Yaquina Steering Documentation Jan. 2010.pdf

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Raytheon Marine GmbH High Seas Products Postfach 1166 D − 24100 Kiel Germany Tel +49−4 31−30 19−0 Fax +49−4 31−30 19−291 Email ReceptionDE@raykiel.com www.raymarine.com

R

3060.DOC012 Edition: 18.APR.2000

Revised: SEP 01. 2003

Revised: Feb. 21, 2005

AUTOPILOT

P I LOTSTAR D

Typ AP02−S01

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

Weitergabe sowie Vervielfältigung dieser Unterlage, Verwertung und Mitteilung ihres Inhaltes nicht gestattet, soweit nicht ausdrücklich zugestanden. Zuwiderhandlungen verpflichten zu Schadenersatz.

Copying of this document, and giving it to others and the use or communication of the contents thereof, are forbidden without express authority. Offenders are liable to the payment of damages.

Toute communication ou reproduction de ce document, toute exploitation ou communication de son contenu sont interdites, sauf autorisation expresse. Tout manquement à cette règle est illicite et expose son auteur au versement de dommages et intérêts.

Sin nuestra expresa autorización, queda terminantemente prohibida la reproducción total o parcial de este documento, así como su uso indebido y/o su exhibición o comunicación a terceros. De los infractores se exigirá el correspondiente resarcimiento de daños y perjuicios.

Autopilot

P I L O T S T A R D

3060.DOC012Edition: 02.SEP.2003 0 --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%!

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

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

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 course differences between set course 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

0 --II3060.DOC012 Edition: 1

SAFETY REGULATION

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 course and in heavy seas

H S C

P il o t s t a r D

.D O C

E di tio n:

.S E P.

1.

en so r fa ilu re s

N o

A ct io n ff ec t

O p er at o r N te ea ct io n ti m e

F ai lu of th lo g or sp ee ds be 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 co nt ro lu ni t.

itc h ov er th e lo g to m an ua ls in pu

T he ac tio tim sw itc hi ng ov er to ua li np ut is cr iti ca la s as sp d is ai n-ta rr or in ad in g f-en ce ad in g re fe re nc e fa ilu re is se ns d an no un ce d op tic al ac ou st ic al co nt ro lu ni ta s G yr o F l.

la st va lid tu al co ur se fr oz is us fr om he ad in g re fe re nc e.

tc ou rs e sh ou ld sa m al co de r to pr ev en ny ru dd er re ac tio n.

It n-po ss ib le to co e co nt ro lu a) ed uc e th e sp ee d to va lu es kn ot s.

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

pt im iz e th e co nt ro lp ar am et s du rin ag pa op at io n if st ab le gu la tio n is no ta va ila b) w itc h ov er to m an ua lc on tr ol an d us a in g re fe re nc e th at is su bj ec tt o er ro rs

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

o t s t a

.D O C tio n:

.S E P.

2.

u to p ilo t er rs ts er at o r N ct io n ti ys te m

/P ow do au pi lo ng e ca sy em r.

ef fe ct s ca nn ot de sc rib cu ra te ly in ch

.T 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 ith r.

A sy r is an no un ce d op tic al ly an d ac ou st ic al si gn al it.

itc h ov er to m an ua lc on tr ol .R uc e so le to be tte r co nt ro la ny po ib le ru dd er eq ua liz at io n op er at io tio ua lc on tr ol ca l.

It is ne s-ry h ov rr or in ro lu nt ro lu ni te rr or in th e rm tr on ic s fa ilu re ha cu rr en tc on tr ol le r be ha vi or .T op at or no co nt ro lu ni ng us e no th in g is sh di sp la y or

N o C on ne ct io n m es sa itc h ov er to m an ua lc on tr ol ,s ib le to m ak e an y m or e he ad in g se tti th er e fu rt he r co nt ro lo ve r th e au pi t( w ar ni ng s, al ar m s, pa ra m et er se tti ng s) tio ua lc on tr ol rit ic

3.

az ar d w h le ra ti n g o r ch an g in g co u rs e an d in h vy er at o r N ct io n ti cc el er a-tio of ip ut ic ad ap ta tio n of th e co nt ro lle r to th e sp ee d is es pe ci im rt an td ur in g ac ce le ra tio n.

