It is tempting on these ground to condemn single-handed sailing as highly dangerous after all, this skipper has to sleep sooner or later. All too easily overlooked, however, is the fact that commercial vessels the world over are regularly entrusted to a lone pair of eyes on long night watches. And if they should fall shut, the end result is same: A ghost ship and great danger for any unfortunate seafarer who strays into the wrong place at the wrong time. The human helms time at sea is just about up; not only tireless and more reliable, but often more competent as well, the iron helm is making the hand on the tiller all but superfluous. Even through the narrowest straits of the coast of Sweden, Stena Lines large ferries navigate every rock and shoal at full speed with only an autopilot and the Decca pulses of their purpose-designed software at the helm. All that remains for the sailor is a supervisory role a role which, of course, you can only carry out as long as your eyes stay open!
Steering the Russian square-rigger Sedov
The history of self-steering
Shorthanded long-distance sailing started with just a few hardy pioneers - Joshua Slocum was one of the very first with his legendary Spray. It is said he could keep the boat on a fairly steady course using an ingenious sheeting arrangement or simply by lashing fast the wheel. This manner of self-steering willingly sacrificed a certain amount of sail power to free up a portion of the sail area just for steering trim. Of course, Spray had a natural tendency to sail straight, as her keel was almost as long as her waterline. Hambley Tregoning described in a letter to Yachting Monthly in 1919 how the tiller of a boat could be connected to a windvane. Upon publication of his letter, owners of model boats rushed out to fit their craft with wind-guided steering. They found they could achieve admirable results with even the most simple mechanical connection between the tiller and a windvane. This type of system did not transfer very successfully, though, since the forces generated by a windvane are too small to move the tiller of a full-size vessel directly.
The first windvane steering system
The first windvane steering system, rather ironically, was installed on a motorboat. Frenchman Marin Marie used an oversized windvane connected to the rudder by lines to steer the 14 m / 46 ft motor yacht Arielle during his spectacular 18-day single-handed crossing from New York to Le Havre in 1936. His windvane steering system is now on display at the Muse de la Marine in Port Louis. British sailor Ian Major took Buttercup single-handed from Europe to the Antilles in 1955 using a small windvane to control a trim tab mounted on the main rudder. This was the most common system in the early days of windvane steering. It was also in 1955 when Englishman Michael Henderson fitted a personal creation, nick-named Harriet, the third hand, to his famous 17-footer Mick the Miller. His approach was to centre the main rudder and use the windvane to move a small, additional rudder blade. The system was a complete success and was able to handle more than half the steering duties. Bernard Moitessier also chose a trim tab for Marie Thrse II in 1957, and used a simplified version of the same system on Joshua from 1965 onwards. In this second version, the windvane was fastened directly to the shaft of the trim tab. The starting gun of the first OSTAR (Observer Singlehanded Transatlantic Race) in Plymouth on the 11 June 1960 signalled the real beginning of the windvane steering era. Without some form of self-steering, none of the five participants - Frances Chichester, Blondie Hasler, David Lewis, Valentine Howells and Jean Lacombe, could have reached the finish. Frances Chichesters first windvane gear, christened Miranda, consisted of an oversized windvane (almost 4 m2 / 43 ft 2 ) and a 12 kg / 26,5 lb counterweight, and was connected directly to the tiller via lines and turning blocks. However, the giant windvane turned out to have anarchic tendencies, and Chichester was soon contemplating a change to the windvane/rudder proportions. Aboard Jester, Blondie Hasler was using the first servo-pendulum gear with differential gearing. David Lewis and Valentine Howells both used simple trim tab systems driven directly by a windvane. Jean Lacombe used a trim tab gear, developed jointly with Marcel Gianoli, which had a variable transmission ratio.

- 12 -

Windvane steering systems versus autopilots
Our aim with this book is to investigate the functioning and the pros and cons of the various systems, and to help the reader decide which is most suitable for his or her particular needs. The two main categories of self-steering system are the autopilot and the windvane steering gear. Autopilots are electro-mechanical systems that obtain their steering impulse from a compass, whereas windvane gears use wind and water power and obtain their steering impulse from the apparent wind angle. We will consider each in turn. A sailing yacht generates all its drive from the position of the boat and the orientation of the sails with respect to the wind; trim the sails poorly and there will be no drive. This simple relationship explains why a windvane gear is so ideal for steering a sailing yacht. The wind angle it uses is exactly that which gives the boat drive; set this angle once, and drive is assured. The benefits of steering to the apparent wind angle are particularly pronounced when sailing to weather. Even the slightest shift in the wind is immediately translated into a course change and optimum drive is ensured - a degree of sensitivity beyond even the best human helm.
This 65 foot Koopmans is steered by both autopilot and windvane gear.

Why autopilots?

