Raymarine Autohelm ST5000 Operation And Installation

Distributed by
Raymarine
Any reference to Raytheon or
RIN in this manual should be
interpreted as Raymarine.
The names Raytheon and RTN
are owned by the
Raytheon Company.
PC SE
М
&
HYDRAULIC
AUTOPILOT
Operation and
Installation
Jopdoiny oneIpAH 000G1S
Ma
e €
x
ong wd? e
A a=
} A
; ' y + * A
уоодриен иодецез5и рие иоделэйо зораоулу эцпелрАн 000615
575000 Hydraulic Autopilot ne Operation a and Installation Handbook
Contents
1 Specifications PEe=necoeCartOaRataT oa AaaEU ATACA ATECRCOAtACOCaANTOOTETOTOCEODo
Introduction Сооотооо оо ото оотетововчовооте вост стчеоочеванто т аооточссавоввоовечессоваееое
Сооооооо ооо оне чоствотоновьчтеовоееотее ртс евевесевосовоснтооанторечачссвветттовевесне
Chapter 1: Operation
1.1 Basic PrINCIDIES coos
1.2 Operator controls
Standby
Auto eocoranansonenearenaaeeeaco ree naraneonoa o errcara reee oe eeaeren ener erererraveóa,
Course changes (-1, +1, -10, +10)
Dodge ............
"Track Control .....................imen nene nera nenen ercer
Automatic Deadband Control {Auto seastate)
Mumination ..................... EEE ree
Off Course Alarm EN
Rudder Angle display ………………….… ee nee,
1.3 Operating hints een
ЭОУРТРРО ОРУ тонет ооо оооотовоовов ооо човееттевниеееевтеечевонете
ESTATE O ATIFERCALTE ARCO ATA DOEEEErrTáACI NAO TOSCA
i
+:
r
y
re eanacareareraraorttacsaaar arar Nereanasaoereameeameaso,
7 ETAPA ERATETAEeTTABANTACANP" me
Tr terre er tartans da, aCANoaBErEmEFENóAa
TP ERPTEEARERETEEEarar ros
a et et pd pe
Ll EE ll HEN
| Chapter 2: Using ‘Track Control’... 1 Е
q Chapter 3: Adjusting autopilot performance .......................... Jt
| Chapter 4: Autopilot re-calibration
OT TETESETUTATERTANTE;OTOREACTUNSACOEON NE 2¢
Chapter 5: Installation. eocuocorocecarecancacanecaneoenecaoraneearco 42
Chapter 6: Interfacing to GPS, Decca, Loran
Chapter 7: Functional Test and Initial Sea Trial
caf | Chapter B: Accessories ……………….…nnn. 68
Chapter 9: Maintenance
ооо оочоо ооо чодеооватеееочаонновов д соосточеетевечевоеевее À QU
UM
N KEEEEEEEEE EEE manne, 5¢
Chapter 10: Fault Finding
a ET
E OT
Specifications
Tye Re TE ANAL TA A WAY DR EY ae pl Ne TR
+
ST5000 Hydraulic Autopilot Operation and Installation Handbook
e
о
Ln pT LIRA A eee IAN
Power Supply
— 10to 15Vd.c.
Current consumption
— Standby: 65MA (120mA with lighting)
— Auto: between O.7A and 4A depending on boat trim, helm load
and sailing conditions
Operating temperature
- OC to +70°C
6 bullon digital keypad
LCD display of heading, locked course and navigational information
User calibration for optimum performance |
SeaTalk compatible
Automatic compass devialion correction
Northerly/Southerly heading compensation
Automatic heading deadband
Built-in radio navigation interface
Waypoint advance feature
-—— = =
$75000 Hydraulic Autopilot Operation and Installation Handbook
ATTE Y CANO E A EG
AE
UTE ENTES UTE
a им a. + LT "e +
Introduction
The ST5000 hydraulic is a permanently installed autopilot for hydraulic:
steered power boats. The basic system comprises of 4 units:
* Permanently mounted control head
* Efficient reversing hydraulic gear pump
* Remote fluxgate compass for precise heading information
» Rudder position transducer
The control head is SeaTalk compatible and therefore can share all dat:
transmitted from other Autohelm SeaTalk instruments:
* Automatic adjustment of autopilot gain with boat speed (ST50 Speed
Tridata instrument)
* Track information from either Navdata or Navcenter instruments
provides waypoint control from the autopilot
* Boat speed from the Speed instrument for optimum Track keeping
performance
* SeaTalk compatibility also allows additional fixed and handheld autopik
control units to be easily connected at secondary steering and control
positions
The Control unit also includes a built in Navigation interface for use with a
position transducer (GPS, Decca, Loran) transmitting NMEA 0183 data.
The ST5000 is supplied with a reversing gear pump which is driven
directly from the control head. This pump is capable of operating with
steering rams within the range 130cc to 230cc.
A rudder reference transducer must be used on all installations with a
hydraulic steering system. Hydraulic slip across the helm pump produces
significant lost motion which will impair steering performance if used
without a rudder reference.
The ST5000 can be calibrated to suit each installation giving maximum
performance with many types of boats and steering systems.
4 ST5000 Hydrau ulic Autopilot Operation and installation Handbook | |
©
0
=
©
<
Passage making under autopilot can greatly increase the pleasure of the
voyage and ensure the crew can relax. However, this can lead to a
dangerous lack of allention to basic seamanship. The following rules
should always be observed:-
* Maintain a permanent watch and check regularly all round for other
vessels and obslacles to navigations. No matter how clear the sea may
appear a dangerous siluation can develop rapidly
a
we
AT
FOR
RE
A
E,
LEA
+ Co
at
CRE
7
MI
ha
FA
+
ll
ко
* Maintain an accurale record of the vessel's position either by use of a
radio navigation receiver or visual bearings.
DL EE ater ge | es
* 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 autopilo! cannot!
* Evenvdea yor auioniot is locted to the de zed Tracy «USE 27300
navg20on recenver marta zicg 2nd 2 reguzr pratima pict, Rado
havieehon signals canprodyce senficant errors under some creoums
* Ensure that all members of crew are familiar with the proce-
dures required to disengage the autopilot.
* When searoomris restricted a crew member must be close lo the
control head al all times if under autopilot control
* Permanent walch should be maintained al the steering station when al
speed with the autopilot engaged
Your Autohelm ST5000 will add a new dimension to your boating
enjoyment. However, itis the responsibility of the skipper to ensure the
safety of the vessel at all times by careful observance of these basic rules. ,
7
nu;
and Installation Handbook Chapter 1: Operation
FL 1
7 К
led NAN me Ley ON IER EE BS
Contents Chapter 1: Operation
Chapter 1: Operation ................... revere seras O . .
1.1 Basic principles secure paasseeennee vrocsrcrs 7 1.1 Basic p rinciples
1.2 Operator Controls er eee SA .8 When switched on, the ST5000 will be in ‘Standby’ mode. To select
Standby neracoaceroorcamenerrrerrecorartcarerecerieoseioca ra rareanaann 0.......... 8 automatic steering simply steady the vessel on the required heading
AULD er es .8 and push Auto. At any time to return to manual steering push Standby.
Course changes (-1, +1, -10, +10) ........... creereenan. rereeeas 9 | a ;
Dodge ......... eee ee eee eee paceresererens ane 10 Autopilot control has been simplified to a set of pushbutton operations, all
Track Control” ........... ee ire EEE EEE 11 of which are confirmed with a ‘beep’ tone. In addition to the main single key
Automatic Deadband Control (Auto seastate) .................... Пл functions there are several dual key press functions. Course changes can
Mumination .....................ee nene nee ener 12 Spd | be made at any time using the -1, +1, -10, and +10 degree keys.
Off Course Alarm ....... RER ERRRERR EEE EERREEER RER ER LEE Ver rer EEE eee 12 Passage making under automatic pilot is a very pleasant
Rudder Angle display .................... peneronenen enneioconeneer ene 13 experience which can lead to the temptation of relaxing
1.3 Operating hints .................... eee mneraene reee enaneos ...13 permanent watch. This must always be avoided 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 next few pages list all of he pushbutton operations needed for full
autopilot control.
e -1 +1 e
e -10 +10 e
STAND BY AUTO
: 6
!
EEE
ST5000 Hydraulic Autopilot Operation and Installation Handbook
RIE ARR ALISA A VA A UL
LF 4 du ny TE Try Fai EE
1.2 Operator controls
Standby
Auto
Pr
\
Push lo disengage the aulopilot for hand steering (st
The previous auto heading is memorised and can be recalled using the
Auto key (see 'Aulo”).
In “Standby ' the display shows the vessels current compass heading.
Push to engage automatic steering and maintain current heading
In ‘Auto’ the display shows the locked autopilot heading.
If for any reason the vessel is sleered away from the selected locked
heading (e.g. Dodge manoeuvre or selecting ‘Standby’ then:
Push and hold down Auto for 1 second
The previous locked heading will be flashed for 10 seconds. To select this
heading, and resume the original course, press the Auto key once within
10 seconds.