A m is si

(e .g .e rr or s) 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

If is no tp os si bl e to en su re a lo g fu nc n, sh ip m us tb e ac ce le ra te d sl si re d sp ee d an d th e sp ee d in tm ua lly .R ud lim ou ld tt m ax um is si bl e va lu itc h ov er im m i-y to m an ua lc tr ol in th e ev en f ro lle r in st ab ili ty o t s t a

.D O C tio n:

.S E P.

er at o r N ct io n ti ha ng ha ad in g ar e do an y un ac ce pt gh rif ug al ac ce le ra tio n is av oi de d 0.

g) .T hi s re du 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 d re la tio ns hi p:

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

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 pr op or tio na le ffe ac ce le ra tio n.

rn in g sp ee d m le la tio n to a de si re d m ax d le ra tio n ra te s de sc rib e ar e no te xc ee d.

Tu rn in g sp ee tt au pi er m in e th e m ax is si bl e tu rn va rio el lin g sp

(d e-in pa ss en ge rs an d th e lo er m in e th e m ax ou nt of ru

It ne ce ss ar y to du tr av el lin d at if er e is ex ce ss iv rif ug al ac ce le ra n.

a) d of th e sh ip m us tb e m at e cu rr en iti s de te rm in at io n m us tb e m ad e in co nn ec tio n ip sa fe ty re gu la tio

(W e he ig ht an d m ax is si bl e sp d) b) ct s of he av y so e un de si ra bl y gh ru pl itu de s au to pi

In ya w in g se tti til a co m pr o-e is re ac he d be tw ee n ru dd er ac tio n in g ac cu ra cy a tr av el lin g sp ee d ill pe rm is si

In e r-si bl y la rg e ru it is c-ry to re du el lin g sp ee d ty re as on s.

T k th e ya w tti

Technical Documentation

AP02--S01DOK012

Declaration of conformity

We declare that this product meets the major protection requirements which are defined in the Council Direction on the approximation of the Laws of the Member States relating to the electromagnetic compatibility (89/336/EEC). The following standard were referred to in examining the product for electromagnetic compatibility

DIN EN 60945 (IEC 945+A1), March 1994 Marine Navigational Equipment

This declaration is declared binding for the producer/importer, Raytheon Anschütz GmbH, Zeyestraße 16--24, D--24106 Kiel, by

Wolfgang Schmöe

Quality Assurance Manager

Important Information on Electromagnetic Compatibility (EMC) -- Use in accordance with the intended purpose of the product:

The product is intended to be operated on sea--going ships.

-- Measures to ensure and to maintain the electromagnetic compatibility.

The user/operator has to bear in mind the following:

-- Assembly, cabling is to be made exclusively in accordance with the given assem-bly and installation documents.

Here, special attention is to be paid to the EMC--relevant measures such as

-- Establish the prescribed ground connections -- Make use of the prescribed cable types -- Apply the screenings to the prescribed points.

-- Operation is to be performed with closed casing only (built--in devices must not be operated outside the desk)

-- After maintenance and repair work has been carried out, the initial state (original state) is to be established again.

Here also, special attention is to be paid to carrying out the EMC--relevant mea-sures:

-- Establish ground connections, put on screenings -- Connect the disconnected electrical protective means (EMC filters) -- Replace the defective electrical protective means by original parts -- Use original parts only -- Close the casing or incorporate the device into the desk, resp.

AP02--S01D0K012

PILOTSTAR D

I Edition: 21.FEB.2005

AP02−S01DOK012

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 Course Control with Set−course Preselection 1−8

1.3.2 Course Control with Automatic Set Course Preadjustment 1−9

1.3.3 Course Control with a Preceding Set−course Transmitter, REMOTE Operation 1−9.

1.3.4 Track Control 1−10

1.4 Course and Sensor Monitoring 1−11

1.5 System Extension 1−12

1.5.1 Main and Secondary Operator Units 1−12

1.5.2 Tiller 1−12

1.5.3 Central Alarm System 1−13

1.5.4 Rudder−angle Indicator 1−13

1.5.5 Multifunction Indicator (e.g. ANSCHÜTZ Digital Navigation Data Indicator) 1−13

1.5.6 Connection of a Steering Repeater 1−13

1.6 Technical Data 1−14

1.6.1 Electrical Data / Ambient Conditions 1−14

1.6.2 Interface Description acc. to NMEA 0183, Version 2.1 October 1997 1−16

1.6.2.1 Input Interface 1−16

1.6.2.2 Output Interface 1−18

Edition: 05.07.1996

II

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 Course 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 Course 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 COURSE CONTROL 2--10

