StS5000 Manual Plus
Distributed by
Any reference to Raytheon or
RTN in this manual should be
interpreted as Raymarine.
The names Raytheon and RTN
are owned by the
Raytheon Company.
ST5000 Plus
SailPilot
Owner’s
Handbook
Document number: 81136-4
Date: May 2001
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Preface
SailPilot
Rudder Reference Unit
Boat's Electrical
Distribution Panel
ST5000 Plus
Control Head
Fluxgate Compass
SeaTalk Instruments
D3559-1
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Raymarine, as part of its commitment to continuous improvement and updating, reserves the
right to make changes, without prior notice, to the equipment, equipment specifications, and the
instructions contained within this handbook.
To the best of our knowledge, the information contained within this handbook was correct
as it went to press.
A great deal of care has been taken to ensure that this handbook is as accurate as possible. However,
liability cannot be accepted for inaccuracies or omissions.
Autohelm and SeaTalk are registered trademarks of Raymarine Ltd.
WindTrim, AutoTack, AutoTrim, Auto Seastate, Autoadapt and Auto Dockside are trademarks of
Raymarine Ltd.
Copyright © Raymarine Ltd 2001.
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Preface
Contents
Preface .................................................................................... ix
How this handbook is organised ...................................... ix
Warranty ........................................................................... ix
Safety information ............................................................. x
EMC conformance ............................................................ x
Chapter 1: Introduction ......................................................... 1
1.1 Overview ..................................................................... 1
1.2 Extended systems ........................................................ 2
1.3 Specification ............................................................... 2
Chapter 2: Basic Operation ................................................... 3
2.1 Key functions .............................................................. 3
2.2 Display layout ............................................................. 4
2.3 Using Auto mode ........................................................ 5
Engaging the Autopilot (Auto) .................................... 5
Disengaging the autopilot (Standby) to return to hand
steering ........................................................................ 5
Changing course in Auto mode ................................... 6
Dodging obstacles in Auto mode ................................ 6
Returning to the previous locked heading ................... 7
Automatic tack (AutoTack) ......................................... 7
AutoTack to starboard ........................................... 8
AutoTack to port .................................................... 8
Off course alarm .......................................................... 8
Operating hints ............................................................ 9
Making major course changes ............................... 9
Course changes under autopilot control ................ 9
Gusty conditions .................................................. 10
2.4 Display and keypad illumination .............................. 10
2.5 Data pages ................................................................. 11
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Chapter 3: Advanced Operation ......................................... 13
3.1 Operation in Track mode .......................................... 13
Initiating Track mode ................................................ 13
Automatic acquisition .......................................... 14
Manual acquisition .............................................. 15
Cross track error ........................................................ 16
Tidal stream compensation ........................................ 16
Waypoint arrival and advance ................................... 17
Arrival .................................................................. 17
Skipping a waypoint – SeaTalk navigators only .. 18
Advance ............................................................... 18
Dodges ....................................................................... 18
Initiating a dodge manoeuvre .............................. 18
Cancelling a dodge manoeuvre ............................ 18
Safety ......................................................................... 18
Position confirmation at the start of a passage .... 19
Verifying computed positions .............................. 19
Plot frequency ...................................................... 19
Setting waypoints ................................................. 19
General ................................................................ 19
3.2 Operation in Vane mode (WindTrim) ....................... 19
Selecting Vane mode ................................................. 20
Adjusting the locked wind angle ............................... 20
Returning to the previous apparent wind angle ......... 21
Dodges ....................................................................... 21
Wind shift alarm ........................................................ 21
Using AutoTack in Vane mode .................................. 22
Operating hints .......................................................... 23
3.3 Adjusting autopilot performance .............................. 23
Changing the response level (AutoSeastate) ............. 23
Changing the rudder gain .......................................... 24
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Preface
3.4 Alarms ....................................................................... 24
SeaTalk failure ..................................................... 24
Off course ............................................................ 24
Wind shift ............................................................ 25
Large cross track error ......................................... 25
Drive stopped ....................................................... 25
Data not received ................................................. 25
Waypoint advance ................................................ 26
Low battery .......................................................... 26
Watch alarm ......................................................... 26
Shallow alarm ...................................................... 27
Man overboard (MOB) ........................................ 27
Chapter 4: Customising the ST5000 Plus ........................... 29
4.1 User setup ................................................................. 29
Compass deviation correction ................................... 31
Deviation display ....................................................... 31
Heading alignment .................................................... 31
Heading mode ........................................................... 31
Bar selection .............................................................. 31
Data pages ................................................................. 32
4.2 Dealer setup .............................................................. 34
Calibration lock ......................................................... 36
Pilot type ................................................................... 36
Rudder gain ............................................................... 37
Response ................................................................... 37
Turn limit ................................................................... 37
Align rudder (Rudder Offset) .................................... 37
Rudder limit ............................................................... 37
Off Course alarm ....................................................... 38
AutoTack angle ......................................................... 38
AutoTrim ................................................................... 38
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Drive type .................................................................. 39
Variation .................................................................... 39
AutoAdapt ................................................................. 39
Latitude ..................................................................... 40
Rudder damping ........................................................ 40
Cruise speed .............................................................. 40
Chapter 5: Installation ........................................................ 41
5.1 Planning the installation ............................................ 41
EMC installation guidelines ...................................... 41
Suppression Ferrites ................................................. 42
Connections to other equipment .......................... 42
Cabling ...................................................................... 42
5.2 Control head .............................................................. 43
Siting ......................................................................... 43
Mounting procedure .................................................. 43
Surface mounting ................................................. 44
Flush mounting .................................................... 45
Cable connectors ....................................................... 46
Power supply connection ........................................... 46
Connection to the SeaTalk bus .................................. 47
SeaTalk Cables .................................................... 47
Cable Types ......................................................... 48
Typical SeaTalk Cabling ...................................... 48
5.3 Fluxgate compass ...................................................... 48
Mounting location for steel-hulled vessels ................ 49
Installing the fluxgate compass ................................. 50
Cabling ...................................................................... 51
5.4 Rudder reference transducer ..................................... 51
Mounting position ..................................................... 51
Control dimensions .................................................... 52
Installing the rudder reference transducer ................. 52
Cabling ...................................................................... 53
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Preface
5.5 SailPilot linear drive installation ............................... 54
Mounting the drive unit ............................................. 55
Drive unit cabling ...................................................... 56
5.6 NMEA interface ........................................................ 57
Cabling ...................................................................... 57
NMEA data transmission to other equipment ........... 57
Data formats .............................................................. 58
Transmission of NMEA data on SeaTalk ............ 58
Chapter 6: Post Installation Procedures ........................... 59
6.1 Functional test ........................................................... 59
Switch on ................................................................... 59
Operating sense ......................................................... 60
Navigation interface (GPS, Decca, Loran) ................ 60
Wind transducer interface ......................................... 61
SeaTalk interface ....................................................... 61
6.2 Dockside procedure .................................................. 62
6.3 Initial sea trial ........................................................... 62
EMC conformance .................................................... 62
Overview ................................................................... 62
Automatic compass deviation correction .................. 63
Further heading alignment adjustment ...................... 67
Checking autopilot operation .................................... 67
Checking the rudder gain .......................................... 67
Chapter 7: Maintenance ...................................................... 71
General ...................................................................... 71
Servicing and Safety .................................................. 71
Advice ....................................................................... 71
Chapter 8: Fault Finding ...................................................... 73
Index ...................................................................................... 75
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Preface
Preface
This handbook contains information on the operation and installation
of your new equipment. In order to obtain the best performance from
your autopilot, please read this handbook thoroughly.
How this handbook is organised
This handbook is divided into the following chapters:
Chapter 1: Introduces the autopilot, its features and its use.
Chapter 2: Covers basic autopilot operation.
Chapter 3: Explains how to use Track and Vane (WindTrim) modes
and adjust autopilot performance, and summarises the ST5000 Plus
alarms.
Chapter 4: Provides details on how to make adjustments to customise
the autopilot to your particular vessel.
Chapter 5: Explains how to install your autopilot and its components.
Chapter 6: Covers functional testing and dockside procedures after
installation, and initial sea trials.
Chapter 7: Provides general maintenance procedures.
Chapter 8: Provides information to help you resolve any problems you
may encounter with your autopilot.
An index is included at the end of this handbook, followed by templates
for the installation of the control head, SeaTalk deck connector and
rudder reference transducer.
Warranty
To verify the ownership of your new autopilot, please take a few
minutes to complete the warranty card. It is important that you
complete the owner information and return the card to the factory to
receive full warranty benefits.
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Safety information
Passage making under autopilot control is an enjoyable experience that
can, if you are not careful, lead to the relaxation of the permanent
watch. A permanent watch MUST be maintained no matter how clear
the sea may appear to be.
Remember, a large ship can travel two miles in five minutes – just the
time it takes to make a cup of coffee.
The following rules should always be observed:
• Maintain a permanent watch and regularly check all around for other
vessels and obstacles to navigation – no matter how clear the sea
may appear a dangerous situation can develop rapidly.
• Maintain an accurate record of the vessel’s position either by use of
a radio navigation receiver or visual bearings.
• Maintain a continuous plot of position on a current chart. Ensure the
locked autopilot heading steers you clear of all obstacles. Make
proper allowance for Tidal Set – the autopilot cannot!
• Even when your autopilot is locked onto the desired Track using a
radio navigation receiver, always maintain a log and make regular
positional plots. Radio navigation signals can produce significant
errors under some circumstances and the autopilot cannot detect this
situation.
• Make sure that all members of crew are familiar with the procedures
to disengage the autopilot.
Your Raymarine autopilot will add a new dimension to your boating
enjoyment. However, it is the responsibility of the skipper to ensure the
safety of the vessel at all times by careful observance of these basic
rules.
EMC conformance
All Raymarine equipment and accessories are designed to the best
industry standards for use in the leisure marine environment.
Their design and manufacture conforms to the appropriate
Electromagnetic Compatibility (EMC) standards, but correct
installation is required to ensure that performance is not compromised.
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Chapter 1: Introduction
Chapter 1: Introduction
1.1 Overview
The ST5000 Plus is a SeaTalk® compatible autopilot available for
SailPilot linear drive steering systems, which can also repeat instrument
data in a programmable selection of Data Pages.
The ST5000 Plus can share all data transmitted from other Raymarine
SeaTalk instruments:
• Wind information from a wind instrument can be used for wind trim
(Vane) steering without the need to install a separate vane.
• Track information, from a navigation instrument, provides waypoint
control from the autopilot.
• Boat speed from the Speed instrument provides optimum trackkeeping performance.
