Installation and Operating Handbook

ANALOGUE

Autohelm 1000
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.

INSTALLATION

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.

Feedback Linkage

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.

Operation

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.

operation

'calm'

weather

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.

Watch-keeping

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.
Raymarine Ltd. Anchorage Park Portsmouth Hampshire PO3 5TD Tel 3611

Fax 4642

www.raymarine.com

Distributed by

Any reference to Raytheon or RTN in this manual should be interpreted as Raymarine. The names Raytheon and RTN are owned by the Raytheon Company.
ST6000 Plus Autopilot Control Unit Owners Handbook
Document number: 81133_3 Date: 1st April 1999

Title of handbook

Preface
Raytheon Electronics, as part of its commitment to continuous imrovement and updating, reserve the right to make changes, without prior notice, to the equipment, equipment specifications, and the instructions contained within this handbook. To the best of our knowledge, the information contained within this handbook was correct as it went to press. A great deal of care has been taken to ensure that this handbook is as accurate as possible. However, liability cannot be accepted for inaccuracies or omissions. Autohelm and SeaTalk are registered trademarks of Raytheon Electronics WindTrim, AutoTack, AutoTrim, AutoSeastate, AutoAdapt, AutoRelease and CodeLock are trademarks of Raytheon Electronics Copyright Raytheon Electronics 1996
ST6000 Plus Autopilot Control Unit Owner,s Handbook
This handbook contains information on the operation and installation of your new equipment. In order to obtain the best performance from your autopilot, please read this handbook thoroughly.
How this handbook is organised
This handbook is divided into the following chapters: Chapter 1: Introduces the autopilot, its features and its use. Chapter 2: Covers basic autopilot operation. Chapter 3: Explains how to use Track and Vane (WindTrim) modes and adjust autopilot performance, and summarises the ST6000 Plus alarms. Chapter 4: Explains how to use the CodeLock security feature. Chapter 5: Provides details on how to make adjustments to customise the autopilot to your particular vessel. Chapter 6: Explains how to install the ST6000 Plus. Chapter 7: Covers functional testing and initial calibration procedures after installation, and intial sea trials. Chapter 8: Provides general maintenance procedures. Chapter 9: Provides information to help you resolve any problems you may encounter with your autopilot. An index is included at the end of this handbook, followed by a template for the installation of the control unit.

Safety information

Passage making under autopilot control is an enjoyable experience that can, if you are not careful, lead to the relaxation of the permanent watch. A permanent watch MUST be maintained no matter how clear the sea may appear to be.

WARNING:

Remember, a large ship can travel two miles in five minutes just the time it takes to make a cup of coffee.
The following rules should always be observed: Maintain a permanent watch and regularly check all around for other vessels and obstacles to navigation no matter how clear the sea may appear a dangerous situation can develop rapidly. Maintain an accurate record of the vessels position either by use of a radio navigation receiver or visual bearings. Maintain a continuous plot of position on a current chart. Ensure the locked autopilot heading steers you clear of all obstacles. Make proper allowance for Tidal Set the autopilot cannot! Even when your autopilot is locked onto the desired Track using a radio navigation receiver, always maintain a log and make regular positional plots. Radio navigation signals can produce significant errors under some circumstances and the autopilot cannot detect this situation. Make sure that all members of crew are familiar with the procedures to disengage the autopilot. Your Raytheon autopilot will add a new dimension to your boating enjoyment. However, it is the responsibility of the skipper to ensure the safety of the vessel at all times by careful observance of these basic rules.

Setup and calibration options to suit each installation, giving maximum performance with many types of boat, with three calibration menus (user, intermediate and dealer) Raytheon CodeLock security support

1.2 Specification

Power Supply: 10 to 15V dc Current consumption: Standby: 60mA (less than 200mA with full lighting) Operating temperature: 0C to +70C (32F to 158F) Eight button illuminated digital keypad LCD display of heading, locked course and navigational data, with three levels of illumination Input connections for SeaTalk and NMEA Output connection for SeaTalk
Chapter 2: Basic Operation
This chapter first provides summary diagrams of the key functions and screen layout. It then gives operating instructions for engaging the autopilot and using Auto mode, changing the lighting, and displaying Data Pages.

