Raymarine Autohelm 5000 Analog Autopilot Manual
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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.
Installation and Operating Handbook
The Autohelm 5000 is a modern high performance autopilot specifically developed for sailing and motor vessels of up to 40(13m) LOA. It is exceptionally easy to operate and its advanced micro-electronic control circuit gives outstanding steering performance. The Autohelm 5000 is distinguished by its automatic course locking capability which permits change-over from manual to automatic steering by a single push-button control. From then on the original heading is rigidly maintained by the automatic trim system which continuously monitors trim changes and offsets the mean wheel position to compensate. In addition, the rate of wheel rotation is regulated in proportion to the rate at which the vessel moves off course, giving the Autohelm 5000 the smooth steering capability of an experienced helmsman. The basic system comprises a Drive Unit and Control Unit inter-connected by a pluggable multi-core cable. A complete range of optional remote control accessories are available which are also pluggable to the Control Unit. After fitting the system it is only necessary to make a single adjustment to the Control Unit in,order to match the systems response range to the character of a particular vessel. The Autohelm 5000 is exceptionally easy to install and prepare for sea trials. Sound installation however is vital if the systems high standard of performance and reliability is to be achieved. The installation notes should be followed carefully and in cases where special advice may be needed you are encouraged to contact our Technical Sales Department where expert assistance is always available.
I.O SYSTEM DESCRIPTION
The Autohelm 5000 is a modular system that can be built up from a minimum number of standardised units to match the individual requirements of a wide range of sailing and power vessels. The rudder drive system may be chosen from a range of rotary, linear and hydraulic drive units to best suit the vessels particular steering system. The most basic installation (Fig. 1) consists of a control unit inter-connected by a pluggable cable system to a drive unit. This installation would be suitable for a motor vessel with a single enclosed steering position, and where no requirement exists for remote control facilities. Hand-held remote control unit type DO73 may be plugged directly into the Control Unit auxiliary socket. A simple remote control installation is illustrated in Fig. 2. The auxiliary control unit repeats the basic working controls of the main control unit and is suitable for extending autopilot control to a secondary steering position. Alternatively, in the case of a sailing yacht for example, the auxiliary control unit provides a watertight cockpit control enabling the control unit to be mounted in a protected position below deck. The full remote control system (Fig. 3) provides the addition of a hand-held remote control unit.
DRIVE UNIT CONTROL UNIT
DIRECT REMOTE CONTROL (D073) (OPTION)
.20 AMP FUSE
Fig. 1 Basic System
20 AMP FUSE
Fig. 2 Basic Remote Control System
DRIVE UNIT f \ CONTROL UNIT
HAND HELD REMOTE CONTROL (0093) REMOTE SOCKET m
D C SUPPLY
AUXILIARY CONTROL UNIT
Fig 3 Full Remote Contrd System
1.l CONTROL SYSTEM 1.1.l CONTROL UNIT
The control unit is common to all installations and is provided with six metres of multi-core cable with pre-connected plugs and sockets to connect to the drive unit. It houses the main control circuit PCB together with the automatic course following compass system. The control unit case is splash proof, but not watertight, and is, therefore, intended for mounting in a dry and protected position. Two sockets are provided on the rear case for connecting the drive unit and remote control system.
Rotary controls for course alteration, rudder response and sea state are grouped on the control unit facia, together with the push-button primary working controls. A secondary gain control is inset into the rear case to allow adjustment of the systems rudder response range to match the widely differing steering characteristics of both planing and displacement vessels. The control unit is suitable for use on 12 volt systems.
r142mm (5 VI
1.1.2 REMOTE CONTROL ACCESSORIES
1.I.3 AUXILIARY CONTROL UN IT
Autopilot control may be transferred to the auxiliary control unit by depressing the Remote push-button on the main control unit facia. The auxiliary control unit is watertight and designed for flush mounting in severely exposed positions. It is provided with six metres of cable terminated in a waterproof plug for direct connection to the control unit. A connector is situated on the rear case for connecting handheld remote control deck socket.
(3.2) 81 mm
1.1.4 REMOTE CONTROL UNITS
The remote control is a hand-held unit that enables the autopilot to be overriden and the vessel to be power steered from anywhere on board. The unit is fitted with a six-metre flying lead, Type DO73 is suitable for direct connection to the Control Unit auxiliary socket. Type DO93 is fitted with a waterproof plug for connection to a waterproof deck socket.
Auxiliary control Unit DO69
86mm (3 38)
35mm I1 38)
1.15 REMOTE SOCKET
The remote socket provides a watertight socket for the hand-held remote control. The socket is supplied with 6 metres of 3 core cable terminating in a plugfor direct connection to the Auxiliary Control Unit.
1.1.6 CABLE EXTENSION
The cable extension facilitates the lengthening of all multi-core cables in six-metre increments. The extension cable is terminated with compatible waterproof connectors for insertion into the cable harness in the positions shown in Fig. 3.
Hand Held Remote Control Unit (D093t (0073) Direct Remote Control Remote Socket DO91
1.I.7 CATALOGUE NUMBERS
CONTROL SYSTEMS Control Unit Auxiliary Control Unit Remote Control Direct Remote Control Remote Socket Cable Extension DRIVE SYSTEMS Rotary Linear Hydraulic 2068 DO69 DO93 DO73 DO91 DO59 12v only Z2071
1.2 DRIVE SYSTEMS
Mechanical steering systems may be driven by either a rotary or linear drive unit. Some steering systems are fitted with an autopilot drive shaft, and in such cases the choice of a rotary drive system is straightforward. In general, if a drive shaft exists and lost motion does not exceed 2% of total rudder movement, the rotary drive unit becomes the most economic choice. In all other cases the linear drive unit will provide the simplest installation since it may be connected directly to a tiller link on the rudder stock. Total independence of the mechanical steering linkage also allows the linear drive unit to be used to power steer the vessel in the event of steering linkage failure, and this is an important safety feature. In addition, minimisation of working parts improves the overall efficiency of the rudder drive system and reduces lost motion to an absolute minimum. All vessels with hydraulic steering systems will require a hydraulic drive unit.
