Raymarine Autohelm 1000
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Raymarine Autohelm 1000, size: 1.7 MB
Raymarine Autohelm 1000 Analog Tiller Pilot
Raymarine Autohelm 1000 Micro Tiller Pilot
Raymarine Autohelm 1000
User reviews and opinions
|csemenuk||3:18pm on Wednesday, October 27th, 2010|
|I bought this camera since it had a $50 rebate, but after I mailed out it, no response from samsung for ever. High resolutions. I got this for my wife due to compact size and high megapixel count. Compact Size, Great Pictures, High MP good for Enlargements High Battery Use.|
|PatrickWeisser||7:52am on Saturday, October 2nd, 2010|
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|fatboy||7:20am on Tuesday, September 28th, 2010|
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|ayala_cl||4:13am on Sunday, August 1st, 2010|
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|devine||10:28am on Wednesday, June 23rd, 2010|
|Great little Samsung This is a fine camera, Has a nice feel to it, Not a battery hog.|
|sevendp||11:10pm on Monday, April 26th, 2010|
|I picked this camera up before a trip to Grenada this summer. I wanted something smaller than my Minolta Z1.|
|Dresdn||12:52am on Saturday, April 10th, 2010|
|The Samsung S1000 takes sharp and beautiful outdoor picture when there is plenty of light, particularly at ISO 80. Indoor. This camera is by far the best camera on the market for the price. You cannot find a 10mp camera for a better price.|
|eric27||5:33am on Sunday, April 4th, 2010|
|My digimax S1000 broke just a few weeks after use and those weeks was the worst weeks in my life!|
Comments posted on www.ps2netdrivers.net are solely the views and opinions of the people posting them and do not necessarily reflect the views or opinions of us.
Installation and Operating Handbook
The Autohelm 1000 is a highly developed autopilot built to operate reliably in exposed marine conditions. When correctly installed it will soon become a vital crew-member giving many years of invaluable service. The system has been designed for owner installation and aided by the following installation guide, fitting should prove to be a straightforward and enjoyable job. Cockpit and tiller configurations vary widely, and thus in some cases special attachments may be necessary to effect the neatest possible installation. The attachments available and their applications are fully described and are stocked for immediate supply when required. In cases where special advice is needed you are encouraged to contact our Technical Sales Department who will be pleased to assist.
The basic actuator unit is a totally self-contained magnetic sensing automatic pilot. The autopilot is mounted between the tiller and a single attachment point to the yacht's structure. After connection to the yacht's 12 volt electrical system the unit becomes operational.
The actuator pushrod attaches to the tiller via a ball-ended pin situated 18 (460mm) radially distant from the rudder stock or rudder pintle centreline. If the rudder pivot axis is sloping, the position of the ball-ended pin must be positioned at a radius of l8 (460mm) at 90 degrees to the axis of Since the autopilot incorporates a magnetic sensing rudder rotation as shown on the accompanying device, it is advisable to ensure that the yacht's illustration. steering compass is situated at least 2'6 (750mm) away to avoid deviation. The autopilot slots into the bronze mounting socket A provided, which should be permanantly fixed in position. The mounting socket should be positioned 19 (480mm) to starboard of the cockpit centreline to ensure that port and starboard tiller movements are equalised. It is also important to ensure that the unit is positioned horizontally and as near as possible to 90 degrees to the tiller when the tiller is centralised.
Extended pushrods In some cases it may not be possible to provide a convenient site for the mounting socket at the standard mounting distance of 19" (480mm). In such cases the mounting distance can be increased in increments of 1" (25mm) to a maximum of 6" (l5Omm) with the use of special pushrod extensions. The pushrod is extended by first unscrewing the pushrod end cap and then screwing the pushrod extension Basic installation method into position between the pushrod and the end cap. When the tiller is positioned low in the cockpit This attachment is necessary, for example. When the and is adjustable in height, the mounting socket cockpit is unusually wide or when it is convenient can be most conveniently positioned on the to mount the unit on the cockpit coaming. starboard cockpit seat. The pushrod is attached to the tiller via the standard ballpin provided which is inserted directly into the top of the tiller. The ballpin is installed by inserting it into a (6mm) drilled hole and securing with a good quality two pack epoxy adhesive such as Araldite. The shoulder of the ballpin should be positioned (12.5mm) above the upper surface of the tiller to avoid fouling when the pushrod is fully retracted. Porthand mounting In certain instances it may be more convenient to mount the unit on the porthand side. The standard unit is sensed to operate on the starboard side of the tiller and where porthand mounting is required a special porthand system must be ordered. Porthand systems must be fitted with porthand wind vane attachments. The autopilot mounting socket is installed by inserting it into a 1.2 (12.5mm) drilled hole and permanently bonded with Araldite. It is important to ensure that the mounting socket is securely installed. If the mounting site, for example, consists only of a single glass fibre skin of less thickness than the depth of the socket it will be necessary to provide reinforcement by bonding a plywood strengthening plate to the underside. The autopilot is capable of generating very high pushrod loads and it must be stressed that in all cases the mounting socket should be very firmly bonded into position.
Tiller attachments When the tiller is not adjustable in height or is positioned appreciably higher than the most convenient site for the mounting socket. It is often convenient to lower the ballpin underneath the tiller. Standard tiller cranks are available in a range of sizes to lower the ballpin centre in increments of 1 (25mm) to a maximum of 5 (125mm) below the underside of the tiller. Since the pushrod centreline is positioned 2 (62mm) above the mounting socket, these attachments can cater for a vertical distance between the mounting socket and the underside of the tiller of up to a maximum of 7" (190mm). This attachment is particularly useful- in the case of transom hung rudder configurations (such as the Folkboat) where the tiller passes over an extended counter. In such cases a tiller crank of suitable ballpin off-set will enable the unit to be neatly mounted directly on the surface of the counter or the rear coaming.
The tiller crank attachments are bolted through the centreline of the tiller, with (6mm) diameter bolts and since the bolts through the neutral bending axis, the bending strength of the tiller will not be significantly altered. The securing bolts should be looked into the clearance holes through the tiller with epoxy adhesive to ensure that they do not work loose in operation.
Cantilever mounting It may sometimes be necessary to attach the autopilot to a vertical face such as the cockpit sidewall. In this case, a special cantilever mounting is available and is particularly convenient when the tiller is positioned substantially higher than the level of the cockpit seat. Full instructions are supplied with each cantilever mounting kit. The standard cantilever mounting kit allows the autopilot mounting socket to be off-set by a maximum of 10 (250mm) from the vertical mounting face. This maximum dimension may be reduced by cutting the cantilever to length during installation. The cantilever screws into a permanently mounted base which is bolted into position by three (6mm) stainless steel bolts. The cantilever may be unscrewed from its permanent mounting base to allow unobstructed working space when the autopilot is not in use.