2.2.6.1 SET COURSE Change 2--11

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

2.2.7 Operating Mode COURSE CONTROL with a Preceding Set Course 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 COURSE CONTROL with TRIM FUNCTION (Work Mode) 2--22

2.2.11 Dimming of Key and LCD Illumination 2--25

2.2.12 Lamp Test 2--25

2.3 Varying the Operational Parameter Values 2--26

2.3.1 Optimum Adjustment by Test Runs -- Operating Mode COURSE CONTROL -- 2--29.

2.3.1.1 Recommended Parameter Values for Various Weather Conditions 2--30

2.3.2 Adjusting the Monitoring Limit for OFF TRACK (OFF TRK) 2--31

2.3.3 Adjusting the Monitoring Limit for OFF COURSE (OFF CRS) 2--33

2.3.4 Adjusting the Rudder Limitation RUDDER LIMIT (RUD.LIMIT) 2--35

2.3.5 Optimizing the Control Characteristics of the Track Controller, TRACK < > 2--37

2.3.6 Synchronization of the Autopilot for a Gyro Compass with Step Transmission 2--39. .

2.4 Ship--specific Parameters (CONFIG. on) 2--41

2.4.1 Adjusting the Ship--specific Parameters 2--42

III

AP02−S01DOK012

2.5 Change−over of between Main and Secondary Operator Units / Tiller 2−46

2.5.1 Change−over between a Main Operator Unit and a Secondary Operator Unit 2−46. .

2.5.2 Change−over to Tiller Control (FU / NFU) 2−47

2.6 Signification of the System Messages in the Autopilot 2−48

2.6.1 Warnings and Notes 2−48

2.6.1.1 Signification of Possible Warnings in the Text Line 2−49

2.6.1.2 Signification of Possible Notes within the Text Line 2−50

2.6.2 Disturbed Operation in connection with a Central Alarm System (Option) 2−51

2.6.2.1 Disturbed Operation 2−51

2.6.3 Possible Fault Messages and Measures to be taken 2−51

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

Edition: 22.08.1996

IV

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--8

4.6.1 Releasing the Cold Start 4--8

4.7 Initial Power Application and Testing of Pilotstar D, dock side test and alignment 4--10

4.8 Installation of the Feedback Unit (Type 101--529) 4--18

4.8.1 Adjusting the Feedback Potentiometer 4--18

4.8.1.1 Adjusting the Limit Switches of the Feedback Unit 4--19

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

(refer to summary diagram 102 D 863 HP011) 4--21

4.9.1 Adjustment and Test of the Electrical Rudder Scaling (RUD SCALE) 4--22

4.9.1.1 Adjusting/Checking the Rudder Slack (RUD SLACK) 4--24

4.10 Adjusting the Magnet Sonde 108--010 4--26

4.11 Adjusting the Flux--gate Compass Sonde (with SIN/COS Output) 4--28

4.12 Sea Trial Procedure 4--29

4.13 A Guide to when which Parameters must be Set 4--34

Annex

V Edition: 14.12.1996

List of Abbreviations:

APA -- autopilot format ”A”

-- Autopilot--Format ”A” APB -- autopilot format ”B”

-- Autopilot--Format ”B”

CNT.RUD -- counter rudder

-- Stützruder COURSEMON -- course monitor

-- Kursfehleralarmschwelle CRS.TYPE -- course type

-- Kurssensortyp CPU -- central processor unit

-- Zentrale Prozessoreinheit CONFIG. on -- configuration mode on

-- Konfigurationsmode CONFIG. off -- configuration mode off

-- Konfigurationsmode

DC -- direct current

-- Gleichstrom

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

-- elektrisch löschbarer, neu programmierbarer Festwertspeicher EXT.CRS -- extension course