1.2.1 ROTARY DRIVE UNIT
The output shaft is driven by a continuously rated servo motor via an efficient reduction gearbox. The gearbox is dry lubricated to permit operation in any attitude. A fail safe friction clutch within the gear train engages automatically when the autopilot is switched to Duty and will disengage instantly even under extreme load when the autopilot is switched to Set. Supply voltage Peak output torque Maximum shaft speed Power consumption (typical average) Suitable for vessels up to 12 volts 240lb.in. (27Nm) 18 rpm 1 S-3 amps 40ft. LOA (12m)
175mm (6.88) 2 Holes: 12Smm (0.5) diameter r i
1.2.2 LINEAR DRIVE UNIT
The output ram of the linear drive unit is driven by a declutchable re-circulating ball leadscrew which enables the drive unit to.be permanently coupled to the rudder stock via a simple crank or tiller arm. The drive is automatically engaged by means of an internal friction clutch when the autopilot is switched to Duty and will disengage instaltly even under heavy load when the autopilot is switched to Set or Off. Supply voltage Peak thrust Maximum stroke speed 12 volts 550lbs (225Kg) 1.2in./sec. (30mm/sec.) 12in. (300mm) 27.5in. (700mm) 1 Oin. (260mm)
proof auxiliary control unit. The auxiliary control unit would normally be mounted in the cockpit adjacent to the steering position and the control unit situated below in a suitably protected position. The compass within the control unit is capable of satisfactory operation at roll and pitch angles of up to -r-30 degrees. The control unit should, therefore, be positioned as near to horizontal as possible to maximise gimbal action in all directions. In the case of a sailing yacht where sustained heel angles may on occasions exceed the above limit, it will be necessary to readjust the control unit to a near horizontal position on each tack. To faciliate this, the control units suspension frame should be mounted parallel to the direction of the heel axis.
2.1.2 AUXILIARY CONTROL UNIT
The Auxiliary Control Unit is connected directly to the auxiliary connector on the Control Unit. The unit is waterproof and should be positioned close to the steering wheel. It is designed for discreet flush mounting and a pattern is provided to assist panel cutting before fitting. Matching black self-tapping screws are provided to secure the auxiliary control unit facia in position. A good quality silicone sealant should be used to seal between the facia and the mounting panel.
2.1.3 HAND-HELD REMOTECONTROL SYSTEM
It is usually desirable to arrange for operation of the hand-held control unit from anywhere on deck. For this purpose up to two remote sockets may be strategically positioned to make this practical without the need for long and potentially hazardous flying leads on the hand-held unit. In the case of a sailing yacht for example, one socket position in the foredeck area and another in the cockpit usually makes a perfect arrangement. The sockets are flush mounted and a pattern is provided to simplify panel cutting. Matching black self-tapping screws are also supplied. A good quality silicone sealant should be used to seal the joint between the socket facia and the mounting face. When more than one remote control socket is required, the three core interconnecting cables may be paralled together using a standard cable junction box before connection to the Auxiliary Control Unit.
2.2 DRIVE SYSTEM
The following notes describe the installation of both the rotary and linear drive units. equally spaced caphead screws, and may be rotated through 90 degrees to provide a more convenient mounting position if required (Fig. 6) tn some cases, it may be necessary to fabricate a special frame to mount the drive unit. It should be noted that chain tension can exceed 3OOlb (.l.50kg), and thus an extremely rigid mounting structure is vital to maintain good chain alignment. Installation failures frequently occur in this area, and as a general rule it is desirable to over engineer the drive unit mounting.
2.2.1 ROTARY DRIVE UNIT
The rotary drive unit is coupled to the vessels steering mechanism by a simple chain drive. Most steering gear manufacturers supply special autopilot drive attachments and many include this facility as standard. Fig. 7 shows recommended rudder hardover to hardover times for both planing and displacement vessels up to 42 feet (13m) LOA. The charts shown in Fig. 8 enables the chain reduction ratio for optimum rate of rudder application to be selected for both planing and displacement vessels. To use the charts, it is first necessary to determine the number of turns of the driven sprocket when the rudder is driven from hardover to hardover. Example: A 40 foot (12m) LOA displacement vessel requiring two turns of the driven sprocket to drive the rudder from hardover to hardover will require a chain reduction ratio of approximately 3:l (as indicated by the dotted line on the chart). The table on the left hand side of the chart gives suitable sprocket combinations. In this example, the required reduction ratio of 3:l would be best achieved by a 38 tooth sprocket driven by a 13 Mti.mcket on the drive unit. It should be borne in mind that the reduction ratios recommended are for the average case and that vessels broadly classified by length and hull type can vary significantly in steering characteristics. Selection of the correct chain reduction ratio is not over critical however, and any slight mismatch can usually be corrected later during sea trials by an adjustment to the gain control on the control unit. Standard 3W pitch chain is recommended for the chain drive. Sprockets of 13, 15, 17, 19 and 25 teeth are available as standard accessories. Bore and keyway dimensions for the drive unit sprocket are detailed in Fig. 4. If sprockets other than those supplied by Nautech are fitted, it is essential that bore and keyway dimensions specified in Fig. 4 are strictly adhered to. The recommended driven sprockets tabulated In Fig. 8 are common standard sizes and should be obtainable from local suppliers of chain drive equipment. All sprockets must be keyed and grub screwed to their shafts, and finally secured with Loctite. The drive unit is mounted by bolting to a substantial frame member (Fig. 5). The 1 shaped mounting foot is secured by four
3.22-3.24mm (0.127-0 1275) 1
9 46-mm (0.3725-0.3765l
/ 127mm (0.5)
Rrovision must also be r;;ade for chain adjustment, which is most easily achieved by removable shims placed under the mounting foot, or by elongated clearance holes in the mounting frame as illustrated in Fig. 6. Both sprockets must be accurately aligned to run in the same plane, and this must be carefully checked by means of a straight-edge. The grease lubricated gearbox permits mounting of the drive unit in any convenient attitude without risk of oil leakage. The drive units sprocket may also face any direction, since steering sense can be corrected by means of a phase switch located in the control unit. Finally, the chain should be tensioned until it is just tight and contributes negligible lost motion to the drive system. Total lost motion between the driven sprocket attached to the steering system and the rudder stock should not exceed 2% of total movement. If lost motion exceeds this level, it should be corrected, otherwise steering performance will be impaired.