The ST5000 Plus autopilot can also be used with any navigator (GPS,
Decca, Loran) transmitting NMEA 0183 data.
There are four operating modes:
Standby: Autopilot disengaged
Auto:
Autopilot engaged and locked onto a heading
Track:
Autopilot maintains a track between two waypoints created
using a navigation system
Vane:
Autopilot maintains a course relative to an apparent wind
angle
When the ST5000 Plus is being used to repeat instrument data, “pop-up
pilot” pages are displayed for 5 seconds whenever a change in autopilot
control is made.
The ST5000 Plus also provides the following:
• Automatic tack facility, which can be used in Auto and Vane modes
• Automatic compass deviation correction
• Northerly/Southerly heading compensation
• Automatic heading deadband – seastate control
• Waypoint advance feature
• Setup and calibration options to suit each installation, giving
maximum performance with many types of boat, with three
calibration menus (user, intermediate and dealer)
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1.2 Extended systems
The ST5000 Plus is compatible with other Raymarine SeaTalk
instruments.
Additional fixed and hand-held SeaTalk autopilot control units can be
connected at secondary steering and control positions.
1.3 Specification
• Power Supply: 10 to 15 V dc
• Drive mechanism: Linear drive unit, high current FET drive
• Current consumption:
Standby: 60 mA (less than 200 mA with full lighting)
Auto: between 0.5 A and 1.5 A depending on drive type, boat trim,
helm load and sailing conditions
• Operating temperature: 0°C to +70°C (32°F to 158°F)
• Eight button illuminated digital keypad
• LCD display of heading, locked course and navigational data, with
three levels of illumination
• Input connections for SeaTalk, power, fluxgate compass, rudder
reference unit and NMEA
• Output connections for: SeaTalk, clutch drive and motor drive
• Clutch current limit: 2 A
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Chapter 2: Basic Operation
Chapter 2: Basic Operation
This chapter first provides summary diagrams of the key functions and
screen layout. It then gives operating instructions for engaging the
autopilot and using Auto mode, changing the lighting, and displaying
Data Pages.
2.1 Key functions
The autopilot is controlled using simple push-button operations, all of
which are confirmed with a beep. In addition to the main single key
functions, there are several dual key functions.
-1 plus +1
Press for Response level
-1 plus -10
Press together
for AutoTack
to port
Press for 1 second
for Rudder Gain
+1 plus +10
Press together
for AutoTack
to starboard
DISP
Press for
Data Page
TRACK
Press for Track
mode from Auto
Press for 1 second
for lamp control
Press to accept
waypoint advance
Press for 1 second
to skip waypoint
STANDBY
Press for Standby
mode
Course Change Keys
Port 1˚ Starboard 1˚
Port 10˚ Starboard 10˚
AUTO
Press for Auto mode
Press for 1 second
for Last Heading
Press and hold for
Setup modes
Press again to
accept Last Heading
STANDBY plus AUTO
Press for Vane mode
Press for 1 second for Last Wind
Press again to accept Last Wind
D3447-1
• The autopilot always powers up in Standby mode.
• Course changes can be made at any time using the –1, +1, –10 and
+10 keys.
• You can return to manual steering at any time by pressing standby.
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2.2 Display layout
The following illustration shows all the elements, together with a brief
description, that make up the ST5000 Plus autopilot LCD display.
Rudder or Steer Direction Indicator
• The bar graph at the bottom of the display is normally a rudder bar.
If it has been set as a direction-to-steer indicator, the display depends
on the current mode, as follows:
Mode
Bar
Standby
Rudder bar for systems with a rudder reference transducer
Auto
Heading error bar
Track
Cross track error (XTE) bar, in 0.02 nm increments
Vane
Wind angle error bar
• If neither distance units (nm or SM) is displayed, the distance is in
Km.
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Chapter 2: Basic Operation
2.3 Using Auto mode
Engaging the Autopilot (Auto)
1. Steady the vessel on the required heading.
2. Press auto.
• In Auto mode, the display shows the locked autopilot heading.
CAUTION:
Passage making under autopilot control is an enjoyable experience
that can, if you are not careful, lead to the relaxation of the
permanent watch. A permanent watch MUST be maintained no
matter how clear the sea may appear to be.
Remember, a large ship can travel two miles in five minutes – just
the time it takes to make a cup of coffee.
Disengaging the autopilot (Standby) to return to
hand steering
•
Press standby.
• In Standby mode, the display shows the vessel’s current compass
heading.
• The previous autopilot heading is memorised and can be recalled
(see below).
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Changing course in Auto mode
The +1 and +10 (starboard) and –1 and –10 (port) keys are used to
change the locked heading, in increments of 1° and 10°, when the
autopilot has control.
Example: a 30° course change to port = press –10 three times.
Dodging obstacles in Auto mode
In order to avoid an obstacle when your vessel is under autopilot
control, select a course change in the appropriate direction (for
example, port 30° = press –10 three times).
When safely clear of the obstacle, you can reverse the previous course
change (for example, press +10 three times), or return to the previous
locked heading (LAST HDG).
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Chapter 2: Basic Operation
Returning to the previous locked heading
(LAST HDG)
If for any reason the vessel is steered away from the selected locked
heading (for example, executing a dodge manoeuvre or selecting
Standby) you can return to the previous locked heading:
1. Press auto for 1 second. The previous locked heading (LAST HDG)
is displayed for 7 seconds.
1
Note: A direction-to-steer indicator is displayed to show you the
direction the vessel will turn.
2. To accept this heading, and resume the original course, press auto
once within this 7 second period.
If you do not press auto while the display is flashing, the current
heading will be maintained.
Automatic tack (AutoTack)
The ST5000 Plus has a built in automatic tack facility that turns the
vessel through a predetermined angle (the factory default is 100°) in the
required direction.
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AutoTack to starboard
Press the +1 and +10 keys together to tack to starboard.
AutoTack to port
Press the -1 and -10 keys together to tack to port .
Off course alarm
The off course alarm will sound if the locked autopilot heading and the
vessel’s current heading differ for more than 20 seconds, by more than
the alarm angle set in calibration (the factory default is 20°).
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Chapter 2: Basic Operation
1. To cancel the off course alarm, press standby to return to hand
steering.
2. Check whether your vessel is carrying too much sail, or whether
the sails are badly balanced. Significant improvements in course
keeping can usually be obtained by improving sail balance.
Operating hints
Making major course changes
• It is sound seamanship to make major course changes only when
steering manually.
• Manual course changes ensure that obstructions or other vessels can
be cleared properly, and due account taken of the changed wind and
sea conditions on the new heading prior to engaging the autopilot.
Course changes under autopilot control
It is important to understand the effect of sudden trim changes on
steering performance. When a sudden trim change occurs, due, for
example, to weather helm or sail imbalance, there will be a delay before
the automatic trim applies rudder to restore the locked heading. This
correction can take up to one minute.
Large course changes which change the apparent wind direction can
produce large trim changes. In these situations, the autopilot will not
immediately assume the new automatic heading, and will only settle
onto course when the automatic trim has been fully established.
To eliminate this problem, the following procedure can be adopted for
large course changes:
1. Note the required new heading.
2. Select standby and steer manually.
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3. Bring the vessel onto the new heading.
4. Select auto and let the vessel settle onto course.
5. Bring the vessel to the final course with 1° increments.
Gusty conditions
In gusting conditions, the course may tend to wander slightly,
particularly if the sails are badly balanced. A significant improvement
in course keeping can always be obtained by improving sail balance.
Bear in mind the following important points:
• Do not allow the yacht to heel over excessively
• Ease the mainsheet traveller to leeward to reduce heeling and
weather helm
• If necessary, reef the mainsail a little early
It is also advisable, whenever possible, to avoid sailing with the wind
dead astern in very strong winds and large seas.
Ideally, the wind should be brought at least 30° away from a dead run
and, in severe conditions, it may be advisable to remove the mainsail
altogether and sail under headsail only.
Provided these simple precautions are taken, the autopilot will be able
to maintain competent control in gale force conditions.
2.4 Display and keypad illumination
• Press disp for 1 second, from any mode, to enter illumination
adjustment mode and turn the lights on.
1
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Chapter 2: Basic Operation
• Subsequent presses of the disp key cycles the possible illumination
settings: L3, L2, L1, OFF, L1, L2, L3 etc. where L3 is the brightest
setting.
The display times out to normal operation after 7 seconds of keypad
inactivity.
Pressing any other key before the 7 second time-out will select the
mode assigned to that key (for example, auto selects Auto mode,
standby selects Standby mode).
Notes: If other SeaTalk instruments or autopilot control units are
connected to SeaTalk, the illumination can be adjusted from these
units.
Any adjustments to the illumination are lost when the unit is
switched off.
The keys are still lit at a courtesy level when the display lighting is off.
2.5 Data pages
The disp key is used to cycle “pages” of SeaTalk or NMEA data. Once
a Data Page is selected, this page becomes the principle autopilot
display. The autopilot mode displays (Standby, Auto, Track and Vane)
then become “pop-ups”, and are displayed for 5 seconds when the
autopilot mode is changed or a course change is made.
• Press disp to display each Data Page in turn.
• When the last Data Page is cycled, the display returns to the current
autopilot mode display (for example, Standby).
• To return to a previous Data Page, press disp for 1 second within 2
seconds of displaying a page. You can continue to move backwards
through the Data Page sequence in this way.
The following illustration shows the default settings for the Data Pages.
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D3581-1
Up to 7 Data Pages are available using the disp key. The number of
pages, and the information displayed on each page, depends on the
selections made in User Setup (see section 5.1).
• If the required data for a page is not available, dashes are displayed
instead of a value.
• Most displays are repeated data, and cannot be adjusted. The
exceptions are the Response and Rudder Gain pages (if selected for
display), which can be adjusted using the +1 and -1 keys.
• The current autopilot mode is shown at the left of the display, and
the autopilot bar graph remains in use.
• The “direction-to-steer” arrows relate to the Data Page information.
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Chapter 3: Advanced Operation
Chapter 3: Advanced Operation
This chapter provides information on:
• Operation in Track mode
• Operation in Vane mode (WindTrim)
• Adjusting the response level and rudder gain
• Alarms
3.1 Operation in Track mode
Track mode is used to maintain a track between two waypoints created
on a GPS, Decca, or Loran navigation system. The ST5000 Plus will
then compute any course changes to keep your boat on track,
automatically compensating for tidal streams and leeway.
The ST5000 Plus can receive cross track error (the distance your vessel
is from a planned track) from:
(a)A SeaTalk navigation instrument or chartplotter
or
(b)A non-SeaTalk navigation system transmitting data in the
NMEA 0183 format – this can be connected directly to the ST5000
Plus NMEA input, as described in the Installation Chapter.