2.1 Key functions

The autopilot is controlled using simple push-button operations, all of which are confirmed with a beep. In addition to the main single key functions, there are several dual key functions.
-1 plus +1 Press for Response level -1 plus -10 Press together for AutoTack to port DISP Press for Data Page Press for 1 second for lamp control Press for 1 second for Rudder Gain +1 plus +10 Press together for AutoTack to starboard TRACK Press for Track mode from Auto Press to accept waypoint advance Press for 1 second to skip waypoint STANDBY Press for Standby mode Press and hold for Setup modes STANDBY plus AUTO Press for Vane mode Press for 1 second for Last Wind Press again to accept Last Wind

D3447-1

Course Change Keys Port 1 Starboard 1 Port 10 Starboard 10
AUTO Press for Auto mode Press for 1 second for Last Heading Press again to accept Last Heading
The autopilot always powers up in Standby mode. (If the text CODE LOCK is displayed, enter your code as described in Chapter 4.) Course changes can be made at any time using the 1, +1, 10 and +10 keys. You can return to manual steering at any time by pressing standby.

2.2 Display layout

The following illustration shows all the elements, together with a brief description, that make up the ST6000 Plus autopilot LCD display.

MANUAL

Rudder or Steer Direction Indicator

D3507-1

The bar graph at the bottom of the display is normally a rudder bar. If it has been set as a direction-to-steer indicator, the display depends on the current mode, as follows: Mode

Standby Auto Track Vane

Not used Heading error bar Cross track error (XTE) bar, in 0.02 nm increments Wind angle error bar
If neither distance units (nm or SM) is displayed, the distance is in Km.

2.3 Using Auto mode

Engaging the Autopilot (Auto)
1. Steady the vessel on the required heading. 2. Press auto.
In Auto mode, the display shows the locked autopilot heading.

Initiating Track mode

When initiating Track mode, the track can be acquired in one of two ways: Automatic acquisition, when cross track error and bearing to waypoint data are available Manual acquisition, when cross track error is the only available data

Automatic acquisition

Automatic acquisition can only be achieved if the pilot is receiving cross track error and bearing to waypoint information (via SeaTalk or NMEA 0183). It is initiated as follows: 1. Bring the vessel to within 0.1nm of track 2. Press auto. 3. Press track to enter Track mode, with the current locked heading displayed. After a short delay for data acquisition, the Waypoint Advance alarm will sound, and the display will show the planned bearing to waypoint alternating with the direction in which the boat will turn.
Note: If the vessel is further than 0.3nm from the track, the Large Cross Track Error alarm will sound. Press standby to cancel the alarm, hand steer closer to the track, and press auto and track again. 4. Check that it is safe to turn onto the new course. 5. Press the track key. The boat will turn on to the new course and the alarm will be cancelled.

Previous Heading

D3505-1
The display shows the new bearing to waypoint.

Manual acquisition

For manual track acquisition, when only cross track error data is available: 1. Steer the vessel to within 0.1nm of track. 2. Bring the heading to within 5 of the bearing to the next waypoint. 3. Press auto. 4. Press track to enter Track mode. The display shows the locked pilot heading. Note: At low speeds, the effect of tidal streams is far more significant than it is at higher speeds. Providing the tidal flow is less than 35% of the vessels speed, no noticeable difference should occur in the performance of Track mode. However, extra care should be taken during manual acquisition, as follows: Ensure that the vessel is as close as possible to track, and the direction made good over the ground is as close as possible to the direction of the next waypoint, before selecting Track mode. Make positive positional checks at regular intervals, especially if navigational hazards are close by.