Put simply, autopilots are compact and discreet. When it comes to buying a self-steering system, probably the largest single factor counting against windvane gears is their incongruous appearance. They are generally large and bulky - hardly the ideal transom ornament. Not only that, but some are also rather unwieldy and heavy and tend to get in the way when manoeuvring in harbour under engine. Autopilots, by contrast, are virtually invisible in the cockpit and may even be completely concealed below deck. Once installed they are simple to operate, only requiring mastery of a few buttons. Cockpit autopilots are light and generally inexpensive and they steer a compass
- 13 course. For some sailors this argument is compelling; autopilots were programmed to succeed. Over many years the sailing world polarised into two camps. In the 1970s windvane steering systems became a common sight on blue water yachts, where they were indispensable. Only in exceptional cases were they to be seen on holiday and weekend boats (and some of these can almost certainly be put down to wishful thinking!). There has been heated debate over the last 25 years between advocates of the two different systems. One particular bone of contention was the repeated insistence by some that vessels of several tonnes or more are easily steered with just fractions of an ampere. Views today are more realistic. There is no getting around the laws of physics: every desired output (steering force) requires a certain input (current/energy). Who could forget the Conservation of Energy law so familiar from school physics lessons?

The three modules of an inboard autopilot
Control unit The control unit is used to call up all the functions of the autopilot and any other modules linked via the data bus. It is usually operated via push buttons (Autohelm) or turning knobs (Robertson). Display sizes vary and, not surprisingly, larger displays are generally easier to read. Modern high-contrast LCD displays will fade if exposed to excessive direct sunlight, so they should ideally be mounted vertically and never flat on the deck. It is usually possible to fit additional control units wherever they are needed, so the operator is not restricted to the main cockpit. A hand-held remote control unit provides even more freedom to move about the deck. Joysticks offering direct control of the autopilot drive unit are also available. Central processing unit The central processing unit consists of: course computer, compass, rudder position indicator, windvane transducer, and peripherals. Course computer The course computer, installed below deck, is responsible for processing all commands and signals, for calculating the rudder movements necessary for course correction and for actuating the drive unit. In short, it links software and hardware and converts signals into actions. There are two kinds of course computers:
- 17 The manual version which is adjusted and set up by the user and/ or installer; The auto-adaptive version which learns from recent operations and from recorded data. Both have their advantages, but sailors may well prefer the ease of the auto-adaptive black box. Aside from seeing to a few basic decisions (mode of gain, auto tack, compass or windvane), the user has only to sit back and watch that the software carries on doing its job. The overriding aim is to combine high performance with reduced power consumption and neither option is perfect: factory programmed units are never properly set up for real conditions, and manually-adjusted units are also unlikely to deliver their full potential unless the user is a professional. Compass Compasses work best on land. Once afloat, the trouble starts: pitching, rolling, heeling, acceleration and deceleration all make things difficult for a compass. The course computer needs a clear, readable signal from the compass to control the drive properly an autopilot course can only be as good as the steering impulse from the compass. The position of the compass is very important. Consider the following points prior to installation: The further the compass is from the boats centre, the greater the number of movements which will have to be filtered out. Any variations in local magnetic fields will prevent an accurate signal. The compass should be kept well away from electric motors, pumps, generators, radios, TVs, navigation instruments, power cabels and metal objects. Compasses prefer constant temperatures; avoid sites exposed to sunlight or heat from the engine, cooker or heater. Below deck near the base of the mast is a good spot for most cruising designes, provided they do not have a steel hull. The most stable point on more extreme modern yachts is further aft, normally about one third of the way from the stern to the bow. On steel boats there are different ways to get proper steering signals. An arrangement in which a magnetic compass with course dectector is fitted under the compass bowl detects changes in magnetic fields and has been use most successfully by Robertson on commercial fishing vessels. Other manufacturers position their fluxgate compasses above deck or even in the mast, not always the ideal location because of its accentuated motion. Careful installation and thorough calibration of the compass are particularly important on steel boats ( a fluxgate compass cannot be used below deck on a steel boat ). The distance from the compass to the course computer should be kept as short as possible to minimise the problem of voltage drops. The longer this distance, the thicker the cables that will be needed. One final point to bear in mind regarding installation: the compass should ideally be easily accessible in its final position. There are three types of compass to choose from, the magnetic compass, the fluxgate compass and the gyrocompass. Fluxgate sensors which supply the course computer with electronic course data are standard with nearly all manufacturers. Steering performance in testing conditions can be optimised by installing a special fluxgate system. Autohelm uses a GyroPlus transducer while Robertson has a novel type of compass in which fluxgate signals are translated into frequency signals whose variations can more easily be monitored. Further optimisation measures include fluid damping and electronic averaging. The quality of the final signal for actual steering actions is directly related to the price and quality of the sensor unit. You really do get what you pay for, and unfortunately the price range, which starts around 200 for an ordinarily fluxgate compass and 240 for a magnetic compass and course detector, extends the way up to 9000 for a high-tech gyrocompass unit.