Pedestal mounting In certain cases it may be convenient to raise the height of the autopilot mounting socket above the cockpit seat or counter for example. Standard pedestal assemblies are available to raise the mounting height from 1 to 3" above the mounting surface in " (12.5mm) increments. The pedestal base is bolted into position by three (6mm) stainless steel bolts. When the autopilot is not in use the pedestal may be unscrewed from its base to allow clear working space when necessary.
Wind vane attachment The wind vane attachment consists of two basic modules the mounting mast which elevates the wind vane into clear wind and the wind vane transducer head which attaches to the clevis at the head of the mast by means of the cranked key provided. The wind vane transducer is electrically connected to the main autopilot unit by means of the waterproof jack plug on the end of the interconnecting cable. When the wind vane is not in use and the waterproof plug is disconnected special care mist be taken to ensure that the rubber blanking plug attached to the socket on the main autopilot unit is firmly pushed into position. If this is not done water Battery connection could enter the jack socket and temporarily disable For trial purposes the actuator power lead may be the autopilot until the water is dried out. connected directly to the vessel's 12 volt battery. The brown lead should be connected to the positive terminal and the blue lead to the negative terminal. If the power connections are accidentally reversed the autopilot will not function but no damage will result. Use of attachments In very many cases the autopilot can be installed without the need for special attachments. Where this is not easily possible the above standard attachments will normally provide a neat solution and avoid the need for structural alterations. In very rare cases where the standard range of attachments do not provide a convenient mounting arrangement it may be necessary to consider the use of purpose made attachments. In the event of difficulties occurring, our Technical Sales Department will be pleased to advise. It is recommended that a waterproof plug and socket is situated adjacent to the unit and the power lead shortened. A standard 5 amp fuse should be provided in the power supply circuit to protect the internal supply cable between the battery and the waterproof outlet socket. NB The equipment must not be connected to a battery charger for testing.
Similarly when the jack plug is inserted in wet cockpit conditions, extreme care should be taken to ensure that the plug is kept dry. Occasional lubrication of the jack plug with Vaseline will help to minimise problems of water intrusion. Once the jack plug has been inserted, the connection is absolutely watertight. The wind vane transducer mounting mast is normally clamped centrally to either a vertical or horizontal rail of the after pulpit using the 'U' clamps provided. In the event of an after pulpit not being fitted the mounting flange may be bolted directly to a suitable vertical face. Care must be taken to ensure that the wind vane transducer is in clear wind on both tacks and not too close to the deflected air stream from the mainsail. This is normally ensured by situating the mounting mast centrally behind the backstay and by elevating the wind vane at least 2ft (60cm) above the highest deck obstruction. Feedback linkage The autopilot operates on the principle of mechanical feedback between the sensors and the rudder to correlate corrective rudder action with off course error. To complete installation of the wind vane attachment, the feedback drive cord emerging from the base of the mounting mast must be connected to the pushrod. You will see that when the feedback cord is pulled out of the mounting mast against spring tension, backlash free rotational movement of the wind vane transducer results.
Two small blocks are provided for leading the feedback cord to the tiller. Normally only one block is necessary to obtain a clear run out but. occasionally two blocks may be necessary to avoid obstructions such as the mainsheet. The final fairlead should be positioned aft of the actuator unit as shown so that the final run of the feedback cord is orientated nearly at right angles to the tiller. It is important that the final fairlead is positioned below the centreline of the pushrod so that the spring tension on the cord has a tendency to pull the pushrod down onto the tiller pin.
Finally, a loop is formed on the end of the feedback cord after cutting to length and made fast by means of the plastic adjustor slide provided. The end of the loop is positioned so that the feedback cord is just under tension when attached to the hook on the end of the pushrod in the fully retracted position. This ensures that the feedback cord is under tension over the full stroke of the pushrod. If the feedback cord is over tensioned, the remaining free scope of movement may not be sufficient to accommodate the full stroke of the pushrod and may cause damage to the feedback mechanism at the full extremity of pushrod travel. After adjusting the cord tension as described above, carefully check that the remaining scope of feedback cord movement is sufficient to accommodate the full stroke of the pushrod. After rigging the feedback cord, check that the wind vane transducer head rotates smoothly over the full stroke of pushrod movement. Backlash free vane head movement is essential to ensure accurate steering performance.
Functional test procedure
Operation under compass control Hold the unit towards the tiller and rotate the compass dial until the cardinal point graduations are approximately aligned with your main steering compass. Switch to calm and note that the north graduation on the compass dial then automatically homes to magnetic north. After completing the installation you should carry out the following functional test to familiarise yourself with the system before attempting sea trials. The autopilot is fitted with a 4 position thumb operated rotary switch located on the upper case. The autopilot is switched off when the thumb control wheel is in the fully anti-clockwise position. The remaining 3 positions of the control switch provide the following functions. Calm selects compass conditions.
Rough selects compass operation for 'rough' sea conditions. In this position minor yawing motions caused by wave action are neglected. The autopilot will respond only to changes in mean course, and thus the duty cycle and power consumption will be substantially reduced. Vane selects wind vane control and enables convenient transfer of control mode when the wind vane attachment is fitted. Main Control Switch
Rotate the compass dial in small increments until the end of the pushrod remains settled over the tiller pin and clutch onto the tiller. Rotate the compass dial clockwise to retract the pushrod and anti-clockwise to extend it. Note that after making adjustments, it is necessary to release the compass dial to allow the compass to realign with the earth's magnetic field. If the yacht is swinging about its mooring, you will see that small variations in heading cause the unit to apply corrective action to the rudder. Now switch to rough and note that the frequency of corrective action is reduced.
Rotate the mounting mast a little further and note how the tiller takes up a new position to one side. This is how trim corrections are made for weather or lee helm when under sail. Finally, tilt the vane head back until the vane is nearly horizontal. This de-sensitises the wind vane, and you will note that the frequency of corrective rudder action is noticeably reduced. Operation under sail Preferably, initial trials should be carried out in reasonably calm conditions and with plenty of sea room. familiarisation procedure is
Operation under wind vane control following If the system is fitted with a wind vane attachment The the following familiarisation test may be carried recommended. out. Compass control Connect the wind vane jack plug to the main actuator and attach the feedback cord to the end of the pushrod. Set the wind vane head into its most sensitive position by tilting the head forward until the vane is almost vertical. Then grip the mounting mast just above its base and slowly rotate until the vane feathers into wind. In this position the vane will flutter evenly between the buffers. Switch over to vane to transfer the sensing mode to wind vane control. Note that small variations in wind direction will now cause the actuator unit to apply corrective action to the rudder. This is how the Autohelm 1000 functions when under sail.