-- externe Sollkursvorgabe

FAIL -- failure

-- Fehler FU -- follow--up

-- Wegsteuerung

Edition: 14.12.1995

VI

G GPS -- global position system

-- Positionsempfänger GYRO FAIL -- gyro compass failure

-- Gyro--Kompaßfehler

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

-- Ein-- / Ausgangskarte IP -- Interelement protection

-- Schutzart

L LCD -- liquid crystal display

-- Flüssigkeitskristall--Anzeige LOG TYPE -- speed sensor type

-- Typ des Geschwindigkeitssensors

M MAG TYPE -- magnetic sensor type

-- Magnetkompaß MAGNET FAIL -- magnetic failure

-- Magnetkompaßfehler

NAV TYPE -- navigation data type

-- Typ des Navigationsdatenempfängers NAVDATA FAIL -- navigation data failure

-- Navigationsdatenfehler NFU -- non--follow--up

-- Zeitsteuerung NMEA -- National Marine Electronics Association

VII

Edition: 14.12.1996

OFF TRK -- off--track, -- Bahnfehler OFF CRS -- off--course

-- Kursfehler

PCB -- printed--circuit board

-- Elektronikkarte PANEL FAIL -- panel failure

-- Fehler in einem Bediengerät PARAM -- parameter

RUD.LIMIT -- rudder limit

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

-- Solldrehrate in °/min RUD.SCALE -- rudder scale

-- Ruderskalierung RUD.SLACK -- rudder slack

-- Ruderlose RUD.LEAD -- rudder lead

-- Rudervorhalt RUD.SPEED -- rudder speed

-- Ruderlegegeschwindigkeit RUD.FAIL -- rudder failure

-- Ruderfehler

VIII

STBD -- starboard

-- Steuerbord SERV CODE -- service code

-- Servicecode SER.OUT -- serial output type

-- Auswahl der seriellen Schnittstellenausgabe SYNCHRON. -- step compass synchronization

-- Step--Kompaßsynchronisation STEERING FAIL -- steering failure

-- Steuerfehler

TRIM YAW -- 2nd parameter for yawing

-- zweiter Parameter für die Gierlose TRIM RUD -- 2nd parameter for rudder

-- zweiter Parameter für die Proportionalverstärkung des Kursreglers

TRIM CNT -- 2nd parameter for counter rudder -- zweiter Parameter für die Stützruderwirkung des Kursreglers

TRACK LIM -- track limit -- bestimmt die Überwachungsgrenze während der Bahnregelung

W WP -- waypoint

-- Wegpunkt WOP--circle -- wheel over point circle

-- Freigabe für den nächsten Bahnabschnitt

X XTE TRIM -- Cross Track Error Trim

Bahnfehlerkorrektur durch die Trimmfunktion

IX

Edition: 21.MAR.2003

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.

350° 280°

270°

0°

90°

180°

Direction of rotation of the preselected heading

Edition: 09.10.1995 X

1--1AP02--S01DOK012

Edition: 13.11.1996

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:

-- Course control acc. to a manually adjusted set course preselection -- Course control with rudder trim function (work mode) -- Track control in conjunction with a navigation receiver -- Course control with serial set course 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 course 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

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--2AP02--S01DOK012

Edition: 14.08.1996

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

-- the current heading (actual course) as a digital display. Below the heading dis--play, the selected course 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 open the parameter list in the LCD display acknowledges the internal alarm signalling

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--3AP02--S01DOK012

• 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 Course Control active.

Status indicator: EXTENSION COURSE stands for Course Control active.

The autopilot here receives its set course 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 course 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 course 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--4AP02--S01DOK012

Keys in the operating field changes over to the operating mode of course 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 course control with extended trim function -- WORK mode -- (LED alight)

Rotary knob for set course preselection (resolution 0.5° )

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

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 COURSE in the operating mode AUTO (course control) and TRACK

(track control) Operating mode AUTO The centric segment represents the course difference between the set course and heading. One segment corresponds to a course deviation of 2°. The monitoring limits show the permissible limit range for the course difference.

Operating mode TRACK The centric segment represents the set course trim deviation during track control (caused by drift or weather conditions). Passing over from one segment to another corresponds to a set course trim deviation of 2°.

Monitoring Ship’s relative positionlimit

Course differenceMonitoring limit

Set course trimMonitoring limit deviation

1--5AP02--S01DOK012

• 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 -- Wiring PCB

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 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.

RudderRudder limitation order

1--6AP02--S01DOK012

1.2 General Information on the Autopilot Configuration

Exact course 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).

1--7AP02--S01DOK012

Edition: 01.SEP.2003

1.3 Principle of Operation

The autopilot is used for the automatic course 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

Main operator unit

Secondary operator units

Tiller

Rudder angle feedback unit

Steering mode selector

Steering control

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

NOTE The automatic course 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 course data is above 180_ the ship will follow the direction entered.

The course will NOT change over the shorter route.

1--8AP02--S01DOK012

1.3.1 Course Control with Set--course Preselection

The set--course 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 course (see Fig. 1--3).