Also see ‘Dodge’ - page 10.
п
6 \
AE BY
na An a
ter 1: Operation
a I EEE A PE NE
he TEA EE ax 4 ve est Kay Mt porn y LE Tan: A
Foe N N В y N TR E.
1. +
2
се
DIF
M Push to alter course to Port (-) and Starboard (+) in increments of
1and 10°
30" to starboard
STAND BY AUTO
LJ u)
Present course
ен
30° course change to Starboard
ae 42° to port
||
+10 e
J
STAND BY AUTO
LJ LJ
Present course
er
42° course change to Port
= md
In order to avoid an obstacle under autopilot control select a course
change in the appropnale direction (say starboard 30° = 3 x +10”).
a ADO
К
When safely clear of the obstacle press and hold down Auto for 1 second.
The previous locked heading will now be flashed on the screen. To return
lo the old course press Auto within 10 seconds.
E IO
A TEC EA Pe
a 3
Alternatively the previous course change can be reversed via the key pad
example: 3 x-10”.
(at e Mad
AT
rem .
—
-.
PP PERE] o MS CPE EE E TT ra EK Tek BI AT .
PPS ES TA TEO EE APE ICONE М Lac HA a
Track Control’
=
=
к
ЖИ
к
Q
Locked heading
(Ч
(a À W.Pt Distance to waypoint
(rte 1
F LLE A nm | Cross track error
о
EM Push +10 and -10 degree keys together to select Track Control’ from
Auto. Push again to return to automatic steering
Once in ‘Track Control’ the autopilot will follow a predetermined track set
up on a GPS/Decca/Loran navigation receiver, see 'Advanced Operation’
for more details.
Automatic Deadband Control (Auto seastate)
cer,
bd
Mu
N)
DI
Da
Ps
MU
>,
3
|
a
>o
+
a
\
fires
M Press the +1 and -1 degree course change keys together to toggle
between auto deadband and fixed minimum deadband. The degree sign
will fiash when the fixed minimum dead band is selected
This can only be done with the Autopilot in ‘Auto’ mode.
Automatic deadband' (Auto seastate) will cause the pilot to gradually
neglect repetilive movements of the vessel and only respond to true
variations in course. This provides the best compromise between power
consumplion and course keeping accuracy by neglecting unnecessary
rudder movements.
Minimum deadband’ wilt always provide the tightest course keeping
possible but at the expense of increased power consumption and drive
unit activity.
NE
EAS
Hiumination
Hydraulic Autopilot Operation and Installation Handbook Chapter 1: Operation
Hurnination for the control head display can be switched on for night time
viewing. This can only be done with the autopilot int ‘Standby’ mode
: tm o
" CR
» 1
A. Dí
Lo
- | M Press the +1 and -1 keys for 1 second to display rudder angle
— | a e + This can only be done with the autopilot in Standby mode.
M Press the +1 and—1 keys together to toggle illumination on and off 1.3 Operating hints
Also if other Sealalk instruments or autopilot control units are connected
to the SeaTalk bus the illumination on the ST5000 can be switched on or
off Irom these units.
Off Course Alarm
The off course alarm will sound if the locked autopilot heading and the
vessels current heading differ, for greater than 20 seconds, by more than
the value set in calibration level 6.
Za aco fe o
NE A LADE
DM
To cancel the off course alarm push Standby lo return to hand steering.
If the off course alarm sounds it is usually an indication that the vessel IS
carrying too much sail, or that the sails are badly balanced. In this case a
significant improvement in course keeping can usually be obtained by
improving sail balance.
Itis very important to understand the effect of sudden trim changes on
steering performance. When a sudden trim change occurs, due for
example to weather helm there will be a delay before the automatic trim
applies rudder to reslore 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 cases the autopilot wil
not immediately assume the new automatic heading, and will only settle
onto course when the automatic Trim has been fully established.
To minimise the time delay the following procedure may be adopted for
large course changes.
* Note required new heading
Select Standby and steer manually
* Bring vessel onto new heading
Select Auto and let vessel settle onto course
* Bring to final course with 1° increments
115 sound seamanship to make major course changes only whilst steering
manually. In this way any obstructions or other vessels may be cleared
properly and due account taken of the changed wind and sea conditions
on the new heading prior to engaging the autopilot.
14 ST5000 Hydraulic Autopilot Operation and Installation Handbook
CAE CN EM ET а
Ani й a TN O AD ВД NAR FE
LE tar
жа козней
16 575000 пустит Autopilot Operation and Installation Handbook
Contents
Advanced operation .......... eeonnanvenenane eran O Y
Chapter 2: Using ‘Track Control nene. enouoroccanereoveneraras „еее... ЕВ
Operaling hints ooo inererenierrrees 18
Cross Track Error... ne nerraereneereios 19
Tidal Stream Compensation ................ pninrnenron arena enana 20
Waypoint Advance ........................... terete ana, 20
Limitalions ii eer... peornocennos 21
Low Speed Operation ……….……….………….….….….….…....… revere. veer 21
Dodges enanos Nenoorimeonene recono eran 22
SIL APE anar eae een eeae ner eraa rete 22
Warning messages ........................ iio. eoreaorener cone 23
NMEA data nol received .................... etter eerie, 23
NMEA data error ....................e iman eran. carences 23
Large cross track error .......... peurcnss teeter. 23
Waypoint advance ........................ Leraasennensa ses nec ssa nana une 23
Chapter 3: Adjusting autopilot performance A)
Setting up Rudder Gain an casernes reer. 25
Chapter 4: Autopilot re-calibration....................................29
4.1 Entering Calibration mode ....................... brecsreressen sense cees 29
4.2 Exiting calibration mode nene reee 30
4.3 Suggested initial calibration settings 30
4.4 Calibrating the autopilot to suit your boat..................... 32
Caibration Level 1 (Rudder Gain)... ein. 32
Calibration Level 2 (Rudder Offset)... 32
Calibration Level 3 (Rudder Limit) 32
Calibration Level 4 (Turn Rate Limit) .............. rere. 34
Calibration Level 5 (Cruise Speed) ………….….….….….….….….….…….…… 34
Calibration Level 6 (Off course alarm angle) penas 35
Calibration Level 7{Trim Level) .....cooovvvo 35
Calibration level 8 (Steering system type) .............. Kerr 36
Calibration level 9 (Magnetic varialion) ............. errr. 36
Calibration level 10 ‘Mortherly / Southerly heading error
Correction) ........................ cn einer. peenrenaneene eevee rrr E ..36
Calibration Level 11 {Current Vessel Latitude) reer vera 37
Calibration Level 12... eeraneenreaeoeeeaes nnrennconos 38
Calibration Level 13 (Rudder Damping) ........................._ 38
4.5 Disabled calibration access pascses sense accus 39
Chapter 2: Using Track Control’
17
Advanced operation
The ST5000 has been set-up at the factory to provide stable performance
for most types of boat. Depending on personal choice, type of boat and
steering system many of the functions and features available in the
ST5000 can be fine tuned. This is normally required if:
* The pilot does not maintain a selected heading
The boat appears to be unstable on Northerly headings (Southerly
headings in the southern hemisphere)
You wish to display True compass headings
* You wish to limit the rate of turn of the boat
You operate in ‘Track Control’ mode
* You wish to change the Off Course alarm angle
The ST5000 is also capable of being supervised from a Navigation system
such as a GPS, Decca or Loran receiver - automatically compensating for
tidal streams and leeway.
Advanced Operation’ offers a complete guide to ST5000 calibration and
comprehensively covers operation in ‘Track Control’ mode. It also shows
how the system can be expanded to include other SeaTalk products.
ST5000 Hydraulic Autopio! Operation and Installation Handbook
Chapter 2: Using ‘Track Control’
pe EE ten A
“track Control allows the ST5000 to maintain track between two way-
points entered on a GPS, Decca, or Loran based Navigalion system.
Operating hints
The Control head can receive cross track error data from any Navigation
system transmitting dala to the NMEA 0180 or 0183 format. The STH000
will then compute course changes which will keep your boat on a pre-
determined rack, automatically compensating for tidal streams and
leeway.
When initiating ‘Track Control’ the track can be acquired in one of two
ways:
* Automatic acquisition (NMEA Q183 Cross Track Error and Bearing to
Waypoint dala required from the receiver)
* Manual acquisition (NMEA 0180 or 0183 Cross Track Error data
required only)
Manual acquisition is achieved by steering the vessel to within 0.1nm of
track and then bringing the heading to within 5° of the bearing to the next
waypoint. The pilot is then swilched over to ‘Track Control’ by firstly
entering ‘Auto’ and then pressing the +10 and -10 degree keys together
to initiate Track Control. The Display will alternate between Cross track
error and lhe locked pilot heading.