Track mode is selected by pressing the track key, but can only be
selected from Auto mode. You can return to either Auto or Standby
mode from Track mode, as follows:
• Press auto to leave Track mode and return to Auto mode.
• Press standby to leave Track mode and return to manual steering.
Initiating Track mode
When initiating Track mode, the track can be acquired in one of two
ways:
• Automatic acquisition, when cross track error and bearing to
waypoint data are available
• Manual acquisition, when cross track error is the only available data
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ST5000 Plus SailPilot Owner’s Handbook
Automatic acquisition
Automatic acquisition can only be achieved if the pilot is receiving
cross track error and bearing to waypoint information (via SeaTalk or
NMEA 0183). It is initiated as follows:
1. Bring the vessel to within 0.1 nm of track.
2. Press auto .
3. Press track to enter Track mode, with the current locked heading
displayed. After a short delay for data acquisition, the Waypoint
Advance alarm will sound, and the display will show the planned
bearing to waypoint alternating with the direction in which the boat
will turn.
Note: If the vessel is further than 0.3 nm from the track, the Large
Cross Track Error alarm will sound. Press standby to cancel the
alarm, hand steer closer to the track, and press auto and track again.
4. Check that it is safe to turn onto the new course.
5. Press the track key. The boat will turn onto the new course and the
alarm will be cancelled.
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Chapter 3: Advanced Operation
Previous
Heading
• The display shows the new bearing to waypoint.
Manual acquisition
For manual track acquisition, when only cross track error data is
available:
1. Steer the vessel to within 0.1 nm of track.
2. Bring the heading to within 5° of the bearing to the next waypoint.
3. Press auto.
4. Press track to enter Track mode.
• The display shows the locked pilot heading.
Note: At low speeds, the effect of tidal streams is far more significant
than it is at higher speeds. Provided the tidal flow is less than 35% of
the vessel’s speed, no noticeable difference should occur in the
performance of Track mode. However, extra care should be taken
during manual acquisition, as follows:
• Ensure that the vessel is as close as possible to track, and the
direction made good over the ground is as close as possible to the
direction of the next waypoint, before selecting Track mode.
• Make positive positional checks at regular intervals, especially if
navigational hazards are close by.
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Cross track error
Cross track error (XTE) is the distance between the current position
and a planned route. This is displayed in nautical miles (nm), statute
miles (SM) or kilometres, and is taken directly from your navigator.
The Large XTE alarm sounds if the XTE exceeds 0.3 nm
• The direction of the error is identified as port (Pt) or starboard (Stb).
• To cancel the alarm and leave track mode, press standby to return
to hand steering, or auto to return to Auto mode and retain the
current heading.
Note: If the Large XTE alarm sounds, it is usually an indication that
the cross tide is too great for the vessel’s current speed.
Tidal stream compensation
Under most conditions, Track mode will hold the selected track to
within ±0.05 nm (300 ft) or better.
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Chapter 3: Advanced Operation
The autopilot takes account of vessel speed when computing course
changes to ensure optimum performance over a wide range of vessel
speeds. If speed data is available, the ST5000 Plus uses the measured
vessel speed. Otherwise, the Speed Over Ground (SOG) or specified
cruise speed is used, depending on the calibration setting (see Dealer
Setup in Chapter 4).
Vessel's speed
Vessel's
Waypoint arrival and advance
Arrival
As the vessel arrives at the target waypoint, the navigation receiver
should select (manually or automatically) the next target waypoint.
The ST5000 Plus detects the new target waypoint number, sounds the
Waypoint Advance alarm and displays the Waypoint Advance
information. This display shows the new bearing to waypoint and the
direction the boat will turn to acquire the new track.
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To accept to the new target waypoint, press track.
Note: When you reach the last waypoint in the track, the NO DATA
alarm will sound to indicate that there is no further waypoint
information. Press auto to continue on the same heading, or standby to
return to hand steering.
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Skipping a waypoint – SeaTalk navigators only
If you wish to advance to the next waypoint before you have arrived at
the target waypoint, press track for 1 second. The Waypoint Advance
information for the next waypoint is displayed.
Advance
While the Waypoint Advance alarm is sounding, Track mode is
suspended and the ST5000 Plus maintains the current boat heading.
1. Check that it is safe to turn onto the new track.
2. Press the track key. This will cancel the Waypoint Advance alarm
and turn the boat towards the next waypoint.
Note: Unless the Waypoint Advance is accepted in the above manner,
the alarm will continue to sound and the current heading will be
maintained.
Dodges
Full control is still available from the keypad when the autopilot is in
Track mode.
Initiating a dodge manoeuvre
In Track mode, dodge manoeuvres are accomplished by simply
selecting the desired course change using the course change keys
(-1, +1, -10 or +10).
Cancelling a dodge manoeuvre
Once the hazard has been avoided, the course change selected for the
dodge manoeuvre should be cancelled by selecting an equal course
change in the opposite direction.
Note: Provided the vessel remains within 0.1 nm of track, there is no
need to steer back towards the track.
Safety
Passage making in Track mode removes the chores of compensating
for wind and tidal drift, and will aid precise navigation. However, it is
important to maintain an accurate log with regular plots.
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Chapter 3: Advanced Operation
Position confirmation at the start of a passage
At the start of a passage you must always confirm the fix given by the
position transducer, using an easily identifiable fixed object. Check for
fixed positional errors and compensate for them.
Verifying computed positions
• Verify the computed position with a dead reckoned position,
calculated from the average course steered and the distance logged.
Plot frequency
• In open water, plots should be at least hourly.
• In confined waters, or when potential hazards are near, plots should
be more frequent.
• Local variations in radio signal quality, and changes in the tidal
stream, will produce deviations from the desired track.
Setting waypoints
• When setting waypoints, remember that deviations will occur.
• Thoroughly check along each track.
• Check up to 0.5 nm each side of the track to ensure that there are no
hazards within the zone.
Note: In order for the waypoint advance function to work successfully,
the last four characters of adjacent waypoint names must be different.
General
The use of Track mode will enable accurate track keeping even in
complex navigational situations. However, it cannot remove the
responsibility of the skipper to ensure the safety of his vessel at all times
by careful navigation and frequent position checks.
3.2 Operation in Vane mode (WindTrim)
Vane mode, also known as WindTrim, allows the ST5000 Plus to
maintain a course relative to an apparent wind angle. It uses wind trim
to eliminate the effects of turbulence and short term wind variations,
and provides smooth precise performance under Vane mode operation
with minimal power consumption.
Vane mode uses the fluxgate compass as the primary heading reference
and, as changes in the apparent wind angle occur, the locked compass
heading is adjusted to maintain the original apparent wind angle.
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ST5000 Plus SailPilot Owner’s Handbook
To use Vane mode, the ST5000 Plus must receive wind information
from one of the following sources:
• SeaTalk Wind instrument, connected to the ST5000 Plus via
SeaTalk
• NMEA wind information
• Raymarine wind vane connected to a SeaTalk interface box
Selecting Vane mode
Vane mode can be selected from either Standby or Auto modes, as
follows:
1. Steady the vessel onto the required apparent wind angle.
2. Press standby and auto together to select Vane mode and lock
the current apparent wind angle.
• The locked heading is displayed along with the apparent wind angle.
• The boat heading is adjusted by the ST5000 Plus to maintain the
locked apparent wind angle.
Adjusting the locked wind angle
The locked wind angle can be adjusted by changing course using the -1,
+1, -10 and +10 keys.
For example, to bear away by 10° when the vessel is on starboard tack,
press -10 to turn the vessel 10° to port. The locked apparent wind angle
and locked heading both change by 10°. The new apparent wind angle
is maintained, and the locked heading adjusted by the autopilot as
required.
Note: This method should only be used for minor adjustments to the
apparent wind angle, since turning the boat affects the relationship
between the true and apparent wind angles. For major changes, return
to Standby mode, steer onto the new heading, and reselect Vane mode.
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Chapter 3: Advanced Operation
Returning to the previous apparent wind angle
(LAST WND)
If for any reason the vessel is steered away from the selected apparent
wind angle (for example, a dodge manoeuvre or selecting Standby) you
can return to the previous locked wind angle:
1. Press standby and auto together for 1 second to display the
previous apparent wind angle (LAST WND?).
1
The LAST WND? text alternates with the previous wind angle and
direction. The previous locked heading is displayed, with an
indicator to show you the direction in which the vessel will turn.
2. Check that it is safe to turn on to this course.
3. To accept this apparent wind angle, press standby and auto
together within 7 seconds.
If you do not accept the previous wind within this time, the
autopilot will lock on to the current apparent wind angle.
Dodges
Full control is still available from the keypad when the autopilot is in
Vane mode.
• Dodge manoeuvres are accomplished by simply selecting the
desired course change using the course change keys
(-1, +1, -10 or +10). Both the locked heading and locked apparent
wind angle are adjusted.
• Once the hazard has been avoided, you can reverse the previous
course change, or return to the previous wind angle (LAST WND?).
Wind shift alarm
The Wind Shift alarm sounds, and the text WINDSHIFT is displayed, if a
wind shift of more than 15° is detected.
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• To cancel the alarm and retain the existing wind angle and new
heading, press standby and auto together.
• Alternatively, to cancel the alarm and return to the previous heading,
either: adjust the locked wind angle using the -1, +1, -10 and +10
keys; or press standby to return to hand steering, steer onto the
required heading, and press standby and auto together to return to
Vane mode with the new apparent wind angle.
Using AutoTack in Vane mode
The automatic tack function tacks the vessel through a set angle (the
factory default is 100°). The locked heading can then be adjusted until
the required apparent wind angle is achieved.
• To tack to starboard, press the +1 and +10 keys together.
• To tack to port, press the -1 and -10 keys together.
Note: If you use the Autotack function in Vane mode, it is important to
ensure that the wind vane was centred accurately when it was
installed.
AutoTack
Angle
After tacking, minor course
changes may be necessary
to achieve the desired
apparent wind angle
Apparent Wind Angle
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Chapter 3: Advanced Operation
Operating hints
• It is important to ensure that the amount of standing helm is
minimised by careful sail trimming.
• The headsail and mainsail should be reefed a little early rather than
too late.
• In Vane Mode the pilot will react to long-term wind shifts, but will
not correct for short-term changes, such as gusts.
• In gusty and unsteady inshore conditions, it is best to sail a few
degrees further off the wind so that changes in apparent wind
direction can be tolerated.
3.3 Adjusting autopilot performance
The response level and rudder gain can be adjusted during normal
operation using a combined key-press. Alternatively, you can set up
these two control displays as default Data Pages (see section 2.5).