Fig. 8 Fig. 7
HARDOVER-HARDOVER TIME RECOMMENDATIONS
2.2.2 LINEAR DRIVE UNIT
The linear drive unit couples directly to the rudder stock at the tiller arm length recommended in Fig. 9. It is usually preferable to couple the linear drive unit to the rudder stock via an independent tiller arm (Edson offer a standard fitting). In certain cases, however, it may be possible to couple the pushrod to the same tiller arm or rudder quadrant employed by the main steering linkage. It is important to note that the linear drive system can exert a thrust of 550lbs. If any doubt exists about the strength of the existing tiller arm or rudder quadrant the steering gear manufacturer must be consulted. The method of bolting the pushrod ball end to the tiller arm or rudder quadrant is illustrated in Fig. 11. It is vitally important that the coupling bolt is fully tightened and the nut locked by means of the locking tab provided. The standard ball end fitting will allow for a maximum angular misalignment between the pushrod and the tiller crank plane of rotation of up to 5. Accurate angular alignment is extremely important and under no circumstances should the above extreme limits be exceeded. The body of the drive unit is mounted by bolting to a substantial frame member (Fig. 10). As a general rule it is desirable to over engineer the linear drive units mounting structure to ensure reliability and maintenance of correct alignment. An excessively fletibk mount can also severely impair the steering performance of the autopilot. It is important to ensure that the total rudder movement is limited by the rudder stops built into the vessel rather than the end stops of the linear drive output. LINEAR DRIVE TILLER ARM LENGTHS
*- 1-._., lI: *;L.-.yy
I 9 I 30
I 35 LOA
I 12 I 40
METRES I 13 FEET
2.2.3 HYDRAULIC DRIVE UNIT
The hydraulic drive unitshould be mounted clear of spraj/ and the possibility of immersion in water. It should be located as near as possible to the hydraulic steering cylinder. It is important to bolt the hydraulic drive unit securely to a substantial member to avoid any possibility of vibration that could damage the inter-connecting pipework. The drive amplifier (Fig. 13) should be mounted between the drive unit and the power supply (batteries) in order to minimise the total length of power cable. It should also be mounted in a position clear of bilge water and spray. The drive amplifier is mounted by first removing the cover marked Autohelm and bolting or screwing to a suitable vertical bulkhead through the four holes in the.base (Fig. 14). There are three basic types of hydraulic steering system (Fig. 12). Typical connection points for the drive unit are shown in each case. In all cases it is strongly recommended that the steering gear manufacturer be consulted. The drive unit valve block is tapped l/4 BSP to accept suitable pipe fittings and Dowty sealing washers are supplied (Fig. 15).
222mm (8 7)
Fig. 13 Drive Amplifier CONTROL UNIT COiVfylECTlON SOCKET POWER SUPPLY CABLE fve I
EARTHING TERMINAL Fig. 14 Drive Amplifier Wiring
DRIVE UNIT CONNECTION
Two Line System
Two Line Pressurised System
Three Line System
PRESSURISED RESERVOIR LINE
Minimisation of hydraulic fluid loss during connection of the drive unit will help to reduce. the time and effort required later to bleed the system of trapped air. Absolute cleanliness is essential since even the smallest particle of foreign matter could interfere with the correct function of precision check valves in the steering system. When the installation has been completed the hydraulic pump may be operated by switching the control unit to Duty and operating the Steer control. Greater motor movements will be obtained if the gain control on the course computer is set to No. 10 and the rudder control set to maximum. The hydraulic steering system should be bled according to the manufacturers instructions. From time to time during the bleeding process the drive unit should be run in both directions to clear trapped air from the pump and inter-connecting pipe work. If air is left in the system the steering will feel spongy particularly when the wheel is rotated to the hardover position. Trapped air will severely impair correct operation of the autopilot and the steering system and must be removed. During the installation of the system it has not been necessary to keep track of the connection sense to the hydraulic steering circuit since operating sense of the autopilot can be corrected if necessary by reversing the polarity of* pump drive motor connections (see section 3.3.1). To check correct phasing of the_autopilot, switch to Duty and rotate the Steer control clockwise. If phasing is correct starboard rudder movement will result. If opposite rudder movement occurs, reverse the phase switch direction to correct as described in Section 3.2. The gain control located on the back of the Control, Unit sets the rudder response of the autopilot to match the particular installation. The recommended gain control setting is given in Fig. 16.
CONNECTION OF HYDRAULIC LINES TO PUMP
DOWTY SEAL BSP FITTING
Assembly for W BSP Line Fitting Fig. 15 DOWTY SEAL I h NPT FllTlNG
Assembly for l/d NPT Line Fitting
RECOMMENDED GAI N CONTROL SETTINGS
_# __.ii. 15 /
GAIN CONTROL AVERAGE SE-tllNG Fig. 16 13
2.3 CABLING AND POWER SUPPLIES
2.3.1 SIGNAL CABLING
Cable inter-connections between system subunits are shown schematically in Figs. 1, 2, and 3. The interconnecting multi-core cable between the control unit and drive unit is 20 feet (6m) long, and is supplied with the control unit. All other interconnecting cables are supplied with their related sub-unit and are also 20feet (6m) in length. All 7 core cables are supplied with pre-wired waterproof connectors and are extendable in 20 feet (6m) increments by the addition of standard cable extensions (Cat. No. 059) as shown in Fig. 3. Cable connector clamp nuts should be securely tightened to ensure watertight joints. All cables should be run at least 3ft (1 m) from existing cables carrying radio frequency or pulsed signals, and should be clamped at 1.5 foot (05m) intervals.
2.3.2 DC SUPPLY CABLE
As a general rule the DC supply cable to the drive unit should be kept as short as possible, and have a conductor area of 1.O sq.mm per metre run to minimise voltage drop. Example: Length of cable Conductor area Cable size 2.5 sq.mm 50/0.25mm Up to 2.5m Upti4m 4 scpnm 56/0.3mm The two supply cables must run directly from the vessels battery or alternatively from the main distribution panel, and a 20 amp fuse or overload trip should be included in the circuit. It is important not to tap into supplies to other into supplies to other equipment to avoid the possibility of mutual interference. The drive unit is supplied with 1.5ft (0.5m) power supply cable tails. These should be connected to the main power supply cable via a heavy-duty terminal block. The red cable tail should be connected to the positive supply and the black cable to the negative supply. If polarity is accidentally reversed the equipment will not operate, but no damage will result. The drive unit case must be bonded to the metal hull or engine frame and a heavy duty conductor (2.5mm2) should be used for this purpose.
