Raymarine Autohelm ST3000 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.
Autohelm
. ST3000
WHEELDRIVE
AUTOPILOT
‘Operation and
Installation
Nautech Limited, Anchorage Park, Portsmouth
PO3 5TD, England. Telephone (0705) 693611
Fax (0705) 694642, Telex 86384 NAUTEC G
S73000 Wheel Drive Autopiot Operation and Instafarion Handlıoa
ST3000 Wheel Drive Autopilot
513000 Wheel Drive Autopilot Operation and rare Се,
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Contents
Specifications Licucccrenecenensereneensensesserrensanuanenn ana sen esssensessasesenne ue &
Introduction nerrocooorareranaaaseraracennaaccorenaneecacanannanecacanaanaceconenanoee Y
Safety Moorereresseoareneercanencaceacenooecaracncecaneacanerennooeacoorncocacananaceneeeee Y
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Chapter 1: Operation ..........-.....-.e.erceccoreranerenorrnee ene 7
1.1 Basic principles ........................ eee... TT 7
1.2 Operator controls ................. eas eres aerate eer —ann 8
StandDy ….……….......….…rrsercecrsrsserssenserrenre ren ascecreneencene cena 8
Dodge ...................ciieereereineeee eee een 10
Track Control ..........................eeeevecerricror reno ncae ee ees 11
Windvane Mode (WindTrim) .......................--..ecemerivereeereoneare 11
Automatic Deadband Control (Auto seastate) ....................... 12
Automatic Tack (Autotack)........................eeeeeonrerirreos ns 13
Humination .................-..—e.ercevroniiconeo eee pacssrsaaansacees „еее. 14
Off course alarm ...............e....e.eesm00... rns rere Kerr EEE 14
1.3 Operating hints ......................eme000.e en... een pennenos ..15
sie ae à
vanced Operation
Chapter 2: Using ‘Track Control’ and WindTrim ..................... 20
Chapter 3: Adjusting autopilot performance y
Chapter 4: Autopilot re-calibration Cesneoconenccaooenanananaroreanocanenanes 29
Installation
Chapter 5: Installation Cenoronoooooocacovaneneracacaneacereooceacanccneaacaneneose SI
Chapter 6: Functional Test and Initial Sea Trial ....................... 99
Chapter 7: Accessories Leccsscsssserarsranaea ner seen sance tenaas era cc acc OZ
Chapter 8: Maintenance ererooooooonoraconacceorencaeerocanencecencannnananese 04
Chapter 9: Fault Finding TO OD
_ ST3000 Wheel Drive Autopilot Operation and Installation ПВН
Specifications
* Power Supply
- 10to 15Vd.c.
e Current consumption
~ Standby: 65mA (120mA with lighting)
— Auto: between 0.7A and 2.5A depending on boat trim, helm load
and sailing conditions
* Operating temperature
- OC to +70%
* 6 button digital keypad
LCD display of heading, locked course and navigational information
+ User calibration for optimum performance
e WindTrim' control in wind vane mode
o Sealalk compatible
e Automatic compass deviation correction
e Northerly/Southerly heading compensation
* Automatic heading deadband
* Automatic tack
e Built-in radio navigation interface
« Waypoint advance feature
ST3000 Wheel Drive Autopilos Operation anirralan memos
Introduction
Ri EE
The ST3000 is a cockpit autopilot for wheel steered yachts. It is designed
for owner installation and comprises of 2 units:
¢ Bracket mounted control head
¢ Proven wheel drive actuator
The control head is SeaTalk compatible and therefore can share all data
transmitted from other Autohelm SeaTalk instruments:
e Wind information from a Wind instrument can be used for windvane
steering without the need to install a separate vane
* Boat speed from the Speed instrument for optimum Track keeping
performance
e SeaTalk compatibility also allows additional fixed and handheld autopilot
control units to be easily connected at secondary steering and control
positions
If a SeaTalk interface is included the Control head can be used with any
position transducer (GPS, Decca, Loran) transmitting NMEA 0183 data.
The wheel drive unit is attached by a single pin to a clevis permanently
fixed to the cockpit structure. Drive is transmitted to the wheelby a
tensioned toothed beit. A lever operated eccentric bush in the drive unit
mounting arm enables belt tension to be released to facilitate manual
override by allowing the belt to slip. The drive disengagement system is
both effective and reliable.
The ST3000 can be calibrated to suit each installation giving maximum
performance with many types of boats and steenng systems.
important Note:
The ST3000 is recommended for wheel steered vessels up to
15,000 Ib (7000kg) displacement. Above this limit and for heavy
duty applications, such as single handed racing or long distance
ocean sailing, one of the more powerful Autohelm autopilots
(ST6000, ST7000) is advised.
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ST 3000 Wheel Drive Autopilot Operation and Installation Handbook
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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 attention to basic seamanship. The following rules
should always be observed:- |
e Maintain a permanent watch and check regularly all round for other
vessels and obstacles to navigations. 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 to the desired Track using a radio
navigation receiver maintain a log and a regular positional plot. Radio
navigation signals can produce significant errors under some circum:
stances and the autopilot cannot detect this situation
+ Ensure that all members of crew are familiar with the proce-
dures required to disengage the autopilot - Hand steering is not
possible when the wheel drive clutch lever is engaged
When searoom is restricted a crew member must be close to the
control head at all times if under autopilot control
Your Autohelm ST3000 will add a new dimension to your boating enjoy-
ment. 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.
Basic Operation
_ ST3000 Whea! Drive Autoplot Operation anc rai on ADO
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Contents Chapter 1: Operation
Chapter 1: Operation .........................>e=.eesvecencenacenionacanecanes 7 1.1 Basic principles
1.1 Basic principles .....................e+.ececererennenenineco erre 7
1.2 Operator controls ...................e..eeverenierneeene ne ‚8 When switched on, the ST3000 will be in ‘Standby mode. To select
Standby .................e.ee.e=eneevenrerer ce eee ene ice 8 automatic steering simply steady the vessel on the required heading
AUto ............e.eeceorrerienacccocareneerervenoneranvocanerereenearaaceeere 8 engage the clutch lever and push Auto. At any time to return to manual
Course changes (-1, +1, -10, +10) ....................e.mie0 em... 9 steering release the clutch and push Standby.
Dodge .................rrieemmiceconeeorirnen er ener e ercer eme 10 Autopilot control has been simplified to a set of pushbutton operations, all
Track Control’ ..... EEE AALEN 11 of which are confirmed with a ‘beep’ tone. In addition to the main single key
Windvane Mode (WindTrim) ......................-.....m.-erresmencoones 11 functions there are several dual key press functions. Course changes can
Automatic Deadband Control (Auto seastate) .................... 12 be made at any time using the -1, +1, -10, and +10 degree keys.