Steer onto a fixed heading under engine or sail and hold the course steady. Holding the pushrod towards the tiller, rotate the compass dial until it is approximately aligned with the yacht's main steering compass and switch to calm. Allow the compass to automatically align with the earth's magnetic field and then adjust the compass dial further until the end of the pushrod is approximately positioned over the tiller pin. Clip the pushrod onto the tiller and allow the autopilot to take over.
After allowing the boat to steady onto an automatically controlled heading, carry out small incremental adjustments to the compass dial until the vessel steadies on to the desired heading. Note that clockwise adjustment of the compass dial will alter course to port.
Note that to adjust the yacht's heading you rotate, the vane stanchion in the same direction as you would the tiller. You will find also that to trim your course only very small movements should be applied to the vane stanchion. Repeat the above procedure broad reaching and finally running down wind by progressively slackening the sheets and slowly rotating the vane to bring the vessel onto the new headings.
The vessel may now be steered onto any other heading by adjusting the compass dial. If the autopilot appears to be working continuously due to sea conditions, switch over to rough. The rate Disengagement of working will then reduce substantially. The pushrod is held into engagement with the tiller pin merely by the weight of the actuator unit. This Wind vane control When the system is fitted with a wind vane method of engagement is secure and has been adopted attachment it will in general be easier to set up for safety reasons to allow the pushrod to be under compass control first as described above, and easily disengaged when manual override becomes necessary. then to switch over to wind vane control. First trials under wind vane control are best Operating hints carried out when sailing to windward slightly off the wind Sail balance It is always advisable when sailing under automatic When the vessel is sailing steadily under a pilot control to pay strict attention to sail magnetically controlled heading, the wind vane balance. Good sail balance is particularly mast should be rotated to feather the vane to essential in gusty conditions and strong winds. wind. When a yacht is sailing badly out of balance, Switch over to vane and the actuator will then sudden gusts will generally cause it to luff violently to windward. When hand steering, this respond to variations in wind direction. tendency is corrected by applying sufficient weather helm to hold the original course until the When the vessel has steadied onto a windcontrolled heading, carry out small rotational gust subsides. A simple autopilot, however, does adjustments to the vane mounting mast until you not understand the need for weather helm and will, are satisfied that you are sailing on an optimum therefore, allow the yacht to luff to windward until sufficient helm is applied to achieve a new course to windward. state of balance.
Furthermore, it will maintain the luffed heading for as long as the need for increased weather helm 'persists. Contrary to popular opinion a proportional steering autopilot will not maintain a constant heading when the yacht's balance changes. Thus sailing badly out of balance in varying wind strengths will always give rise to excessive course wander. This tendency is best overcome by reefing the mainsail slightly more than you would when hand steering. On longer passages when a constant compass course may be steered for hours on end, variations in wind strength and direction will almost certainly cause changes in helm balance. For the same reasons given above, variations in standing helm will cause the autopilot to steer slightly away from the set course. In the case of the Autohelm 1000, if 5 degrees of additional weather helm is required as a result of rising wind strength, for example, the course steered by the autopilot will correspondingly change by approximately 20 degrees. Thus when passage making, if a change in compass heading is observed, the original course should ideally be restored by re-trimming sails to obtain the original state of balance. Alternatively, providing weather helm has not become excessive, the yacht may be trimmed back on to the original heading by re-adjusting the autopilot's compass setting.
Vane sensitivity adjustment Normally the wind vane is set almost vertically to operate at near maximum sensitivity. High vane sensitivity is essential to ensure optimum penetration to windward when sailing close-hauled and usually does not result in excessive actuator activity. The sensitivity of the vane may be reduced by tilting the entire unit backwards on its clevis mounting. This has the effect of increasing the 'dead band' of the vane sensor by allowing up to a maximum of 15 degrees course variation to occur before automatic correction is applied. When it is not necessary to sail a very accurate course, lowering the sensitivity of the vane in this manner will reduce the number of corrections made and hence reduce power consumption. In heavy weather or turbulent wind conditions, the duty cycle of the autopilot can usually be lowered by de-sensitising the wind vane. De-sensitising the wind vane under these conditions will not affect the accuracy of the mean course steered.
Selection of transducer When the wind vane attachment is not fitted it is possible to use the basic magnetic sensing unit under both engine and sail. It should be borne in mind, however, that the compass sensor is internally gimballed to cope with a maximum angle of heel of 30 degrees, and will not operate beyond this heel angle. It will also be necessary to lay slightly off the wind when sailing long passages close-hauled to prevent becoming backed by gradual shifts in wind direction. Wind vane control is always more efficient sailing close-hauled when it will ensure immediate advantage is taken of changing direction to ensure optimum penetration windward. In steady wind conditions, wind control will. Usually give best results on other points of sailing. when that wind to vane all
Tacking in enclosed waters When the wind vane attachment is fitted the system can be set up to automatically tack the vessel by alternately switching over from compass to wind vane. This is done by setting the vane to control on the longest tack and the compass sensor on the other. Tacking is then simply achieved by switching over from one mode to the other leaving you free to handle the sheets.
As a final caution. it is very easy to relax permanent watch-keeping, and this temptation must be avoided however clear the sea ahead may appear to be. Remember that a large ship can cover two miles in five minutes -just the time it takes to brew a cup of coffee! Stowage After use, the Autohelm 1000 system is easily stowed by unclipping the actuator unit from its mounting, and removing the vane transducer from its mounting mast. The entire system can then be stowed easily in a small locker. Maintenance All moving parts of the system have been lubricated for life at the factory. Therefore no maintenance whatsoever will be required. Should a fault develop, the entire unit should be returned in the original packing case for repair and servicing, which will be carried out speedily and at a moderate cost.
When the wind is abaft the beam and unsteady in strength and direction surprisingly large variations I in apparent wind direction can occur. Under these conditions compass control generally improves course keeping accuracy.
Any reference to Raytheon or RTN in this manual should be interpreted as Raymarine. The names Raytheon and RTN are owned by the Raytheon Company.
.* AUTOHELM 1000 --.