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

New set course = heading

Heading

Set--course preselection

Rudder angle indicator

Fig. 1--3: Course Control with Set--course Preselection

1--9AP02--S01DOK012

1.3.2 Course Control with Automatic Set Course Preadjustment

This operating mode is useful for maneuvers where a constant course change maneuver of, e.g. 90° is often to be sailed (fishing, towing, ferries).

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

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

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

1.3.3 Course Control with a Preceding Set--course Transmitter, REMOTE Operation This operating mode can only be realized in conjunction with a navigation system.

With this, the set course is determined by the navigation system and transmitted to the PILOTSTAR D via a serial interface.

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

During this operating mode, the manual set--course 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 course and the track deviation are converted into a set--course information and transmitted to the PILOTSTAR D.

1--10AP02--S01DOK012

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 execated 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 set--course preselection for the next track section. This state is indicated via the text line and, after acknowledgement, accepted as a new set 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

Track data from navigation receiver (GPS)

(Textline --Distance from track--)

Fig. 1--4: Track Control

1--11AP02--S01DOK012

1.4 Course 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 course sensors or the function of the steering gear, etc., is continu-ously monitored.

As soon as the adjusted safety threshold, e.g. OFF COURSE 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 course sensor (GYRO FAIL or MAG FAIL), the last heading is stored, the set course is caused to follow up correspondingly.

This monitoring function prevents an uncontrolled ship’s motion; the user has the time for changing over to an alternative course sensor (e.g. magnetic compass) or to manual control.

1--12AP02--S01DOK012

1.5 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).

1.5.1 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.

1.5.2 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 varations 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 COURSE, the tiller control is released.

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

1.5.3 Rudder--angle Indicator

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

1−13AP02−S01DOK012

1.5.3 Central Alarm System

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

• In case of a disturbance, the alarm output (relay contact) switches the audible alarm over to the central alarm system.

• The alarm input is used for the dialog with the central alarm system.

An audible alarm acknowledged at the central alarm system is also acknowledged at the autopilot.

1.5.4 Rudder−angle Indicator

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

1.5.5 Multifunction Indicator (e.g. ANSCHÜTZ Digital Navigation Data Indicator)

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

In this connection, the ANSCHÜTZ digital navigation data indicator offers itself as a mul-tifunction indicator.

The digital navigation data indicator permits the following indications:

− Heading indication

− Set course indication

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

− Rate−of−turn set value.

1.5.6 Connection of a Steering Repeater

As an alternative to the digital navigation data indicator, this serial output can also be used for connecting an ANSCHÜTZ Std.20 steering repeater with specific Software

(RS422 output).

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--14AP02--S01DOK012

1.6 Technical Data

1.6.1 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

-- Interfaces for possible sensors -- Gyro compass with transmission system: ANSCHÜTZ course bus system

ANSCHÜTZ step system 1/6° Step--system

-- Magnetic compass with transmission system: 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

1−15AP02−S01DOK012

− 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 (Relais output): AUTO FAILure (automatic faulty)

Power FAILure (voltage supply faulty) STEERING FAILure

(steering control faulty)

OFF COURSE (course error with regard to gyro compass)

COURSE MONITOR (course error with regard to magnetic compass)

− Status (Relais output) for TILLER ON status or for ALARM RESET

− Signal output: Serial output RS232 for ANSCHÜTZ digital navigation data indicator

(set course, heading, speed) or Serial output RS422 for ANSCHÜTZ steering repeater

(STANDARD 20 with spec.

Software)

• Feedback unit

− Supply via PILOTSTAR D: ±15V DC

− Type of enclosure: IP 56

− Ambient temperature: −25° to +55°

1--16AP02--S01DOK012

Edition: 08.JAN.1999

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

1.6.2.1 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

• 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

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

1--17AP02--S01DOK012

Edition: Sep 19, 2002

• NMEA 0183 Format XTE

XTE ⇒ Cross--Track--Error, Measured

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

V = Loran--C Cycle Lock

Units, nautical miles

Direction to steer, L/R

• NMEA 0183 Format VTG

VTG ⇒ Course Over Ground and Ground Speed

Course, degrees Magnetic

Course, degrees True

SOG, km/hr

Speed, knots

• NMEA 0183 Format VHW

VHW⇒ Water Speed and Heading

Heading, degrees Magnetic

Heading, degrees True

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

1--18AP02--S01DOK012

Edition: 08.JAN.1999

• NMEA 0183 Format HC HDM

HDM ⇒ Heading, Magnetic (software version E03.00) HC ⇒ Compass, Magnetic (upper software version E03...)