Automatic Tack (Autotack) rue Kennen 13 ‚ ‚
lumination .................e reee erre eee 14 Passage making under automatic pilot is a very pleasant experi-
Of course alarm ...................e.eeriezermer eee es 14 ence which can lead to the temptation of relaxing permanent
1.3 Operating hints .....................e..eeeeneemneeereenre 15 watch. This must always be avoided no matter how clear the sea
.3 Operating hints оненосоеннннные
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 ali of the pushbutton operations needed for full
autopilot control.
e -1 +1 e
e -10 +10 e
STAND BY AUTO
san
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573000 Wheel Drive Autopilot Operation and statin Hon)m2
1.2 Operator controls
Standby
Dr
m Push io disengage the autopilot for hand steering
The previous auto heading is memorised and can be recalled using the
Auto key (see ‘Auto.
In ‘Standby’ the display shows the vessels current compass heading.
A235”
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 steered 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.
Course changes (-1, +1,-10, +10)
Я (35°
mr
Ш Push to alter course to Port (=) and Starboard (+) in increments of
1° and 10°
30° to starboard
Present course
30° course change to Starboard
42° to port
YY
N
Present course
42° course change to Port
573000 Whoo! Drive Autopilot Operation and nea? on Tom:
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Edd a
Dodge
In order to avoid an obstacle under autopilot control select a course
change in the appropriate direction (say starboard 30°=3x+10°).
pay Mode rT her
A235
==
0778
When safely clear of the obstacle press Auto and hold down for 1 second.
The previous locked heading will now be flashed on the screen. To return
to the old course press Auto within 10 seconds.
ACES”
022%
Alternatively the previous course change can be reversed via the key pad
example: 3 x -10”.
ipter 1: Operation
“Track Control”
an [A235
Г) Г Locked heading
OCT [IL
== == W.Pt
EI LJ (Sm Distance to waypoint
” ti
LLC |,
ross track error
e
LJ. | |
Bearing to waypoint
0178
m 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 trac!
setup on a GPS/Decca/Loran navigator receiver, see “Advanced
operation” for more details.
Windvane Mode (Windtrim)
306
El
ны
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on
о
01 / ва
E Push Auto and Standby together to select “Windtrim” and maintain
the current apparent wind angle.
If for any reason the vessel is steered away from the selected appar
wind angle (i.e. dodge manoeuvre or selecting standby) then:
E Push and hold the Auto and Standby keys together for 1 second tc
return to the previous apparent wind angle.
MI
Whilst in windvane mode, the control head will beep once every 30 seco
m Press the +1 and -1 degree course change keys together to toggle
between auto deadband and fixed minimum deadband. The degree sign
will flash 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 repetitive movements of the vessel and only respond to true
variations in course. This provides the best compromise between power
consumption and course keeping accuracy by neglecting unnecessary
rudder movements.
‘Minimum deadband’ will always provide the tightest course keeping
possible but at the expense of increased power consumption and drive
unit activity.
Automatic Tack (Autotack)
The ST3000 has a built in automatic tack facility which will turn the vessel
through 100° in the required direction. This feature is available in both
Compass and Vane modes.
w Press the +1 and +10 degree keys together to tack through 100° to
vo
Ads
LM
SU
DI
Or:
E Press the -1 and -10 degree keys together to Tack through 100° to port
WIND
DIR}
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14 _S73000 Wheel Drive Autopäot Operation and kıstalialion Handbook
Hlumination
Illumination for the control head display can be switched on for night time
viewing. This can only be done with the autopilot in ‘Standby’ mode.
LO
fe
w Press the +1 and-L keys together to toggle illumination on and off
Also if other SeaTalk instruments or autopilot control units are connected
to the SeaTalk bus the illumination on the ST3000 can be switched on or
off from 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.
R235" | {306°
To cancel the off course alarm push Standby to 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 sal balance.
он
1.3 Operating hints
ltis 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 or sail imbalance, there will be a delay before ti
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 cases the autopilot will not immediately assume the new automatic
heading, and will only settle onto course when the automatic trim has bee
fully established.
To minimise the time delay the following procedure may be adopted for
large course changes.
e 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
itis sound seamanship to make major course changes only whilst steerir
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.
In gusting conditions the course may tend to wander slightly, particularly
the case of a sailing yacht with badly balanced sails. in the latter case, 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 weathe
helm
e 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 an
in severe conditions it may be advisable to remove the mainsail altogeth
and sail under headsail only. Provided these simple precautions are take
the autopilot will be able to maintain competent control in gale force
conditions.
— Advances Sos Le
Contents
$13000 ) Wheel Drive Autoplot Operation = and installation Handbook
. PMA: go TRE
Chapter 2: Using ‘Track Control’ and ‘WindT rim ........e....... 20
2.1 Operation in ‘Track Control’ ........... enionnena peniracinoroerecencene .20
Operating hints ................... enneccenentocereneacecoreonennecaereee ....20
Cross track erfor esse 21
Tidal Stream Compensation ........... saasssers crscssassasss carre 22
Waypoint Advance pecsrsesss urioreocacerenen. „... 23
Limitations ............. pannocsnenreneeece eenccerontecanerere peninonerneras … 23
Low speed operation ........... peeronooocecenereree. еее. 24
Dodges .................... Menecooricrcarimanerecarereoarereencacenmenenac. 24
Safety .................mircceconeneccene peerivacenencacocecncereneranerences. 2
Warning messages ..........-.-.--..eeerereienene D
NMEA data not received ........ erooranereconcccecierenenreneree. LO
NMEA data error .....................eeseeecorocin 29
Large cross track error Deceerecenverocetranerccererencareceneeneer 2D
Waypoint advance ......... pecrcoverincecenernecoeroneeneeneranereneree 2D
2.2 Operation in WindTrim' mode ....... eenecnneeconenes en ZO
Operating hints ............... Decrrarenenenoneecanneneeeee неее. 26
Wind shift alarm ...... pessresea sance sance penoroconencorerenereerereneee ...26
Chapter 3: Adjusting autopilot performance A
Setting up Rudder Gain ......................=reemmeem... creas e 27
Chapter 4: Autopilot re-calibration O
4.1 Entering calibration mode ............... erenicnarereo eeencncoo een 29
4.2 Exiting calibration mode .............. pessersse seven asser sa nseceuse ‚.... 30
4.3 Suggested initial calibration settings ..... Se 30
4.4 Calibrating the autopilot to suit your boat... 32
Calibration Level 1 (Rudder Gain) ............ сене 32
Calibration Level 5 (Cruise Speed) ........................ „неее 32
Calibration Level 6 (Off course alarm angle) ..................... 32
Calibration Level 9 (Magnetic variation) ............................33
Calibration Level 10 (N'ly/S'ly heading error correction) .... 33
Calibration Level 11 (Current Vessel Latitude) ................ … 34
4 5 Disabled calibration access erreurs ‚.... 35
Chapter 2: Using Track ControT and Trea trong 1
Advanced operation
The ST3000 has been setup at the factory to provide stable performanc:
for most types of boat. Depending on personal choice, type of boat and
steering system many of the functions and features available in the
ST3000 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 operate in Track Control mode
* You wish to change the Off Course alarm angle
The ST3000 is also capable of beng supervised by a Navigation system
such as a GPS, Decca or Loran receiver — automatically compensating fo
tidal streams and leeway. Courses relative to the apparent wind direction
can also be maintained if the ST 3000 is connected to a wind instrument.