3.1 BASIC PRINCIPLES
The following description of the Autohelm 5000 principle of operation will help in providing a complete understanding of its controls. The control unit houses an extremely sensitive autosetting electronic compass. When the autopilot is in operation, deviation from course is continuously monitored by the compass and corrective rudder is applied by the drive unit to return the vessel to course. The amount of applied rudder is proportional to the course error at any time, and thus when the original course is restored the rudder will be neutralised. The amount of the rudder applied for a given off-course error is adjustable to match both the steering characteristics of the vessel and speed through the water. A vessel with a small rudder for example, will require more corrective helm than a similar sized vessel with a larger rudder. Similarly, a high speed power boat will require considerably less corrective helm at planing speeds than it will at lower displacement speeds (Fig.1 8.) The characteristic which distinguishes the Autohelm 5000 is its ability to make automatic correction for changes in trim or weather helm. When changes in trim occur the set course can only be maintained by the application of permanent rudder offset to restore balance. Many automatic pilots are incapable of this and will allow the vessel to bear on to a new heading to achieve a new state of balance. Under these circumstances the Autoheim 5000 detects that the original course has not been restored and will continue to apply additional helm in the appropriate direction until the vessel returns to the original heading. This facility ensures that the originally set course is held irrespective of changes in balance that may occur during the course of a passage. DUTY Push to fully energise the autopilot for automatic steering duty. REMOTE Push to transfer basic automatic pilot control to the auxiliary control unit. SEA Rotate to adjust compass sensitivity to suit sea conditions. In position 0 the compass is fully sensitised for operation in calm sea conditions. Clockwise rotation to position 7 progressively densensitises the compass for operation in rough sea conditions. Adjustment of this important control is fully discussed later. R U D D E R Rotate to adjust rudder response. In position 0 rudder movement is minimised. Clockwise rotation to position 7 progressively increases the amount of applied rudder. Adjustment technique is fully discussed later. STEER Rotate counter-clockwise or clockwise to alter course to port or starboard respectively. Each scale division represents 5 degrees of course alteration. The steer control will rotate automatically when the control unit is switched to Set. The controls on the rear case are used to adjust the auto-pilots response to suit the particular installation and the vessels steering characteristics. Each control has the following functions: GAIN Presets the overall system gain to compensate for variations in the mechanical reduction between the drive unit and the rudder and the vessels steering characteristics. For initial sea trial purposes this control is set according to the recommendations given in Fig.1 8. PHASE SWITCH The phase switch is located on the internal PCB and is accessible by removal of a blank rubber grommet from the rear case. The phase switch reverses the direction of corrective rudder action and its setting procedure is described later. NB Recommended gain control settings for hydraulic drive installations are given in the hydraulic drive unit instructions.
3.2.1 CONTROL UNIT
Fig.1.I shows the position of all controls. Each control has the following functions: OFF Push to de-energise the autopilot. The electromagnetic clutch in the drive unit is disengaged for manual steering. SET Push to energise the compass circuit and initiate the automatic compass setting sequence. The compass is finally set to the manually steered heading when both the red and green pilot lights are extinguished.
RECOMMENDED GAIN CONTROL SETTINGS
DRIVE UNIT SOCKET
AUXILIARY CONTROL SOCKET
l-l Fig. 17 PHASE SWITCH / 7 I I Fig. 18
I 9 I 30 ,_ _s.,.
I 11 I 35 LOA I
3.2.2 AUXILIARY CONTROL UNIT
Autopilot control may be transferred to the auxiliary control unit (Fig.1 9) by depressing the Remote push-button on the main control unit facia. Two independent rotary switches are provided on the auxiliary control unit. The first permits Mange-over betweenSet and Duty modes. The second control permits remote alteration of heading. Switch movement to the left or right initiates course alteration to port or starboard respectively at approximately one degree per second.
3.2.3 REMOTE CONTROL UNIT
The hand-held remote control unit (Fig.20) enables the autopilot to be switched out and the vessel to be power steered from anywhere on board. Its flying lead may be plugged into any one of the remotely positioned waterproof sockets and should be switched to Auto for normal automatic steering operation. The autopilot may be overriden by switching to Manual and the vessel then power steered by means of the control wheel. The automatic trim system continues to operate in the manual steering mode and a straight course will be steered when the boat on the control wheel is aligned with the remote control centre line. The original course is remembered and will be resumed immediately the change-over switch is returned to Auto. If the vessel has been power steered by the remote control for a long period it is important to check that there is no chance of collision when the original automatic heading is acquired by switching back to Auto. 16
4.0 FUNCTIONAL TEST PROCEDURES
The following functional test procedure is recommended before attempting sea trials.
4.2 AUXILIARY CONTROL UNIT
0 Switch the auxiliary control unit to Set and then depress Remote on the main control unit. In this position the compass automatically sets to the present heading. 0 Switch the auxiliary control unit to Duty and check that.the drive unit clutch is engaged by attempting to rotate the steering wheel.
4.1 MAIN CONTROL UNIT
0 Switch to Set and observe that the compass automatically sets to the present heading. The Steer control will rotate while the compass is setting and slow down as the null position is approached. When the compass is finally set both pilot lights will be extinguished. 0 Switch to Duty and check that the drive unit clutch is engaged by attempting to rotate the steering wheel. 0 Adjust the Sea and Rudder controls to 0. Then adjust the Steer control one or two divisions clockwise and then counterclockwise. The steering wheel should rotate in the same direction as the Steer control. If opposite wheel rotation occurs, reverse the phase switch. (A small screwdriver will be required to operate the phase switch after removal of the blank rubber grommet from the rear case). 0 Increase Rudder control setting and note that larger wheel movements result when the Steer control is adjusted.* Increase theSea control setting and note that larger movements of the Steer control are necessary in either direction b.efore steering wheei movement commences. The automatic trimming capability of the autopilot can be observed by the following test: Switch to Set to realign the compass. Then switch to Duty and offset the Steer control by approximately two divisions i.e. approximately 10 degrees of heading change. This effectively simulates a condition where the need for standing helm has developed and the vessel is not returning to course. You will notice that after an initial fixed helm has been applied the drive unit continues to apply further helm movements, but at a much slower rate. If left in this condition the wheel will eventually rotate hardover. If, however, the vessel is moving through the water the progressive application of additional helm will eventually return the vessel to its original course with the necessary standing helm applied. This can be simulated by rotating the steer control back to the original course position. The progressive application of standing helm will cease when the compass senses that the original course has been restored.