The default calibration settings for response level and rudder gain, as
specified in Dealer Setup, are restored whenever the system is powered
on.
Changing the response level (AutoSeastate)
The response level controls the relationship between the autopilot’s
course keeping accuracy and the amount of helm/drive activity.
• Response Level 1, AutoSeastate (Automatic Deadband), causes the
autopilot to gradually ignore repetitive movements of the vessel and
only react to true variations in course. This provides the best
compromise between power consumption and course keeping
accuracy, and is the default calibration setting.
• Response Level 2 (Minimum Deadband) provides the tightest
course keeping possible. However, tighter course keeping results in
increased power consumption and drive unit activity.
The response can be changed at any time. To do so:
1. Press the +1 and -1 keys together momentarily to display the
Response screen.
2. Press +1 or -1 to change the response level.
3. Wait for 5 seconds, or press disp, to return to the previous display.
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ST5000 Plus SailPilot Owner’s Handbook
Changing the rudder gain
Press the +1 and -1 keys together for 1 second to display the
Rudder Gain screen, and adjust the setting in the same way as for
the response level. Refer to Chapter 6, Post Installation
Procedures, for instructions on how to check that the rudder gain is
set correctly.
3.4 Alarms
This section summarises the alarms (in order of priority) that are
reported by the ST5000 Plus.
Press standby to clear an alarm and return to hand steering, unless
otherwise stated.
SeaTalk failure
STLK FAIL
This silent alarm indicates that there is a wiring fault in the SeaTalk
connection.
Off course
OFFCOURSE
This alarm is activated when the vessel has been off course from the
locked heading by more than the specified angle for more than
20 seconds (see Section 2.3, Using Auto Mode).
The alarm is cleared if the heading recovers or the course is changed, or
if the operating mode is changed.
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Chapter 3: Advanced Operation
Wind shift
WINDSHIFT
This alarm is activated when a change in the apparent wind angle of
more than 15° is detected (see Section 3.2, Operation in Vane Mode).
Large cross track error
LARGE XTE
This alarm is activated when the cross track error exceeds 0.3 nm (see
Section 3.1, Operation in Track Mode).
The alarm is cleared if the heading recovers or the course is changed, or
if the operating mode is changed.
Drive stopped
DRIVESTOP
This alarm is activated if:
• the rudder reference transducer fails.
• the autopilot is unable to turn the rudder. This occurs if the weather
load on helm is too high, or if the rudder position is past the preset
rudder limits or the rudder end-stops.
Data not received
NO DATA
This alarm is displayed in the following circumstances:
• Compass not connected
• Track mode is engaged and the vessel arrives at the last waypoint in
the track
• Track mode is engaged and the autopilot is not receiving SeaTalk
navigation data.
• Track mode is engaged and the position transducer (GPS, Loran,
Decca) is receiving a low strength signal – this will clear as soon as
the signal strength improves.
• Vane mode is engaged and the autopilot has not received wind angle
data for 30 seconds.
The autopilot stops adjusting the heading as soon as data is lost.
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Waypoint advance
NEXT WPT?
The Waypoint Advance alarm sounds whenever the target waypoint
number changes, which occurs in the following circumstances:
• Automatic acquisition is selected by pressing track from Auto
• Waypoint advance is requested by pressing track for 1 second in
Track mode (SeaTalk Navigators only)
• When the vessel arrives at the target waypoint and the navigator
accepts the next waypoint
• When the Man Overboard (MOB) function is activated in Track
mode.
When the alarm sounds, the pilot continues on its current heading, but
displays the bearing to the next waypoint and the direction in which the
boat will turn to take up that bearing.
Check that it is safe to turn onto the new track, and press track to
accept the waypoint advance.
Alternatively, to cancel the alarm without accepting the waypoint
advance, press standby to return to hand steering, or auto to return to
Auto mode.
Note: The waypoint advance will only operate on pilots receiving
valid bearing to waypoint and waypoint number information.
Low battery
LOW BATT
The Low Battery alarm sounds when the supply voltage drops below
10 V (±0.5 V).
Press standby to clear the alarm and return to hand steering.
Start the engine to recharge the battery.
Watch alarm
WATCH
The Watch alarm is activated in Watch mode when the timer reaches
4 minutes. It is not available from Standby mode.
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Chapter 3: Advanced Operation
If you wish to set the Watch mode, the WATCH screen must be configured as one of the Data Pages for display, as described in section 5.1.
To set and control the Watch alarm:
1. Select Auto, Track or Vane mode.
2. Press the disp key until the WATCH Data Page is displayed.
• The watch timer starts counting.
• When the timer reaches 3 minutes, the text on the display starts
flashing to indicate the last minute of Watch alarm.
• When the timer reaches 4 minutes, the audible Watch alarm is
activated.
3. Press auto at any time to silence the alarm and reset the timer to
4 minutes. (Pressing any other key resets the timer and performs
the key’s normal function).
4. To clear Watch mode, press disp to display a different page, or
press standby.
Note: You cannot engage Auto mode from Watch mode – pressing
auto only resets the Watch timer.
Shallow alarm
SHALLOW
The Shallow alarm is activated on the ST5000 Plus if a shallow depth
alarm is received via SeaTalk.
• Press disp to cancel the alarm.
Man overboard (MOB)
If a man overboard (MOB) message is received from another
instrument on the SeaTalk system, the text MOB is shown instead of the
waypoint number for the XTE, DTW and BTW Data Pages.
If the autopilot is operating in Track mode, the Waypoint Advance
alarm will sound to notify the change in waypoint.
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Chapter 4: Customising the ST5000 Plus
Chapter 4: Customising the ST5000 Plus
The ST5000 Plus provides setup and configuration options that are
used to adjust the settings for the ST5000 Plus itself, the compass, and
the autopilot.
Note: You should perform the post installation procedures described
in Chapter 6 before adjusting any other calibration features.
There are three setup levels:
• User Setup, which controls compass setup, rudder calibration and
the ST5000 Plus display features
• Intermediate Setup, which displays version number information
• Dealer Setup, which controls the autopilot settings, and also the
calibration lock which can be used to prevent accidental access to
User and Intermediate Setup
The ST5000 Plus is calibrated at the factory to provide stable
performance for most yachts. Although many of the setup and
calibration features available in the ST5000 Plus can be fine tuned, it
should not normally be necessary to adjust the Dealer Setup values
once the initial installation and trials have been performed.
4.1 User setup
The flow chart on the following page shows the User Setup control
procedure, and the setup screens with their default settings. Information
on the functions of the different settings is given in the remainder of this
section.
The following points should be considered:
• Make sure that the autopilot is in Standby mode before you access
User Setup
• If the CAL LOCK screen is displayed instead of the initial page, you
need to turn off the lock feature in Dealer Setup
• Setup options are always saved on exit
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Adjusting User Setup Values
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Chapter 4: Customising the ST5000 Plus
Compass deviation correction (SWING COMPASS)
The compass deviation correction option allows you to correct the
compass for deviating magnetic fields. The procedure must be
performed as the first item in your initial sea trial, and is described in
detail in Chapter 6, Post Installation Procedures.
Deviation display (DEVIATION)
The deviation screen shows the current deviation value, calculated
from the correction procedure (Swing Compass). You cannot edit
this value.
Heading alignment (ALIGN HDG)
The heading alignment screen is used to align the autopilot compass
with the ship’s compass.
• Steer your vessel onto a known heading.
• Adjust the displayed heading using the -1, +1, -10 and +10 keys.
• Check the autopilot display on various headings and adjust as
necessary.
Heading mode (HDG MAG/TRUE)
Select either magnetic or true heading mode. When heading data is
displayed in normal operation, the screen indicates whether true or
magnetic mode has been selected.
Bar selection (RUDD BAR/STEER BAR/NO BAR)
Select the type of bar graph that is shown at the bottom of the displays.
The options are as follows:
• RUDD BAR: This shows the rudder position, and is the default
setting. Note that a rudder reference transducer is required for
accurate rudder position information.
• STEER BAR: The bar graph is used as a direction-to-steer
indicator, as follows:
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ST5000 Plus SailPilot Owner’s Handbook
Mode
Bar
Standby
Rudder bar for systems with a rudder reference transducer
Auto compass
Heading error bar
Track
XTE bar
Vane
Wind angle
Data pages (DATA PAGE)
The next 7 User Setup pages allow the settings for the Data Pages to be
modified. These are the SeaTalk/NMEA data pages available during
normal operation (see section 2.5).
Each setup page initially shows the title DATA PAGE. After 1 second,
this changes to the title of the data currently set for that page.
The available pages are as follows:
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Data
Displayed as
Speed Knots
SPEED KTS
Log
LOG XXXX.X
Trip
TRIP XXX.X
Average Speed, Knots
AV. SPD KTS
Wind Direction
E.g. WIND PORT
Wind Speed
WIND KTS
Depth Metres
DEPTH M
Depth Feet
DEPTH FT
Depth Fathoms
DEPTH FA
Heading
HEADING
Water Temperature, Degrees C
WATER ºC
Water Temperature, Degrees F
WATER ºF
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Chapter 4: Customising the ST5000 Plus
Data
Displayed as
Course Over Ground
COG
Speed Over Ground, Knots
SOG KTS
Cross Track Error
XTE
Distance to Waypoint
DTW
Bearing to Waypoint
BTW
Rudder Gain
RUDD GAIN
Response
RESPONSE
Watch
WATCH
Universal Time Constant
UTC
There are 3 depth pages and 2 water temperature pages. Data is
displayed in the units defined by the selected page.
The default settings are:
Data
Page
Default
Setting
1
XTE Cross Track Error
2
BTW Bearing to Waypoint
3
DTW Distance to Waypoint
4
NOT USED
5
NOT USED
6
NOT USED
7
NOT USED
New
Setting
• For each setup page, scroll forwards or backwards through the
available data pages, using the +1 or -1 keys.
Note: If you set a page to NOT USED, it is omitted from the display
cycle during normal operation. For example, with the default page
settings only three pages are displayed in the sequence.
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• Press disp to move on to the next Data Page selection screen, and
repeat the selection procedure.
Note: If a man overboard (MOB) message is received by the autopilot,
the BTW and DTW pages will display the bearing and distance to the
MOB location, so it is good practice to retain these pages for display.
4.2 Dealer setup
Dealer Setup allows you to customise the autopilot to your boat.
However, the factory default settings will provide safe performance for
the initial sea trial, and fine tuning is not normally required.
The flow chart on the following page shows you how to enter Dealer
Setup, scroll through the setup displays, adjust the values and exit.
The features that can be adjusted are listed in the table following the
flowchart. If you change any of the settings you can record them in the
New Setting column for future reference.