‘Advanced Operation’ offers a complete guide to ST3000 calibration and
comprehensively covers operation in both Track Control and WindTrim'
supervisory modes. It also shows how the system can be expanded to
include other SeaTalk products.
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20 _ST3000 Wheel Drive Autopilot Operation and on Налет
IA TU y Ya он nt +
Chapter 2: Using ‘Track Control’ and ‘Wind Trim’
2.1 Operation in ‘Track Control’
Track Control allows the ST3000 to maintain track between two way-
points entered on a GPS, Decca, or Loran based Navigation system.
Operating hints
The Autopilot can receive cross track error data via the SeaTalk bus from
the following sources:
ST50 Navdata
ST50 Navcenter
ST6000 Autopilot Control Unit
ST7000 Autopilot Control Unit
e SeaTalk interface Box
Note: All of the above must be connected to a navigation system transmit-
ting data to the NMEA 0180 or 0183 format. The ST3000 will then
compute course changes which will keep your boat on a pre-determined
track, automatically compensating for tidal streams and leeway.
When initiating Track Control the track can be acquired in one of two
ways:
e Automatic acquisition {NMEA 0183 Cross Track Error and Bearing to
Waypoint data required from the receiver)
e 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 switched 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 the locked pilot heading.
Automatic acquisition can only be achieved if the pilot is receiving cross
track error and bearing to waypoint information via the SeaTalk bus. It is
initiated as follows:
M Bring the vessel to within 0.1nm of Track
m Press Auto
B Press +10 and -10 degree keys together to enter Track Controf
Chapter 2: Using “Track Control” and ‘Wind Trim"
An alarm will sound and the display will show:
58% [Skbd
D208
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.
Check that it's safe to turn onto the new course.
50°
Waypoint
D232
E 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 ont
display:
ne
A Lf 8 a Locked heading
CA
0 5 y |
Distance to waypoint
ni
Fudd.
ross track error
nm о
ase |.
Bearing to waypoint
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).
``
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Chapter 2: Using Track Controf and WindTre
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22 S73000 Wheel Drive Autopllot Operation and Instalatlon Hanchook
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Waypoint Advance
a If your navigation receiver transmits valid ‘Waypoint Number’ and ‘Bearin
to Waypoint’ NMEA headers it is possible to advance from one waypoint |
Cross the next by simply pressing the -10 and + 10 degree keys together.
track
error As the vessel passes the target waypoint the navigation receiver should
[> |m——m——— ©] select, manually or automatically, the next target waypoint. The ST3000
Waypoint 1 Waypoint 2 will detect the new target waypoint number and display the new bearing |
pr? waypoint and also the direction it will turn to acquire it. This will be
accompanied by an alarm to indicate waypoint arrival (see page 25).
Tidal Stream Compensation Note: While the waypoint advance alarm is sounding, ‘Track Control is
ото то — suspended and the ST3000 will maintain the current boat heading. A
Waypoint 2 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 wil
Components continue to sound and the current course be maintained.
Limitations
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 !
through water obtain the best performance from Track Control’. The most significant of
these limitations is imposed if NMEA 0180 cross track error data is
transmitted by the radio navigation receiver. This data is restricted to
+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 will lead to
excessive overshoots and can result in the vessel circling. For this reaso
the alarm code is displayed (see page 25) whenever the cross track errc
— exceeds 0.30nm. The requirement to remain within 0.30nm of track als
limits the maximum allowable angular error between the track course an:
the vessel's heading. If the angular error is too great, the Track Control
Vessel speed
over ground —
Waypoint 1
Under most conditions Track Control’ will hold the selected track to within
0.05nm (3001) or better will be unable to cancel it within the 0.30nm limit leading to the problems
The autopilot takes account of vessel speed when computing course outlined above.
changes to ensure optimum performance over a wide range of vessel :
speeds. If an Autohelm ST50 Speed or Tridata instrument is connected to The NMEA 0183 format transmits cross track error data up to 99.99nm
Talk bus the control head will use measured vessel speed and enables the ‘Track Control’ to operate with larger cross track errors.
the Sealalk bus However, the alarm code will still be displayed over 0.30nm in case there
i i | ibration level 5 will be used. os
otherwise the cruise speed entered during calibration are navigational hazards close to the intended track.
ST3000 Wheel Drive Autopäot Operation and instalation Handbook
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Low speed operation
Dodges
Safety
Operation of the manual acquisition of Track Control’ at low speeds
requires additional care as the effect of tidal streams is far more signif
cant than at higher speeds. In general terms, providing the tidal flow is less
than 35% of the vessel speed no noticeable difference will occur in the
performance of Track Control. However, extra care should be taken to
ensure that the vessel is as close as possible to track, and that the
direction made good over the ground is as close as possible to the
direction of the next waypoint, before engaging Track Control’. Under
these circumstances positive positional checks at regular intervals are
vital especially if navigational hazards are close.
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 Autohelm keypad. 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.
Provided the vessel remains within 0.1nm of track there is no need to
steer back towards the track.
Passage making in Track Control removes the chores of compensation
for wind and tidal drift and will aid precise navigation. lt 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 waters or when potential hazards are near.
Local variations in radio signal quality and changes in the tidal stream wil
produce deviations from the desired track. When setting up waypoints,
remember that deviations will occur, and thoroughly check along each
track and to 0.5nm each side to ensure that there are no hazards within
the zone. Always confirm the position given by the position transducer
using an easily identifiable fixed object at the start of a passage to check
and enable compensation to 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 responsi-
bility of the skipper to ensure the safety of his vessel at all times by
careful navigation and frequent position checks.
Chapter 2: Using Track Control’ and WindTrim 2!
ma TT YY Te
Waming messages
NMEA data not received
poro
nm
The ‘no data’ display will be shown if ‘Track Control’ is engaged when the
autopilot is not receiving track information.
NMEA data error
Err ..
Mara
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
831
The ‘large cross track error’ alarm sounds if the cross track error recervec
by the pilot exceeds 0.3nm.
Waypoint advance
215%»
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 key:
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 bearing t
waypoint information.
CEH dw
415)
Chapter 3: Adjusting autopilot performance
| 2.2 Operation in WindTrim' mode Chapter 3: Adjusting autopilot performance
WindTrim' mode allows the ST3000 to maintain course relative to an .