Your Aulohelm is an up-lo&e-minule digtlal tiller autopilot which shares the same microprocessor lechnology built into our biggesl and mosl sophisticaled lully inslalled pilols. 1 he Aulohelm WOO will provide precise powerlul steering Ior sailing yacttls up lo lOSm(34) LOA. 1 he use 01 your Aulohelm may be extended by adding any 01 Ihe lollowing accessories: l Windvane l Radio Navigation Inlerlace l t land Held Conlrd Unil Only one accessory may be used al any llmc You will find inslalling lhe unil simple I and enjoyable using this handbook and a mInimum 01 hand tools I Cockpit and liller conliguralions vary widely and to ensure your Aulohelm inslallalion is as neal and secure as possible a full range 01 tilling accessories is available lrom aulhorised Ilrlohelm slockisls. Full details are included. In case 01 any ditlicully please conlacl your main distributor or Naulechs Technical Sales Deparlmenl lor assistance. Properly inslalled and operaled in accordance with our recommendalions lhe Aulohelm will give oulslanding perlormance even under the louglresl condilions and become an indispensible member 01 your crew. Good sailiny!
INSTALLATION I- ---.-- ----.---. -- --.-._. -. _- __.- - -. _.
For correcl installalion Iwo basic dimensions are crilical (Fig. 1):. Dlmenslon A = 569mm (23.2) mounting sockel lo Mer pin Dlmenslon B = 460mm (16) rudder slack cenlre line lo liller pin Clamp the liller on the yachls cenlre line and mark 01 dimensions A and B (A is measured on Ihe STAtX3OAFtD side 01 Ihe cockpit) using masking tape to locate ltie lixing points. Ensure lhe measurcmenls are al righl atlgles as st1own. The aulopilot musl be r~~o~~~axl horlzonlally.
Your Aulohelm is a lolally sell contained maynelic sensing aulomalic pilol. The autopilol.is rnounled between the liller and a sinyle allachmenl poinl on the yachts structure. Aller connection to ltie yachls 12 voll eleclrical syslem II10 unil becomes operaiional. Since lhe eulopllol Incorporates a rnagnellc senslng device, II is advlsable lo ensure lhal the yachls sleerlng compass Is sllualed al leest 750mm (2%) away to avold devlatlop.
.___---.-.__ x. --.-_._. _-. _-. -. --.------.--.-.---.--.-. _ -.
Aller eslablishing Ihe lhree conlrol dimensions Ihe aulopilot can be mounled direclly onlo the Slarboard cockpil seal (Fig. 3). Proceed as lollows. I SLOPING RUDDERSTOCK I TILLER PIN (Cal No. 0001) 0 Drill 6mm (Y4) hole x 25mm (1) deep al poinl marked. * l Using a Iwo part epoxy such as Araldile, epoxy Ihe liller pin inlo place; 0 Posilion Ihe shoulder 01 Ihe pin 12.5mm (Vz) above Ihe liller surlace. MOUNTING SOCKET (Cal No. 0002) l Drill 125mm ((/2) hole x 25mm (t) deep inlo Ihe etarboard cockpil seal.
II Ihe lhickness 01 Ihe mounling posilion is less lhan 25mm (1) carelutly reinlorce the under surlace with a plywood plate epoxied inlo posilion; 0 lnslall the mounling socket using two par1 epoxy;
Note The aulopilol is capable 01 generaling high pushrod loads. Ensure Ihat:l The epoxy is allowed lo harden Ihoroughly belore applying any loads; 0 All holes are drilled lo correct size and where necessary reinlorcing is provided.
Fig. 3 PORTHAND MOUNTING In certain circumstances il may be more convenient to mount Ihe unit on the porthand side. When lhis is Ihe case, Ihe changeover switch will require adjslmenl as lollows. Remove the blanking screw and use Ihe adjusler provided lo rolale Ihe swilch anliclockwise unlil the endslop is reached (Fig. 2.) Never force the changeover rwllch, light pnraure only Is required. Finally replace and lully lighlen Ihe blanking screw lo ensure walertighlness.
*.-_ -. _. -._._.--. _.---. ----_-._ ----- -_-__PUSHBOD EXTENSIONS (Fig. 4) The pushrod lenglh may be simply extended using one 01 Ihe standard pushrod exlensions. Dimension A is modilied as tollows:~ ! 1 ; !
II il is nol possibte lo inslall your Pulohelm direclly onlo Ihe cockpit seaUGlIer as described one d lhe lollcwing accessories (or combination) will ensure a pertecl inslallalion.
TILLER BRACKETS (Figs. 5 and 6) Where lhe heighl d lhe liller above or below Ihe cockpil seal or mounling plane is such that standard mounling is not praclical a range d liller brackels allows Ihe liller pTn dtsel to be varied. lnelallallon 0 Positton Ihe liller brackel on Ihe cenlre line (upper/tower) ot Ihe tiller and eslablish conlrot dimensions A and 8.
Mark oil the position of lhe cenlres 01 Ihe Iwo lixiny boll holes. l Drill Iwo holes 6mm ((/I) diameler Ihrough the centre line 01 the hller. l lnslall the tiller bracket using 2 x 6mm ;;;c;meler bolls, nuls and 0 Epoxy Ihe lixing bolls in place and fully lighlen lhe nuls.
. -. _ _ - -.-. -._.--._-. -.-.-.-- -._--_ Dlmcnrlon C Puxhmd Exlencllon Length L Cal No.-.-._.__ -I-.-.-.- -.-__-_.-_ - _. ---_ 589mm (23.2) Sld Dimension -- - --. -__-_--___ ------.--.--.-. -.-----. -._-___ 615mm (24.2) 25mm (I) DO03 __-__ ---- -- ---_ --. __-640mm (25.2) 5lmm (2) 0004 ------_-- - - - -_._. _ _ _ _ _ _ _ 665mm (26.2) 76mm (3) DO05.-.__--- -.-._ -. _.-.-._-_ -_._ -102mm (4) 0006 (l!!~!?%gy - - - - -. _. -. _ _ _ _.127mm (5) 0007 -.-----_.-_--__- ----.-. - 742mm (29.2) 152rnm (6) DO06 -----_---_
---Dtmenslon D (below liller) -V.---e 25mm (1) 5tmm.---_ (2) 76mm (3) -- ----102mm (4) -_-.---.-- -127mm (5) -
--_.--.-_._--.- -.-------_. -_. _._.
Dtmenston E (above liller) Cal No. -_.-. -.--_-. _.-_. 51mm (2) 0009..- - -.a. -_.---.-_._---_-. 76mm (3) DO10 -.--.------------.----__ _ 102mm (4) DO11. ----_ - -.-.---_ --.-. DO12 --.l27mm.--_--_-_- ____ -._.-__._. ___.__._.-_-._ (5) 152mm (6) DO13 I. - - - -. _-._._- - - - -._
. __. --.
