission) transmits track section data of a planned route to the autopilot. Any track sec-tion is indicated as a track course and executed in terms of control engineering.

If XTE telegram transmission is used, the operation will be different. First of all, the new track course is to be read off the navigation receiver and to be adjusted on the

PILOTSTAR D via the rotary knob.

The following example shows a route consisting of 3 waypoints and 2 track sections.

Planning of such a route can only be made via the navigation receiver (see manufactur-er’s handbook).

On reaching the WOP circle, the autopilot receives the track course preselection for the next track section. This state is indicated via the text line and, after acknowledgement, accepted as a new track course. At this moment, the ship starts turning with the prese-lected rate of turn into the next track section.

New track course

Side wind or drift

Possible side wind or drift effects are compensated via the autopilot system’s track course trim characteristic now active.

Wp1

Wp2

Wp3

WOP circle

PORT STBD

OFF CRS

GYRO

Heading

Track

OFF TRK

Track data from navigation receiver

(GPS)

SET COURSE

SET COURSE

HAND AUTO

(Textline --Distance from track--)

Fig. 1--4: Track Control

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1.4 Heading and Sensor Monitoring

The autopilot is equipped with an extensive monitoring electronics. In case of trouble, audible and visual alarm will be released.

The availability of the heading sensors or the function of the steering gear, etc., is contin-uously monitored.

As soon as the adjusted safety threshold, e.g. OFF COURSE (OFF heading) monitoring limit, has been exceeded, an alarm is released on the operator unit. A plain text faded into the text line indicates the cause; an immediate measure can be initiated.

The malfunction indication is treated with highest priority, i.e. a plain text already indi-cated in the info line will be overwritten.

Error states -- as long as not eliminated -- are stored by the monitoring electronics and treated as errors that are to be acknowledged (Alarm LED alight).

In case a serious error occurs, such as failure of the heading sensor (GYRO FAIL or

MAG FAIL), the last heading is stored, the set heading is caused to follow up corre-spondingly. This monitoring function prevents an uncontrolled ship’s motion; the user has the time for changing over to an alternative heading sensor (e.g. magnetic compass) or to manual control.

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1.5 Function of the TRIM MODE (TRM)

The TRIM Mode is a so called “Working Mode” and could be essential to ships with low speed, as there could be trawlers, towboats (tugs) or other work boats.

The Trim Mode is nearest a heading control function with specific operating features.

These operating features can be used, but is no necessity.

To adjust this TIM MODE it is necessary to define the parameters first.

Parameters are: TRM--yawing, TRM--rudder and TRM--counterrudder.

To establish criteria it is to decide if it is necessary to apply a heading control with a high

TRM--rudder amplification for lower speeds or if there is an asymmetric load to the ship with manual steering possibility and a self--af-fected constant--rudder function.

See also section 2.2.10 for operating the TRIM function

1.5.1 Recommended applications

Tagging a load with low speed and less manoeuvre

There should be a heading control without manual intervention.

The parameter are pre--adjusted to a high rudder amplification together with a lower ship‘s speed.

In this application the features of the second set of parameters are used only.

Rudder limit is cancelled to work with greater rudder angles.

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Trawlers with an asymmetrical load caused by a trawl net and manoeuvre opera-tion

Application of the parameter TRM--rudder (Trim rudder).

The parameters are adjusted in that manner that the heading control will steer the ship with a small rudder amplification and the rudder can be trimmed additional manually (de-pending on the specific requirement).

The part of manual rudder setting is added to the part of heading control rudder setting and is achieved as constant rudder.

The drawback of the normal heading control is, that there will be a higher integral part of the heading control which often interferences whilst heading changes, it means that the heading changes are too slow.

In the TRIM Mode this integral part is switched off.

With the parameter TRM--rudder as an alternative of this integral part it is possible to react faster if it is necessary (change of loads or manoeuvres) and the heading control stays effective in the background.

The TRM--rudder function can be turned--off by pressing the arrow--keys simultaneously.