Setting up Rudder Gain
apparent wind angle. lt uses WindTrim" to eliminate the effects of turbu-
lence and short term wind variations and provide smooth precise perform 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, ar
ance under windvane with minimum power consumption. WindTrim’ uses
the fluxgate compass as the primary heading reference, and as changes further adjustment to the rudder gain may improve the autopilot’s steer:
characteristics.
in the apparent wind angle occur the locked compass heading is adjusted
to maintain the original apparent wind angle. To use Wind Trim’ the |
e Steer onto a specific course
ST3000 must receive wind information from one of the following sources:
« SeaTalk Wind instrument — connected to the ST3000 ма the SeaTalk bus
e NMEA wind information connected via the SeaTalk Interface Box
(са! по 7137)
« Autohelm windvane (cat no 7087) - connected via the SeaTalk Interface
Box {cat no Z137)
e ST6000 or ST7000 control unit
Operating hints
WindTrin filters the windvane output, providing optimum response for off-
shore conditions where genuine shifts in wind direction occur gradually.
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. Itis also important to ensure that the amount of standing heim 15
Hold the course steady for 5 to 10 seconds
e Operate the clutch lever
* Press Auto to engage the autopilot on the current heading
In calm conditions the boat should maintain the locked heading.
The following test will check if the rudder level is set too high or too low.
In clear water and with the autopilot in ‘Auto’ alter course to starboard by
40° by pressing the +10 degree key four times.
Typically, at cruising speed, a course change of 40° should result in a
crisp turn followed by an overshoot of no more than 2° to 5°. If this occu
the rudder gain is correctly adjusted.
An excessively high rudder setting results in oversteer which can be
recognised by distinct overshoot of more than 5° (A). This condition car
be corrected by reducing the rudder gain setting.
minimised by careful sail trim and positioning of the mainsheet traveller.
Itis recommended that the headsail and mainsail are reefed a little early
rather than too late.
Wind shift alarm
If changes in apparent wind angle adjust the original locked compass
heading by more than 15° the wind change alarm will sound.
СНС” MS Dr
The display will then alternate between the current WindTrim' heading and
the direction of wind shift.
№ Push Standby and Auto together momentarily to accept the alarm and
reset the wind shift alarm datum to the current compass heading. Before
doing so verify that the new course datum does not take the vessel into
ST 3000 Wheel Drive Autopilot Operation and installation Handbook Chapter 4: Autopilot re-calibration 2¢
CTT ae ta a E ai ВАЙ ma EL AA E ATL AT Bal Tre
Chapter 4: Autopilot re-calibration
B The ST3000 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 default settings.
» Rudder gain (value on power up
Rudder Rudder e Off course alarm limit
setting setting
too high too low
Correct
rudder
setting e Northerly/Southerly turning error compensation
The autopilot also requires certain other information:
» Average cruise speed
* Local variation
This section will look at each feature inturn and explain how to fine tune it
to suit your particular boat.
Y.. 4.1 Entering calibration mode
E Press the Standby button for 5 seconds until the display shows “CAL”
E Within 10 seconds, press Standby again for 5 seconds.
New New New
heading heading heading
These actions are most easily recognised in calm sea conditions where
wave action does not mask basic steering performance.
Refer to chapter 4: 'Autopilot re calibration”, for instructions on how to а ca
adjust the rudder gain setting. f : Lf
Repeat the test until a crisp course change with no more than 2° to 5° of | - и !
overshoot is achieved. Feature Value o,
The rudder control setting is not over critical on should be se 1 the The number on the left identifies the feature (see table 4.3) and the
lowest setting consistent with accurate course keeping. 1s wii minimise number on the right the selected value for that feature.
actuator movements and hence reduce power consumption and wear and
tear generally.
Sirnilarly, 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.
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.
ST3000 Wheel Drive Autopilot Operation and Insta
30
E
Note: if on entering calibration the display shows:
CAL | [OFF
0214
Please refer to ‘Disabled calibration access’ — section 4.5 for details on
how to adjust.
4.2 Exiting calibration mode
You can exit calibration at any time in one of two ways:
W Press Standby for 1 second
This will enter any adjusted values into memory.
m Momentarily press Standby
This will exit calibration without entering any adjusted values into memory.
4.3 Suggested initial calibration settings
Listed below are suggested initial calibration settings for sailing and
power- displacement vessels. These will provide safe performance for the
initial sea trial.
The unit is supplied set up for sailing vessels.
If you change any of the settings you can record them in the ‘Adjusted
Values’ column for future reference.
Feature Feature Sal Adjusted
No Setting Values
1 Rudder Gain 5
5 Average Cruise speed 8
6 Off course alarm angle 20
9 Local magnetic variation Off
10 North/South Off
turning errror
correction
11 Current vessel xx
Latitude
3 | ST3000 Wheel Drive Autopilot Operation and Installation Handbook Chapter 4: Autopilot re-calibration
1.4 Calibrating the autopilot to suit your boat
a. | Locked Boat
Calibrate the pilot as follows: heading A À heading
M Enter calibration mode as described in section 4.1
The display will show: 5 HN q o
' ‚ 0 ,
0 : > > Cal 15°max
( M:
Calibration Level 1 (Rudder Gain)
Calibration level 1 is Rudder gain. This requires setting up whilst: under i
way. Please refer to Rudder ain adjustment in chapter 3. но ‚ .
В Calibration Level 9 (Magnetic variation)
\ Calibration Level 5{Cruise Speed] Calibration level 9 tells the pilot the level of magnetic variation present al
Calibration level 5 sets the boats normal cruising speed for use in Track the boats current position.
Controf. M Press the Auto key “
EM Press the Auto key wt
uy Q $ OCal
» _« mme
5 ‚ Усе! Py
NR 7 TON DIE? IB ВЕ
| AA You should enter your local variation using +1 and -1 degree keys. This
When interfacing with Radio navigation systems the ST3000 uses the value will then be transmitted onto the SeaTalk bus and picked up by oth
vessels average cruising speed to perform track calculations. SeaT alk instruments such as the Multi repeater.
Adjust the cruise speed with the +1 and -1 degree buttons. Note: — ve variation: East
Note: If an ST50 Speed or Tridata instrument is connected to the SeaTalk +ve variation: West
bus they will transmit boat speed information directly to the autopilot.
Y Р , Р Calibration Level 10 (Northerly /Southerly heading error correction
Calibration Level 6 (Off course alarm angle) Calibration level 10 allows Northerly or Southerly heading error correcti
Calibration level 6 is Off course alarm angle. This is an alarm to warn you if to be switched in.
the autopilot is unable to maintain its set course. It may be noticed that the autopilot tends to be a little less stable on
E Press the Auto key northerly headings in the higher latitudes of the Northern hemisphere (ar
conversely southerly headings in the Southern hemisphere). This is caus
+ > oc by the increasing angle of dip of the earth's magnetic field at higher
£ IC us latitudes which has the effect of amplifying rudder response on northerl
Te (southerly) headings. This error effects all magnetic compasses and ge!
The offcourse alarm operates if the autopilot strays off course by more worse the further away from the equator you are.
than the alarm angle limit for more than 20 seconds. This limit can be set
in 1° increments anywhere between 15° and 40” using the +1 and-1
degree course change buttons.