4.3 MECHANICAL TEST PROCEDURES
Before attempting sea trials it is important to verify that the vital link between the Autohelm 5000 drive actuator and the vessels steering system is free of obstruction and operating correctly. It is strongly advised that the following simple checks are carried out. Warning When the steering system is being moved manually or under drive from the actuator do not touch any part of the system, sprockets, chains or limit stops. The forces exerted are considerable and could cause injury. Rotary Drive Unit Locate the actuator and with an assistant to turn the main steering wheel switch on the pilot. 0 Press Set - turn the steering wheel from hardover to hardover. 0 Ensure that the chain and sprockets driving the actuator move freely and in alignment. 0 Ensure that chain tension is adjusted correctly (see 2.2.1) 0 Select Duty and rotate the Rudder control several turns to the right to drive the rudder hardover. 0 When the actuator drives the rudder onto the mechanical limit stops ensure that the mounting of the drive actuator shows no sign of movement. 0 Rotate the Rudder control in the opposite direction to reverse the rudder drive to the opposite end stop. Check for any movement.
Linear Drive Unit 0 Proceed as for rotary drive unit. 0 Check that at no point during movement of the steering quadrant and linear drive actuator from hardover to hardover does the actuator foul any part of the quadrant, steering mechanism or yachts structure. Any fouling under load could damage the drive actuator. 0 Check that the Drive actuator operates horizontally and that angular movement of the ball end fitting is minimal (So maximum). 0 Select Duty and rotate the Rudder control several times to drive the rudder hardover. 0 When the rudder is driven hardover check that the mechanical limit stop on the vessels steering system is reached before the actuator reaches its mechanical limit. 0 When the rudder drives hard against the end stop check there is no visible movement of the actuator mounting pedestal or the structure supporting it. 0 Rotate the Rudder control in the opposite direction and repeat the checks with the rudder driven hardover inthe opposite direction.
Hydraulic System 0 Proceed as for the rotary drive unit.
Check that all unions are tight and there is no seepage of hydraulic fluid. Select Duty and rotate the Rudder control several times to drive the rudder hardover. Rotate the Rudder control in the opposite direction and drive the rudder hardover in the opposite direction.
0 Check that the steering ram moves smoothly and that there is no excessive play or jerkiness in the movement. The performance of the Autohelm 5000 will only reach the designed levels if the installation of the actuator and steering system is correctly engineered and adjusted. It is strongly advised that these be checked before sea trials.
5.0 SEA TRIALS
Initial sea trials should be carried out in calm conditions and with plenty of sea room. The previously conducted functional test will have verified that the autopilot is operating correctly and that you are familiar with all of its controls. Check that the gain control on the rear of the control unit is adjusted to the setting recommended for the particular vessel category given in Fig. 3.1, Then set the Sea control to 0 and the Rudder control to 4. Initial sea trials on fast planing vessels should be conducted at no more than half engine throttle under which conditions the recommended mid-way setting of the rudder control should give acceptable steering performance. A mid-way setting of the rudder control will also give acceptable steering performance in sailing and displacement power vessels under all conditions for initial trial purposes. Fine setting of the Rudder control is discussed later. 0 When the autopilot is set to Duty return to manual steering may be instantly achieved by switching to Set or Off on the main control unit. It is very important to remember that manual control can only be obtained on the auxiliary control unit if the main control unit is switched to Remote. The importance of being able to regain manual control of steering must-be stressed. The Off button is coloured red for easy identification and manual take-over procedures should be practised at an early stage.
5.2 RUDDER CONTROL ADJUSTMENT
The gain control on the rear of the control unit has been previously set according to the recommendation given in Fig. 3.1. This control sets the range of adjustment available on the main panel Rudder control and in all but extreme cases should not need further adjustment. In all cases, excessive rudder application results in oversteer which can be recognised by the vessel swinging slowly from side to side of the controlled heading. In addition, distinct overshoot will be observed when the course is changed. This extreme condition may be corrected by reducing the Rudder control setting. Similarly, insufficient rudder application will result in sluggish steering response which is particularly apparent when changing course using the Steer control. This condition is corrected by increasing the Rudder control setting. Oversteering and understeering tendencies are most easily recognised in calm sea conditions where wave action does not mask basic steering performance. The operational adjustment technique for the Rudder control varies significantly between planing and displacement craft and is , described separately below.
5.1 FIRST TRIALS
.The following initial trial procedure is recommended: 0 Steer manually on to a fixed heading and hold the course steady. 0 Switch the autopilot to Set and allow up to 1.5 seconds for the compass to adjust automatically to the manually steered : heading. 0 Switch to Duty and the autopilot will automatically take control. In calm conditions an extremely constant heading will be maintained. 0 Increase the setting of the Sea control until a good heading is achieved with a minimum number of wheel movements. Correct setting of this control for varying sea conditions is essential to avoid unnecessary wear and tear on the autopilot and to minimise electrical power consumption. 0 Alter course to port or starboard using the Steer control on the main control unit, (or the Left/Right control on the auxiliary control unit with the main control unit switched to Remote). Major course alterations are best applied by switching to Set and then manually steering the vessel on to the new heading. When the new course is acquired, hold for a few seconds and then switch the autopilot back to Duty to maintain the new heading. 0 If a hand-held remote control is fitted, switch from Auto to Manual and then power steer the vessel by the control wheel. Switch back to Auto and the vessel will return promptly to the original heading.
5.2.1 PLANING CRAFT
Planing craft operate over a very large speed range. Rudder effectiveness increases very significantly at higher hull speeds and it is thus necessary to reduce the Rudder control setting as speed increases to avoid oversteer. In normal cases the rudder control setting would be reduced almost to 0 at maximum planing speed and increased towards 7 at minimum displacement speeds. Oversteer can be extremely violent at planing speeds and it is thus essential to reduce the rudder setting before opening the throttle.
5.2.2 DISPLACEMENT POWER VESSELS
The Rudder control setting is much less critical on this type of vessel and it is not normally necessary to change the setting for different engine speeds. As a general guide initial testing should be carried out at setting 4 and reduced as much as possible consistent with good heading control to minimise wear and tear on the steering system.
5.2.3 SAILING CRAFT
Sailing craft average hull speeds do not vary greatly and thus the Rudder control setting can remain fixed most of the time. Initial testing should be carried out at setting 4. Sailing craft, however, are particularly stable when sailing close hauled and under these conditions it is usually possible to reduce the Rudder control setting to minimise rudder movement and hence power consumption. Conversely, when sailing down wind, directional stability is least, and improved course holding will result from increasing the rudder setting. The optimum range of adjustment is easily found by experiment.
a u t o p i l o t s
Raymarines Autohelmright Autopilot choice. Series the
Radar Navigation Aids Instruments Autopilots Fishfinders Communications Software Systems
When it comes to autopilots, there is one name that stands above the rest. Raymarine is synonymous with performance, reliability and ease of use. With a comprehensive range of pilots to choose from, whatever type of boating you enjoy cruising, racing or fishing an Autohelm Series autopilot from Raymarine is the right pilot for your boat.