Off course

OFFCOURSE This alarm is activated when the vessel has been off course from the locked heading by more than the specified angle for more than 20seconds (see section 2.3, Using Auto mode). The alarm is cleared if the heading recovers or the course is changed, or if the operating mode is changed.

Wind shift

WINDSHIFT This alarm is activated when a change in the apparent wind angle requires an adjustment of the locked heading by more than 15 (see section 3.2, Operation in Vane mode).

Large cross track error

LARGE XTE This alarm is activated when the cross track error exceeds 0.3nm (see section 3.1, Operation in Track mode. The alarm is cleared if the heading recovers or the course is changed, or if the operating mode is changed.

Drive stopped

DRIVESTOP This alarm is activated if the autopilot is unable to turn the rudder. This occurs if the weather load on helm is too high, or if the requested rudder position is past the pre-set rudder limits or the rudder end-stops.

Data not received

NO DATA This alarm is displayed in the following circumstances: Track mode is engaged and the autopilot is not receiving SeaTalk navigation data. Track mode is engaged and the position transducer (GPS, Loran, Decca) is receiving a low strength signal this will clear as soon as the signal strength improves. Vane mode is engaged and the autopilot has not received wind angle data for 30 seconds. The autopilot stops adjusting the locked heading as soon as data is lost.

Waypoint advance

NEXT WPT? The waypoint advance alarm sounds whenever the target waypoint number changes, which occurs in the following circumstances: Automatic acquisition is selected by pressing track from Auto mode Waypoint arrival. Vessel arrives at the target waypoint and moves onto the next waypoint in the route. Waypoint advance is requested by pressing track for 1 second in Track mode (SeaTalk Navigators only). When the alarm sounds, the pilot continues on its current heading, but displays the bearing to the next waypoint and the direction in which the boat will turn to take up that bearing. Check that it is safe to turn onto the new track, and press track to accept the waypoint advance. To cancel the alarm without accepting the waypoint advance, press standby to return to hand steering, or auto to return to Auto. Note: The waypoint advance will only operate on pilots receiving valid bearing to waypoint and waypoint number information.

Low battery

LOW BATT The Low Battery alarm sounds when the supply voltage drops below acceptable limits.
Press standby to clear the alarm and return to hand steering. Start the engine to recharge the battery.

Watch alarm

WATCH ALM The Watch alarm is activated in Watch mode when the timer reaches 4minutes. It is not available from Standby mode. If you wish to set the Watch mode, the WATCH screen must be configured as one of the Data Pages for display, as described in section 5.1. To set and control the Watch alarm: 1. Select Auto, Track or Vane mode. 2. Press the disp key until the WATCH Data Page is displayed. The watch timer starts counting. When the timer reaches 3 minutes, the text on the display starts flashing to indicate the last minute of Watch alarm. When the timer reaches 4 mins, the audible Watch alarm activates. 3. Press auto at any time to silence the alarm and reset the timer to 4 minutes. (Pressing any other key resets the timer and perform the keys normal function.) 4. To clear Watch mode, press disp to display a different page, or press standby. Note: You cannot engage Auto mode from Watch mode pressing auto only resets the Watch timer.

Chapter 5: Customising the System
The ST6000 Plus provides setup and configuration options that are used to adjust the settings for the ST6000 Plus itself, the compass, and the autopilot. Note: You should perform the post installation procedures described in Chapter 7 before adjusting any other calibration features. There are three setup levels: User Setup, which controls compass setup, rudder calibration and the ST6000 Plus display features Intermediate Setup, which controls the CodeLock security feature and displays status and version number information (see Chapter 4) Dealer Setup, which controls the autopilot settings, and also the calibration lock which can be used to prevent accidental access to User and Intermediate Setup The Dealer Setup options described in this chapter only apply if you have installed the ST6000 Plus as the control unit for a Type 100/300 course computer. If you have installed the ST6000 Plus as a repeater unit on an autopilot system, please refer to the Dealer Setup instructions in the handbook for the main control unit. Note: If the vessel type is changed, you must then relinearise the fluxgate compass. If an ST4000/5000 control unit is used, please refer to the appropriate manual for system calibration.