(E03.00)

(E03...)

• NMEA 0183 Format HDT

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

Heading, degrees True

1.6.2.2 Output Interfaces

• NMEA 0183 Format HEHDT

HEHDT ⇒ Gyro--Compass sentence

Checksum

Degrees true

• NMEA 0183 Format HCHDT

HCHDT ⇒ Magnet--Compass sentence

Checksum

Degrees true

1--19AP02--S01DOK012

• 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 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

$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

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

Speed is valid

1--20AP02--S01DOK012

• Property NMEA 0183 Format PASHE

PASHE ⇒ If coarse is valid

Course information is valid

String format for course status

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

• Property NMEA 0183 Format PASHE

PASHE ⇒ If coarse is not valid

Course information is not valid

String format for course status

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

1−21AP02−S01DOK012

Ship’s mains

10....36V DC

PILOTSTAR D Standard PILOTSTAR D System Extension

Main operator unit

Connection unit

Steering mode selector (option)

Course distribution GYRO compass

MAGNETIC compass

LOG

Navigation receiver (GPS, LORAN C) or set course transmission system

Digital navigation data indicator

(RS232)

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

1−22AP02−S01DOK012

2--1

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.

AP02--S01DOK012 2--2

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 Course Change

In case of a course change, the ship is automatically led to the preselected set course always through the shortest way.

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 be up to approx. 50% bigger.

2.1.4 Checks to be made before Departure and during the Voyage

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

• 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 course control is now effective.

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

2--3

2.1.5 Change--over to another Course Sensor

Change--over to another course sensor may result in a considerable SET COURSE deviation.

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

The unintended set course 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

OFF TRKPARAM

LIMITS

YAWING

RUDDER

COMPASS gyro

See Chapter 2.2.1.

Explanation of symbols.

© Select the MAG or GYRO course sensor

(gyro)

(mag)

LIMITS

YAWING

RUDDER

MAG

COMPASS mag

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

¢ Press course sensor

LIMITS

YAWING

RUDDER

MAG

AP02--S01DOK012 2--4

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 safety--relevant measures:

-- Ship made fast -- Steering gear or steering linkage is freely moving, and correctly covered or protected against access, resp.

-- Rudder blade freely moving.

The ship’s mains is connected (POWER ON)

NOTE The membrane keyboard must never be operated with a pointed object (ball--point pen, pencil etc.) !

For cleaning the membrane keyboard and the LCD display, a commercial acid--free agent is to be used only.

Annex --1 shows the complete operator surface of the operator unit.

2--5

2.2.1 Explanation of Symbols Used

Key actuation

LED flashing

LED out

LED on

Audible signal on

Audible signal off

CONFIG Status panel flashing

Index for display explanation

AP02--S01DOK012 2--6

2.2.2 Prerequisite for Switching on the Operating Mode TRACK CONTROL This operating mode presupposes certain operator actions, i.e. track planning, on the navigation receiver.

See manufacturer’s handbook of the navigation receiver in question.

Prior to switching to the operating mode of track control, the following recommendations should be taken into consideration:

a) The ship must be turned into the ahead direction with regard to the track (angular range approx. α 60°).

WP1

WP2

α

b) Before switching on the track control, the ship should be within the track monitoring limits (see OFF TRK bar graph indication). Ascertain the track deviation with regard to the track course by means of the navigation receiver.

If a large position difference is found, it is recommended in this situation first of all to approach the track (within the monitoring range), with course control or by hand con-trol.

2--7

2.2.3 Putting into Operation

• With connecting the ship’s mains supply (ship’s mains fuse ON), the PILOTSTAR D is ready for operation. The following survey shows the possible operating conditions / operating modes.