Turning--off the integral part of the heading control

Initial state: Heading control is used according to “Tagging a load with low speed and less manoeuvre”.

Task: The integral part on the control function shall be turned--off.

-- Activation of the Trim Rudder with the arrow--key to 1 and back to 0.

By this the actual integral part is turned--off and can initialize itself after a heading change again.

Override the heading control

With the TRM--rudder function a heading deviation (Starboard or Port) from the set heading can be forced. This can be achieved by an overriding of the heading control in that manner that a ship can deviate from the actual set heading in a range of +/--10 if additional change manoeuvre are necessary.

The adjusted set heading value is lasted at the display as a reference, this value is auto-matically active after turning--off the TRIM function.

Turning--off the TRM--rudder (integral part) by pressing the arrow keys simultaneously will lead to a uncontrolled reac-tion of the ship (heading) therefore it could be better to set the TRM--rudder function to zero step by step.

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1.5.2 Summarization

Switching--over from heading control to TRIM MODE

-- Trim parameters are activated.

-- Rudder limit is turned--off

-- Heading control (with all features) is active.

TRM--rudder is applied

-- Adjusting the trim rudder in 1 steps by the arrow keys.

-- Adjusted trim rudder value is added as a constant value to the heading control value.

-- The integral part of the heading control is lasted turned--off.

-- The rudder limit is lasted turned--off.

Turning--off the TRM--rudder

-- Pressing the arrow--keys simultaneously and the manual TRM--rudder is turned off.

-- The integral part of the heading control function is enabled.

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1.6 System Extension

The connection unit of the autopilot permits a simple and quick system extension; further system PCBs are not required (see Fig. 1--5).

1.6.1 Main and Secondary Operator Units

In addition to the main operator unit, 2 further operator units of the same type can be connected to the connection unit of the autopilot as secondary steering stations. A

”Take--over System” permits change--over between the operator units.

Within the secondary operator units, access to the ship--specific parameters

(CONFIG. on/off) is not possible.

1.6.2 Tiller

The autopilot can be equipped with up to 3 tillers.

Any combination as follow--up or non--follow--up tillers is possible.

The following tiller variations can be made:

-- FU tiller (Follow--up tiller)

-- NFU tiller (Non--follow--up tiller).

For tiller control, the steering mode selector is to be set to position ”AUTO”.

The tillers are provided with a Take--over function.

If e.g. the key ”MAN” is actuated on a tiller, all the other operator units -- independently of their operating mode up to now -- change over to the operating mode STANDBY.

The HEADING is declared to be the SET HEADING, the tiller control is released.

By actuating the key ”AUTO”, the tiller control is de--activated, the main operator unit is active.

Option External Status Indication.

An external status indication shows the activation of a tiller within the steering control.

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1.6.3 Central Alarm System

The autopilot provides each an alarm output and alarm input for the integration into a central alarm system.

This Central Alarm System is used to manage all alarms from different devices from a central position.

The first intention is to mute the acoustical sound from a device and look for the cause of alert afterwards by local examination at the respective position.

The alarm muting is solved bidirectional, that means an alarm which is local cancelled will be muted also on the Central Alarm Panel and vice versa.

The Pilotstar D must be configured to ’ RELAY ALARMS’ according to section 4.7, sub-item 10.

The ’Relay Alarm’ output designated as ’RELAY AUTO FAIL’ is summarizing all acousti-cal/optical alarms of the Pilotstar D to transfer a message to the Central Alarm Panel.

The ’Quit’ signal from the Central Alarm Panel is connected to the operation panel of the

Pilotstar D. During local alarm quit a ’Relay Alarm’ contact (designated as Tiller ON) is activated and connected to the Central Alarm Output.

An summarize of all alarms is shown in section 2.6.3

Exceptions:

Synchronize call = means Step systems connected

New track call = means a track changing message

Checkdata call = means there is a configuration mismatch

1.6.4 Rudder--angle Indicator

On the junction PCB of the connection unit, two outputs are provided for connecting up to two analog rudder--angle indicators.