Information on the functions of the different settings is given in the
remainder of this section. The following points should be noted:
• Make sure that the autopilot is in Standby mode before you access
Dealer Setup
• Setup options are always saved on exit
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Chapter 4: Customising the ST5000 Plus
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Feature
Options/
Range
Default
Setting
Calibration lock
ON or OFF
OFF
Pilot type
5000 SAIL
5000 SAIL
Rudder gain
1 to 9
5
Response
1 (AutoSeastate) or
2 (no AutoSeastate)
1
Turn rate limit
5 to 40
40
Align Rudder
-7 to +7
0
Rudder limit
15 to 40
30
Off course alarm
15 to 40
20
AutoTack angle
40 to 125
100
AutoTrim
OFF, 1 to 4
3
Drive type
1 (soft drive) or
2 (hard drive)
1
Variation
-30 to +30
0
AutoAdapt
N, S, OFF
OFF
Latitude
0 to 80
0
Rudder damping
1 to 9
1
Cruise speed
4 to 60
6
New
Setting
Calibration lock
Calibration lock controls whether User Setup and Intermediate Setup
are available, and is intended for charter boat users.
Pilot type
The default setting of 5000 SAIL should be retained.
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Chapter 4: Customising the ST5000 Plus
Rudder gain
This is the “power-on” rudder gain setting and should be adjusted to the
setting which gives the best steering performance as described in
Chapter 6.
Response
This is the power-on response setting. The response level can be
changed during normal operation (see section 3.3) or via the Response
Data Page, if this is set for display (see section 2.5).
Turn limit
This limits the rate of turn of your vessel when under autopilot control.
The value must be within the range 5 to 20°. For sailboat applications it
should be set to 20°.
Align rudder (Rudder Offset)
Set this option if your system includes a rudder reference unit.
1. Manually centre the helm. The reported rudder angle is indicated
on the rudder bar graphic at the bottom of the screen.
2. Adjust the offset, using the +1 and -1 keys, until the rudder
position is shown as central on the rudder bar. The offset must be
within -7° to +7°.
3. If required, move the rudder reference unit and repeat this
procedure.
Rudder limit
The rudder limit function enables you to set the limits of autopilot
rudder control just inside the mechanical end stops, and thereby avoid
putting the steering system under unnecessary load. The adjustment
range is from 15° to 40° of rudder movement.
If your boat is fitted with a rudder reference transducer, set the autopilot
rudder limit as follows:
1. Manually set the rudder to each end stop (port and starboard), and
in each case use the rudder bar on the display, to determine the
end-stop angle.
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ST5000 Plus SailPilot Owner’s Handbook
2. Access the rudder limit screen (RUD LIMIT).
3. Set the autopilot rudder limit so that it is 5° less than the smallest
(port or starboard) mechanical end stop angle.
Off Course alarm
This feature controls the alarm that warns you if the autopilot is unable
to maintain its set course. The alarm operates if the pilot strays off
course by more than the alarm angle limit for more the 20 seconds. The
value must be within 15° to 40°, and can be adjusted in 1° steps.
AutoTack angle
The AutoTack angle is the angle through which the vessel will turn
when automatic tack is selected (see Chapter 2). The value must be
within the range 40 to 125°, and can be adjusted in 1° steps.
AutoTrim
The AutoTrim level setting determines the rate at which the autopilot
applies “standing helm” to correct for trim changes caused by varying
wind loads on the sails or superstructure. The settings are:
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Chapter 4: Customising the ST5000 Plus
Setting
Effect
Recommended for:
Off
No trim correction
1
Slow trim correction
Heavy displacement vessels, with
full keel or transom rudder.
2
Medium trim correction
Heavy displacement vessels.
3
Fast trim correction
Moderate to light displacement vessels.
4
Fast trim correction
Planing power vessels
The default settings should provide optimum performance with the
ST5000 Plus autopilots. However, depending on the vessel’s dynamic
stability, an incorrect rate of trim application may result in poor course
keeping due to autopilot instability. After gaining experience with the
ST5000 Plus, you may wish to change the setting. The effect of the
setting must be evaluated while under sail.
• Decrease the AutoTrim level if the autopilot gives unstable course
keeping or excessive drive activity with a change in the heel angle.
• Increase the AutoTrim level if the autopilot reacts slowly to a
heading change due to a change in the heel angle.
Drive type
Drive type controls the way which the autopilot drives the steering
system. The default settings (soft drive) should be retained.
Variation
If required, set this to the level of magnetic variation present at your
vessel’s current position – indicated as East (E) or West (W). The
variation setting is sent to other instruments on the SeaTalk system, and
can be updated by other SeaTalk instruments.
AutoAdapt
The patented AutoAdapt feature allows the ST5000 Plus to
compensate for heading errors at higher latitudes, which are caused by
the increasing dip of the earth’s magnetic field. The increased dip has
the effect of amplifying rudder response on northerly headings in the
northern hemisphere, and on southerly headings in the southern
hemisphere.
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Set AutoAdapt to nth in the northern hemisphere, or Sth in the
southern hemisphere. You then need to enter your current latitude in the
next setup screen, so that the ST5000 Plus can provide accurate course
keeping by automatically adjusting the rudder gain depending on the
heading.
Latitude
This screen is only displayed if AutoAdapt is set to nth or Sth .
Use the +1 and -1 keys to set the value to your vessel’s current latitude,
to the nearest degree.
Note: If valid latitude data is available via SeaTalk or NMEA, it will be
used instead of this calibration value.
Rudder damping
Set this option if your system includes a rudder reference unit and the
drive “hunts” when trying to position the rudder. Test this when your
vessel is moored dockside, by pressing auto and then ++10. If the
helm overshoots and has to drive back or starts to hunt back and forth,
you need to increase the damping level.
Adjust the damping one level at a time, and always use the lowest
acceptable value.
Cruise speed
If boat speed is not available via SeaTalk or NMEA, cruise speed
should be set to the boat’s normal cruising speed.
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Chapter 5: Installation
Chapter 5: Installation
We recommend that you get an experienced professional, who is
familiar with your boat’s primary steering system, to install your new
autopilot.
5.1 Planning the installation
This chapter explains how to install and connect the following:
• Control head
• Fluxgate compass
• Rudder reference transducer
• Linear drive
• NMEA interface
Before starting the installation, decide how you will site the units and
run the cables.
EMC installation guidelines
All Raymarine equipment and accessories are designed to the best
industry standards for use in the leisure marine environment.
Their design and manufacture conforms to the appropriate
Electromagnetic Compatibility (EMC) standards, but correct
installation is required to ensure that performance is not compromised.
Although every effort has been taken to ensure that they will perform
under all conditions, it is important to understand what factors could
affect the operation of the product.
To minimise the risk of operating problems:
• All Raymarine equipment and cables connected to it should be:
• At least 1 m (3 ft) from any equipment transmitting or cables
carrying radio signals e.g. VHF radios, cables and antennas. In
the case of SSB radios, the distance should be increased to 2 m
(7 ft).
• More than 2 m (7 ft). from the path of a radar beam. A radar beam
can normally be assumed to spread 20 degrees above and below
the radiating element.
• The equipment should be supplied from a different battery than the
one used for engine start. Voltage drops below 10 V in the power
supply to our products can cause the equipment to reset. This will
not damage the equipment, but will cause the loss of some
information and can change the operating mode.
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• Raymarine specified cables should be used at all times. Cutting and
rejoining these cables can compromise EMC performance and so
must be avoided unless doing so is detailed in the installation
manual.
• If a suppression ferrite is attached to a cable, this ferrite should not
be removed. If the ferrite has to be removed during installation it
must be reassembled in the same position.
Suppression Ferrites
The following illustration shows the typical range of suppression
ferrites fitted to Raymarine equipment. Always use the ferrites specified
by Raymarine.
Connections to other equipment
If your Raymarine equipment is going to be connected to other
equipment using a cable not supplied by Raymarine, a suppression
ferrite MUST always be fitted to the cable close to the Raymarine unit.
Cabling
• Avoid running cables through bilges where possible
• Secure coiled lengths at regular intervals
• Avoid running cables close to fluorescent lights, engines, radio
transmitting equipment etc
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Chapter 5: Installation
110mm (4.33in)
24mm
(0.95in)
115mm (4.53in)
91mm (3.6in)
5.2 Control head
17mm
(0.67in)
D3242-1
Siting
The control head is completely waterproof and should be sited where it
is:
• Within easy reach of the steering position
• Protected from physical damage
• At least 230 mm (9 in) from any compass
• At least 1 m (3 ft) from any radio/radar receiving/transmitting
equipment
• Mounted with sufficient space behind the bulkhead to install the
cables
Note: The back cover is designed to breath through the cable boss to
prevent moisture accumulation. This must be protected from the
weather by following the mounting procedure.
Mounting procedure
Control heads are available in surface mount and flush mount styles.
Use the appropriate procedure to mount your instrument, but in each
case, ensure that:
• The selected location is clean, smooth and flat.
• There is sufficient space behind the selected location to
accommodate the rear of the control head and connectors.
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Note: Adjacent control heads, or instruments, must have a 6 mm
(1/4 in) gap between them to allow sun covers to be fitted.
Surface mounting
To fit a surface mount control head:
1. Apply the surface mount template (supplied near the rear of this
handbook) to the selected bulkhead.
2. Mark the centres of the two fixing holes and the cable boss.
1
4
2
3
D3243-2
3. Drill two 4 mm (5/32 in) diameter holes for the fixing studs.
4. Use a 90 mm (3.5 in) diameter cutter to drill the hole for the cable
boss (1).
5. Peel off the protective sheet from the self-adhesive gasket (4) then
stick the gasket into position on the rear of the control head bezel.
6. Screw the fixing studs (2) into the display head.
7. Pass the cables (SeaTalk, power, compass etc.) through the
bulkhead and connect them to the appropriate terminals (see
relevant subsection for connection details).
8. Assemble the control head to the bulkhead.
9. Secure the control head with the thumb nuts (3) provided. Tighten
the thumb nuts BY HAND. Do NOT use a wrench.
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Chapter 5: Installation
Flush mounting
To fit a flush mount control head:
1. Ensure that the panel on which you intend to mount the control
head is between 3 mm and 20 mm thickness.
2. Apply the flush mount template (supplied near the rear of this
handbook) to the selected location and mark out the aperture into
which the control head will sit.
3 Cut out the aperture (3) for the control head and remove the
template.
4. Peel off the protective sheet from the self-adhesive gasket (4) then
stick the gasket into position on the rear of the control head bezel.
4
3
1
6
5
D4585-1
5. Screw the two fixing studs (1) into the threaded sockets on the rear
of the control head.