Automatic acquisition can only be achieved if the pilot is receiving NMEA
0183 Cross track error and bearing to waypoint information (see section
6.3). lt is initiated as follows:
Bring the vessel to wilhin 0.1nm of Track
Press Auto
Press +10 and -10 degree keys together to enter ‘Track Control
An alarin will sound and the display will show :
LIT
ng
> 40
W.
Pt
The information on the display alternates between the direction in which
the boat will turn to take up the track and the new bearing to waypoint.
Chapter 2: Using ‘Track Control’
PACO A ES re ED E
I
ny
MW Press the +10 and -10 degree keys together
The boat will now turn on to the new course and the alarm will cancel.
The following navigation information will now be continuously cycled on the
display:
H # 5 Н Locked heading
| L „Pt | Distance to waypoint
” ne 7 nm | Cross track error
Cross Track Error
Cross track error is the vessel distance from a planned route. This is
displayed in nautical miles and is read directly from your position trans-
ducer (see above).
Cross
track
error
[e] NECE EN ———e |
Waypoint 1 Waypoint 2
20 ST5000 Hydraulic Autopilot Operation and Installation Handbook Chapter 2: Using ‘Track Control’ 21
AAR Ti aa PAE a
Е
El A A
4 Вы e Ne E Ы AA ru a
Tidal Stream Compensation A check should be made to verify itis safe to turn onto the new track and
then the +10 and —10 degree keys pressed together. This will cancel the
waypoint arrival alarm and steer the boat towards the next waypoint.
Unless the Waypoint Advance’ is accepted in the above way the alarm will
conlinue to sound and the current course be maintained.
E a
Waypoint 2
Tidal Limitations
components Although there is no need to fully understand the details of the track
Vessel speed keeping algorithm, it is very important to understand its limitations so as to
aver ground „ 5 CY obtain the best performance from Track Control. The most significant of
Vessel speed | ha “e these limitations is imposed if NMEA 0180 cross track error data is
transmitted by the radio navigation receiver. This data is restricted to
through water
+0.30nm, which means that even if the vessel were 5 miles to starboard
of track, the transmitted data would still be 0.30nm.
Attempts to engage Track Control beyond the 0.30nm limit wilt lead to
excessive overshoots and can result in the vessel circling. For this reason
the alarm code is displayed {see page 25) whenever the cross track error
exceeds 0.30nm The requirement to remain within 0.30nm of track also
Waypoint | , limits the maximum allowable angular error between the track course and
De the vessel's heading. If the angular error is too great, the Track Control
Under most conditions ‘Track Control’ will hold the selected track to within ei cancel it within the 0.30nm limit leading to the problems
+0.05nm (300ft) or better. -
| The NMEA 0183 format transmits cross track error data up to 99.99nm
The autopilot takes account of vessel speed when computing course | and enables the Track Control’ to operate with larger cross track
changes to ensure oplimum performance over a wide range of vessel errors.However, the alarm code will still be displayed over 0.30nm in case
speeds. If an Autohelm ST50 Speed or Tridata instrument is connected to there are navigational hazards close to the intended track.
the SeaTalk bus the control head will use measured vessel speed,
otherwise the cruise speed entered during calibration level 5 will be used. Low Speed Operation
Waypoint Advance Operation of the manual acquisition of ‘Track Control’ at low speeds
2 | requires additional care as the effect of tidal streams is far more signifi
If your navigation receiver transmits valid ‘Waypoint Number’ arid ‘Bearing cant than at higher speeds. In general terms, providing the tidal flow is less
to Waypoint’ NMEA headers it is possible to advance from one waypoint to than 35% of the vessel speed no noticeable difference will occur in the
he next by simply pressing the ~10 and +10 degree keys together. performance of Track Control. However, extra care should be taken to
As the vessel passes the target waypoint the navigation receiver should ensure that the vessel is as close as possible to track, and that the
select, manually or automatically, the next target waypoint. The ST5000 direction made good over the ground is as close as possible to the
will detect the new larget waypoint number and display the new bearing to É ; > | 4 direction of the next waypoint, before engaging Track Control’. Under
waypoint and also the direction it will turn to acquire it. This will be | these circumstances positive positional checks at regular intervals are
accompanied by an alarm to indicate waypoint arrival (see page 25). | vital especially if navigational hazards are close.
Note: While the waypoint advance alarm is sounding, ‘Track Control is
suspended and the ST5000 will maintain the current boat heading.
—
La
HA ep eg]
Safety
ST5000 Hydraulic Autopilot Operation and Installation Handbook
TD LL EY EE, E SAE EER ny rh SAL Вы EE NE Die
Full control remains available from the control head when the autopilot is in
“Track Control”. Dodges are accomplished by simply selecting the desired
course change on the Autohelin keypad. Once the hazard has been
avoided the course change selecled for the dodge manoeuvre should be
cancelled by selecting an equal course change in the opposile direction.
Provided the vessel remains within 0. 1nm of track there is no need lo
steer back towards the track.
/ у
Passage making in [rack Control removes the chores of compensation Sur 4.
for wind and tidal drift and will aid precise navigation. It is most important
however to maintain an accurate log with regular plots and to verify the
computed position read from the radio navigation receiver with a dead
reckoned position from recording the average course steered and the
distance logged. In open water such plots should be at least hourly and
more frequent in confined walers or when potential hazards are near.
Local variations in radio signal quality and changes in the tidal stream will
produce deviations from the desired track. When setting up waypoints,
remember thal deviations will occur, and thoroughly check along each
track and to 0.5nm each side lo ensure that there are no hazards within
the zone. Always confirm the posilion given by the position transducer
Using an easily identifiable fixed object at the start of a passage to check
and enable compensation Lo be made for fixed positional errors.
The use of ‘Track Control’ will enable accurate track keeping even
in complex navigational situations. 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.
rd
Warning messages
NMEA data not received
A - > - nm
erg
The ‘no data’ display will be shown if Track Controf is engaged when the
autopilot is not receiving either NMEA 0180 or 0183 data.
NMEA data error
SE
FEF em
The ‘data error’ display will be shown if Track Control is engaged whilst
the Position transducer (GPS, Loran, Decca) is receiving a low strength
signal.
This will clear as soon as the signal strength improves.
Large cross track error
FILA A
D Da, 1
The large cross track error’ alarm sounds if the cross track error received
by the pilot exceeds 0.3nm.
Waypoint advance
o }
W.Pt >
Ms
q
II
Dt
od wer
Liha
The waypoint advance alarm sounds whenever the Radio Navigation
Receiver (GPS, Loran, Decca) changes the target waypoint number. When
this occurs the pilot will continue on its current heading but flash the
bearing to the next waypoint on the display. This will alternate with the
direction in which the boat will turn to take up that bearing. You should
check to ensure that such a manoeuvre would be safe and, when you are
ready to make the turn, momentarily press the +10 and -10 degree keys
together. The pilot will then turn onto the new bearing and track towards
the next waypoint.
Note: The waypoint advance will only operate on pilots receiving NMEA
0183 Bearing to waypoint information.
. EL
Щи
Chapter 3: Adjusting autopilot performance
- 7: И
+
Fr
+.
ST5000 Hydraulic Autopilot Operation and Installation Handboek:
E и MEET EE I -
TA CIN
_- О
1
a и Ш . | Y ,
МЕРЕ
~ Chapter 3: Adjusting autopilot performance
Setting up Rudder Gain
The factory set rudder gain level will provide stable
trials. However, vessels can vary widely in their resp
further adjustment to the rudder gain may improve '
characteristics.
* Steer onto a specific course
* Hold the course steady for 5 to 10 seconds
+ Press Auto to engage the autopilot on the curren
In calm conditions the boat should maintain the lock
The following test will check if the rudder level is set
and should be carried out at the vessel's normal cru
In clear water and with the autopilot in ‘Auto’ alter co
40° by pressing the + 10 degree key four times.
Typically, at cruising speed, a course change of 40°
crisp turn followed by an overshoot of no more than
the rudder gain is correctly adjusted.
An excessively high rudder setting results in overste
recognised by distinct overshoot of more than 5° (A]
be corrected by reducing the rudder gain setting.
ilot Operation and Installa
tion Handbook
rer
+ В
+
FRY) A Е
LE TEI | В
Оба CRE -. Na,
[PT {
B
Correct Rudder Rudder
ridder setting setling
selling too high too low (
% | ; +
New New New
heading heading heading 01707
Similarly, an insufficient rudder control setting will result in understeer
which gives sluggish sleering performance (B). If the vessel takes a long
time to make the turn and there is no overshoot then the rudder selling is
too low.
These actions are most easily recognised in calm sea conditions where
wave aclion does nol mask basic steering performance.
Refer to chapter 4: ‘Autopilot recalibration, for instructions on how to
adjust the rudder gain selling.
Repeal the test until a crisp course change with no more than 2° to 5° of
overshoot is achieved. Adjust the rudder gain by no more than one selling
each time.
The rudder control setting is not over critical and should be set to the
lowes! setting consistent with accurate course keeping. This will minimise
actuator movements and hence reduce power consumption and wear and
lear generally. | A
Itis particularly important that the Rudder Gain is correctly set on a ‘ e
planing craft. Incorrect adjustment will lead to poor steering
performance and is a dangerous condition at high speed.