CANTILEVER MOUNTING (Fig. 7 ) Where il is necessary lo allach lhe aulopitol lo a verlical lace such as lhe cockpil sidewall a canlilever sockel assembly is used. The maximum exlension ollsel is 254mm (IO) and Ihe canlilever lenglh can be cul lo the exacl tenglh necessary during mounling. SLOPING TILLER lnalatlallon l Clamp Ihe tiller on the yachts cenlre line. 0 Measure dimension F (aclual) 0 Reler lo lable lo eslablish culling length tar canlitever rod. (Double check measuremenls before culling). Dlmensldn F 654nrn (25.75) 705mm (27.75) 743mm (29.75) 606mm (31.75) 632mm (32.75)
___Cut Length L mm (2) 102mm (4) 152mm 229mm (6) (9) 203mm (0)
0 f7emove burrs wilh lile. l Temporarily assemble Ihe canlilcvcr by screwing Itie rod inlo Ihe,mounling tlange. l Ensure Ihe Aulohelm body is horlzonlel and mark olt the tocalion 01 lhe mounling tlange. l Mark and drill 3 x 6mm (%I) holes (ignore lhe Iwo inner holes). l Mounl Ihe Ilange using 3 x 6mm (S) diameler bolls wilh nuls and washers. Be sure to inslall Ihe backing plale correclly. Bed Ihe llange on a Ihin coal 01 silicon sealanl. 0 Screw Ihe rod lirmly inlo place using a lommy bar. 0 Roughen Ihe end 01 Ihe rod and Ihe inside 01 lhe cap lo provide a key. l Apply Ihe Iwo par1 epoxy adhesive provided lo Ihe rod end and cap and place Ihe cap over the rod end. l Ensure Ihe hole lor Ihe Aulohelm mounling pin is lacing up. 0 Allow Ihe epoxy 30 rninules lo lully harden betore applying any load. When Ihe Aulohelm is nol in USQ lhe cornptele rod assembly may be unscrewed, leaving Ihe cockpil unctullered.
Cul canlilever rod lo length L using a hacksaw. Measure lrom lhreaded end.
PEDESTAL SOCKET MOUNTIfIG II may IJc necessary lo raise ItJc IJeiylJl 01 Ilie /LJlolJeirn rr1o~Jr~liny sockcl above Ihe mounting surlace For Illis a pedestal scckel assembly is used. Selecllon 0 Lock Ihe liller on Ihe yachls cenlre Ilne 0 EShi hS1, IlK? Skllldi-,lt~ COlJtlCJt tl~~~rc~~s~o~,s A (50911~1~123 2) and 0
MeaslJJe dinlension G (Fig. 6) ensuring Ihe Aulolielm aclualor is horizontal. Selecl the appropriale pedeslal sockel assembly loom the lable sha,vn. -
Mark oil Ihe posilion 01 the mounling Ilange on lhe cockpil seal 01 counler. l Ensure Ihal co11lrol dimensions A and B are correcl. l Mark and drill 3 x 61nm (N) diameter holes (ignore II10 Iwo inner holes). l I~lounl Ihe llange using 3 x Gmrn (%I) tlianieler bolls. nuls and washers. tJeing suie I110 tJack plale is inslalled corieclly. Bed llie Ilango on a Ilbin coal 01 silicon sealanl (Fig. 9). l Screw Ihe mounling socke! lirmly ir1lo place.
TILLER PIHS For cerlain nondandarrl installations a range 01 liller lJins are available. Deecrlpllon Small \hJeacjerl liller pin
72rl1111 (2.0) -Exlia len~ll; liller pin _ _ 72111111 ( 2. 0 ) -. ~hre&&J tiller. -.Exlra Ienglh_.-._.___._ pin.- -- -._.---. --_
WlJen Ihe Pulolteln1 is no1 in use lhe rnounling sockel may be unscrewed IO leave Ihe cockpil unciullcred. - --. Cei Ha.-_ _.__ __-_- _._.__ DO_._. i)02u.-_-._._._ _-0029.-. ojo-. __-._----
I DlmenelonQ Pedeelel Socket Length iSld dimensioJ1 64mm (2.5) __.___ -._.---._._.- -. _._. -._-. - -. 36riirn (I 5) 1021&1(40") I l4mm (4 5)._ \2Umm (5.0)
G4n& g.5) 76mrn (3 0) -. --. 09it~l,l(i5~fj -
14Omin (55). -. _
Batlery Connecllon The walerprool DriPlug supplied should be silualcd as close as possible lo minimise lead lenglh. The D&Plug sockel musl be connecletl dlreclly lo II10 vessels eteclrical dislrib~rlion panel aid on no accoiJnl paralleled inlo oxisling wiring lor olher equipmenl. The AulolJeltn SulJlJly n1usl be independanlly swilclied and prolecletl by a 5 amp luse or currenl lrip. Since the aulopilot is micfoprocessor based il is very iiriporlanl lhal vollage losses in supply cables are ininirniscd. Supply cables should Ilierclotc be as
sl1orl as possible and 01 no less size Ihan shown in lhe lollowing lable. The brown wire 01 Iho power-supply lead should be connecled to poslllve II conneclions arc accitlcnlly reversed Ilte alJlolJilol will no\ operalc bul no damage will resull.
_. -._. __. -.__.____.