5.1 User setup

The flow chart on the following page shows the User Setup control procedure, and the setup screens with their default settings. Information on the functions of the different settings is given in the remainder of this section. The following points should be considered: Make sure that the autopilot is in Standby mode before you access User Setup If the CAL LOCK screen is displayed instead of the initial page, you need to turn off the lock feature in Dealer Setup Setup options are always saved on exit
Compass deviation correction (SWING COMPASS)
The compass deviation correction option allows you to correct the compass for deviating magentic fields. The procedure must be performed as the first item in your initial sea trial, and is described in detail in Chapter 7, Post Installation Procedures.
Deviation display (DEVIATION)
The deviation screen shows the current deviation value, calculated from the correction procedure (Swing Compass). You cannot edit this value.
Heading alignment (HDG ALIGN)
The heading alignment screen shows the current reported heading. Note: You should always check the compass alignment after performing a compass deviation correction (see Post Installation Procedures). However, once the initial correction procedure has been performed, you can make adjustments to the alignment as often as you wish, without re-correcting your compass. Steer your vessel onto a known heading, and check the heading displayed. If required, adjust the heading value to match the known value, using the +1, -1, +10 and -10 keys.

Heading mode (HDG)

Select either magnetic or true heading mode. When heading data is displayed in normal operation, the screen indicates whether true or magnetic mode has been selected.

Bar selection (RUDD BAR)

Select the type of bar graph that is shown at the bottom of the SeaTalk displays. The options are as follows: RUDD BAR: This shows the rudder position, and is the default setting. Note that a rudder reference transducer is required for accurate rudder position information. STEER BAR: The bar graph is used as follows:
Not used Heading error bar XTE bar Wind angle error bar
Rudder calibration (DOCKSIDE RUDD CAL)
The Dockside Rudder Calibration function performs an automatic calibration of the rudder range, for systems with a rudder reference unit. If a rudder reference unit is not installed, the function determines the helm drive speed.
This procedure moves the helm, and should only be used when the vessel is at the dockside. For sterndrive systems, the engines must running before you start the procedure. The auto dockside procedure is not available if the ST6000 Plus is used with a Type 100/300 Course Computer. If you start the procedure by mistake, press any key to cancel it.

Data pages (DATA PAGE)

The next 7 pages of User Setup allow you change the default settings for the Data Pages. These are the pages of SeaTalk or NMEA data available for display using the disp key during normal operation (see section 2.5). Each of the setup pages initially shows the title DATA PAGE. After 1second, this changes to show the title of the data currently set for that page. The available pages are as follows:
Speed Knots Log Trip Average Speed, Knots Wind Direction Wind Speed Depth Metres Depth Feet Depth Fathoms Heading Water Temperature, Degrees C Water Temperature, Degrees F Course Over Ground Speed Over Ground, Knots Cross Track Error Distance to Bearing to Waypoint Rudder Gain Response Watch Univeral Time Constant

Displayed as

SPEED KTS LOG XXXX.X TRIP XXX.X AV. SPD KTS E.g. WIND PORT WIND KTS DEPTH M DEPTH FT DEPTH FA HEADING WATER C WATER F COG SOG KTS XTE WaypointDTW BTW RUDD GAIN RESPONSE WATCH UTC
The default pages are: Data Page

Default Setting

XTE Cross Track Error BTW Bearing to Waypoint DTW Distance to Waypoint NOT USED NOT USED NOT USED NOT USED

Sequence Number

For each setup page, scroll forwards or backwards using the +1 or -1 keys, until the required page title is displayed. Notes: If you set a page to NOT USED, it is omitted from the display cycle during normal operation. For example, with the default page settings only three pages are displayed in the sequence. There are 3 depth pages and 2 water temperature pages. Data is displayed in the units defined by the selected page. Press disp to move on to the next Data Page selection screen, and repeat the selection procedure. Note: If a man overboard (MOB) message is received by the autopilot, the BTW and DTW pages will display the bearing and distance to the MOB location, so it is good practice to retain these pages for display.