6. Pass the cables (SeaTalk, power, compass etc.) through the
bulkhead and connect them to the appropriate terminals (see
relevant subsection for connection details).
7. Mount the assembled control head, studs, and gasket into the
panel.
8. Locate the bracket (6) onto the fixing studs and secure the
assembly to the panel with the thumb-nuts (5). Tighten the thumb
nuts BY HAND. Do NOT use a wrench.
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Cable connectors
• All connections, except for the SeaTalk cables, are made via spade
connectors.
• When fitting the spade connectors, make sure the connector fits
securely over the blade and not between the connector and its plastic
insulating boot – incorrect fitting will give intermittent contact
which will lead to faulty autopilot operation.
Power supply connection
• The control head requires its own dedicated power supply. It cannot
source power from SeaTalk, and must supply the power to the rest of
the SeaTalk system.
• The ST5000 Plus is supplied with a 2 m (6.5 ft) power lead
terminated with 6 mm (1/4 in) spade connectors.
• A 20 A circuit breaker or fuse must be fitted to the +12 V supply.
Power Cable
Blue (-)
Brown (+)
12A Fuse
or circuit
breaker
D3287-1
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Chapter 5: Installation
• If the supplied power lead is too short, the lead can be extended if
required. The table shows the minimum acceptable cable sizes:
Cable Length
Copper Area
AWG
Up to 2.5 m (8 ft)
2.5 mm2
14
Up to 4.0 m (13 ft)
4.0 mm2
12
Note: Correct cable size is critical for correct autopilot operation. If
the cable is too small, a voltage drop will occur between the supply and
the control head. This will reduce the power to the drive, causing
slower response to course changes and corrections.
Connection to the SeaTalk bus
SeaTalk cables are not supplied with the equipment, as different
installations have different cabling requirements.
SeaTalk Cables
The following table lists the standard SeaTalk cables available from
your Raymarine dealer:
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Part No:
Cable Type
Length
D187
Flat to a male round connector
0.15 m (6 in) long
D188
Flat to a female round connector
0.3 m (12 in) long
D284
Flat moulded plugs at both ends
1 m (3 ft 3 in) long
D285
Flat moulded plugs at both ends
3 m (9 ft 9 in) long
D286
Flat moulded plugs at both ends
6 m (19 ft 6 in) long
D287
Flat moulded plugs at both ends
9 m (29 ft 3 in) long
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Cable Types
Typical SeaTalk Cabling
Autopilot Control
Head (rear)
SeaTalk Bus
Power Supply
D3392-1
5.3 Fluxgate compass
Correct positioning of the fluxgate is crucial if ultimate autopilot
performance is to be achieved.
The fluxgate should, to minimise gimbal disturbance, be positioned as
near as possible to the pitch and roll centre of the vessel.
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Chapter 5: Installation
• To avoid deviation of both compasses, the fluxgate compass should
be installed at least 0.8 m (2.5 ft) away from the steering compass.
• The fluxgate compass must be positioned as far away as possible
from large iron masses, such as the engine and other magnetic
devices, which may cause deviation and reduce the sensitivity of the
sensor.
• If you have any doubts about the magnetic suitability of the chosen
site, the position may be surveyed using a simple hand bearing
compass. The hand bearing compass should be fixed in the chosen
position and the vessel swung through 360°.
• Differences between the hand bearing compass and the main
steering compass should, ideally, not exceed 20° on any heading.
Mounting location for steel-hulled vessels
If you have a steel-hulled vessel and mount the compass in the
conventional location, you will obtain significant deviation due to the
effects of steel on the Earth’s magnetic field.
To minimise this effect, you should raise the compass transducer above
the main deck or wheelhouse. However, the higher above the waterline
you mount the transducer, the more the vessel’s pitch and roll will affect
the compass performance. Recommended mounting positions are
shown in the following diagram.
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6ft (1.8m)
4ft (1.2m)
4ft (1.2m)
Installing the fluxgate compass
Attach the fluxgate compass to a bulkhead using the four self-tapping
screws provided.
Vertical
D193-1
Note: A label is supplied to warn people that the compass is mounted
behind or below the bulkhead. This label should be attached where it
can be clearly seen.
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Chapter 5: Installation
Cabling
1. Route the fluxgate compass cable back to the control head.
2. Connect the five core cable (colour for colour) to the Compass
terminals.
D3282-1
5.4 Rudder reference transducer
A rudder reference transducer is supplied with the ST5000 Plus
SailPilot. This device provides the autopilot with accurate information
on the position of the rudder.
Mounting position
• The rudder reference transducer should be attached to a suitable
base adjacent to the rudder stock.
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• The base height must maintain the correct vertical alignment of the
transducer arm and tiller arm.
• If it is more convenient, the transducer may be mounted upside
down (logo downwards).
• The transducer has a built in spring to remove any free play in the
linkage to the tiller. This gives very precise rudder position.
• Transducer arm movement is limited to + /– 60°.
• Care must be taken during installation to ensure the transducer arm
is opposite the cable entry when the rudder is amidships. Failure to
position the arm correctly could result in damage if the arm is driven
onto its end stops by the steering system.
Control dimensions
• The dimensions must be within the specified limits.
• The tiller and transducer arms must be parallel to each other.
• With the rudder amidships, the transducer arm should be opposite
the cable entry and at 90° to the connecting bar.
• Minor adjustments can be made by slackening off the retaining
screws and rotating the transducer body.
Installing the rudder reference transducer
1. The tiller pin must be within the limits shown.
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Chapter 5: Installation
2. Dimension A should, ideally, be 140 mm (5.5 in) – changes within
the limits shown will not degrade the autopilot performance but
will slightly alter the scaling of the rudder angle display.
3. Use the self-tapping screws to secure the tiller pin to the tiller arm.
4. Cut the threaded rod to the required length.
5. Screw on the lock nuts and ball pin sockets.
6. Press the sockets onto the tiller pins.
7. Move the rudder from side to side to ensure the linkage is free from
obstructions at all rudder angles.
Cabling
1. Run the rudder reference transducer cable back to the control head.
2. Connect the 4 wires (colour for colour) to the Rudder terminals.
D3283-2
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5.5 SailPilot linear drive installation
The SailPilot Linear Drive is connected directly to the rudder stock at
the specified tiller arm radius.
50mm (2in)
197mm (7.8in)
700mm (27.5in)
114mm (4.5in)
79mm (3.1in)
90
4 off fixing holes suitable
for 10mm (0.4in) bolts
D1010-2
• The tiller arm radius for the SailPilot should be 250 mm (10 in)
• The drive unit should, ideally, be coupled to the rudder stock via an
independent tiller arm (for example, Edson and Whitlock offer a
standard fitting)
• It is possible to couple the drives pushrod to the same tiller arm or
rudder quadrant used by the main steering linkage
Mid Stroke
90
250mm
(10in)
D760-2
CAUTION:
The SailPilot drive unit can exert thrusts in excess of 1000 lb
(454 kg). Therefore, if you have any doubts about the strength of
the existing tiller arm or rudder quadrant, please consult the
relevant steering gear manufacturer.
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Chapter 5: Installation
Mounting the drive unit
When siting the drive unit, please consider the following points:
• The bracket can be attached to any horizontal or vertical surface
• The drive unit can, if required, be installed upside down
• The ball end fitting allows up to 5° of misalignment between the
pushrod and the tiller arms plane of rotation
• Accurate angular alignment is extremely important and, therefore,
under no circumstances must this limit be exceeded
• The drive unit must be at right angles to the tiller arm when the
rudder is amidships
• The drive unit should be clear of bilge water
• The mounting bracket should be bolted to a substantial frame
member – always over-engineer to ensure reliability and
maintenance of the correct alignment
Tiller
arm
Fixing
bolt flange
Lock
washer
Hole dia.
0.52in (13mm)
D761-2
1. Using the adaptor pin supplied, make sure the pushrod ball is
attached to the tiller arm with its flange positioned between the ball
end and the tiller arm.
2. Make sure that the supplied lock washer is used and the nut is
tightened fully.
3. Attach the mounting bracket using four stainless steel 3/8 in bolts
and lock nuts/washers.
4. Having installed the drive unit, turn the steering wheel from
hardover to hardover to check that:
• No part of the drive units fouls on the yacht’s structure
• The mechanical limit stop on yacht’s steering system is
reached before the drive unit reaches its mechanical limit
• Angular movement of the ball end fitting is less than 5°
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ST5000 Plus SailPilot Owner’s Handbook
Drive unit cabling
The SailPilot drive unit has electrical connections for both the motor
and the clutch.
Use a suitable cable (refer to the following table) to connect the drive
unit to the ST5000 Plus Control head (as shown).
Cable length
Copper area
AWG
Up to 2.5 m (8 ft)
2.5 mm2
14
Up to 4 m (13 ft)
4.0 mm2
12
Up to 6 m (19.5 ft)
6.0 mm2
10
Up to 10 m (32 ft)
10 mm2
8
Up to 16 m (32 ft)
16 mm2
6
SailPilot Linear
Drive Unit
Red
Blue
Red
Black
D902b-2
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Chapter 5: Installation
5.6 NMEA interface
ST5000 Plus will accept navigation data in the NMEA format for use in
Track Control and Windvane modes. The required data formats are
shown in the table at the end of this section.
Cabling
The NMEA data port is on the rear of the ST5000 Plus and should be
connected to a Position Transducer or Wind Instrument.
Navigator
with NMEA output
Blue
(Data In -ve)
Red
(Data In +ve)
D3374-1
NMEA data transmission to other equipment
If you wish to transmit NMEA information to other equipment a
SeaTalk Interface (Z290) should be installed.
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ST5000 Plus SailPilot Owner’s Handbook
Data formats
The following NMEA 0183 wind and navigation data can be decoded
by ST5000 Plus.
Data
NMEA 0183
Course Over Ground
VTG, RMC, RMA
Speed Over Ground
VTG, RMC, RMA
Cross Track Error
APB, APA, RMB, XTE
Bearing to Waypoint
APB, BWR, BWC, RMB
Distance to Waypoint
BWR, BWC, RMB
Waypoint Number
APB, APA, BWR, BWC, RMB
Apparent Wind Speed
VWR, MWV
Apparent Wind Angle
VWR, MWV
Speed Through Water
VHW
Depth
DBT
Water Temperature
MTW
Note: The autopilot only decodes the last four characters of waypoint
names. Therefore, if long waypoint names are used, the last four
characters must be unique to enable the waypoint advance function to
work.
Transmission of NMEA data on SeaTalk
If any of the above NMEA data is received and the equivalent data is
not present on SeaTalk, the autopilot will transmit the data onto
SeaTalk to make it available to other SeaTalk compatible instruments.