Chapter 3: Adjusting autopilot performance 27
On planing craft the Northerly/Southerly heading error correction facility is
selected. This automatically reduces the effects of Northerly/Southerly
heading instability. This feature is selected in calibration — see chapter 4 -
by entering the vessel's operating hemisphere and latitude. When selected
it automatically adjusts the Rudder gain depending on heading, removing
the need for manual adjustment.
28 ST5000 0 Hydraulic Autopilot Operation ar and Installation n Handbook | Chapter 4: Autopilot re-calibration 29
Chapter 4: Autopilot re-calibration
The ST5000 can be adjusted to meet the characteristics of your vessel
and steering system.
The calibration routine allows the following parameters to be adjusted -
from their factory de fault settings.
* Rudder gain (Value on power up)
Rudder offset adjustment
Rudder limit
Rate of turn limit
Off course alarm limit a CL
* Automatic Trim adjustment delay |
* Northerly/Southerly turning error compensation
The autopilot also requires certain other information: +
* Average cruise speed
* Type of steering system
* Local variation
This section will look at each feature inturn and explain how to fine tune it
to suit your particular boat.
4.1 Entering Calibration mode
№ Press the Standby button for 5 seconds until the display shows:
x £
a
( . ~) q 7 Cal
5 — “ED от
" A
y Feature Value cor
The number on the left identifies the feature (see table 4.3) and the number
on the right the selected value for that feature.
hag a | Each feature can be cycled through using the Auto key.
The existing values can be viewed at any time without alteration, a simple
momentary push of the Standby key will return the pilot to its normal
operating mode without affecting the previous settings.
20 ST5000 Hydraulic Autopilot Operatio
Coe бо EYE и N -
POC ERES Po Ra
A № Mes ANTONE DS PRES TI ALI RIM E TE
T_T
n and Installation Handbook
й : [A E.
Aaa QE Pe 4,
Note: If on entering calibration the display shows:
“Fa, < OFF |
04 ye | OF =
Please refer to ‘Disabled calibration access’ - section 4.5 for details on
how to adjust. _ |
4.2 Exiting calibration mode
You can exit catibralion at any lime in one of two ways:
WW Press Standby for 1 second
This will enter any adjusted values into memory
E Momentarily press Standby
This will exit calibration without entering any adjusted values into memory.
4.3 Suggested initial calibration settings
Listed below are suggested calibration settings for displacement and
planing speeds. These will supply sale performance for the initial sea trial.
IN you change any of the sellings you can record them in the Adjusted
values column for future reference.
Note: The factory default setlings are those shown for displacement
speed. If itis intended lo use the ST5000 hydraulic on a planing power
boat then the autopilot calibration should be adjusted to the settings
shown by following the instructions in this section.
(
Chapter 4: Autopilot re-calibration 31
E VERTE
y MC ve ve
re
Feature Feature Planing Displacement Adjusted
number speed speed values
setting setting
1 Rudder Gain 2 5
2 Rudder Offset 0 0
3 Rudder limit 30 30
4 Turn rate limit 5 - 8
5 Average Cruise 25 15
speed
6 Off course alarm 20 20
angle
7 Trim level 3 3
8 Steering system 4 4
type
9 Local magnetic ОЙ Off
variation
10 North/South I (North) Off
turning error or
correction 2 (South)
11 Current vessel XX XX
Latitude
12 Not available
13 Rudder damping ] }
Note: 1.Level12is not available on the ST5000 Hydraulic pilot.
2.ifevel 101s set to O then level 11 will be omitted.
32 ST5000 0 Hydraulic Autopilot Operation and Installation Handbook
4.4 Calibrating the autopilot to suit your boat.
Calibrate the pilot as follows:
Mm Enter calibration mode as described in section 4.1
The display will show:
Nf
Da 7 Cal
Mo:
io ==
Calbration Level 1 (Rudder Gain)
Calibration level 1 is Rudder gain. This requires setling up whilst under
way. Please refer to Rudder gain adjustment in chapter 3.
Calibration Level 2 (Rudder Offset)
Calibration level 2 is ‘Rudder offset”. This sets up the control head to read
zero degrees rudder when the helm is positioned amidships.
M Press the Auto key
N\ A
x 7
о! о 7 Cal
E 5 — «В,
- E > MN
у MIRTA
Manually place the helin in a central position. Use the +1 and -1 degree
keys to adjust the rudder angle reading on the right hand side of the
display to zero.
—-
— 2e bl Sallie
pr Cal
u
>"
~
a.
">
ul
hiss
Calibration Level 3 (Rudder Limit)
Calibration level 3 is Rudder limit which limits autopilot rudder movement
to just less than the steering systems mechanical stops. This avoids
putting the steering system under unnecessary load.
Chapter 4: Autopilot re-calibration 3.
To set up the rudder limit it is first necessary to exit calibration and record
the maximum rudder angles displayed on the ST5000.
E Exit calibration by pressing the Standby key for 1 second until the display
shows:
ФР Arco
has «LILY
Note: A momentary push will give the same display but will not store the
previous calibration steps.
№ Press the +1 and -1 degree buttons together for 1 second to display
rudder angle on the display
pu
о
“Qu
“
py
к
DIRA
№ Manually move the helm hard to port and record the displayed rudder
angle
№ Manually move the helm hard to starboard and record the displayed
rudder angle
The rudder limit should be set to the smaller of the two recorded angles as
follows:
m Enter calibration by pressing Standby for 5 seconds
№ Select calibration number 3 (Rudder Angle) using the Auto key
da
-
bd)
Nd
!
Te bis? 10
BW Adjust the displayed limit on the right hand side of the screen, using the +1
and -1 degree keys, to the minimum recorded angle
bre
_515000 Hydraulic Autopilot Operation and Installation Handbook
Calibration Level 4 (Turn Rate Limit)
Calibration level 4 is Turn Rate Limit. This will limit the rate of turn of your
vessel when under aulopilol conti ol,
№ Press the Auto key
DA 3 о Cal
th E
mmf T— o
This should be adjusted lo give a comfortable rate of turn,
Wm Setup turnrale limit with the +1 and —1 degree buttons
( —
Lt)
Calibration Level 5 (Cruise Speed)
Calibration level 5 sets the boats normal cruising speed for use in Track
control’,
m Press the Auto key
Lo: Eye
= A
Brera
When interfacing with Radio Navigation Syatems the Control head uses the
vessels average cruising speed to perform track calculations.
Adjust the cruise speed with the +1 and -1 degree bullons.
Note: If an ST50 Speed or Tridata instrument is connected to the SeaTalk
bus they will transmit boal speed information directly to the control head.
35
Chapter 4: Autopilot re-calibration
Calibration Level 6 (Off course alarm angle)
Calibration Level 6 is Off Course Alarm angle. This is an alarm to warn you
if the autopilot is unable to maintain its set course.
E Press the Auto key
£ i oe |
X Bhs
The offcourse alarm operates if the autopilot strays off course by more
Po © than the alarm angle limil for more than 20 seconds. This limit can be set
Wet in 1° increments anywhere between 15° and 40° using the +1 and -1
degree course change buttons.
Locked . Boat
heading A 4 heading
E (Co
Ly | 5 o
15°max
A mar
Calibration Level 7 (Trim Level)
Calibration level 7 selects and sets the level for automatic trim. This
applies additional rudder to correct for weather helm.
. M Press the Auto key
ja
‘ ( ; — «ED. pe
A PA
Trim can be set to one of three rates or switched off completely.
3 i e + Level0 Trim off
“a x * Level] Slow trim correction.
* Level? Medium trim correction.
* Level 3 Fast trim correction (recommended for Power boats).
Adjust the trim level using the +1 and ~1 degree buttons.
36 ST5000 Hydraulic Autopilot Operation and Installation Handbook Chapter 4: Autopilot re-calibration
A A a Ed О Cr | “ea a mL E A
1 COIN? Deo PA. DN AAA RON AAA A
= " . ave 7. sl A dr + bie Talal
Fr
The ST5000 is able to compensate for this and provide precise course
Calibration level 8 tells the pilot the type of steering system fitted lo the keeping on all headings by automatically adjusting the gain of the autopilot
boat. depending on heading.
Calibration level 8 {Steering system type)
EM Press the Auto key M Press the Auto key
——— — _ x +
QU ; rU- Cal (те строе!
ee A — 7 * me 1
In the case of the ST5000 hydraulic pilot this should always be set to 4. - | Use the +1 and -1 degree keys to select:
Select the correct drive using the +1 and -1 degree keys. boy ! | © 0 = 0
. . A I = Northern Hemisphere
Calibration level 9 (Magnetic variation) : °
- - 2 = Southern Hemisphere
Calibration level 9 tells the pilot the level of magnetic variation present at
the boats current position. North North
ort orl
NM Press the Auto key
\ i 7
x Pf
a * "Оса!