Lead Lenglli -_. - -._.-. _--_. up lo 2.5111(W) -_
Copper Area -1
Uplo up lo
WINDVANE ATTACHMENT BASIC PRINCIPLES
The windvane allachment is r~orrnaily mounted cenlrally on lhe alter rail whefo il can be silcd in clear wind on bolh backs. The windvane mounling mast is clamped lo lhe allcr rail by lhe Iwo U bolls provided (Fig. IO). lho inlerconnecling cable should be broughl lhrough Ihe slol lo allorr Ihe windvane head lo be plugged inlo the lop ol lhe mast (Fig. 11). The interconnecling cable can Ihen be run back and plugged into the Aulohelm. Alter Ihe vane head and mounting masl instatlalion is complete the windvane should be assembled and secured by means ot Ihe circlip provided ( (Fig 12) Care should be laken to ensttIo Ihat the small circlip is corleclly localed in Ihe groove
The lollowing descriplion ol Ihe Autohelins principle 01 operation will help you lo make lull use 01 ils advanced lealures. The mosl apparenlol Ihese leatures is Ihe absence 01 a compass dial and Ihe addilion 01 e six button keypad. Using Ihe powerlul combinalion 01 microprocessor and ltuxgale compass,. Ihe keypad provides aulolock course seleclion and precise pushbutlon course adjuslmenl. Once lhe pushrod is connecled lo Ihe lilter Ihe currenl heading as read lrom Ihe main steering compass can be mainlained simply by pushing lhc Au10 bullon. Changes lo lhe selecled heading are made using the lour course chanyo bullons. Uevialion lrom the scl course is continuously monitored by the scrlsitive Ituxgate compass and correclive rudder is applied lo relutn lho vessel to course. 1 he applied tuddor is ploporlional lo course erloi al any lime alld thus when Ihe course is reslored Ihe rudder will be neutralised. When changes in vessel Irirn occur duo lo varialions in wind pressure or engine Ihrollle selling lhe course can only be Inainlained by Ihe applicalion 01
permanenl rudder oll.sel (slanding helm) lo leslote balance. It pelmanenl tuddcr oil-sol is nol applied lo teslore balance Iho vessel will boar on lo a ne& heading. Under llrese circumslances lho Autohclm dclecls thal Ihe original course is nol being restored and conlinues lo apply additional rudder olhel in Ihc appropcialo direclion unll Ihe vessel relurns lo llie original heading. Aulomalic Irimming capability ensures Ihal Ihe originally scl course is held irrespcclive ol any changes in balance Ihal may occur during the course 01 a passage. Autoliolnis compirtcr also conlinuously monilo~s Iho pallern 01 applied rudder corroclion and can dislinguish unnecessary iepclilive correclions caused by pilch and Itbe vessel ti0111 tt~oso necessary to maintain the selected heading. The computer will aulomalically neglect all unnecessary corrcclions so that nutopilot aclivily and power consumption is conlinuously optimised at minimum levels. The Idgh deyiee 01 conlrol aulomation made possible by lhe micro computct simptilies user control to a series 01 push bullon operations.
--_- -- -._ ___ _.___._ _._---__ ,-_ -.-. --.
Full conlrol ol lhe /\ulohelm is provided via a simple six bullon key pad. lhe basic conlrol lunclions are as lollcrAs:~ When lhe aulopilol is switched on il will always slarl up in Slend by mode. In Sland by mode Ihe pc~shrotl cm be erlended or reltaclod lo enyagc will\ lhe liller pin using Ihe lour black bullons.
0 srrttn 0
Pttsh and hold down lo exlencl/
ICtlXt ( f /-) thC [J~JSlMOd.
once lo engage lhe aulopilol lo mnirrlain IIIC currenl Ireading or push Iwlce (willrin 2 seconds) lo relurn lo Iho previous aulonralic hcatliny.
Push lo alter course lo porl (-) or slarboard ( t ) in incremenls and IO doyrees.
Push once lo disengage lho nrrlo~~ilol and relurrr lo Stand by mode. (lho previous aulomalic heading will be memorised).
_. _ - -._ -__.-.-____ ___.
------ -. _
Wif4DVANE SYSl EM
Perlormancc under wind vane has been improved by lhe inlIodiIclion 01 WwJ Trim In Wind Trim Ihe compuler uses Ihe lluxyale compass as lhc primary heading reference. t knvevcr. as changes occur in ltie apparenl wind angle Ihe compuler aulomalicatly adjusls lhe compass heading lo mainlain Ihe original
at~parcId wind ariyle. I his syslorn eliridnales lite ellecls 01 IuIllul9xe or shorl lctril wind varialions and provides srnooll\ t~~eciso txxlormnnce u~xlcr wind vane will1 II~ir~irtIum currenl coIisuIIIt~liori. Wlien a windvane syslem is lillcd. a new layer 01 cor~lIoi liiI~clioI~s is auloIIialically opened as lollows:-
1 be k~lotd-n has an aulomalic lacking luriclion which opcrales in bolh comt)ass end windvane mode as lolluws:-
Push bolh Ied keys IogellIer once lo engnge Ihe windvane arid Ii~aiI~laiIi Ihe currenl at~pareril wind angle.
Push - I and - 10 keys loyclhcr once lo inilialo a lack lo poll.
Push bolh red keys logclher lwtce to IeliIII~ lo liie previous apt~;IeIil wind nngle. ---___ - - - -1 t1 Push once lo aller IIE vessels Ileactinq rcialive lo llic apt)aIeIIl wind in~iI~cIeIneIIls 01 I 01 IO -10 i-1 0
t i.lt t keys always Iirrn lhe vcssai lo sla1boarl.J.
Push -an0 t IO keys logelhcr once lo iidlinle a lack lo slaIboaIrl
BY Pusii once lo disengage It10 windvane lor IIiaIii~al slccring. (Ttio previous apparenl wind angle will be IiieInorisett). 01 Iustl once lo change over lo auloInalic compass heading conlrot and maintain It10 currenl Iieatling. The Au10 Tack lunclion operales by selecliIig a pie-se1 coii~sc change (loo@) lo bring the vessel onlo ltie opposilo lack. Llu~tng lho lack, lho 011 Course Ataml may sound. This indicales ltie acItopilot is atljusling Itim lo acqulla the new couIse. On compleling the lack and having dIeelect and relfiIi~nied llio
--sails. It10 vessel may be brougl\l 01110 It10 tlcsiretl appsrcnl wind angle by line atlj11si111e1~ls lo llie couise using 4 I- 1 butlo~~s. No atljuslrncIIls shoul~t ho made willdn 1 miI~irlc 01 compleliny It10 lack lo allow Ille AulotGlol lo corllpcnsalo lor lho t~clm liim on 1110 new lack.