1.6.5 Multifunction Indicator (e.g. Raytheon Anschütz Digital Navigation Data Indicator)

The connection unit is equipped with a serial output for the connection of a multifunction indicator (RS232 output) ( Configuration D--REP).

In this connection, the Raytheon Anschütz digital navigation data indicator offers itself as a multifunction indicator.

The digital navigation data indicator permits the following indications:

-- Heading indication

-- Set heading indication

-- Log information (only in conjunction with a log sensor)

-- Rate--of--turn set value.

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1.6.6 Connection of a Steering Repeater

As an alternative to the digital navigation data indicator, this serial output can also be used for connecting an Raytheon Anschütz steering repeater with specific Software

(RS422 output) ( Configuration A--REP).

For this, the compass change--over (GYRO / MAG) is taken into consideration, i.e. the steering repeater is automatically connected to the selected compass type.

1.7 Technical Data

1.7.1 Electrical Data / Ambient Conditions

Operator unit

-- Power consumption: 3.5W

-- Supply via connection unit: 5V DC

-- Type of enclosure: IP 44 or IP 56

-- Ambient temperature: -- 10 to + 70

Connection unit

-- Power consumption with the use of one operator unit: 12W

-- Supply, with reverse current protection: 10 to 36V DC

-- Type of enclosure: IP 21

-- Ambient temperature: --10 to + 50

-- Relative humidity of air acc. to IEC 945: 93% with 40 C

-- EMC: see Declaration of conformity

-- Radio interference suppression acc. to IEC 801: Limiting value class B

-- Output for steering gear

-- Switching output (2x): 24V DC max. 48W

110V DC max. 48W

-- Analog output, floating (2x)

Max. rudder set value: +/-- 10V DC / 5mA

Variable voltage value for max. rudder set value

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-- Interfaces for possible sensors

-- Gyro compass with transmission system: Raytheon Anschütz course bus system

Raytheon Anschütz step system

1/6 Step--system

-- Magnetic compass with transmission system: Raytheon Anschütz scanning sonde

Fluxgate sonde with sine/cosine

DC voltage

Electronic fluxgate compass with NMEA 0183 interface

-- Ship’s log: 200 pulses or with NMEA 0183 interface

-- Position receiver NMEA 0183, RS232

(APA, APB, XTE telegram type)

-- Interfaces for the system extension

-- Max. 3 tillers possible: FU tiller

NFU tiller

-- Max. 2 rudder angle indicators: 10V DC, 2.5 mA each

-- Max. 3 operator units: 1 main unit, 2 secondary steering units

-- Floating alarm and signal outputs for supplying an external signal transmitter

-- Alarm outputs (Relays output): AUTO FAILure (automatic faulty)

Power FAILure (voltage supply faulty) STEERING FAILure

(steering control faulty)

OFF HEADING (heading error with regard to gyro compass)

HEADING MONITOR (heading error with regard to magnetic compass)

-- Status (Relays output) for TILLER ON status or for ALARM RESET

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-- Signal output: Serial output RS232 for Raytheon Anschütz digital navigation data indicator

(set heading, actual heading, speed) or Serial output RS422 for Raytheon Anschütz steering repeater ( with spec. Software)

Feedback unit

-- Supply via PILOTSTAR D: 15V DC

-- Type of enclosure: IP 56

-- Ambient temperature: --25 to +55

1.7.2 Interface Description acc. to NMEA 0183, Version 2.1 October 1997

1.7.2.1 Input Interfaces

NMEA 0183 Format APA

APA Autopilot Sentence ”A”

Bearing origin to destination, Mag.