Range: Default: -30 to +30 Off

AutoAdapt

The patented AutoAdapt feature allows the ST6000 Plus to compensate for heading errors at higher latitudes, which are caused by the increasing dip of the earths magnetic field. The increased dip has the effect of amplifying rudder response on northerly headings in the northern hemisphere, and on southerly headings in the southern hemisphere. Set AutoAdapt to nth in the northern hemisphere, or sth in the southern hemisphere. You then need to enter your current latitude in the next setup screen, so that the ST6000 Plus can provide accurate course keeping by automatically adjusting the rudder gain depending on the heading.

Range:

0ff = Off nth = North Sth = South Off

Latitude

This screen is only used if AutoAdapt is set to North or South. Use the +1, -1, +10, and -10 keys to set the value to your vessels current latitude, to the nearest degree.
Range: Default: 0 to 80 Off
Note: If valid latitude data is available via SeaTalk or NMEA, it will be used instead of this calibration value.

Wind Trim

This varies the response of the autopilot when in wind mode. The settings available are as follows:
Range: Default: 1 Normal setting Faster response for wind shifts

Tack angle

This adjusts the heading change controlled by the Auto Tack feature (+1 and +10 or 1 and 10) The settings available are as follows:
Range: Default: 40 to 125 degrees 100 degrees

AutoRelease

AutoRelease provides emergency manual override, should it be necessary, to avoid an obstacle at the last moment. This option only applies to cable operated sterndrive actuators for all other systems this option should be set to off.
Range: Defaults: Off On 0 for Displacement, Semi-displacement & Planing 1 for Sterndrives

Response

This is the power-on response setting. The response level can be changed during normal operation (see section 3.3) or via the Response Data Page, if this is set for display (see section 2.6).
Range: Level 1 (Auto Seastate) Level 2 (Auto sea state inhibit) Level 3 (Auto sea state inhibit counter rudder) Level 1
Recording calibration settings
Having fine-tuned the calibration settings during initial sea trials, record them for future reference, in the table on the following page.

The following illustration shows the typical range of suppression ferrites fitted to Raytheon equipment. Always use the ferrites specified by Raytheon.
Connections to other equipment
If your Raytheon equipment is going to be connected to other equipment using a cable not supplied by Raytheon, a suppression ferrite MUST always be fitted to the cable close to the Raytheon unit.

Cabling

Avoid running cables through bilges where possible Secure coiled lengths at regular intervals Avoid running cables close to fluorescent lights, engines, radio transmitting equipment etc

6.2 Control head

110mm (4.33in)

24mm (0.95in)

17mm (0.67in)

D3242-1

115mm (4.53in)

91mm (3.6in)

Siting
The control head is completely waterproof and should be sited where it is: Within easy reach of the steering position Protected from physical damage At least 230mm (9in) from any compass At least 500mm (20in) from any radio/radar receiving/transmitting equipment Note: The back cover is designed to breath through the cable boss to prevent moisture accumulation. This must be protected from the weather by following the mounting procedure.