34 _ST3000 Who! Drive Autopior Operation an mers zoey
x pur 1 8 em TAS re. ITT nan Tee A A SR
4] a i * Ei В
The ST3000 is able to compensate for this and provide precise course
keeping on all headings by automatically adjusting the gain of the autopilot
depending on heading.
m Press the Auto key
($M: ri 7 Cal
ULA - HAN
Use the +1 and -1 degree keys to select:
О = ОН |
1 = Northern Hemisphere
2 = Southern Hemisphere
North North
A A
Ti
“6
# | Without With
compensation | compensation
DIE
Calibration Level 11 (Current Vessel Latitude)
Calibration level 11 requires the boats current latitude (to the nearest
degree) in order to compensate for Northerly/Southerly heading error .
M Press the Auto key
4 4 -fYOCA
"A ~~
AS
7 x 0167 70
m Set up latitude using the -1 and +1 degree keys
Note: If the correction is set to 0 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 1 again.
4.5 Disabled calibration access
It is possible to disable the calibration set-up to prevent unauthorised
access.
This is achieved as follows:
M Press and hold the -1 and Standby keys for 10 seconds until the display
shows:
FQ) cc) A
CAL HH
E Toggle the calibration access on and off using the -1 and +1 degree keys
Did
№ Store the access 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.
ST3000 Wheel Drive Autopilot Operation and installation Handbook
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ST3000 Wheel Drive Autopilot Operation and reo Handbook
Contents
Chapter 5: Installation .…….....….......….….….….…-cerecconsenrensererensensesconnn ЗЭ
5.1 Control Head …......…........….……..….………rssrracsreracesaneer are seseees een 39
Mounting procedure rer vercecsreccanse vesereneneenense 39
Cabling and SeaTalk socket installation 40
Power cabling ............................ee=reimeresneoorencrneececeaneccre.. 41
SeaTalk data cabling .......................—e.e=..om.s peccermocereneroeceretee. 42
MOUNTING TOTO e essa neeee 42
5.2 Drive actuator installation ......................—.————...e...... paanasse screens 44
5.3 Wheel drum attachment ……..…..….....…...………….-seecrescss penocecerocanees 44
5.4 Drive unit installation ....................--—-.....—.e..=.e.... en 406
Standard installation ..........................e..eeresseaserer peenenorecennena 46
5.5 Pedestal mounting bracket...............................e.recrecemeeccnn.. 49
5.6 Attachment to athwartships bulkheads ........................ vn 54
5.7 Alternative mounting positions .......................eeeeeesererereer 54
Cabling «cove eee e ercer enero ce nenes 54
Chapter 6: Functional Test and Initial Sea Trial....................... 55
6.1 Functional test .......................eeeeeemerineeere H EEG penicoronereenene. 55
Switch ON.................e.eeserrececcererrerionecon e. ennnecoccanen. 55
Operating sense ..........................erermeeecenen0. Gsascesen esse n aa vue ...DD
Navigation interface (GPS, Decca, Loran) ....................—........ 56
Wind transducer interface ........................escernocrrerriocarerareee 57
SeaTalk bus ....................e-.rvdcirercrcrrcanerceeen erre eee nece 57
6.2 Initial Sea trial .............................eeeerrerenriernecne ne recaer. 58
Automatic Compass deviation Correction .......................——.—.—.—.. 58
Autopilot operation .......................—eeieeeereeener rene 60
Operating sense reversal ..........................2000000miciinencc EEE 61
Chapter 7: Accessories ...............-...-esi=ecccecrcereeeeneonennonnee OZ
Chapter 8: Maintenance ........................er0ermceronoconnionce 64
Control head ..........................eesvervierrecereriereecocanoo re eee. 64
Drive unit TT TT e 64
Cabling ................ eee nene erre ene ree ene rene. 64
Chapter 9: Fault Finding .............--.....—....e-eeererercercoerenenneesn. 65
Chapter 5: Installation
5.1 Control head
110mm (4.33) * «mme
fr
110mm
(4.33in.)
\. _
Y | Autohekn ST3000 | |
Mounting procedure
The control unit slots into a permanently mounted socket sited in the
cockpit. It contains a gimballed fluxgate compass and therefore has some
restrictions on mounting position.
on
The control unit should be sited where it can be operated easily from the
steering position. It should also be positioned at least 80cm (2.5ft) away
from the main steering compass to avoid deviation of both compasses.
ETT ET ELE st SER
ST3000 Whee Drive Autopdot Oporation and Instaation Handbook Chapter 5: installation
Deviation should be avoided if possible and thus the control unit should be Power cabling
sited as far away from other magnetic or iron devices as practical. Power should be routed directly from the vessels central distribution pan
Having selected the best mounting site, the mounting socket can be and protected via a 1 2A fuse or circuit breaker as shown:
secured to a convenient wooden or glass fibre surface using the self
tapping screws provided. The mounting surface may slope away from the
vertical by a maximum of 10°. This will allow correct operation with the
boat heeled at an angle of up 10 40°.
Front view
oral of ST3000
(viewde from rear)
ий Ta Red |
(SeaTalk OV) (+12)
12A
10° |
Max
+12v Ov ox:
oe The following table shows the minimum cable size acceptable for the
power supply:
The ST3000 is SeaTalk compatible receiving and transmitting information
to other instruments and autopilot control units via the SeaTalk bus. Both
power and data are supplied via a custom waterproof plug and socket. Cable length Copper area AWG
The plug comes ready assembled and the socket can be mounted in the
cockpit area adjacent to the ST3000 Control unit. Up to 2.5m (8ft) 1.5mm2 16
Cabling and SeaTalk socket installation Up to 4.0m (13) 2.5mm? 14
The ST3000 is SeaT alk compatible receiving and transmitting information
to other instruments and autopilot control units via the SeaTalk bus. It
cannot source power from the SeaTalk bus and therefore requires its own | Important!
dedicated power supply. Correct cable size is critical for correct autopilot operation.
Both power and data are supplied to the STO acon no The cable you choose may meet the required current specification but,
plug and socket. The plug comes ready assembled and the socket can be too small, will drop voltage between the supply and the autopilot. This w
mounted in the cockpit area adjacent to the autopilot. reduce the power at the wheel.
me о ев ey pe me rires NAP ETA De
$T3000 Wheel Drivo Autoplor Operation andiuialaton ancien
SeaTalk data cabling
The ST3000 is wired to the SeaTalk bus using an extension cable (cat no
D131). It can be plugged directly to the spare SeaTalk tail on the last
instrument or autopilot control unit, cut to length and then connected to
the back of the SeaTalk socket as shown.
Sealalk
RE Bu kK. ee Socket
Viewed from rear
Screen Ny
wh ee (ground) ) a
|.
5A Yellow DA
Fuse/ (data) Fuse/
Breaker Breaker
© ®
The fuse used with the ST3000 is too large to offer safe protection to the
SeaTalk bus. Any SeaTalk instruments fitted must therefore be powered
via a separate 5A fuse/breaker as shown above.