Destination waypoint ID

Magnitude of XTE (cross--track--error)

Talker

Data status: Loran--C Cycle Lock warning flag

Status:perpendicular passed at waypoint

Status:arrival circle entered

XTE units, nautical miles

Direction to steer, L/R

Data status: ”OR” of Loran--C Blink and SNR warning flags

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NMEA 0183 Format APB

APB Autopilot Sentence ”B”

Waypoint,Magnetic or True

Bearing,Present position to destination,Magnetic or True Destination waypoint ID Bearing origin to destination,M/T

Status:A = Data valid or not used V = Loran--C Cycle Lock warning flag

Status:A= perpendicular passed at waypoint

Status:A= arrival circle entered XTE units,nautical miles Direction to steer,L/R Magnitude of XTE (cross--track--error)

Status:A = Data valid V = Loran--C Blink or SNR warning V = General warning flag for other navigation systems when a reliable fix is not available

Talker

Mode Indicator

NMEA 0183 Format XTE

XTE Cross--Track--Error, Measured

Status:A = Data valid V = Loran--C Blink or

SNR warning V = General warning flag for other navigation systems when a reliable fix is not available

Magnitude of Cross--Track--Error

Status:A = Data valid V = Loran--C Cycle Lock warning flag

Talker

Units, nautical miles

Direction to steer, L/R

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NMEA 0183 Format VTG

VTG Course Over Ground and Ground Speed

Course, degrees Magnetic

Course, degrees True

Talker

SOG, km/hr

Speed, knots

NMEA 0183 Format VHW

VHW Water Speed and Heading

Heading, degrees Magnetic

Heading, degrees True

Talker

Speed, km/hr

Speed, knots

NMEA 0183 Format HSC

HSC Heading Steering

This telegram allows only a definite heading command of less than 180 .

Commanded heading, degrees Magnetic

Commanded heading, degrees True Talker

NMEA 0183 Format HC HDM

HDM Heading, Magnetic (software version E03.00)

HC Compass, Magnetic (upper software version E03...)

(E03.00)

Heading, degrees Magnetic

Talker

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(E03...)

Heading, degrees Magnetic

Talker

NMEA 0183 Format HDT

HDT Heading True (9600 Baut Rate, cycle 100ms)

Heading, degrees True

Talker

1.7.2.2 Output Interfaces

NMEA 0183 Format HEHDT

HEHDT Gyro--Compass sentence

Checksum

Degrees true

Heading

Talker

NMEA 0183 Format HCHDT

HCHDT Magnet--Compass sentence

Checksum

Degrees true

Heading

Talker

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Property NMEA 0183 Format PADRT

PADRT Rate of turn limit (adjusted on autopilot operator panel)

Heading (uncorrected)

String format for heading uncorrected

Talker identifier (property Raytheon Anschütz) Start of sentence

$PADRT,xxx.x<(CR)><(LF)>

Property NMEA 0183 Format IICTS

IICTS Course to steer

Course to steer

String format for course to steer

Talker identifier

Start of sentence

$IICTS,xxx.x<(CR)><(LF)>

Property NMEA 0183 Format PASVW

PASVW Speed (valid, if LOG failure)

Speed (knots)

String format for speed sent from log

Talker identifier (property Raytheon Anschütz) Start of sentence

$PASVW,xx.x,A<(CR)><(LF)>

Speed is valid

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Property NMEA 0183 Format PASHE

PASHE If heading is valid

Heading information is valid

String format for heading status

Talker identifier (property Raytheon Anschütz) Start of sentence

$PASHE,A<(CR)><(LF)>

Property NMEA 0183 Format PASHE

PASHE If heading is not valid

Heading information is not valid

String format for heading status

Talker identifier (property Raytheon Anschütz) Start of sentence

$PASHE,V<(CR)><(LF)>

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Ship’s mains

10....36V DC

PILOTSTAR D Standard PILOTSTAR D System Extension

Main operator unit

Connection unit

Steering mode selector (option)

Heading distribution GYRO compass

MAGNETIC compass

LOG

Navigation receiver (GPS, LORAN C) or set heading transmis-sion system

Digital navigation data indicator

(RS232)

or

Analog repeater

(RS422)

Serial data transmission

Tiller FU/NFU

External rudder position indicator

Secondary operator unit

NMEA 0183

or 200 p/nm

Bi--drectional alarm outputs

Feedback unit

Fig. 1--5: The PILOTSTAR D System Concept

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Intentionally left blank

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2 Operating Instructions

2.1 SAFETY NOTES

ATTENTION In opened devices or desks, voltages representing a risk of electric shock are applied.