Raymarine the intelligent choice of pilot.
No matter which model you choose, every Raymarine pilot is packed with intelligent features. From a basic tiller pilot to a powerful inboard system, each comes with a simple, intuitive keypad for easy operation and a clear, functional LCD display to keep you informed (option for SportPilot). SeaTalk and NMEA compatibility allow you to integrate the pilot as part of a complete Raymarine navigation system. Set the pilot to steer a course, track to a waypoint from your GPS or chartplotter, or steer to the wind. Additional control units and hand held remote controls ensure you remain in complete command anywhere on board. Behind the scenes, intelligent software and proven hardware have earned Raymarine a reputation for building the worlds finest autopilots to steer your boat in all conditions. Some of the features you will find in Autohelm pilots from Raymarine: Informative and versatile LCD display. Simple push-button control keypad. SeaTalk/NMEA compatible. Track to waypoint from GPS or chartplotter. Instrument/navigation Datapages. Remote control and multi-station option. AutoTack (programmable turn). Steer to wind angle - True/Apparent. Rudder angle display.
AST Advanced Steering Technology: state-of-the-art software, for new G-series course computers with built in rate gyro, gives superb steering performance and boat handling (see page 37). AutoLearn: When fitted with the 150G/400G core packs, the ST6001 and ST7001 inboard pilots learn your boats handling characteristics for optimum pilot performance. SeaTalk Networking: The world renowned on-board plug and play solution for connecting multiple remote autopilot displays and connecting to Raymarine integrated navigation systems. Data pages: Customize your favorite navigation information to be displayed as you would like to see it.
Right choice the world over
In a recent survey of over 130 transatlantic yacht skippers, 70% use an Autohelm from Raymarine to get them safely across the ocean*, and in the worlds toughest single-handed yacht races, youll find Raymarine autopilots steering the boats day and night, all over the globe. No wonder the worlds top boat builders fit Raymarine as standard equipment.
With literally millions of miles of experience in steering all kinds of boats, its no surprise that Autohelm (Raymarine today) pioneered all the major advances in autopilot technology integration with instrument and navigation systems, the fluxgate compass, push button steering, AutoSeastate, AutoAdapt, AutoTrim and now AST Advanced Steering Technology.
* Figures quoted in June 2001 Yachting World.
AutoTack: Tacks the boat through a preset, user-defined turn.
Automatic Compass correction: Automatically adjusts the compass to give accurate read outs and heading information on all headings.
Auto Speed Gain: Adjusts the amount of helm applied at different boat speeds for a smooth safe ride.
Wind Trim: When sailing to a set wind angle, the pilot will monitor subtle wind shifts and alert you if there is a long term shift which may affect your ability to hold a course. AutoSeastate and AutoTrim: Automatically adjusts for wind and sea conditions to hold the best course.
Remember, always take the fully laden displacement weight of your vessel into account, this is often 20% above the designed displacement, so dont be tempted to choose a pilot which will always be working at the limits of its designed capabilities. If you choose your pilot with safety in mind, it wont struggle when the going gets tough.
Course Memory: After a manual course change to avoid an obstruction, simply press down Auto for one second to return to your previous course.
Calibration Lock: Allows you to secure your customized settings from unauthorized access.
Selecting the perfectinboard pilot system.
An introduction to inboard autopilots
Inboard pilots must be powerful enough to handle the demanding loads applied to the steering system of larger boats. The drive unit of an inboard pilot is mounted below decks linking directly with the boats steering system all you see at the helm is the control unit. Raymarine offers a range of control units to suit your needs and style. To determine which drive unit you require, simply answer the questions in this chart. Once you have selected a drive, refer to pages 74 & 75 for detailed drive specification and part number information.
IS THE STEERING HYDRAULIC?
Selecting the right pilot
An inboard pilot consists of a drive unit, corepack and your choice of control units. The first step is to specify the correct drive unit to match your boat's steering system, displacement and size. Use the flowchart (right) and specifications on pages 74 & 75 as a guide*. Next, select the appropriate corepack; T150/T400 or G-series 150G/400G course computer (with AST and built-in gyro). Finally, choose from ST7001, ST6001, ST600R or Raypilot 650 control units.
* We recommend that you consult a Raymarine approved dealer who can specify, install and commission the correct Raymarine system for your boat. An approved installation also carries our full worldwide 2 year warranty.
DOES THE STEERING USE CABLES?
IS THE CABLE SHEATHED?
IS THE STEERING PUSH PULL?
IS THE STEERING POWER ASSISTED?
CAN THE STEERING BE BACK DRIVEN?
HYDRAULIC PUMPS PAGE 75
UNIVERSAL STERNDRIVE PAGE 74
ROTARY DRIVES PAGE 74
MECHANICAL OR HYDRAULIC LINEAR DRIVE PAGE 75
Contains course computer, rudder reference and fluxgate compass.
Course Computers setting new standards in autopilot performance.
More powerful and rugged than ever before, Raymarine course computers serve as the central intelligence hub of our inboard pilot systems. Choose the standard T150 or T400 or the advanced G-series 150G and 400G course computer with built in rate gyro sensor. The G-series adds a new dimension to autopilot technology, delivering AST, AutoLearn* and FastTrim features as well as high performance heading output. 37
Advanced Steering Technology (AST)
Using AST (Advanced Steering Technology) software and a built-in rate gyro transducer, the new G-series course computers maintain a razor sharp course with smooth, crisp and controlled turns right onto your next heading. With a Raymarine GPS to guide it, your inboard pilot will track straight to your next waypoint making cross track error a thing of the past.
Intelligent AutoLearn function
With the new ST7001 and ST6001 control units, AST and AutoLearn* software learns your boats handling characteristics and automatically sets up your pilot for optimum performance. Fastrim AST corrects for any changes in standing helm needed to keep the vessel on course (e.g. weather helm or loss of one engine), keeping you right on course when the going gets tough. Sensitive Response AST allows you to retain complete control of how the pilot steers your boat to provide the most comfortable ride or conserve power on long sail passages. MARPA and Radar/Chart Overlay G-series course computers also provide accurate and stable heading data for MARPA and chart overlay functions on Raymarines Pathfinder radars and chartplotters.
* AutoLearn requires ST6001/ST7001 control unit with 150G/400G course computer.