Mounting
The socket is assembled as follows:
e Fix the self adhesive template onto the bulkhead at the selected socket
location
e Carefully drill the 18mm (23/32in) clearance hole and 2.4mm (3/32in)
pilot holes. Remove the template
e Fit the plug cap (1) to the socket body (2) as shown
e Locate the ‘O’ ring seal (3) into the groove between the plug cap and
socket body
e Cut and strip back the power and, rf fitted, SeaTalk cables
* Thread both cables through the bulkhead hole and wire into the socket
as shown making sure the wires are connected to the correct pin
identification
Stripes
D308 0310
e Attach the socket to the bulkhead using the two self tapping screws
supplied
e Restrain cables as shown
44 ST3000 Wheel Drive
A CT oT Bla
Operation and installation
WE EEE EEE ne
Le
5.2 Drive actuator installation The wheel drum should ideally be fitted behind the wheel (i.e. between the
wheel and the pedestal as shown).
The Autohelm 3000 is designed to operate with steering systems having
between 1 and 3 turns lock to lock. Steering systems with more than 3
turns lock to lock may cause impaired steering performance due to
reduced rate of rudder application.
Lost motion in the steering system must not exceed 2% of total move-
ment. This is equivalent to 15° of free wheel movement for a system with 2
turns lock to lock. If lost motion exceeds this level it must be corrected (>
otherwise steering performance will be impaired.
5.3 Wheel drum attachment \ =
The drum is clamped onto the wheel spokes using the three Ubolts 3a
provided and may be used on wheels with 3, 5 or 6 spokes. For 4 spoke
wheels, Nautech's Product Support department should be contacted to
obtain a specially drilled drum.
2mm Max
run out
In this case it will be necessary to remove the wheel.
If there is insufficient clearance behind the wheel the wheel drum may be
fitted on the other side.
The drum attachment kit has three complete sets of spacers to compen
sate for differing spoke diameters. Marked alongside each spacer is the
spoke diameter to which it relates. When fitting the drum simply break off
the appropriate spacers.
The wheel drum is clamped to the wheel spokes by the Ubolts provided.
i. After roughly positioning the drum, the clamp nuts should be lightly
tightened and concentricity checked by spinning the wheel. The drum
should then be tapped central to achieve a total run-out of no more than
2mm (1/16in) before the clamp's nuts are finally tightened.
A holes — 3 and 6 spoke wheels
B holes — 5 spoke wheels
The 'C' holes are for wheels with spoke diameter of 26mm (lin) and
require special Ubolts (cat no D103).
46 ST3000 Wheel Drive Autopilot Operation and Installation Handbook
Pom A Bers twee wr ow pr mea SLT Re Rf Fad TA AL mpage ae
. A? tae od uu hk Вы Aaa E A
5.4 Drive unit installation
Standard installation
e Y NE ew
The drive unit is normally mounted on the cockpit side wall.
ок!
Alternative belt sizes are available to increase or decrease the radial offset
of the mounting pin. These are used in cases where the standard belt does
not allow a convenient location for the mounting clevis.
Belt size Radial Off-Set
B- 512mm (20.1in)
А 546mm (21.5in)
Standard Belt 598mm (23.6in)
A+ 850mm (33.5in)
B+ 850mm (33.5in)
. 47
> Re RIT PE Re CR TO ET EE a a Мб 0 EDEN a AE a E A EEL = 1;
The mounting clevis should be positioned as follows:-
» Attach the mounting clevis to the drive unit using the pin provided and
loop the belt drive over both the drum and the drive sprocket
e Offer the clevis against the vertical side wall after first rotating the
eccentric clutch lever fully clockwise against its stop. (i.e. to the tight
belt’ position)
* Push the clevis downwards against the side wall until the belt is just taut
and then adjust its fore-and-aft position until the belt lies parallel to the
wheel. A long straight edge, such as a sail batten, will enable the paralle
run of the belt to be easily checked
* Having found the correct position for the clevis carefully mark round its
base to record its position
Di
T3000 Whee! Autopilot Operation and installation Handbook
AE er que ae ee ME оо офор Пя 78
e Remove the drive unit and mark round the inside of the elongated fixing
holes
у
\
O
e Finally drill two 8mm (5/16in) clearance holes for the clevis fixing bolts
at the lower end of each elongated hole position
This allows the belt to be subsequently tightened.
Note: Before drilling the holes check that you have access to the other
side of the mounting wall to attach the nuts!
The mounting clevis may now be bolted into position with the fixing bolts
positioned mid-way in the elongated holes.
This will ensure that the belt is taut when it is tensioned by rotating the
clutch lever fully clockwise. Re-assemble the complete drive system and
check the operation of the clutch. The clutch lever may be repositioned on
the splined eccentric bush if necessary to ensure that the lever can rotate
180° without obstruction.
When the belt is tensioned by rotating the clutch lever fully clockwise it
should be possible to back wind the drive unit by slowly rotating the wheel.
If belt slip occurs increase belt tension by reclamping the clevis in a slightly
lower position. When the clutch lever is rotated fully anticlockwise the
wheel drum should slip easily against the belt.
Do not over tighten the belt.
5.5 Pedestal mounting bracket
A special mounting bracket is available to mount the drive unit directly onto
the wheel pedestal.
DX) 7a
50 ST3000 Wheel Drive Autopilot Operation and installation Handbook Chapter 5: installation 5
e Y OE mt ROVER
The bracket should be positioned as follows: * Having found the correct position for the pedestal bracket carefully
mark round its base to record its position. Then remove the bracket ar
« Loosely attach the mounting clevis to the pedestal bracket using the и ;
mark round the inside of the elongated fixing holes
backing plate and the two bolts provided
e Attach the mounting clevis to the drive unit using the pin provided and
loop the belt drive over both the drum and the drive unit sprocket
» The clevis mounting bolts can now be tightened
e Place the bracket onto the pedestal after first rotating the clutch lever
fully clockwise against its stop
e Push the bracket downwards against the pedestal until the belt is just
taut. By sliding the pedestal bracket around the pedestal and rotating
the clevis bracket ensure that the belt lies parallel to the wheel
1509
53084
52 ST3000 Wheel Drive Autopilot Operation and Installation Handbook
Мы q Eno ES bae HE ы e he eE dE £1 Tis NE ds A
e Finally drill four 4.3mm (11/64in) holes for the pedestal bracket fixing
screws at the lower end of each elongated hole position. This allows the
pedestal bracket to be subsequently tightened
|
Chapter 5: installation 53
The mounting pedestal bracket may now be screwed into position with the
self tapping screws positioned midway in the elongated holes.
DIN
This will ensure that the belt is taut when it is tensioned by rotating the
clutch lever fully clockwise. Re-assemble the complete drive system and
check the operation of the clutch. The clutch lever may be repositioned on
the splined eccentric bush if necessary to ensure that the lever can rotate
180° without obstruction.
When the belt is tensioned by rotating the clutch lever fully clockwise it
should be possible to back wind the drive unit by slowly rotating the wheel.
If belt slip occurs increase belt tension by reclamping the clevis in a slightly
lower position. When the clutch lever is rotated fully anticlockwise the
wheel drum should slip easily against the belt.