“1 y «> a n
+ ~
7 ! % MATIN
You should enter your local variation using +1 and -1 degree keys. This
value will then be transmitted onto the SeaTalk bus and picked up by other
Sealalk instruments such as the Mulli repeater.
Note: + ve variation: East
— ve variation: West
Without With
Calibration level 10 (Northerly / Southerly heading error correction) compensation compensation
Calibration level 10 allows Northerly or Southerly heading error correction —
to be switched in. | Calibration Level 11 (Current Vessel Latitude)
It may be noticed hal the autopilot tends to be alittle less stable on Calibration level 11 requires the boats current latitude (to the nearest
northerly headings in the higher latitudes of the northern hemisphere (and | degree) in order to compensate for Northerly / Southerly heading error .
conversely southerly headings in the southern hemisphere). This is caused
by the increasing angle of dip of the earth's magnetic field at higher m Press the Auto key
latitudes which has the effect of amplifying rudder response on northerly <
(southerly) headings. This error effects all magnetic compasses and gets PRN | {: 2 xl © Се!
worse the further away from the equator you are. laz . Ny JE A a
m Setup latitude using the -1 and +1 degree keys
Note: If the correction is set to O in calibration level 10 then level 11 will be
omitted and pressing the Auto key in calibration level 10 will move the
display directly onto level 13 (Level 12 is omitted on the ST5000)
ST5000 Hydraulic Autopilot Operation and Installation Handbook
AS CELA
TON E.
Calibration Level 12
This level is not available with the ST5000 Autopilot.
Calibration Level 13 {Rudder Damping)
Level 13 only requires setting up if the steering system ‘hunts’ when trying
to position the rudder.
m Press Ihe Auto key
EN nn
(1 Ч: # "Са!
eN TAC
MEA AA
Calibration leve! 13 allows 1 of nine levels of rudder damping to be
selected. This should always be set to 1 initially.
Rudder damping should be set-up as follows:
№ Exil calibration by pressing the Standby key for 1 second until the display
shows:
So а
) 745450
Lal LILA
Note: A momentary push will give the same display but will not store the
previously calibration steps.
MN Press the Auto key
E Press the +10 degree course change key once
Observe the wheel movement. If the rudder appears lo position and then
hunt e.g. drive port and then starboard in small jerky movements then
return to calibration level 13 and increase the rudder damping level by
one, using the +1 and -1 degree buttons, and repeat the test until the
rudder positions without hunting.
Note: It is most important that the rudder damping level is set as low as
possible for best possible course keeping.
The calibration should now be saved by pressing the Standby key for
1 second.
4.5 Disabled calibration access
It is possible to disable the calibration set-up to prevent unauthorised
access.
This is achieved as follows:
№ Press and hold the -1 and Standby keys for 10 seconds until the display
shows:
Cal
=
т
(IV
aa
réa |
Qt
mM Toggle the calibration access on and off using the —1 and +1 degree keys
№ Store the setting by pressing the -1 and Standby keys for 10 seconds
until the control head returns to normal operation
if preferred this page can be removed from the handbook after access
has been switched off.
40 ST5000 Hydraulic Autopilot Operation and Installation Handbook
A EE TE, кож.
EE RN aN TEE E
AD PO INC LP
FT EN y FE ENCE CI ASN Nr O
« ¥
= коса нее еее ]]—
ST5000 Hydraulic Autopilot Operation and
OR A E ue EVE TT В mr
I Cr Re A S CN TAGS CEE SE ee PTS E
Installation Handbook
+
LRA RN TE TRS А
LI) Ш LEN à
2
mea!
A = CEA PALIN
AP IN I À пой
Contents
Chapter 5: Installation. ceraceces
5.1 Controlhead fassesas sas nas enenee prono Gere 43
Sng. coco eee reer enero Beben verre. 43
Mounting procedure. Lu OT 43
Cable connectors... TTT 44
lower supply connection TTT … 45
Connection to the SeaTalk DUS. eee rennen 46
5.2 Fluxgate COMPASS LL ui era enr enrrrncrn Gerne anne 47
Mounting position ................———————————— eeee 47
CODING urinaria ena enana ae 49
5.3 Rudder Reference Transducer penieceonoreneno 49
Mounting position ....................... 49
Control dimensions... reer... ..... DI
E ee eee vrrsceuneuces 51
5.4 Hydraulic pump installation... era 52
A rires rer r nee... 52
Cabling o.oo a rerrerrceerrrr creer ni prssersarescans ee 52
Types of steering system... Verena vere D3
Two line system... a0... 54
Two line Pressurised system ................ ven DD
Three line system оное, pnannareoee etter rarer 56
Bleeding the system cc. D7
Chapter 6: Interfacing to GPS, Decca, Loran ee... DI
ac RE ee 59
6.2 NMEA data transmission to other equipment оон, 59
0.3 DELA FOrMALS Lu re 60
Chapter 7: Functional Test and Initial Sea Trial....................... 61
71 Functional test... .....O1
WICH ONT 61
Operating sense en 61
Rudder reference phase... ereens craeneee 62
Navigation interface (GPS, Decca, Loran) vrrsecee cases 62
SEATAIK DUS Lu ss crea ner eos Erbe Eee „63
7.2 Initial Sea trial... eeennonenen romeo. 64
Automatic Compass deviation correction... nn 64
Autopilot operation reer 66
Operating sense reversal ........... enierereoreneneonre. 67
Chapter 8: Accessories ......... eereenvoooooaoeerareneneo. N СВ
Chapter 9: Maintenance ............... sressocescsenacensenceccnecsoneccn uns. 70
Controlhead …….… EEE RER RE 70
VE ME ce 70
A 70
Chapter 10: Fault Finding ...................... eononeneaacencanecanereneoooe 7
| Chapter 5:
Installation
La и ¥
В . Я й
EA i >
Chapter 5: Installation.
5.1 Controi head
70.5mm
110mm (4.33in) _ (2.75in} N
| 24mm
(0.95in)
—_
]
|
ra
CI
C3
mad
110mm С J)
(4.33in) [J a
LJ CJ ff |
DIN?
чи The SF5000 control head is totally waterproof and should be sited where:
It can easily be reached from the steering position
Protected from physical damage
Atleast 230mm (9in) from a compass
*» Atleast 500mm (20in) from radio receiving equipment
* Accessible from behind to secure and run 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.
The surface myst be smooth and flat .
* Use the template provided to mark the centers of the two fixing holes
and cable boss
Note: Adjacent Control heads and ST50 instruments should have
emm (0.25in) separation to allow room for the protective covers.
* Drill to 4mm (0.16in) diameter
* Use a 70mm (2.75in) diameter culter to drill the hole for the center
boss (1)
ST5000 Hydraulic Autopilot Operation and Installation n Handbook
ERAT SAN a E y Tae oY
e NDA
* Screw the two fixing studs (2) into the back cover
* Pass the cables through the central hole
* Altach the wiring toon to Ihe terminals on the rear of the ST5000 (see
later sections)
* Attach the harness protection cover using the cenlral screw provided
* Secure the Control head with the thumb nuts provided (3)
A sealing gasket (4) is already allached to the back cover of the Control
head.
|
Cable connectors
Mt electrical connections to the ST5000 are made via spade connectors
on the rear case. When installing each spade connector make sure the
connector fits securely over the blade and not between the connector and
its plastic insulating boot. This wil give an intermittent connection and
faulty aulopilot operation.
Chapter 5: 5: installation
RC RR AA Ss SI RT TA CR OA:
Power supply connection
The ST5000 requires its own 12V d.c. dedicated power supply as it
cannot source power from the SeaTalk bus
A fused 2m (6.5ft) power lead
is supplied for this purpose and is terminated with 1/4 in spade
connectors. On no account should the Control head be used without
the supplied fuse. This is quick blow and designed to protect the control
head if the supply is reverse connected. If preferred a separate circuit
breaker can be fitted, in addition to the fuse
switched on from the main distribution panel.
to allow the pilot to be
Optional 12A
circuit breaker
@&—
O
Brown
| (V4)
Blue
(OV)
in line
luse
(supplied)
DIA
The lead can be extended if required. The following table shows the
minimum cable sizes acceptable:
Cable length Copper area AWG
Up to 2.5m (81) 1.5mm2 16
Up to 7.0m (22ft) 2.5mm2 14
Up to 10.0m (301) 4.0mm2 12
i a he CE LEPE CE
; +. 2 A CENT ВЫ
ST5000 Hydraulic Autopilot Operation and Installation Handbook
т тат о
Important!
Correct cable size is critical for correct autopilot operation.
The cable you choose may meet the required current specification but, if
too small, will drop voltage between the supply and the control head. This
will reduce the power of the hydraulic pump.
Connection to the SeaTalk bus.
Не 515000 is supplied with one Sea Talk cable tail. This can be con-
necled to the spade connectors marked ‘SeaTalk’ on the rear of the
Control head as shown below:
=
| Yellow _ Screen
(data) | (ground)
—"
GLAND _
> EN
Tes
Other SeaTalk instruments can now be connected lo the control head
using a SeaTalk extension cable (see chapter 8 Accessories”).