-- SAFETY INSTRUCTION --

As a matter of principle, the system is to be made dead when installation work is performed on the equipment as well as during disassembly/assembly of components or during alteration of the circuitry.

2.1.1 Ship’s Safety

According to the GERMAN LLOYD and to other regulations, the autopilot has been clas-sified as a SECONDARY STEERING SYSTEM, i.e. without redundant installation nor internal redundancy. A MAIN STEERING SYSTEM, however, e.g. manual control, must be installed twice and without reactive effects.

In the course of this description, a system component designated as a main and second-ary operator unit is often referred to in the text.

The significance of these operator units and the autopilot function connected therewith is always to be considered as a SECONDARY STEERING SYSTEM within the complete system!

Our devices are manufactured and tested in accordance with an international quality as-surance system (ISO 9001). Nevertheless, errors cannnot fully be excluded.

The autopilot is equipped with an extensive monitoring logic, by means of which errors or failures whithin the autopilot system or connected sensors can be recognized. Alarm signalling is audible or visual via the operator unit. Floating contacts permit connection to a central error signalling such as e.g. NAUTOALARM.

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2.1.2 Checks to be made before any Putting into Operation

In order to ensure correct functioning of the autopilot, faultless operation of the following systems and devices is required:

Power supply

-- for the equipment concerned

-- 10 ... 36V DC for the autopilot

Steering gear and steering control system

Sensors and appertaining transmission equipment

-- Gyro compass

-- Magnetic compass / fluxgate compass

-- Log

-- Navigation receiver

2.1.3 Turning Behaviour in Case of Heading Change

In case of a heading change, the ship follows automatically the user input direction of the rotary knob (see section 2.2.6.1).

The turning behaviour with preselected rate of turn depends on

-- the ship’s initial turning behaviour and

-- the adjusted ship--specific and current parameters.

When the ship starts turning, the rate of turn may exceed the preselected rate of turn.

2.1.4 Checks to be made before Departure and during the Voyage

Compare the heading indication in the operator unit with the compass heading.

The operational parameter adjustments have been made acc. to experience

(see Annex --2).

If the ship is now running in suitable waters, change--over to autopilot control can be made.

The steering mode selector is to be set to position AUTO.

The operating mode of heading control is now effective.

If another operating mode is wanted, this can now be selected.

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2.1.5 Change--over to another Heading Sensor

Change--over to another heading sensor may result in a considerable SET HEADING deviation.

In order to avoid unintended reactions of the ship on changing over, the set heading is equated with the heading.

The unintended set heading deviation must be corrected via the PORT/STBD keys or via the rotary knob (see Chapter 2.2.6).

Indications Remark/Notes

¡ Calling up the Parameter

Yaw

Set

STANDBY

PORT STBD

SET COURSE

OFF TRKPARAM

VARI.

LIMITS

YAWING

RUDDER

CNTRUD

SPEED

GYRO

10 20 30

COMPASS gyro

OFF CRS

See Chapter 2.2.1.

Explanation of symbols.

© Select the MAG or GYRO heading sensor

(gyro)

(mag) Set

STANDBY

PORT STBD

SET COURSE

OFF TRKPARAM

VARI.

LIMITS

YAWING

RUDDER

CNTRUD

SPEED

MAG

10 20 30

COMPASS mag

OFF CRS

The required heading sensor is selected with the appropriate key (e.g. MAG)

¢ Press set knob

Set

STANDBY

PORT STBD

SET COURSE

OFF TRKPARAM

VARI.

LIMITS

YAWING

RUDDER

CNTRUD

SPEED

MAG

10 20 30

OFF CRS

Text idication disappears.

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2.2 General Operation and Pre--conditions

The following chapters describe each key function, the corresponding indication and the effects on steering control.

For actively testing certain operator actions on the operator unit, a completely installed autopilot is required here.

The steering mode selector must be set to position AUTO.

ATTENTION For the first installation, the operator must ensure the following…