Do not over tighten belt.
ST3000 Wheel Drive Autopilot Oporation and Instalation Han box
5.6 Attachment to athwartships bulkheads
In cases where the steering wheel is mounted on a bulkhead, special
provision usually must be made to mount the drive unit. (L) brackets are
available to mount the clevis on a bulkhead as shown.
[SLL [|
Hardwood packing may be required to gain correct alignment to the wheel
drum.
5.7 Alternative mounting positions
The wheel drive unit may be positioned on either the port or starboard side
of the wheel. The fluxgate compass is calibrated to give correct steering
sense when the drive unit sprocketis facing aft. Access to the clutch lever
is also easier when the drive unit is mounted this way round.
If an obstruction precludes mounting the drive unit with the drive sprocket
facing aft it may be mounted the other way round. In this case it will be
necessary to re-adjust the motor drive sense to regain correct steering —
see section 6.2 Initial Sea trial.
Cabling
The Drive unit plugs directly into the socket on the underside of the Control
head.
Chapter 6: Functional Test and Initial Sea Trial 55
Chapter 6: Functional Test and Initial Sea Trial
This section of the handbook consists of a set of simple tests followed by a
short sea trial. This will confirm that the system is wired correctly andis
also setup to suit your type of boat.
6.1 Functional test
Switch on
Having installed your ST3000 wheel autopilot, switch on the main power
breaker.
The Control head should beep and display ST3000. 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 9 - Fault Finding’.
Operating sense
The operating sense of the autopilot defines the direction helm will be
applied when a course change button is pressed or the vessel goes off
course. It can be checked as follows:
m Operate the clutch lever
B Press +10 degree key
The wheel should move to produce a turn to starboard.
So
С) в
(5
~~
If it drives to port then please refer to page 61 for instructions on how to
reverse the Operating Sense.
Note: This should only occur if the drive unit is mounted with the drive
sprocket facing forward.
168
57
56 _ST3000 Wheel Drive Autoplot Operation and Installation Handbook Chapter 6: Functional Test and Initial Sea Trial
ne + vtt qe + Te TE ET em © py E NTE ¿e ms 3
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Wind transducer interface
if the ST3000 is connected to a wind instrument then the link between the
two instruments should be checked as follows:
Navigation interface (GPS, Decca, Loran)
if the ST3000 is interfaced to a position transducer, then the interface can
be simply checked as follows:
№ Setup a Track on the position transducer to give a cross track error of E Press the Standby and Auto keys together
between 0 and 0.3nm The ST3000 should then display the locked heading preceded by a‘ W' as
№ Enter ‘Auto’ mode by pressing the Auto key shown.
EM Enter Track mode by pressing +10 and —-10 degree keys together
ypressng + ONE TEE ии Это
After 3 seconds the pilot should automatically scroll through three LMI
navigation displays: nF
If the display continues to show the current heading preceded with a
2 2 3 с © flashing ‘C’ then wind data is not being received by the ST3000.
oT The most likely reason being a cabling error — either open circuit, short
circuit or wires reversed.
f 3 W.Pt SeaTalk bus
|
mer? if the ST3000 has been linked to other SeaTalk instruments via the
SeaTalk bus the link can be checked as follows:
A 7 2 3 nm M Push Standby on the autopilot Control head
E
= m Select display illumination level 3 on any other SeaTalk instrument or
if instead it shows one of the following error displays then there is either a autopilot control unit
wiring error or the position transducer is not setup to transmit the required
data format: f; )
LAMP
«<» - «> hm 3
This display indicates data is not being received. The most likely reason | | J 000 | |
being a cabling error — either open circuit, short circult or wires reversed. | mr
The ST3000 should immediately respond by switching on its display
” = nm illumination.
mers | if the ilumination does not switch on then a cabling fault exists in the
This indicates that the signals being received by the position transducer SeaTalk cabling between the ST3000 Control head and the Instruments/
are too weak for reliable navigation. Reference should be made to the Control unit. |
position transducer handbook for further action.
Chapter 6: Functional Test and Initial Sea Trial 59
- . . e ВЫ с > ¢ Li tura 5 à 1 fey eds : Tr Ea
лу в. оса соо A ri e a dar ва isa ER hs o WANS ARE о.
Select compass correction as follows:
mM Push and hold Standby for 1 second.
6.2 Initial Sea trial
Having checked that the system is functioning correctly a short sea trial is
now required to complete the setting up. This should be carried out in calm
waters clear of any obstructions (and in the case of powered craft at no - Col
more than medium speed). «=
The ST3000 has a builtin calibration capability which enables it to be fine = = cu
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 (see
section 4.3). | =
Before carrying out the first sail trial it is recommended that the calibration 0167 22
levels be checked and if necessary reset to the recommended levels. Note: If on entering calibration the display shows:
This procedure will only take a minute or so and full details are given in
chapter 4. Fo. “| A
CAL) OFF
e Do not attempt to make any permanent change to the recommended
calibration values until a sail trial has been carried out | —
о a, N , Please refer to “Disabled calibration access” - section 4.5 for details on
e Itisimportant that the initial sail trial is carried out in conditions of light how to adjust.
wind and calm water so that autopilot performance can be assessed
without the influence of strong winds or large waves With a boat speed below 2 knots, tum your vessel in very slow circles,
taking approximately 3 minutes per 360°, until the display changes to
Note: At any time during the sea trial you can disengage the wheel drive show the amount of deviation the autopilot has detected (the deviation
clutch to return to hand steering. display alternates with the current heading display).
Note: Normally it will take at least 1.5 to 3 complete circles to complete
Automatic Compass deviation correction
the linearisation procedure.
The ST3000 will correct its own internal fluxgate compass for most
deviating magnetic fields. Before carrying out the initial sail trial it is
vital to carry out the Compass Deviation Correction. Failure to do so IL a Ос»
may result in the autopilot performance being impaired on some compass (J Current heading
headings. This procedure should be carried out in calm conditions
preferably in flat water. (io
(LI +
Deviation
0167.25
Steady your vessel on to a known transit bearing and use the +1° and -1
course change keys to increase or decrease the displayed heading until
agrees with the ships steering compass or the known transit bearing.
60 $73000 DO Wisooi Drive Autopilot Operation an SENDO NETO
Exit compass adjust and store the compass correction/alignment as
follows:
m Push and hold Standby for 1 second
or, to exit compass adjust without saving any new settings
M Push Standby momentarily
Note: For installations where an ST50 Steering Compass Instrument is
connected to the SeaTalk bus and the Steering Compass has a fluxgate
transducer connected, it is only necessary to carry out the auto deviation
correction on the Steering Compass Instrument, (refer to Steering
Compass handbook instructions).