Technical Specifications see page
superb AST* performance with AutoLearn** technology.
A powerful and versatile maxi-sized control unit, the ST7001 is really simple to use. Its large informative display and intuitive keypad give you quick and easy access to all pilot data, as well as up to 15 pages of selectable instrument or navigation data pages. Setting the pilot up could not be easier when installed with a G-series course computer corepack. Using advanced AST (Advanced Steering Technology) software, the ST7001 will AutoLearn your boats steering characteristics and automatically enter the optimum settings to give crisp, smooth turns and superb course keeping at all times. Ideal for longer passages, the response function controls how the pilot helms the boat, ensuring the most comfortable ride at all times while keeping you right on course.
ST7001 outstanding features
Large crisp LCD display with easy-to-read rudder angle indicator. Intuitive keypad and the proven Autohelm button control. SeaTalk networking enables the easy addition of multiple remote ST7001 and ST6001 control heads or multiple ST600R handheld remotes.
ST7001 Plus and ST6001 Plus 1. Master head ST7001 Plus 2. Master head ST6001 Plus 3. Optional ST6001 Plus flush mount 4. Course computer 5. Optional Raypilot 650 head 6. SeaTalk network 7. 12v DC 8. Fluxgate compass 9. Rudder reference 10. Drive units.
The ST7001 integrates with Raymarine SeaTalk instruments with up to 15 configurable data displays and GPS data. In addition the ST7001 can serve as a remote keypad control for ST60 instruments!
* With 150G or 400G course computer corepacks only. ** AutoLearn requires ST6001/ST7001 control unit with 150G/400G course computer.
Setting new standardsand AutoLearn*. the versatile ST6001 with AST
The ST6001 has become the benchmark for autopilot performance and styling, installed aboard more sail and motor yachts than any other inboard pilot. Perfect where space is limited, its clear LCD display with up to seven SeaTalk data pages allows you to monitor important navigational data. When installed with the new G-series Course Computer corepack, ST6001 will AutoLearn your boats handling characteristics, just like the ST7001 and will automatically set up your pilot for optimum performance.
Outstanding ST6001 features:
Compact and stylish control head matches Raymarine ST60 Instruments. Proven Autohelm button control. SeaTalk networking enables easy addition of multiple remote ST6001 and ST7001 control heads or multiple ST600R handheld remotes.
* With 150G or 400G course computer corepacks only.
ST5000 Plusall-in-one autopilot package for powerboats. PowerPilot an
A high performance pilot for powerboats, the ST5000 Plus PowerPilot is the right choice for mid-size sport and powerboats with systems available for hydraulic, outboard and power-assisted steering. Advanced software makes the ST5000 Plus the ideal pilot for both high speed passages and for trolling. The separate control unit is simple to use with an easyto-read display. As you would expect, SeaTalk and NMEA interfaces are standard, allowing you to steer to a compass course or direct to a waypoint from your GPS or chartplotter.
ST5000 Plus PowerPilot features
Complete "all-in-one-box" autopilot system. Patented external fluxgate compass for optimum performance and course keeping accuracy. SeaTalk networking allows for additional ST7001, ST6001 or ST600R remote display heads.
Data displays can be accessed via the display key (maximum of seven displays).
Designed for vessels with power assisted sterndrive or hydraulic steering (see specifications on pages 74 & 75).
Note: Not all sterndrive steering systems are supported. We recommend that you consult a Raymarine approved dealer who can specify, install and commission the correct Raymarine system for your boat. Or visit www.raymarine.com to learn more about sterndrive pilot installations.
ST5000 Plus PowerPilot system 1. Master head 2. Optional control heads (ST6001/ST7001) 3. Flush mount option 4. SeaTalk network 5. Rotary rudder reference 6. Fluxgate compass 7. Drives: universal I/O (see page 74), Hydraulic kit (see page 75), Sterndrive (see page 74) 8. NMEA GPS 9. 12v DC 10. Autopilot control head (rear).
SportPilot and SportPilot Plus
An easy-to-use and easy-to-fit pilot for powerboats with a single-station helm. Just line up on the desired course, turn the control stick to AUTO and let go of the wheel it really is that simple! When you want to steer again, grab hold of the wheel and steer as normal. With built in SeaTalk and NMEA interface, you can select a waypoint on your GPS or chartplotter and SportPilot will take you straight to it.
compact autopilot for powerboats.
Rapid user intervention allows the operator to shift the pilot from auto into manual by simply taking hold of the wheel. So simple select Auto and go! One of the easiest pilots to install. GPS waypoint navigation.
SportPilot Plus is ideal for smaller sport fishing boats* with easy speed settings for high speed pursuits or trolling, so you can prepare the bait while the pilot steers the boat. The standard SportPilot is ideal for sports cruisers and rigid inflatable boats.
Sportpilot installation note
Fits 0.75" and 1" tapered wheel shafts. Max. wooden wheel diameter for 0.75" and 1" steering shafts: 21" (540mm). Max. metal wheel diameter for 1" steering shafts: 18" (460mm). SportPilot Plus recommended for trolling speed applications.
SportPilot designed for boats up to 8.5m (27ft). SportPilot Plus for boats up to 10.7m (35ft).
* Check with your approved Raymarine dealer for the correct pilot for your boat.
SportPilot system and SportPilot Plus system (no rudder reference) 1. SportPilot or SportPilot Plus 2. Rear wheel connection 3. Optional autopilot control head 4. SeaTalk network 5. Linear rudder reference 6. Fluxgate compass 7. Rotary rudder reference 8. 12v DC.
ST5000 Plus SailPilotfor size sailboats. rugged performance medium
ST5000 Plus is the perfect autopilot package for offshore sailing yachts. The free running mechanical linear drive unit is mounted below decks, providing responsive steering in auto mode and friction-free movement in standby mode. The computer is integrated within the control unit for easier installation. ST5000 Plus is simple to use and a versatile addition to your navigation system. SeaTalk and NMEA interface with GPS and wind instruments and the large display repeats your choice of up to seven pages of navigation/instrument data.
ST5000 Plus SailPilot features
Designed for yachts up to 9000kg (19,800lbs) (see tech tip on page 44).
ST5000 Plus SailPilot system 1. Master head 2. Optional control heads (ST6001/ST7001) 3. SeaTalk network 4. Rotary rudder reference 5. Fluxgate compass 6. 12v DC 7. NMEA GPS 8. Linear drive 9. Autopilot control head (rear).