Chapter 5: Installation
Ue EN
MEE Me O E ra Ha ard LE MU Ы
RHEE ULES SPF ALR SAS IRDA it, aA
rá я Char . idl 1 . Le:
JE
N i
‚о ==.
5A
Screen
(data) || | (ground)
Fuse/
Breaker
Breaker
(AN
NF
ay
For safety reasons the ST5000 should not supply power to the SeaTalk
bus. Any SeaTalk instruments fitted must be powered via a separate 5A
fuse / breaker as shown using the power lead supplied with the instru-
ments.
5.2 Fluxgate Compass
Mounting position
The fluxgate compass should be attached to a convenient vertical surface
using the self tapping screws provided. There is no need to orient the
fluxgate compass fore and aft. Heading alignment is carried out electroni-
cally.
rE shar, Ca не ей
48 ST5000 Hydraulic Autopilot Operation and Installation Handbook
RR Tra "VE
E AE ANA
в ТЯ na E + al ie - Mile -
Correct positioning of the fluxgate is crucial if ultimate performance from Cabling
the autopilot is lo be achieved. The fluxgate should ideally be positioned as Once the fluxgate has been positioned the cable should be led back to the
near as possible to the pitch and roll centre of the vessel in order to control head. The cable has five tails each of which is fitted with a spade
minimise gimbal disturbance. connecter. These should be connected colour for colour to the ‘Compass’
section at the rear of the unit as shown below:
|
0.3L to 0.5L
ee aan
Itis very important to ensure that the fluxgate is positioned at least 0.8m
(2.51) away from the vessel's steering compass in order to avoid deviation
of both compasses. The fluxgate must also 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 \ В
sensor. If any doubt exists over magnetic suitability of the chosen site, the
position may be surveyed using a simple hand bearing compass. The hand :
bearing compass should be fixed in the chosen position and the vessel 5.3 Rudder Reference Transducer
swung through 360°. Relative differences in reading between the hand Co
A rudder reference transducer must be used on all installations with a
bearing compass and the vessel's main steering compass should ideally
not exceed 20° on any heading. hydraulic steering system.
Mounting position
The rudder reference unit must be mounted on a suitable base adjacent to
| the rudder stock using the self tapping screws provided. The base height
| must ensure correct vertical alignment of the rudder reference unit arm
and tiller arm. If it is more convenient, the rudder reference unit may be
| mounted upside down {logo downwards), but if this is done, the red and
green wires from the transducer must be reversed on the rear of the
Control head.
lic Autopilot Operation and Installation Handbook
OI A
Chapter 5: installation
ВЕ
dm a era ALI « TAR VE a tr ae SE L
-
=
50 ST5000 Hydrar
E E a Na Y
LES A + E E
PEA LAI ran - "e
Control dimensions
It is important to ensure that the dimensions set out below are within the
limits set and the tiller arm and rudder reference arm are parallel to each
other
With the rudder amidships, the rudder reference arm should be opposite
the cable entry and at 90° to the connecting bar. Minor adjustment can be
made by slackening off the 3 securing screws and rotating the transducer
body.
; The tiller pin must be positioned within the limits shown. Ideally dimension
Mounting base Nas to © ‘A’ should be 140mm {5.5in). However, changing this within the limits
CT ee | shown will not degrade the autopilot performance but will slightly alter the
The rudder reference unit has a built in spring to remove any free play in ame he rudder angle display. The tiler pin is secured to the tiller arm
using the self tapping screws provided.
the linkage to the tiller. This gives very precise rudder position.
The rudder reference arm movement is limited to + 60°. Care must be a the o © cnet and screw onthe lock nuts anc bal pin sockets
sockets can then be press e pins. Move the rudder from side
taken during installation to ensure the rudder reference arm is opposite | ; ; ;
the cable entry when the rudder is amidships. Failure to do this could resul to side to ensure the linkage is free from any obstruction at all rudder
In damage if the rudder reference arm is driven onto its end stops by the
steering system. | Cabli
| abling
| | Once the rudder reference has been positioned the cable should be led
back to the Control head. The cable has four tails each of which is fitted
with a spade connecter. These should be connected colour for colour to
the RUDDER’ connections at the rear of the Control head as shown below:
angles.
+ 60°
i = — — | maximum ___
| Cable travel
; entry permitted Min
75mm
TF Parallel (Зи)
Мах |
310mm |
(12.2in)
| \ ®
TS — 10 — j
© !
Rudder amidships |
Min ТОТ смт (Ain)
| ‘A 140mm (5.5in)
Max 190mm (7 .5in)
5.4 Hydraulic pump installation
Introduction
Cabling
The hydraulic drive unit should be mounted in a horizontal position clear of
spray and the possibility of immersion in water. It should be located as
near as possible to the hydraulic steering cylinder. It is important to bolt
the hydraulic drive unit sectirely {o a substantial member to avoid any
possibility of vibration that could damage the inter-connecting pipework.
Il there are no stop valves in the existing steering system then extreme
care should be taken to avoid loosing excessive hydraulic fluid. If the Nl
systems pressurised then the pressure should be released at the
reservoir in accordance with the manufacturers instructions before
breaking into the system,
On non pressurised systems a solid plug should be temporarily fitted to
the upper helm reservoir vent. This will minimise fluid loss during
installation
Its essential to keep the steering system free of any dirt as the valves in
both the manual helm pump and the autopilot purnp will stick if they
encounter any foreign material in the hydraulic fluid.
All lee pieces used in the installation should be fitted in accordance with
the manufacturers instructions.
Do not use teflon tape on any fittings. If sealing is required use a
proprietary liquid pipe thread sealer. This should be applied sparingly well
back from the end of the fitting lo prevent steering system contamination.
The hydraulic pump connects to the ‘DRIVE’ connections on the back of the
control head. It is most important that the size of cable used is adequate.
The following table shows the minimum size cable acceptable.
Total cable length Cable type Cable gauge
- — =
Соррег агеа
Upto 7m 50/0.25 2.5mm? 14 AWG
-— TE
Upto 10m 56/0.3 4.00mm2 12 AWG Vaz N
Upto 16m 81/0.3 6.00mm?2 10 AWG
Chapter 5: Installation
Types of steering system
There are three basic types of hydraulic steering system:
* Two line system
* Three line system
* Two line pressurised system
Typical connection points for the autopilot pump will be shown for each
type.
I all cases itis strongly recommended that the steering gear
manufacturer be consulted.
All hoses used to fit the pump should match or exceed the specification of
those used in the existing steering system.
it is also necessary to ensure that the helm pump is fitted with reversing
check valves otherwise the autopilot pump will drive the helm pump in
preference to moving the ram. Single helm pump systems without check
valves should incorporate a Z068 double pilot check valve block. This is
fitted as shown below.
Z
>
Check valve (7068)
пн,
wm
YT ren
54 ST5000 Hydraulic Autopilot Opera tion and Installation Handbook Chapter 5: 5: : installation 55
TO PRES EE RER ER TT EE TETE
If the vessel has two steering positions then check valves will already be Two line Pressurised system
fitted to ensure independent operation of the two wheels. - om
| Г À two line pressurised system has an external pressurised reservoir. This
Minimisation of hydraulic fluid loss during connection of the drive unit will | reduces the possibilities of inducing air into the system and also reduces
help to reduce the time and effort required later to bleed the system of any sponginess felt due to pipe expansion. The autopilot pump is
trapped air. Absolute cleanliness is essential since even the smallest connected to the system as shown below.
particle of foreign matler could interfere with the correct function of
precision check valves in lhe steering system.
k
Two line system
l
Atypical two line sleering syslem is shown below. Hydraulic fluid can be \
pumped into the ram in either direction depending on the direction of helm
pump rotation. The autopilol pump is connecled to the system as shown
below,
nn
a
- à.
ra ai 4 re
hn
Chapter 5: installation
PET, > ОНИ ; Eu. EI EY vos PTE XD 12: LA
56 ST5000 Hydraulic Autopilot Operation and Installation Handbook
Bleeding the system
| Correct bleeding of the hydraulic system is one of the most important
' steps in installing a hydraulic pump. The presence of air in the hydraulic
steering system will not only degrade the performance of the autopilot L
also the overall operation of the steering system.
Three line system
In a three line system hydraulic fluid flows in one direction only - out of the
helm pump to the ram and then returning from the other side of the ram to
the reservoir via a common return fine.
A uniflow valve block will be fitted in the system. This ensures all return fluid
hom the ramis directed back to the reservoir. In addition to the manufacturers instructions for bleeding the steering
Co | system the following procedure should also be followed to bleed the
The autopilot pump is connected to the system as shown. | ; ;
autopilot pump:
E e 0
| rn mn N M Press the -10 degree key and hold down
iX The autopilot pump will try to drive the rudder over to port.
Counter this rudder movement by turning the helm to starboard to keep
the rudder stationary.