Depth is transmitted in the units defined by the first page in the data
page rollover. Water temperature is always transmitted in ºC.
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Chapter 6: Post Installation Procedures
Chapter 6: Post Installation Procedures
Once you have installed the system, you need to confirm that the system
is wired correctly and is also set up to suit your type of boat.
This chapter provides instructions for the following procedures:
• Functional test, consisting of a few simple tests to confirm that the
system is wired correctly
• Dockside procedure, necessary if a rudder reference transducer is
fitted, to ensure that the rudder reference transducer is correctly
aligned with the rudder.
• Initial sea trial, to swing the compass and align the heading, check
the autopilot’s operation and check the rudder gain
Further customisation can be performed after the sea trial, as described
in Chapter 4.
6.1 Functional test
Switch on
Having installed your ST5000 Plus autopilot, switch on the main power
breaker. If the control head is active and the system operating, the
following will occur:
• The control head beeps and displays the pilot type (5000 SAIL).
• After the pilot type has been displayed for 2 seconds, the Standby
mode screen should be displayed.
D3558-1
This shows that the control head is active.
• If the head does not beep, check the fuse/circuit breaker.
• If the SEATALK FAIL alarm is displayed, check the SeaTalk
connections.
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Operating sense
The operating sense defines the direction the helm will be applied when
a course change key is pressed or the vessel goes off course. Check the
operating sense as follows:
1. Press auto.
2. Press the +10 key. The helm should move to produce a turn to
starboard.
D3393-1
3. If the helm produces a turn to port, reverse the drive connections
on the back of the control head.
Note: If the helm overshoots and has to drive back or starts to hunt
back and forth, you need to increase the Rudder Damping option in
Dealer Setup (see Chapter 4).
Navigation interface (GPS, Decca, Loran)
If the ST5000 Plus is interfaced to a navigator, via its NMEA data port,
the interface can be checked by displaying the default Data Pages.
These are XTE, BTW and DTW.
Press disp to display the first page, and check that the expected data is
displayed. Press disp again to check each successive page.
If dashes are displayed instead of data values, the cause could be one or
more of the following:
• A cabling error. Check for an open circuit, short circuit or reversed
wires.
• The navigator is not configured to transmit the required data format.
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Chapter 6: Post Installation Procedures
• The signals being received by the navigator are too weak for reliable
navigation. Refer to the navigator handbook for further action.
Wind transducer interface
If the ST5000 Plus is connected to a wind instrument via its NMEA
data port or SeaTalk, then the link between the two instruments should
be checked as follows:
Press standby and auto together.
The ST5000 Plus should display the Vane mode screen, with the
locked wind angle and locked heading as shown.
Alternatively, if the wind data is not received , the ST5000 Plus will
display a NO DATA error message.
SeaTalk interface
If the ST5000 Plus has been linked to other SeaTalk instruments via
SeaTalk, the link can be checked as follows:
1. Press standby .
2. Select display illumination level 3 on any other SeaTalk instrument
or autopilot control unit.
The ST5000 Plus should immediately respond by switching on its
display illumination.
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If the illumination does not switch on then a cabling fault exists in the
SeaTalk cabling between the ST5000 Plus control head and the
instruments/control unit.
6.2 Dockside procedure
The dockside procedure is only required if a rudder reference
transducer is fitted, and ensures that the rudder reference transducer is
correctly aligned with the rudder.
To carry out the procedure:
1. Move the helm to its centre position, using the -1, +1, -10 and +10
keys.
2. Check the rudder bar display. The rudder angle should be within ±
7° of centre.
3. To improve the alignment, slacken the rudder reference mounting
bolts and rotate the base until the reported rudder angle is as close
to zero as possible. Then tighten the bolts again.
4. Fine adjustment, to align the display and helm accurately, is
achieved using the Align rudder option in Dealer Setup (see
Chapter 4). However, this cannot be used to correct an offset of
more than ± 7°.
5. Carry out the Rudder limit procedure in Dealer Setup (see
Chapter 4).
6.3 Initial sea trial
EMC conformance
• Always check the installation before going to sea to make sure that it
is not affected by radio transmissions, engine starting etc.
• In some installations, it may not be possible to prevent the
equipment from being affected by external influences. In general
this will not damage the equipment but can lead to it resetting, or
momentarily may result in faulty operation.
Overview
Having checked that the system is functioning correctly, a short sea trial
is now required to complete the setup. It involves the following
procedures:
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Chapter 6: Post Installation Procedures
•
•
•
•
Automatic compass deviation correction
Heading alignment adjustment
Autopilot operation check
Rudder gain adjustment
Note: The ST5000 Plus has a built-in calibration capability which
enables it to be fine tuned to suit the individual vessel, its steering
system and dynamic steering characteristics. As supplied from the
factory the unit is calibrated to provide safe stable autopilot control for
the majority of vessels.
The initial sea trial should be performed in the following
circumstances:
• After all the installation, functional test and dockside procedures
have been completed successfully
• Before any other changes have been made to the default calibration
settings: check and, if necessary, reset the values to the
recommended levels, as described in Chapter 4
• In conditions of light wind and calm water, so that autopilot
performance can be assessed without the influence of strong winds
or large waves
• In waters clear of any obstructions
Note: At any time during the sea trial you can press standby to return
to hand steering.
Automatic compass deviation correction
The ST5000 Plus will correct the fluxgate compass for most deviating
magnetic fields. Compass errors due to deviating magnetic fields can
be up to 15°, depending on your vessel type. The correction procedure
reduces these to a few degrees, so it is essential to perform the
procedure as the first item in your initial sea trial.
CAUTION:
Failure to carry out the deviation correction may result in
impaired autopilot performance on some compass headings.
To allow the system to determine the deviation and calculate any
correction required, you must turn your vessel in slow circles. This
procedure must be carried out in calm conditions and preferably in flat
water.
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To perform the deviation correction:
1. Make sure that the autopilot is in Standby mode.
2. Press and hold the standby key for 2 seconds to display the User
Setup entry page.
D3448-1
If CAL LOCK is displayed, you need to turn off the lock feature
contained in Dealer Setup (see Chapter 4).
3. Press the disp key to move on to the Swing Compass page.
D3460-1
4. Press the +1 or -1 key to change the setting from OFF to YES. The
Turn Boat page is then displayed.
D3451-1
5. Keeping the boat speed below 2 knots, turn your vessel in slow
circles. It should take at least 3 minutes to complete 360°.
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Chapter 6: Post Installation Procedures
What if I turn the boat too quickly?
If you turn the boat too quickly for the compass to be corrected
correctly, the text TOO FAST will be displayed. Apply less helm to
turn in a larger circle.
D3452-1
Can I cancel the process?
You can abort the correction process by pressing the disp key to
move on to the DEVIATION screen.
If you wish to attempt deviation correction again, you can step
back to the Swing Compass page or keep pressing disp to cycle
through the calibration options until the page is displayed again.
(To step back to the previous screen, press and hold the disp key
for one second. You can only do this within two seconds of
advancing to the current screen.) Repeat the procedure from step 4.
6. Keep turning your boat until the unit beeps and the DEVIATION
screen is displayed.
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D3458-1
This shows the maximum deviation detected, and indicates that
compass correction has been completed successfully.
Note: If the deviation value exceeds 15° or a deviation value is not
displayed at all, you should consider moving the fluxgate compass to a
better location.
7. Press the disp key to move on to the Heading Alignment page.
ALIGN HDG
D3459-1
8. Use the +1 and +1, keys, or the +10 and -10 keys, to increase or
decrease the displayed heading, until it agrees with the ship’s
steering compass or a known transit bearing.
9. Press and hold standby for 2 seconds to exit calibration and save
the new settings.
Note: Setup options are always saved on exit.
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Chapter 6: Post Installation Procedures
Further heading alignment adjustment
You should always check the compass alignment after swinging the
compass. However, once the initial deviation correction procedure has
been performed, you can make adjustments to the alignment as often as
you wish, without swinging the compass again.
Although the compass deviation correction procedure removes most of
the alignment error, you will probably be left with small errors (of the
order of a few degrees) that will vary depending on the heading.
Ideally, you should check the heading reading against a number of
known headings, plot a deviation curve, and determine the heading
alignment value that will give the lowest average alignment error. This
value can then be entered on the Heading Alignment screen, as
described above.
If the average heading error is more than 5°, you should perform the
compass deviation correction procedure again, circling slower and in
move favourable conditions.
Checking autopilot operation
Having calibrated the compass the following procedure is
recommended to familiarise yourself with autopilot operation:
1. Steer onto a compass heading and hold the course steady.
2. Press auto to lock onto the current heading. A constant heading
should be achieved in calm sea conditions.
3. Use the -1, +1, -10 and +10 keys to alter course to port or
starboard in multiples of 1° and 10°.
4. Press standby and disengage the autopilot to return to hand
steering.
Checking the rudder gain
The factory set rudder gain level will provide stable control for initial
sea trials. However, vessels can vary widely in their response to the
helm, and further adjustment to the rudder gain may improve the
autopilot’s steering characteristics.
The following test will determine whether the rudder gain is set too high
or too low.
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1. In clear water and with the autopilot in Auto, alter course to
starboard by 40° by pressing the +10 key four times.
• At cruising speeds, course changes of 40° should result in crisp
turns followed by an overshoot of no more than 5°. If this occurs
the rudder gain is adjusted correctly.
• An excessively high rudder setting results in oversteer. This is
recognised by a distinct overshoot of more than 5° (A). This
condition can be corrected by reducing the rudder gain setting.
• Similarly, an insufficient rudder control setting will result in
understeer which gives sluggish steering performance (B). If the
vessel takes a long time to make the turn and there is no
overshoot then the rudder setting is too low.
These actions are most easily recognised in calm sea conditions
where wave action does not mask basic steering performance.
2. To make a temporary adjustment to the rudder gain, press the
-1 and +1 keys together for 1 second to display the Rudder Gain
screen, then press -1 or +1 to change the level. Wait for 5 seconds,
or press disp, to return to the previous display.
3. Repeat the test until a crisp course change with no more 5° of
overshoot is achieved.
The rudder control setting should be set to the lowest setting
consistent with accurate course keeping. This will minimise helm
movements and hence reduce power consumption and wear and
tear.
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Chapter 6: Post Installation Procedures
4. Once you have determined the correct setting, change the default
Rudder Gain setting in Dealer Setup, as described in Chapter 4,
Customising the ST5000 Plus.
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Chapter 7: Maintenance
Chapter 7: Maintenance
General
• In certain conditions, condensation may appear on the LCD
window. This will not harm the unit, and can be cleared by switching
on the illumination for a while.