With its rotary steering control and power steer mode, Raypilot is a popular choice for motor and sportfishing yachts. Below decks, AST software in the new G-series course computer corepacks uses a built-in rate gyro to provide superb steering performance and also output highly accurate, stable heading data to Raymarine radars for MARPA and chartplotter overlay.
Raypilot 650 features
Large rotary course control with Power Steer mode for total helm control. Oversized LCD and rugged housing with trunnion mount bracket for console or overhead mounting. Multiple remote Raypilot 650 control heads can be added thanks to SeaTalk networking.
Raypilot with rotary course change 1. Master head Raypilot 650 2. Optional control heads (ST6001/ST7001) 3. Course computer T150/T150G/T400/T400G 4. SeaTalk network 5. 12v DC 6. Fluxgate compass 7. Rotary rudder reference 8. Drives (see pages 74 & 75).
* RayPilot 650 is compatible with all course computers (AST, FastTrim and fast heading data output require G-series course computer). AutoLearn is not available with RayPilot 650 control unit.
The powerful and compact ST600R is the ideal addition to any Raymarine autopilot system. Its push-button keypad gives full control of the autopilot, while the powerful LCD display allows you to monitor up to 21 pages of SeaTalk instrument and navigation data, keeping you in control anywhere on board.
autopilot remote control.
Full function autopilot control.* SeaTalk deck sockets can be added anywhere onboard for complete Autohelm control. Instrument/navigation data repeater. Up to 21 selectable pages of information. "Chapter and Page" menu to find data fast. Compatible with any Raymarine SeaTalk autopilot and SeaTalk instrument system.
*G-series course computer corepacks require either the ST7001 or ST6001 control heads for complete calibration and AutoLearn.
Optional SeaTalk handheld remote also available.
Selecting the right
tiller and wheel pilots.
Tiller Autopilot selection chart
The right pilot, correctly installed, will give you many years of dependable service in all weather conditions and will quickly become a valued member of the crew. Start by selecting the correct pilot for your needs. Consider the type of boating you plan to do, then match your boats steering system, fully laden displacement weight and length with the tables (right) to find the right pilot model for you.
ST1000 Plus ST2000 Plus ST4000 Plus ST4000 Plus GP P47 P47 P46 P46
Wheel Autopilot selection chart
ST4000 SportPilot SportPilot Plus ST5000 Plus Inboard Modular Inboard
P45 P41 P41 P42 P38/9
Extensive cruising and long offshore passages. Coastal cruising and occasional offshore passages.
ST4000 Plus Mk II Wheel Pilot
The innovative ST4000 Plus wheelpilot is equipped with the fully enclosed Mk II wheel-drive for simple installation and below deck autopilot performance. The separate ST4000 Plus control unit can be mounted where it is easy to reach and see. The patented fluxgate compass is mounted remotely for optimum performance. The LCD confirms pilot status and repeats up to seven pages of user-defined navigation data from your ST60 system. The rugged Mk II 4000 wheel drive unit is available as an upgrade for existing ST4000 systems.
Designed for vessels up to 8,500kg (18,700lbs) (see tech tip on opposite page).
with Mk II drive unit.
Belt driven autopilot for wheel-steered yachts up to 13,200lb (see tech tip opposite). Proven Autohelm series belt driven wheel pilot. Integrated control and compass unit makes installation easy and pilot can be quickly removed when not in use. Complete ST3000 details available at www.raymarine.com
Designed for vessels up to 6000kg (13,200lbs) (see tech tip opposite).
ST4000 MKII wheeldrive system 1. Drive only 2. Autopilot control head (rear) 3. Optional control heads (ST6001/ST7001) 4. Flush mount option 5. SeaTalk network 6. 12v DC 7. NMEA GPS 8. Rotary rudder reference 9. Fluxgate compass 10. Master head.
Autohelm Series and ST4000T Plus GP tiller ST4000T Plus
pilots for the serious sailor.
ST4000T Plus and ST4000T Plus GP
With its rugged drive unit, the ST4000T Plus range is the perfect pilot for larger tiller steered yachts. The fluxgate compass is separated from the drive unit for greater accuracy and the control unit can be mounted where it is always easy to reach. Full SeaTalk and NMEA compatibility means you can steer straight to a waypoint, lock on to a given wind angle, or simply set and follow a course to steer. Whichever you choose, the large clear display keeps you up to date and also acts as a multi-function instrument or navaid repeater. Used by the worlds top singlehanded race skippers, they are the perfect choice for the serious sailor.
ST4000T and ST4000T GP features
Unique Tiller pilot system with full function ST4000 Plus control head and remote mounted fluxgate compass. SeaTalk networking allows for additional ST7001, ST6001 or ST600R remote display heads. Powerful tiller drive unit is compact and unobtrusive.
ST4000T Plus and ST4000T Plus GP 1. Master head 2. 12v DC 3. NMEA GPS 4. Tiller drive 5. Flush mount option 6. Optional control heads ST6001/ST7001 7. SeaTalk network 8. Optional: fluxgate compass 9. Autopilot control head (rear).
ST4000T Plus designed for vessels up to 6000kg (13,200lbs) and ST4000T Plus GP for vessels up to 7,500kg (16,500lbs) (see tech tip on page 44).
Autohelm Series tiller pilots perfect crew members.
ST1000 Plus and ST2000 Plus
Invented by Autohelm in 1973, tiller pilots have consistently been the worlds most popular pilot ever since, setting the standard for performance, reliability and ease of use. Advanced features are standard. AutoTack lets you handle the sheets while the pilot tacks the boat and AutoSeastate intelligently keeps the boat on course while conserving power. Whether used as a stand-alone pilot or with a SeaTalk/NMEA GPS, the clear backlit LCD and six button keypad make these pilots safe and easy to use.
ST1000 Plus and ST2000 Plus features
Built in LCD display for easy setup, compass heading display, and waypoint navigation data display. SeaTalk networking permits multiple ST600R, ST7001 or ST6001 control heads to be connected. Seamless SeaTalk integration with other Raymarine equipment. NMEA 0183 compatible for GPS navigation.
Typical ST1000 Plus and ST2000 Plus tiller pilot displays.
ST1000 Plus and ST2000 Plus tiller pilots 1. Tiller drive 2. Bulkhead connection 3. SeaTalk network 4. 12v DC 5. NMEA GPS.
ST1000 Plus designed for yachts up to 3,000kg (6,600lbs). ST2000 Plus for yachts up to 4,500kg (10,000lbs) (see tech tip on page 44).
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