Connecting the ship’s mains voltage

Steering mode selector position AUTO

Select PILOTSTAR D operating mode -- Remote Chap. 2.2.7 -- Track control Chap. 2.2.8 -- Manual Chap. 2.2.9 -- Trim function Chap. 2.2.10

Operational pa-rameters, Chap. 2.3

Main/secondary operator units/ Tiller, Chap. 2.5

Steering mode selector position HAND

PILOTSTAR D operating mode -- STANDBY, Chap. 2.2.4

Ship--specific parameters, Chap. 2.4

System messages, Chap. 2.6

PILOTSTAR D operating mode COURSE CONTROL is active, Chap. 2.2.6

System messages, Chap. 2.6

Operational pa-rameters, Chap. 2.3

Switching to another sensor, Chapter 2.1.5• •

Fig. 2--1: Survey of Possible Operating Conditions / Operating Modes

AP02--S01DOK012 2--8

2.2.4 The Status Indication STANDBY is visible

• Dependent on the system type, this status indication describes the following system situation:

1. The steering mode selector has been set to position HAND.

The main and secondary steering stations (2nd operator unit, tiller) are electrically separated from the steering control system.

2. The steering mode selector has been set to position AUTO.

The main operator unit shows STANDBY, when a secondary steering station (2nd operator unit, tiller) is active.

• The LCD display indication is as follows

Rudder angle indicatorStatus indicator

The current heading and the rudder angle indication are operated as active indica-tions. The set course indication is caused to follow up the heading.

Alarm and error messages (see Chapter 2.6) appear in the text line -- silent alarm -- (no audible signalling).

All operation LEDs are switched off.

• Operating parameters, as well as parameters specific to the ship itself, can be changed as required.

2--9

2.2.5 Switching on the Autopilot (Standard Equipment)

• The autopilot is activated via the steering mode selector, switch position

AUTO.

The operating mode COURSE CONTROL is now active (see Chapter 2.2.6).

Change--over to another operating mode is now possible.

• The LED panel of the key lights up (GREEN).

• The LCD display indication is as follows:

Limit adjustment for the

OFF COURSE

monitoring limits

Set course/heading deviation

Limit adjustment for the rudder limitation

Rudder angle indicatorText line

The autopilot system is active; the OFF CRS bar graph indication indicates the set course/heading deviation via the centric dynamic bar graph segment.

The monitoring limits are shown as static bar graph segments.

With switching on/changing over, the HEADING is taken over as SET COURSE prese-lection as a matter of principle.

(Adjusting the monitoring limit for OFF COURSE, see Chapter 2.3.3.

Adjusting the rudder limitation, see Chapter 2.3.4.

Synchronization, see Chapter 2.3.6.)

AP02--S01DOK012 2--10

2.2.6 The Operating Mode COURSE CONTROL

• By actuating the key, the course control is activated.

The instantaneous HEADING is accepted as SET COURSE preselection.

The ship is held on the instantaneous course.

• The LED panel of the key is alight (GREEN).

• The display indication is as follows

Text line Rudder angle indicator

Within the OFF CRS bar graph indication, the set course/heading deviation is described via the central display range. It is by means of this indication that the quality of course control can be judged.

One segment corresponds to a course deviation of 2°.

In case of a considerable course deviation that reaches the monitoring range, an OFF COURSE alarm is released (audible alarm and plain text info in the text line).

The possible source of trouble may be a disturbance in the steering control circuit (for detailed information see Chapter 2.6).

(Adjusting the monitoring limit for OFF COURSE, see Chapter 2.3.3.

Synchronization, see Chapter 2.3.6.)

2--11

2.2.6.1 SET COURSE Change

The course change manoeuvre is initiated immedi-ately. The ship starts turning with the preset rate of turn (RATE OF TURN) into the preset SET COURSE input.

During a course change manoeuvre, the parameter value for rate of turn (ROT °/MIN) must not be varied !

ATTENTION

NOTE For the rate--of--turn adjustment of ROT °/min full, the rate--of--turn limitation is not active.

With this adjustment, the rudder position is limited only by the rudder angle limit position RUD.LIMIT.

A new SET COURSE is adjusted via the PORT/STBD keys (1° set course change or 5° set course change by pressing the key constantly) or via the rotary knob (resolution 0.5°).

The arrow direction or the direction of rotation always corresponds to the real direction of rotation of the ship.

During a course change manoeuvre, the OFF COURSE monitoring is deactivated for the period of the rough course change. This state is signalized by the flashing bar graph display.

In case of a course or track change, the ship is led to the new set course always through the shortest way.

AP02--S01DOK012 2--12

• In case of a SET COURSE CHANGE, the display indication is as follows:

With the new SET COURSE presetting, the limit adjustment has been exceeded; the corresponding range is flashing

A new SET COURSE initiates the course change manoeuvre as a function of the preset rate of turn.

The course direction (PORT or STBD) is realistically indicated in 2° steps by movement of the…