Autopilot operation
Having calibrated the compass the following procedure is recommended
to familiarise yourself with autopilot operation:
@ Steer onto a compass heading and hold the course steady
№ Engage the clutch by rotating the clutch lever clockwise
Chapter 6: Functional Test and Initial Sea Trial 6]
№ Push Auto to lock onto the current heading. In calm sea conditions a
constant heading will be achieved
“ Alter course to port or starboard in multiples of 1° and 10°
30° to starboard e -1 +1 ®@
. -10 +10 ©
С) №
STAND BY AUTO
Present course
Die
42° to port
Present course
№ Push Standby and disengage the wheel drive clutch by rotating the clutc
lever anticlockwise to return to hand steering
Operating sense reversal
The operating sense of the Autopilot can be reversed as follows:
M Press the +1 and-1 degree 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
after 5 seconds.
62 ST3000 Wheel Drive Autopilot Operation and Installation Handhook
Tm = qe Ten mp q
L es
Chapter 7: Accessories
Various accessories are available for your ST3000 autopilot. These
include:
e Handheld remote contro! (2101)
The handheld remote is supplied with 6m (20ft) of cable and a waterproof
plug and socket. It allows you remote access to the four autopilot course
change buttons.
e Fixed control units — ST7000 (2082), ST6000 (2124)
с: 555
me О
so |5 5,
So 5500) (Bop
These control units are available for permanent mounting at additional
positions where autopilot control is desired.
e Digital Windvane (Z087)
The digital windvane also requires the SeaTalk interface. When combined
with the ST3000 these two pieces of equipment allow you to steer your
boat on any course relative to an apparent wind angle.
e SeaTalk Interface (Z137)
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). |
ST3000 Wheel Drive Autopilot Operation and installation Handbook
Fer crm NT JU a xa +
Lu т
? 2
Chapter 8: Maintenance
Control head
e In certain conditions, condensation may appear on the window. This will
not harm the unit, and can be cleared by switching on the illumination
e Never use any chemical or abrasive materials to clean your ST3000. if
the Control head becomes dirty wipe clean with a damp cloth
Drive unit
Cabling
e Never use any chemical or abrasive materials to clean your drive unit
If the wheel drive becomes dirty wipe clean with a damp cloth
e If it is noticed that the drive is slipping whilst operating under normal
operating conditions it should be returned to your nearest service
center for inspection
* Avoid running cables through bilges where possible and secure any
coiled lengths at regular intervals
» Avoid running cables close to fluorescent lights, engines, radio
transmitting equipment etc
« Check cabling for chafing or damage to outer casing, replace where
necessary and re-secure
Advice
Should any difficulties arise, please consult Nautech's Product Support
department in the U.K. 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 and therefore do not require servicing.
If a fault does develop the autopilots plugability ensures that only the
defective unit be returned.
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
refer to the fault finding section of this manual. if the fault cannot be traced
then please contact your nearest Autohekn dealer or service center for
advice.
Always quote the serial number, which is printed on the label on
the back of the control head.
Chapter 8: Maintenance
Chapter 9: Fault Finding
All Autohelm products are subject to a comprehensive test procedure
prior to packing and shipment. In the unlikely event that a fault does anse
the following check list should help cure the problem.
Fault
Cause
Action
Control Head display blank
No supply
Check supply.
Check Fuse/breaker.
Return head for repair
Drive unit steers heim hard
over as soon as Auto is
engaged
Displayed compass heading
does not agree with Ships
compass
Vessel turns slowly and takes
a long time to come onto
course
Vessel overshoots when
turning onto a new course
Drive phase set incorrectly
Compass requires deviation
correction and alignment
Rudder gain too low
Rudder gain too high
Refer to chapter 6 and carry
out the functional test.
Refer to chapter 6
Automatic compass deviation
correction
Refer to chapter 3
Setting up Rudder gain
Refer to chapter 3
Setting up Rudder gain
— ее EE
Pilot appears to be unstable
or Northerly headings
(Southerly in Southern
hemisphere)
Northerly/Southerly heading
correction not set-up
Refer to chapter 4
Autopilot re-calibration and
setup levels 10 and 11
Display shows Cal — Off when
entering calibration
Control head will not talk to
other SeaTalk instruments or
Control units
Control head will not receive
information from a Position
Transducer (GPS, Loran etc.)
Pilot will not auto-advance
between waypoints
Calibration locked out
Cabling problem
Position Transducer not
transmitting correct sentances
No Bearing to waypoint
information transmitted from
the position transducer
Security protection switched
on by owner
Check security of all SeaTalk
connectors and cables
Refer to relevant SeaTalk
handbook for information on
required NMEA information
Refer to position transducer
handbook
Pilot will not display Distance
to waypoint, Bearing to
waypoint or waypoint number
Incorrect NMEA sentances
transmitted from Position
transducer
Refer to relevant SeaTaik
handbook for information on
required NMEA information
66
T3000 Whee! Drive Autopilot Operation an instalation arahoo
Accessories 62
Additional Control units 62
Handheld control unit 62
SeaTalk interface 63
Windvane 63
Auto 8
Automatic Heading deadband
(Auto seastate) 12
Autopilot recalibration 29
Automatic Tack (Autotack) 13
B
Basic principals (Operation) 7
С
Cable connections 40
Calibration 29
Cruise Speed (Cakbration Level 5) 32
Disabled access 35
Entering calibration 29
Exiting calibration 30
Factory settings 31
Latitude (Calibration Level 11} 34
Magnetic variation (Calibration
Level 9) 33
Northerly/Southerly heading error
correction (Calibration Level 10) 33
Off course alarm limit (Calibration
Level 6) 32
Recording settings 34
Rudder Gain {Calibration Level 1) 32
Suggested settings 30
Compass alignment 59
Compass deviation correction 58
Control head 39
Siting 39
Mounting 39
Power Supply connection 41
SeaTalk bus connection 42
Course changes 9
Cross Track Error 21
Cruise speed 32
D
Dodge 10
Drive actuator installation 44
F
Fault Finding 65
Fluxgate Compass 58
Alignment 59
Deviation Correction 58
Functional test 55
Operating sense 55
Navigation interface 56
Wind transducer interface 57
SeaTalk bus 57
Fuse ratings 41,42
H
Handheld Remote Control Unit 62
| .
Bumination 14
M
Magnetic variation 33
Mamtenance 64
N
Navigation interface 56
Northerly heading error 33
о
Off course alarm 32
Operating sense 55
P
Power Supply 41
R
Rudder Gain 27,32
68
(R740
ST3000 Autopilot Operation and Installation Handbook
S
Safety 4
SeaTalk |
Operation with other SeaTalk instruments 3, 42, 62, 63
Connection to bus 42
Functional test 55
Sea trial 58
Standby 8
Southerly turning error 34
T
Tacking (Autotack) 13
Track Control 11,20
Automatic acquisition 20
Cross Track Error 21
Data error warning 25
Large cross track error warning 25
Manual acquisition 20
No data warning 25
Operation at low speed 24
Operating hints 26
Operating limitations 23
Waypoint advance 22
Warning messages 25
W
Warning messages 25
Waypoint advance 25
Windvane (WindTrim} 11, 26
Accessory 62
Windshift alarm 26
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