This action will cause any air in the pump to rise to the helm pump and
exhaust into the reservoir.
Reverse this action to clear any air on the other side of the pump as
follows:
M Press the +10 degree key and hold down
The autopilot will now lry lo drive the rudder to starboard. Again counter
the rudder movement, this time by turning the helm to port.
Note: Monitor the reservoir tank at all times — topping up with the
manufacturers recommended fluid as required.
If air is left in the system the steering will feel spongy particularly when the
wheel is rotated to the hardover position.
far
Ara an
Chapter 6: Interfacing
А
to GPS,
” e NE Le | oR
Decca, Loran
[A
58 ST5000 Hydraulic Autopilot Operation and Installation Handbook
EE An a LE NE
tE a В
EE
Ne a Fa С Ы ~~ = EA e
a À
Chapter 6: Interfacing to GPS, Decca, Loran
The ST5000 will accept navigation data in the NMEA format for use in
Track Control mode The required data formats are shown in section 6.3.
6.1 Cabling
|
| The NMEA data port is on the rear of the ST5000 and should be con-
nected to a Position transducer as shown:
Position Transducer
with NMEA output
Blue
(Dala in — ve)
Sr RA A AE A
Red ————
INOLAND
(Data in + ve) O ®
6.2 NMEA data transmission to other equipment
If you wish to transmit NMEA information to other equipment a SeaTalk
8 Interface (7137) should be installed as shown:
60 ST5000 Hydraulic Autopilot Operation and Installation Handbook
ax
VECINA RETA E LOZA PA
AA = .
RISAS ERA só
Fi LE,
м Tet я 1% hr
x ;
no AR
FTE ER TUE Г "Ag" EY PTE ET TUE FPS
ENE ZII OL IED EU] ARRON A]
er A ко
TA
OUT
Position Transducer
6.3 Data formats
В
Radar SeaTalk Interface
nat |
The following NMEA 0183 navigalion data can be decoded by
Chapter 7: Functional Test and Initial Sea Trial 61
Chapter 7: Functional Test and Initial Sea Trial
This section of the handbook consists of a set of simple tests followed bya
short sea trial. This will confirm that the system is wired correctly and is
also setup to suit your type of boat.
7.1 Functional test
Switch on
Having installed your STS000 whee! autopilot, switch on the main power
breaker.
The control head should beep and display ST5000. Within 2 seconds a
compass heading preceded by a flashing ‘C’ should be displayed e.g.
'C' 234. This shows the control head is active. If the head does not beep
please refer to chapter 10 - Fault finding’.
Operating sense
The operating sense of the autopilot defines the direction helm will be
the 575000. applied when a course change button is pressed or the vessel goes off
| course. It can be checked as follows:
Data NMEA 0183
Ш Press +10°
Latitude. and Longitude GLL,RMC,RMA,IMA,GLP,GOP,GXP,GDP, ,
GLF,GOF,GXF,GDF,GGA,GLA, The rudder should move to produce a turn to Starboard. If it moves to
GOAGXA,GDA | port then the phase of the autopilot should be reversed by following the
procedure on page 71.
Course over the ground VTG,VTA RMC RMA !
Speed over the ground VTG,VTA,RMC,RMA г ~
Cross Track Error APB,APA,RMB,XTE,XTR | (007 |
Bearing to Waypoint APB, BPI, BWR, BWC BER, BEC,RMB (J CJ
Distance to Waypoint WDR,WDC,BPI,BWR,BWC,BER, BEC, RMB LJ us
DD
Waypoint Number APB,APA,BPI,BWR,WDR,BWC,WDC,RMB, | J
BOD,WCY,BER,BEC A
Variation HVM,RMC,RMA,HVD “м
NMEA 0180 cross track error information is also acceptable for operation |
in ‘Track Control’. However, as waypoint distance, bearing and number are i
nol transmitted these cannot be displayed. |
Bit
=
E
ge
62 ST5000 Hydraulic Autopilot Operation and Installation Handbook
!
Rudder reference phase | If instead it shows one of the following error displays then there is either a
wiring error or the posilion transducer is not setup to transmit the required
Check the rudder reference cabling and phase as follows: data format:
M Press +1 and -1 degree bullons together for 1 second
The display will now indicate rudder angle. | A = - =
nm
This display indicates data is not being received. The most likely reason
being a cabling error — either open circuit, short circuit or wires reversed.
EM Move the helin to its center position
The display should now indicate within + 7°. If this is not the case then the
tudder reference mounting bolts should be slackened and the base
rotated until it does. Final adjustment to accurately set up the display and
+
|
t
heimis carried out in the ‘autopilot calibration’ seclion of this handbook. Ir
Т | К
BW [umn the helm lo produce a turn to starboard. - nm
The rudder angle display should increase in a positive direction. | This indicates that the signals being received by the position transducer
are too weak for reliable navigation. Reference should be made to the
Ifinstead it increases in a negative direction reverse the rudder reference
position transducer handbook for further action.
green and red wires on the rear of the Control head and re-check the
above test.
. SeaTalk bus
Navigation interface (GPS, Decca, Loran) | If the ST5000 has been linked to other SeaTalk instruments via the Seatalk
If the ST5000 is interfaced to a position transducer, via its NMEA data | bus the link can be checked as follows:
port, then the position transducer must be set up to transmit data as mM Push Standby on the autopilot Control head
detailed in section 6.3.
Thri be <i . { . № Select display illumination level 3 on any other SeaTalk instrument or
he interface can be simply checked as follows: autopilot control unit
№ Setup a Track on the position transducer to give a cross track error of
between O and 0.3 min ( : 3)
M Enter Auto mode by pressing the Auto key LAMF
Enter Track mode by pressing +10 and -10 degree keys together 3
After 3 seconds the pilot should automatically scroll through three um.
navigation displays: | U0 00 |
\ J mm
LI A ALO |
"en SS m8 . The ST5000 should immediately respond by switching on its display
men illumination,
HT | ‘ If the illumination does not switch on then a cabling fault exists in the
| + = Wet SeaTalk cabling between the ST5000 control head and the instruments/
=z me autopilot control unit.
A4 4
) DL, on - nm
FEF? A
65
64 _ 575000 0 Hydraulic Autopilot Operation and installation Handbook Chapter 7: Functional Test and Initial Sea Trial
= = Cal
7.2 Initial Sea trial
Having checked thal the system is functioning correctly a short seatrial is
now required lo complete the setting up. This should be carried out in calm
walers clear of any obstructions and at no more than medium speed.
tarot
Note: If the display shows:
The ST5000 has a built-in calibration capability which enables it to be fine | Ma, ca rr
tunedto sist the individual vessel, ils sicering system and dynamic | . NM в. | К | 5”
steering characterislics. As supplied from the factory the unit is calibrated o.
to provide safe stable autopilol control for the majority of vessels (see .
section 4.3). y Please refer to ‘Disabled calibration access’ - section 4.5 for details on
Before carrying oul the first sea trial il is recommended that the calibration | N how to adjust.
!
levels be checked and if necessary reset to the recommended levels. Keeping boat speed below 2 knots, turn the vessel slowly, in a circle, so
that it takes at least 3 minutes to complele 360°. Keep turning until the
display changes to show the amount of deviation the aulopilot has
detected. Deviation and current vessel heading will alternate every 1
This procedure will only take a minute or so and full details are given in
chapter 4.
* Do not attempt to make any permanent change lo the recommended
calibration values until a sea trial has been carried out second.
* lLis important that the initial sea trial is carried out in conditions of light 5” [7 Оса!
wind and calm water so thal aulopilot performance can be assessed E DI
without the influence of strong winds or large waves | Ta
Note: At any lime during the sea trial you can disengage the autopilot by | OCal
pressing Standby. This will immediately return the vessel to hand steering. | ! re a
T&T 56
Automatic Compass deviation correction
The 515000 will correct the fluxgate compass for most deviating | Note: If the amount of deviation exceeds 15”, itis recommended the
magnetic fields. Before carrying out the initial sea trial it is vital to fluxgate is re-sited.
carry out the Compass deviation correction. Failure to do so may | Use the course change keys + and - to increase or decrease the
result in the autopilot performance being impaired on some compass displayed heading until it agrees with the ship's steering compass or a
headings. This procedure should be carried out in calm conditions | known transit bearing.
preferably in flat water. Exit compass adjust and slore the compass correction/alignment as
| Select compass correction as follows: follows:
E Push and hold Standby for 1 second * M Push and hold Standby for 1 second
| - - Cal | or, to exit compass adjust without saving any new settings
«ть | Ш Push Standby momentarily
mm <a
hie? 1
66 ST5000 Hydraulic Autopilot Operation and Installation Handbook
DEN Naeh gm
Autopilot operation
Having calibrated the compass the following proceedure is recommended
to familiarise yourself with autopilot operation:
MW Steer onto a compass heading and hold the course steady
№ Push Auto lo lock onlo the current heading. In calm sea conditions a
constant heading will be achieved
E Alter course to port or starboard in mulliples of 1° and 10°
307 10 starboard
Present course
PM}
e и 42° lo por!
e -10 +10 e
y EFI
x4 —| Rue] | |
STAND BY AUTO
Present course
Bra
E Fush Standby to return to hand steering
Chapter 7: Functional Test and Initia
| Sea Trial 67
A * NU 4
HY > al a 4 LE rr LIP AF NEU RE I,
EN TITY E. E ol a :
Operating sense reversal
The operaling sense of the Autopilot can be reversed as follows:
E Press the +1 and-—1 keys together for 5 seconds
The display will then show either port or starboard and the phase of the
autopilot will automatically change.