___. _ _._._.__.-.. _.-.- -.-.----- -
OPERATING MODE INDICATION The operating mode is indicaled by a Ilashing LED as loilows:-
The use ol your Aulohelm may be extended by adding any 01 Ihe lollowing accessories: l Windvane l Radio Navigation lnlerfaco l Hand Held Conlrol Unit All accessories plug into Ihe Aulohelrn alongside the power supply cable. LED FLASHING CODE Hand Held Control Unit (Cal No. 2076) An oplional hand held control unil can be plugged inlo lhe Aulohelrn lo provide full course change capabilily frorn anywhere on board. lhe unil duplicales Ihe main conlrol unils four course change keys. The operalion ol Ihe aulopilol is unchanged when Ihe hand held conlrol unil is connecled. nadlo Navlgallon Interface (CaLNo. ZO75 - NMEA formal) Ihis inlerlaco may be Used willr any radio navigalion syslerii lhal oirlpuls cross lrack error lo eilher Ihe NMEA OlOO.OlfI2 or OtU3 slandard. II supervises Ilie Aulohelrn lo rnainlain Ihe prcsclecled lrack sel on lho racfio navigalion syslern. Full operaling delails are supplied wilh each inlerlace. Your main dislribulor or Nauleclis Producl Supporl Deparlmenl will be able lo advise you 01 flaclio Navigalion Syslerris wilh suilable aulopilol oulpul. Note:
FUNCTIONAL TEST PROCEDURE
Aller cornpleling Ihe inslallalion you should carry oul Ihe lollowinglunclional lesl lo lamiliarise yoursell wilti Ihe system before allernpling sea lrials. Plug lhe Aulohelm inlo Ihe power sockel and swilch on lhe eleclrical supply. The unil will emil a short beep lone lo indicale Ihal il is aclive and Ihe LED will Ilash lo indicale Stand by operaling mode. Ensure Ihe mounling pin is engaged in Ihe sockel. Using Ihe course conlrol keys lo exlend or relracl lhe pushrod, posilion lhe end over Ihe liller pin. The unil will emil a short beep lone on each press 01 a key lo conlirm valid entries. Place Ihe pushrod end on the tiller pin. and press lhe + 10 key. The liller should move lo porl. If Iho liller moves lo slarboard, lhe changeover swilch is incorrectly sel and musl be adjuslod as described on pago 2. Press Auto lo place Ihe aulopilol under compass conlrol. The LED will be lil conslanlly lo indicale Ihal Ihe unil is in Auto mode. If lhe yachl is swinging aboul ils mooring, you will see lhal small varialions in heading cause Ihe unil lo apply corrective aclion lo lhe rudder. Press Stand by lo relurn lhe unil lo Stand by mode.
STANDBY Enables lhe pushrod lo be )osilioned wer lhe tiller pin and lrovides power sleering.
AUTO Aulopilol sleers lo mainlain compass heading.
WINDVANE Autopilol sleers lo mainlain apparenl wind angle. Windvane mode is also confirmed by a single beep lone emitted every 30 seconds.
* II5 1
Always switch your Aulohelm oft before plugging In sn accessory. l Clnly one accessory may be used al any Ilme.
S E A I-RIALS _ _.-.-_--_-initial sea lrails should be carried oul in calrn condrlions wilh plenly of sea room. I he previously conducled lunclional lest ;vill have verilied Ihal Ihe aulopilol is operaling correctly and fhal you are familiar wrlh all 01 ils conlrols. During lirsl sea Iiials. lhe vessel will be conslanlly changing heading, and il is, Iherelo1e. very imporlanl lo mainlain a conslanl look.oul. The lollotiing inilial lrial procedure is recommended:l l
.I 0 6
Au10 Tack Funcflon lhe lollowing addilional trial is ~ecommonded: 0 Sleer onlo a conslanl heading af~pioximalely fOO lree 01 close hauled. 0 Press Au10 lo lock onlo Ihc currenl heading ar bolh red keys lo lock onlo lhe apparenl wind if a vane is lilled.
The yachl will complcle a 100 course cl~nngo lo bring il onlo lho opposile lack.
Sleer on lo a cornpass heading and hold Ihe course sleady. Using Ihe lour course conlrol keys, posilion and Ihen place Ihe pushrod end oder Ihe liller pin.
_. 0 Decrease Ihe apparent wmu angle using lhe t 1 key (il on the starboard lack) urrlil lhe yachl is sailing close hauled al oplimurn penelralion.
0 Press Au10 lo lock on lo Ihe currenl heading. In calm sea condilions a perieclly conslanl heading will be.mainlained
-8 .I 2x- -Q 0 4x-.-ii (j ,uuo.I L,O oc
11amn ,,(I 0 0
On compleling Ihe lack and having shoclcd and rclrimmotl Ilre sails, 1110 vessel may be brouc~l~l onlo Ihe desired aflparenl wind anyle by line adjuslmenls lo lhe course using lho i I- lo bullor~s. No adjuslincnls slror~ltl be made willrin 1 rninule 01 compleling Ihc lack lo allow lhe Aulopilol lo compensalo lor Ihe helm him on Ihe new lack.
Power Sleerlng 0 Press Sland by and praclice p&er steering using tile louf couise conlrol keys. l Press Au10 twice (willrin 2 seconds) lo relurn lo lhe original aulomalic heading. Hand Sleerfng l Press Stand by and lill Ihe aulof)ilol lrom Ihc tiller pin IOI relurn lo hand sleering.
0 frepare \o lack and then press lhe + 1 and t IO keys logelhcr (il on lhe slarboard lack) lo iniliale a lack lo slarboard.
Alter course lo potI OI slarboard in mulliple incremenls of I and 10 degrees.
_ _.-._.- ----. --------.i,~;+*.*l? hid kilo l:II~~;~~~uinCrII v:i;Ii the liller lh iricrely IF/ tl~d wei(Jli\ u! I: i3 Xtliator iJnil. 71iis llielhod 01 c riyngernoril is secufc aiid has I)eei~ ;doplecl Ior salcly ieasoiis lo 0llI~w the 1 ~usl~tod to be easily disengaged wheel ~nanuat umiide becomes necessary.
---_-~ki'ik.iWijllJ SW\ B il\SE LWTiWl. thririg ltio sea trial, llie oporrilion ol tha autoinalic sea slale coiiliul can 1x2 observed. When Ihe aulotdlol is initially enyngcd in Auto mode the aulopilol wilt iespond to all pitch and roll nioveiirenls. hiinq Ilie liisl ininule ot opeiation. it will be i&xd Ihal rcpelitivu inovernents 01 lh vessel are gtaduolly neglected unlil linally the aulopilol will respond orlly to Iiuo vaiialions in couise. lo eiisure accuralo coutsn arljustineril the sea SW? coritiol is airloirialically resel wlicnevcr a 10 degree couiso change is execulcd.
OIW3ATlNG t-IINI-S --.--- - -.---_^. --.-. -__._._-. -.- _. -_.- __-._ _._. -. ___~.__._^__. _._ _.