Mounting procedure

D3243-1
1 Cable boss 2 Fixing studs 3 Thumb nuts
Note: Always leave a 6mm (1/4in) gap between adjacent display heads to allow the protective sun covers to be fitted. 1. Use the template provided (near the end of this handbook) to mark the hole centres for the fixing stud and the cable boss. 2. Drill 4mm (5/32 in) diameter holes for the fixing studs. 3. Taking great care not to cut the hole for the cable boss too big, use a 90mm (3 1/2 in) diameter cutter to drill the hole for the cable boss (1).
4. Screw the fixing studs (2) into the display head. 5. Pass the cables (SeaTalk, NMEA) through the bulkhead. 6. Fit the cables to the appropriate terminals (see relevant subsection for connection details of each item) 7. Fit the display head to the bulkhead. 8. Assemble the thumb nuts (3) onto the fixing studs (2). 9. Tighten the thumb nuts by hand until the display head is secure. Under no circumstances must wrenches be used to tighten the thumb nuts.

Apparent Wind Speed VWR Apparent Wind Angle VWR, MWV Speed Through Water VHW Depth Water Temperature MTW DBT
Transmission of NMEA data on SeaTalk
If any of the above NMEA data is received and the equivalent data is not present on SeaTalk, the autopilot will transmit the data onto SeaTalk to make it available to other SeaTalk compatible instruments. Depth is transmitted in the units defined by the first page in the data page rollover. Water temperature is always transmitted in C.
6.4 Functional test (repeater unit)
If you have installed your ST6000 Plus as a repeater unit on an autopilot system, you should perform the functional test described in this section. However, if you have installed the ST6000 Plus as the only control unit for a Type 100/300 course computer, you should skip to Chapter 7, Post Installation Procedures, and follow the instructions given there.

Switch on

Having installed your ST6000 Plus, switch on the main power breaker. If the control head is active and the system operating, the following will occur: The control head beeps and displays the pilot type, ST6000. After the pilot type has been displayed for 2 seconds, the Standby mode screen should be displayed.
This shows that the control head is active. If the head does not beep, check the fuse/circuit breaker. If the text ST FAIL or NO LINK is displayed, check the SeaTalk cables between the ST6000 Plus control head and the Course Computer.
Navigation interface (GPS, Decca, Loran)
If the ST6000 Plus is interfaced to a navigator, via its NMEA data port, the interface can be checked by displaying the default Data Pages. These are XTE, BTW, and DTW. Press disp to display the first page, and check that the expected data is displayed. Press disp again to check each successive page. If dashes are displayed instead of data values, the cause could be one or more of the following: A cabling error. Check for an open circuit, short circuit or reversed wires. The navigator is not configured to transmit the required data format. The signals being received by the navigator are too weak for reliable navigation. Refer to the navigator handbook for further action.

SeaTalk interface

If the ST6000 Plus has been linked to other SeaTalk instruments via SeaTalk, the link can be checked as follows: 1. Press standby. 2. Select display illumination level 3 on any other SeaTalk instrument or autopilot control unit.

D3460-1

4. Press the +1 or -1 key to change the setting from OFF to YES. The Turn Boat page is then displayed.

D3451-1

5. Keeping the boat speed below 2 knots, turn the vessel in slow circles. It should take at least 3 minutes to complete 360.
6. Keep turning your boat until the unit beeps and the Deviation screen is displayed.
This shows the maximum deviation detected, and indicates that compass correction has been completed successfully. Note: If the deviation value exceeds 15, you should consider moving the fluxgate compass to a better location. 7. Press the disp key to move on to the Heading Alignment page.
8. Use the +1 and -1 keys, or the +10 and -10 keys, to increase or decrease the displayed heading, until it agrees with the ships steering compass or a known transit bearing.
9. Press and hold standby for 2 seconds to exit calibration and save the new settings. Note: Setup options are always saved on exit.
Further heading alignment adjustment
You should always check the compass alignment after swinging the compass. However, once the initial deviation correction procedure has been performed, you can make adjustments to the alignment as often as you wish, without swinging the compass again. Although the compass deviation correction procedure removes most of the alignment error, you will probably be left with small errors (of the order of a few degrees) that will vary depending on the heading. Ideally, you should check the heading reading against a number of known headings, plot a deviation curve, and determine the heading alignment value that will give the lowest average alignment error. This value can then be entered on the Heading Alignment screen, as described above. If the average heading error is more than 5, you should perform the compass deviation correction procedure again.
Checking autopilot operation
Having calibrated the compass the following proceedure is recommended to familiarise yourself with autopilot operation: 1. Steer onto a compass heading and hold the course steady. 2. Press auto to lock onto the current heading. A constant heading should be achieved in calm sea conditions. 3. Use the -1, -10, +1 and +10 keys to alter course to port or starboard in multiples of 1 and 10 4. Press standby and disengage the autopilot to return to hand steering.