The Control head will automatically revert back to its normal operation
aller 5 seconds.
69
68 ST5000 Hydraulic Autopilot Operation and Installation Handbook Chapter 8: Accessories
CUNA SA EI ARE ECC
| » SeaTalk Interface (2137)
Chapter 8: Accessories
Various accessories are available for your ST5000 autopilot. These
include:
* Handheld remote control (Z101)
| = The SeaTalk Interface will convert all SeaTalk data to NMEA 0183. This
& @ allows you to feed NMEA 0183 Navigation data to a plotter or Speed and
Compass NMEA information back to a position transducer for dead
reckoning (Assuming the correct instruments are present on the SeaTalk
bus to generate the information initially).
The handheld remote is supplied with 6m (2011) of cable and a waterproof
plug and socket. It allows you remole access to the four autopilot course
change butions
* Fixed control units - ST7000 (2082), ST6000 (71 24)
mo = С
== | в |
IO || SE |
С $17000 | Ca 576000 | ;
be
|
These control units are available for permanent mounting at additional
positions where autopilot control is desired.
70 ST5000 Hydraulic Autopilot Op
tion and Installation Handbook Chapter 10: Fault Finding 71
Chapter 9: Maintenance Chapter 10: Fault Finding
Control head All Autohelm products are subject to a comprehensive test procedure
| prior to packing and shipment. In the unlikely event that a fault does arise
* Incertah conditions, condensation may appear on the window. This wil the following check list should help cure the problem.
not harm the unit, and can be cleared by switching on the illumination |
* Never use any chemical or abrasive materials to clean your ST5000. 1f Fault Cause Action
the Control head becomes dirty wipe clean wilh a damp cloth
Drive unit | Control Head display blank No supply Check supply.
a CU Check Fuse/breaker.
The working parts of the hydraulic Purnp are sealed and lubricated for life Return head for repair
during manufacture and therefore do not require servicing.
; в Displayed heading does not Fluxgate compass Check compass connections
Regularly check that the hydraulic steering systems free from leaks and change in Standby mode mis-connected on rear of Control head
trapped air. Bleed when necessary to remove the air.
Rudder position display cannot No Rudder reference Fit Rudder reference
Cabling be called up transducer filted transducer
* Avoid running cables through bilges where possible and secure any | | Calibration level 8 (Steering Set calibration level 8 to 4 (See
coiled lengths at regular intervals | type) set incorrectly chapter 4)
* Avoidrumning cables close to flurescent ights engines, radio | Drive unit steers helm hard Drive phase set incorrectly Refer to chapter 7 and carry
transmitting equipment elc over as soon as Auto is out the functional test.
* Check cabling for chafing or damage to outer casing, replace where engaged
necessary and re-secure Displayed compass heading Compass requires deviation Refer to chapter 7 о
does not agree with Ships correction and alignment Automatic compass deviation
Advice compass correction
Should any difficulties arise, please consult Naulech’s Product Support ;
. ' но | i | Refer to section 3.1
department in the UK. or your own National Distributor who will be able to Vessel turns slowly and takes Rudder gain too low on Rudder gain
| | a long time to come onto elting up Ru g
provide exper! assistance. course
If a fault does develop the autopilots plugability ensures that only the Vessel overshoots when Rudder gain too high Refer to section 3.1
defective unit be returned. turning onto a new course Setting up Rudder gain
Before this is done please double check that the power supply cable is
sound and that all connections are tight and free from corrosion. Then Displayed rudder angle not Rudder offset incorrectly set eter 10 chapter oro oy >
refer to the fault finding section of this manual. If the fault cannot be traced zero when helm is amidships
then please contact your nearest Autohelm dealer or service center for
advice. ‚ Pilot appears to be unstable on Northerly/Southerly heading Refer to chapter 4 |
. o - “Northerly headings (Southerly correction not setup Autopilot recalibration and
Always quote the serial number, which is printed on the label on in Southern hemisphere) set-up levels 10 and 11
the back of the control head.
Drive unit hunts when trying to Rudder damping incorrectly set Refer to chapter 4
position the rudder Autopilot re-calibration and
set-up level 13
73
hE RA
— CE
E EN
NADOS WA У
"Tr
ST5000 Hydraulic Autopilot Operation and Installation Handbook
Me
Fault
Cause
cs te ro
Display shows Cal — Off when
entering calibration
Action
Calibration locked out
Control head will not talk to
nthr: Sealalk instruments or
Control ems
Security protection switched
on by owner
Cabling problem
Check security of all SeaTalk
conneclors and cables
Control head will not receive
information from a Position
Position Transducer not
transmitting correct sentances
Refer lo chapter 6 to verify
connection.
y —— —————E;—_——]]
Accessories 68
Additional Control units 68
Hand held control unit 68
SeaTak interface 69
Aulo 8
Automatic Heading deadband
(Auto seastate) 11
Autopilot Re-Calibration 29
Control Head 43
Siting 43
Mounting 43
Power supply connection 45
SeaTalk bus connection 46
Course changes 9
Cross track error 19
Cruise speed 34
Iransducer(GPS, Loran etc.) Refer to section 6.3 to confirm D
the correct sentances are B Dodge 10
being transmitted Basic Principals (Operation) 7 Е
- C Fault finding 71
Pilot will not auto-advance
between waypoints
No Bearing to waypoint
information transmitted from
the position transducer
Refer to position transducer
handbook
Pilot will not display Distance
lo waypoint, or waypoint
number
Incorrect NMEA sentances
transmitted from Position
transducer
Refer to section 6.3 for
sentance requirement
Cable connections 44
Calibration 29
Cruise Speed {Calibration Level 5) 34
Disabled access 39
Entering calibration 29
Exiting calibration 30
Factory settings 30
Latitude (Calibration Level 11) 37
Fluxgate compass 47
Alignment 65
Cabling 49
Deviation correction 64
Installation 47
Mounting position 47
Functional test 61
Operating sense 61
Rudder reference phase 62
Magnetic variation der rele
(Calibration Level 9) 36 Navigation interface 62
Northerly/Southerly SeaTalk bus 63
heading error correction Fuse ratings 45,47
{Calibration Level 10) 36
Off course alarm limit H
(Calibration Level 6) 35
Recording settings 38
Rudder damping
(Calibration Level 13) 38
Rudder Gain {Calibration Level 1) 32
Rudder offset
(Calibration Level 2) 32
Rudder limit (Calibration Level 3) 32
Steering system type
(Calibration Level 8) 36
Suggested seltmgs 30
Trim level (Calibration Level 7) 35
Turn rate hit
(Calibration Level 4) 34
Variation (Calibration Level 9) 36
Compass alignment 66
Compass deviation correction 64
Hand held Remote Control Unit 68
Hydraulic pump 52
Bleeding 57
Cabling 52
Types of steering system 53
Two line system 54
Two line pressured system 55
Three Ine system 56
|
Huminaltion 12
M
Magnelic Variation 36
Maintenance 70
74 ST5000 Hydraulic Autopilot Operation and Installation Handbook
” Ч mr
E TN UTN “т
a FEA A Ti Ren E TY “” wi
. ! e ; bar 1145
wi HE. To
e 7
a . > . В A ; Пл Eb =
TN RRA] AAA a Tr E
N T |
Navigation Interface 59 Track Contro! 18,11
NMEA Automalic aquisition 18 |
Data Format / headers 60 Cross Track error 19
Transmission to other equipment 59 Data error warning 23
Northerly heading error 36 Large cross track error warning 23
Manual aquisition 18
о No data warning 23
Off course alarm 12 Operation at Low speed 21 q
Operating sense reversal 61 Operating hints 18
Operating limitations 21
Р Waypoint Advance 20 |
Power Supply 45 Warning messages 23 r
Turn rate limit 34
R
Rudder Angle display 13,62 W
Rudder Gain 25 Warning messages 23
Rudder Reference 49 Waypoint advance 23
Cabling 51
Control dimensions 51
Installation 49
Mounling position 49
Phase 62
S
Salely 4
SeaTalk
Oper ation with other SeaTalk
instruments 3,59,47
Comnection to bus 46
Functional test 61 ;
Sea trial 64 i
Standby 8 :
Steering System type 36
Southerly turning error 36 ,
|
{
|
B
i:
|
1
|
GR 243 44488/1 ‘ Dn
Tu
">