llia Autohelii~s colsq3uIer conlirwourly optimists auloinalic sleeiiny peiloiniancc eliririli~ling tlie need lor ol~3alor supervision. lo It is, Iiowever. very impoilanl uIwlerstar\J (he ellecl 01 suddo~~ liim Wheti changes on sleeiing perlorrnarice. a sudden change in Iiim occurs the auloiiialic trim coriilJensnliot I syslem requiies approxiriialcly GO secoiicls lo apply lho necessary rudder oll~sel lo rcslore Ihe aulomalic Iieadiiig. In yusliiiy coilclitiot~s. Ilierelore. Iho COIJISB may lend to wander sliyhlly, parliculaily in t h e case 01 a sailiitg yaclil willi badly balariccd sails. in lhe lallor case. a sigriilicartl iinproveinoiil in COLIISO keepiiiil COII always be oblaiiictl by impioviiiy sail balance. Bear iii mind Ill0 lollowiiig imt~orlaid poiiils:l rl0 not allow tl10 yaclil
loasl 30 way IJonb a dead ryt and
0i~F-C0URSE ALARM \/lien ilie au\I~pilot is set lo eillier Aulo of Van0 nic>rl~ a built in oli.couise ataiiu is nutornnlically set up The 011 COUISO ;diic~n will sound wl~eir the v e s s e l tlerintcs lor any reasonlrof~~ lho orighnl 1:ouise ty-nwe tlim t5O cleyrcus lor wef IO seconds. II is clc1101cd by a ! contiiiuous series ol beep lones. 1 he alarm will be sileijced il lh vessal ~clurns lo wilhiii 15 degrees 01 Iii0 oiiginal course. In Auto. il ihe vessel does not I~I~III *!rilliin llicse lirnils llie alarm cnii only be c&riced tY/ sclecliiiy Sliwd by. In Vane, Ihe alarm will SOUIW~ when tlic *viIirJ diieclion chanyes by ~IOIC lha~l I5 clcywes and may be acceplocl by l)ressiiig bolli red kqs togallizr. I his will ;ilcnce llie alarm and advance llie oil CO~JISC alsIll tla1ur11 lo Ilic ciJlrelll c,ornpass heading. CURRENT LIMlTItIC) AtIU CUTOtJT II tlie auloliilol is hive11 iiilo ils eiid slops, IIIQ diivo will be pulaod to pievent overloadirig 11 ie rnclor. II IIIC l,ilol is tell iii lliis coiitlilion lor 30 secoritls Ill0 miciopiocessur will automaticnlly c!~t out ltot.9 lo Ihe rriolor and sou~id llie alarm co~iliiiuously. TO rr?slote the aulopiln\ for normal opctalion the Stand by key ~IJSI be i)icssect lo pul Ille uiiil in Stand by
iii SP.VOI\; crji\Ilitioirs it inay ba advisable to ieinove Ilio iriaiiaoil allogollrer arid sail uilder headsail only. Providing lhese simple ptecnutions are laken Ihe aulopilol will bc able lo inaii\lniii coriipcleIrl cor~lrol iii gale lorco condilinris. Passage makiny uiider automatic pilot is a very l~leasni~l cxl~eiicrice w&ii can lead lo llic IciiilAnlioii ol Iclnxing (JelllKIIlelit walch. lliis IlltJSl always I>0
avoided rio mallor how clear Ilie sea riiny
Wlie~o maximum COIIISO keeping accuracy is rcctuiiod llie auloinnlic sea slale coriltol iiiay 110 iiiliibilcd by - 1 arid -I I keys logelhcr OIICC.
appear lo be lleiiictiibcr. a Iargo sliip caii have1 Iwu miles iii live iniiiulcs - jusl Ilie lime il lakes lo maho a cup of collcc! 701E f3AG (ce~ I.ICI. oouq A special zip top patldcII I~ny made li0111 Icru~Jli PVC is available lo prolccl arid sluw your /\lJto~lelJJJ ~INJ is EJVailatJlLI lro111 Aulohelm slockisls. Wfll IllllQ
th IlOt SlUW y0lJr /\Uk2helIIi ill B iU&eI
lo heel excessively. 0 Ease Ilic iiiainslieel lravellef lo leeward lo redi~cc liccli~ig arid weallit helm. 0 II iicc:essary rcel he mainsail a lilllo enily 11 is atso advisalh whenever possible lo avoid sailing willi llie wind dead aslorn itI very strong winds and large seas. Aulopilol aI;livily arid tlicit~lori? power
Vril\ b? iiiCWaSd btJ\
liable lo IlI~otliiig Ly bilge water. l Do nol leave your Autoholin in a lockoi 0~01 llie vririler lay ul) period.
COIJIS~ keepiiig accuracy will be iiiaririiised. I110 autoinalic sea slale coiiliol is iesloied by picssiiry Ihc -1 aird i \ keys tOgdlie1. tloto: Engayiiiy lhe iiiilol~ilc~l (l~usliiiq Aiilo) of ongagiiiy llrc wiiidvaiie (bolti iett keys logell~cr) will always rosloIo Ihe aul111iiatic sea slate ccJl~ucJl.
All Iiiovicig prls of Ilie sysleii\ Iwo tU1 tile at the lX.tOly. tJeCll lUbJlcqted llro mtire Ullil
Tlierclora (\o maiiltcilancc wll~~~sI~!vcr will be requbed. Sho~rld a lault develop,
oiigirinl packing cast lor ieljaii and seiviciiq. which will bo cniiied 0~1 slleedily aricl al a ri\orleinle cosl.
20 -m-d -
SEffVlCE CENTf3ES - UK, Eke and Ctxmncl Islands
._._-._. _-. _. -.1 he producl can bo relurned trcighl preqaid lo Ihe aultlorised Dislribulor or ils apt~oinled Service Cenlres in lhe counlry in which the producl is being used. tl will lhen be serviced and returned direcl \o the sender on Ihe basis lhal Ihe Dislribulor or Service Cenlie will supply any pails used lree 01 charge bul Ihe sender will be invoiced tor Ihe necessary labour and relu~ri stdprnenl al Ihe local rale.
tJaulech or ils appoinled Oislribulors or Service Cenlres will, subjecl lo Ihe condilions below, reclify any failures in Ihis product due lo laully manulaclure which becomeapparenl within Iwo years 01 ils purchase dale. Equipmen\ used in The counlry 01 purchase should be senl direclly lo the aulhorised Dislribulor lor Ihnl counlry OI ils appoinled Service Cenlres The ptoducl wilt lhen be serviced lreo 01 charge and relurned promplty direcl lo Ihe sender. Equipmenl used oulside Ihe counlry ol purchase can be eillren(. i a Relurned lo Ihe Dislributor or Dealer in whose counlry or Iron1 whom Ihe equiprnenl was originally purchased - il wilt lhen be serviced lree 01 charge and promplty relurned direct lo Ihe sender, or
CONDITIONS 1 ho warranly is invalidit:a. The producl has been misused, inslalled or operaled nol in accordance with the slandards delined in Ihis manual. b. ttepairs have been nllcmpled by persons olher Iliaii FJaulech approved Service personnel.
AFTER SALES SERVICE
-Should lor any reason yot~r Aulotielm require allenlion ensure Ihal you relurn il lo one ol our Aulhorised Service CeriCes. You will lind a lisl enclosed.
-.Each service cenlre is lrained and ertuil~pcd lo provide experl allor~liori lo your Aulot relni.
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