Warranty Limitations

Raytheon Marine Company Warranty policy does not apply to equipment which has been subjected to accident, abuse or misuse, shipping damage, alterations, corrosion, incorrect and/or non-authorized service, or equipment on which the serial number has been altered, mutilated or removed. Except where Raytheon Marine Company or its authorized dealer has performed the installation, it assumes no responsibility for damage incurred during installation. This Warranty does not cover routine system checkouts or alignment/calibration, unless required by replacement of part(s) in the area being aligned. A suitable proof of purchase, showing date, place, and serial number must be made available to Raytheon Marine Company or authorized service agent at the time of request for Warranty service. Consumable items, (such as: Chart paper, lamps, fuses, batteries, styli, stylus/drive belts, radar mixer crystals/ diodes, snap-in impeller carriers, impellers, impeller bearings, and impeller shaft) are specifically excluded from this Warranty. Magnetrons, Cathode Ray Tubes (CRT), hailer horns and transducers are warranted for 1 year/12 months from date of sale. These items must be returned to a Raytheon Marine Company facility. All costs associated with transducer replacement, other than the cost of the transducer itself, are specifically excluded from this Warranty. Overtime premium labor portion of services outside of normal working hours is not covered by this Warranty. Travel cost allowance on certain products with a suggested retail price below $2500.00 is not authorized. When/ or if repairs are necessary, these products must be forwarded to a Raytheon Marine Company facility or an authorized dealer at owners expense will be returned via surface carrier at no cost to the owner. Travel costs other than auto mileage, tolls and two (2) hours travel time, are specifically excluded on all products. Travel costs which are excluded from the coverage of this Warranty include but are not limited to: taxi, launch fees, aircraft rental, subsistence, customs, shipping and communication charges etc. Travel costs, mileage and time, in excess to that allowed must have prior approval in writing. TO THE EXTENT CONSISTENT WITH STATE AND FEDERAL LAW: (1) THIS WARRANTY IS STRICTLY LIMITED TO THE TERMS INDICATED HEREIN, AND NO OTHER WARRANTIES OR REMEDIES SHALL BE BINDING ON RAYTHEON MARINE COMPANY INCLUDING WITHOUT LIMITATION ANY WARRANTIES OF MERCHANTABLE OR FITNESS FOR A PARTICULAR PURPOSE. (2) Raytheon Marine Company shall not be liable for any incidental, consequential or special (including punitive or multiple) damages. All Raytheon Marine Company products sold or provided hereunder are merely aids to navigation. It is the responsibility of the user to exercise discretion and proper navigational skill independent of any Raytheon equipment.

44592_4 21st October 1998
United States of America Raytheon Marine Company Recreational Products 676 Island Pond Road Manchester, NH 03109-5420 U.S.A. UK, Europe, Middle East, Far East Raytheon Marine Company Recreational Products Anchorage Park, Portsmouth PO3 5TD, England

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603-647-7530 603-634-4756

Tel Fax Fax

(44) (44) Customer support (44) 1705 661228

Factory Service Centers

United States of America Raytheon Marine Company address as above
UK, Europe, Middle East, Far East
Raytheon Marine Company address as above

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Purchased from Dealer Address

Purchase date

Installed by Commissioned by

Installation date

Commissioning date Owners name Mailing address
This portion of card should be completed and retained by the owner.