• Never use chemical or abrasive materials to clean your autopilot. If
the pilot is dirty, wipe it with a clean, damp cloth.
• Periodically check the cabling for chafing or damage to the outer
casing – replace any damaged cables.
Servicing and Safety
• Raymarine equipment should be serviced only by authorised
Raymarine service engineers. They will ensure that service
procedures and replacement parts used will not affect performance.
There are no user serviceable parts in any Raymarine product.
• Some products generate high voltages, and so never handle the
cables/connectors when power is being supplied to the equipment.
• Always report any EMC related problem to your nearest Raymarine
dealer. We will use any such information to improve our quality
standards.
Advice
Should any difficulties arise with this product, please contact the
Raymarine Product Support department in the UK, or your own national
distributor who will be able to provide expert assistance.
The working parts of the drive system are sealed and lubricated for life
during manufacture – servicing is not required.
Before you consider returning the autopilot, make sure that the power
supply cable is sound and that all connections are tight and free from
corrosion.
If the connections are secure, refer to Chapter 8, Fault Finding chapter
of this handbook. If the fault cannot be traced or rectified, please
contact your nearest Raymarine dealer or Service Centre.
Always quote the product serial number, which is printed on the rear
cover of the autopilot, and the software version number, which is
displayed when you enter Intermediate Setup (see Chapter 4).
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Chapter 8: Fault Finding
Chapter 8: Fault Finding
All Raymarine products are subjected to a comprehensive test procedure
prior to packing and shipping. In the unlikely event that a fault does
occur with your autopilot, the following check list should help identify
the problem and provide a cure.
The autopilot display is blank
• No power – check the fuse/circuit breaker.
The displayed compass heading does not agree with the
ships compass
• The compass has not been corrected for deviation – carry out the
deviation and alignment procedures.
Vessel turns slowly and takes a long time to come on to
course
• Rudder gain too low.
Vessel overshoots when turning on to a new course
• Rudder gain too high.
The autopilot appears to be unstable in Track mode, or trackholding is slow
• If tide speed exceeds 35% of boat speed, and boat speed is not
available via SeaTalk, change the Cruise Speed setting in Dealer
Setup to the boat’s cruising speed.
The autopilot appears to be unstable on Northerly headings
in the Northern hemisphere and Southerly headings in the
Southern hemisphere
• Northerly/Southerly heading correction not set up.
Display shows CAL LOCK when entering calibration
• Calibration locked out – calibration protection feature is turned on in
Dealer Setup.
The autopilot will not “talk” to other SeaTalk instruments
• Cabling problem – make sure all the cables are connected properly.
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Position information not received
• Navigator not transmitting the correct position data.
The autopilot will not auto advance to the next waypoint
• No bearing to waypoint information received from the navigator.
A series of rotating dashes are displayed on screen
• Compass deviation correction is running.
The display shows a series of stationary dashes
• Data is not being received – check the cabling.
The display shows “NO DATA”
• The signals received from the navigator are too weak – refer to the
navigator handbook for further action.
• Wind trim data is not available – check the connection to the wind
transducer.
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Index
Index
A
Advice 71
Alarms 24
Apparent wind angle
Adjusting 20
Previous 21
Auto mode 5
AutoAdapt 39
Automatic Deadband 23
Automatic track acquisition
AutoSeastate 23
AutoTack 7
Default angle 38
Vane mode 22
AutoTrim
Default setting 38
14
B
Bar graph
4
C
Cabling 71
Calibration 29–40
Calibration lock 36
Changing course 6
Compass alignment 66
Compass deviation correction 31, 63
Course changes 6
operating hints 9
Cross track error (XTE) 16
Cruise speed 40
Customising the autopilot 29–40
D
Data Pages 11
Setting up 32
Deadband 23
Dealer Setup 34–40
Depth alarm 27
Deviation display 31
Disengaging the autopilot
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ST5000 Plus SailPilot Owner’s Handbook
Display layout 4
Dodging obstacles
Auto mode 6
Track mode 18
Vane mode 21
Drive Stopped alarm 25
Drive type 39
E
Engaging the autopilot
5
F
Fault finding 73
Functional test 59–60
G
Graph use 31
H
Hand steering 5
Heading 7
Heading alignment 31
Heading alignment adjustment
Heading mode 31
67
I
Illumination 10
Installation 41–58
Interfaces 60
K
Key functions 3
L
Large Cross Track Error alarm
LAST HDG 7
LAST WND 21
Latitude 40
Lighting 10
Low Battery alarm 26
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Index
M
Maintenance 71
Man Overboard (MOB) 27
Manual steering 5
Manual track acquisition 15
Minimum Deadband 23
N
Navigation data displays 11
Navigation interface (GPS, Decca, Loran)
NEXT WPT 26
No Data alarm 25
60
O
Off Course alarm 8
Default angle 38
Operating modes 1
Operating sense 60
P
Performance 23
Pilot type 36
Previous heading 7
R
Response level 23
Default setting 37
Rudder bar 31
Rudder damping 40
Rudder gain 24, 37, 67
Rudder offset 37
S
Sea trial 62
SeaTalk data displays 11
SeaTalk interface 61
Servicing 71
Setup 29–40
Shallow alarm 27
Standby mode 5
Steering bar 31
Swinging the compass 63
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T
Testing autopilot operation 67
Testing the system 59–60
Tidal stream compensation 16
Track acquisition 13
Track mode 13–14
Turn limit 37
U
User Setup
29
V
Vane mode 19–20
Variation 39
W
Watch alarm 26
Waypoint arrival and advance 17
Wind Shift alarm 21
Wind transducer interface 61
WindTrim 19–20
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D3441-2a
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Drill 5mm (3/16in)
Surface mount template
Machine hole
90mm (3.54in)
diameter
Drill 5mm (3/16in)
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Flush Mount Template
TOP
4 holes
6 mm diameter
114 mm
Shaded area to be removed
109 mm
D4437-2
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RUDDER
POSITIONED
AMIDSHIPS
DRILL THREE
3MM (1/8IN)
HOLES
CABLE
POSITION
D3440-1
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84064_8.fm Page 1 Monday, May 21, 2001 3:22 PM
Limited Warranty Certificate
Raymarine warrants each new Light Marine/Dealer Distributor Product to be of good materials and
workmanship, and will repair or exchange any parts proven to be defective in material and
workmanship under normal use for a period of 2 years/24 months from date of sale to end user, except
as provided below.
Defects will be corrected by Raymarine or an authorized Raymarine dealer. Raymarine will, except
as provided below, accept labor cost for a period of 2 years/24 months from the date of sale to end user.
During this period, except for certain products, travel costs (auto mileage and tolls) up to 100 round
trip highway miles (160 kilometres) and travel time of 2 hours, will be assumed by Raymarine only
on products where proof of installation or commission by authorized service agents, can be shown.
Warranty Limitations
Raymarine Warranty policy does not apply to equipment which has been subjected to accident, abuse
or misuse, shipping damage, alterations, corrosion, incorrect and/or non-authorized service, or
equipment on which the serial number has been altered, mutilated or removed.
Except where Raymarine or its authorized dealer has performed the installation, it assumes no
responsibility for damage incurred during installation.
This Warranty does not cover routine system checkouts or alignment/calibration, unless required by
replacement of part(s) in the area being aligned.
A suitable proof of purchase, showing date, place, and serial number must be made available to
Raymarine or authorized service agent at the time of request for Warranty service.
Consumable items, (such as: Chart paper, lamps, fuses, batteries, styli, stylus/drive belts, radar mixer
crystals/diodes, snap-in impeller carriers, impellers, impeller bearings, and impeller shaft) are
specifically excluded from this Warranty.
Magnetrons, Cathode Ray Tubes (CRT), TFT Liquid Crystal Displays (LCD) and cold cathode
fluorescent lamps (CCFL), hailer horns and transducers are warranted for 1 year/12 months from date
of sale. These items must be returned to a Raymarine facility.
All costs associated with transducer replacement, other than the cost of the transducer itself, are
specifically excluded from this Warranty.
Overtime premium labor portion of services outside of normal working hours is not covered by this
Warranty.
Travel cost allowance on certain products with a suggested retail price below $2500.00 is not
authorized. When/or if repairs are necessary, these products must be forwarded to a Raymarine
facility or an authorized dealer at owner’s expense will be returned via surface carrier at no cost to the
owner.
Travel costs other than auto mileage, tolls and two (2) hours travel time, are specifically excluded on
all products. Travel costs which are excluded from the coverage of this Warranty include but are not
limited to: taxi, launch fees, aircraft rental, subsistence, customs, shipping and communication
charges etc. Travel costs, mileage and time, in excess to that allowed must have prior approval in
writing.
TO THE EXTENT CONSISTENT WITH STATE AND FEDERAL LAW:
(1) THIS WARRANTY IS STRICTLY LIMITED TO THE TERMS INDICATED HEREIN, AND
NO OTHER WARRANTIES OR REMEDIES SHALL BE BINDING ON RAYMARINE
INCLUDING WITHOUT LIMITATION ANY WARRANTIES OF MERCHANTABLE OR
FITNESS FOR A PARTICULAR PURPOSE.
(2) Raymarine shall not be liable for any incidental, consequential or special (including punitive or
multiple) damages.
All Raymarine products sold or provided hereunder are merely aids to navigation. It is the
responsibility of the user to exercise discretion and proper navigational skill independent of any
Raymarine equipment.
Document number: 84064-8
April 2001
84064_8.fm Page 2 Monday, May 21, 2001 3:22 PM
Factory Service Centers
United States of America
UK, Europe, Middle East, Far East
Raymarine Inc
22 Cotton Road, Unit D
Nashua, NH 03063-4219, USA
Raymarine Ltd
Anchorage Park, Portsmouth
PO3 5TD, England
Telephone: +1 603 881 5200
Fax: +1 603 864 4756
www.raymarine.com
Telephone: +44 (0)23 9269 3611
Fax: +44 (0)23 9269 4642
www.raymarine.com
Sales & Order Services
Telephone: +1 800 539 5539 Ext. 2333 or
+1 603 881 5200 Ext. 2333
Customer Support
Telephone: +44 (0)23 9271 4713
Fax: +44 (0)23 9266 1228
Technical Support
Telephone: +1 800 539 5539 Ext. 2444 or
+1 603 881 5200 Ext. 2444
Email: [email protected]
Email: [email protected]
Product Repair Center
Telephone: +1 800 539 5539 Ext. 2118
Stick barcode label here
Purchased from
Purchase date
Dealer address
Installed by
Installation date
Commissioned by
Commissioning date
Owner’s name
Mailing address
This portion should be completed and retained by the owner.
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