Nandor Fa on board K & H Bank
- 28 Given the chaotic sea conditions in the Southern Oceans this was not the most practical piece of advice. Only after several days of steering by hand did Fa come upon the idea of removing the compass and rotating it as gently as possible in his hand. Since then he has used Autohelm systems, which now have special GPS-supported software to help the compass maintain clear steering signals even when North is uncertain. The close collaboration between manufacturers and ocean sailors in events like the BOC and Vende Globe ensures continued development of the systems. Virtually all the boats in these races are now steered by Autohelm. One result of this collaboration has been the development of stronger drive components for blue water use. Autohelm introduced the Grand-Prix upgrade package for its 4000/6000/7000 series in 1996. The standard Delrin (plastic) load-bearing components in the drive are replaced with metal equivalents. Plastic, as several long-distance skippers have had the misfortune to discover, sometimes fails to measure up to the high stresses placed on drive components. However, for holidays and day sailing, when extreme loads are rare, plastic components are perfectly adequate. Hydraulic systems are immune to overloading problems of this nature as they have no mechanical drive components (Autohelm 6000/7000 with hydraulic or hydraulic/linear drive, B&G NETWORK, HYDRA 2, Robertson, VDO, Cetrek, Navico, Coursemaster, Silva, Alpha, W-H).
Autopilots for different purposes
Holiday and weekend sailing Most sailors use their boats primarily at the weekend or for holidays, which partially explains the rapid spread of electric autopilots. Power consumption is not really an issue on one-day trips and the quality of steering performance is also relatively unimportant since it is always possible to steer by hand if necessary. Sea conditions rarely impair steering quality as the majority of weekend sailors do not venture into exposed waters. Taking the helm in any case forms part of the fun for the average sailor, so the autopilot is really just a convenience. It sees to the tedious work (steering while under engine) and gives the crew the freedom to eat together, for example. Autopilots, at least the cockpit models, are also within the financial reach of the average sailor. The significance of a yachts autopilot grows with the length of the voyage. There will generally be no problem finding volunteers to steer on a shorter trip, but on a longer trip manual steering becomes tedious and the autopilot will eventually be called into action. The average weekend and holiday sailor has a good autopilot but makes relatively little use of it. Autohelm has devoted far more effort to the weekend and holiday sector than any other manufacturer and is the world-wide market leader; thanks in particular to its cockpit-mounted range, the company has captured around 90% of the market. Coastal sailing Coastal sailing in unprotected waters normally involves longer voyages. A small crew soon tires of steering and it is here that the steering quality of the autopilot starts to matter. Sea state and factors such as tidal streams, shallows, narrow channels and winds from forward of the beam all impair the performance of autopilots. Rough seas make life difficult for them and as the waves increase in height and frequency the limits of a particular system quickly become apparent. Not surprisingly, intelligent and adaptive systems cope better with trying conditions than factory-set units that cannot be adjusted. The general standard of equipment in this type of sailing is very high. The importance of good steering performance means that powerful inboard pilots connected directly to the main rudder are much more common; underpowered systems are soon exposed on the open sea. Although more powerful autopilots are inevitably hungrier, this rarely leads to battery problems since coastal sailing includes fairly regular motoring.

- 39 Experienced helms develop an internal damping program which ensures that, almost without having to think, they are sparing in their use of the rudder. Rudder movements not only turn the boat, they also brake it, so minimising them preserves boat speed as well. A windvane steering system lacks the wisdom of experience and, unless damped, will always turn the rudder too hard, too far and for too long, i.e. oversteer. Damping must therefore be designed into system to replace its clumsiness with the gift of delicate steering and enable it to equal or even exceed the steering performance of our experienced helm. This can be done. Principle 1: More damping equals better steering (although obviously not to the point where the system is so well damped that it does not move at all). Conceiving and building a system which properly balances damping and steering is the toughest challenge before any windvane steering designer. Systems must be powerful but must deliver their power in a controlled way. Principle 2: The less damping there is built into the system, the more additional measures the helmsperson will have to take to offset this steering deficit and cajole the system up to a level where it can cope with a particular boat. This entails not only maintaining perfect sail trim but also reducing canvas early to cut the steering demands placed on the windvane gear. Poorly damped systems make particularly hard work of reaching and downwind courses and often surrender full control to the elements. Principle 3: With no damping at all, self-steering is only possible if sail trim and sail area are so perfectly set that the boat steers straight ahead entirely of its own accord. Of course if your boat tracks along a straight line all on its own you might as well jettison the windvane gear altogether. Completely undamped systems can steer properly at just a few specific wind angles and are only really suitable as an aid to steering. A well-balanced windvane gear will always put up the most satisfactory steering performance; it is best equipped to steer the boat under all sailing and weather conditions. Indeed, a good gear of this nature inevitably steers better than even an alert helmsperson because the continuous damping of all rudder movements keeps yawing angles permanently small and with a windvane, optimum heading with respect to the wind is guaranteed all the time. Such a gear can be rated as providing effective steering. The term effective steering is used to indicate the range of a particular windvane steering system. What use is a gear which can manage only 70% of given conditions or courses if it always retires precisely when manual steering appeals least, i.e. in heavy weather! Squeezing satisfactory steering performance from a poorly equipped windvane gear means extra work for the crew. Eventually it makes more sense to steer by hand than keep running round the boat tweaking everything to prop up the gear. Damping can be provided: at the windvane; at the linkage; at the rudder. Damping at the windvane V vane: A V vane rotating about a vertical axis (weathervane principle) is deflected very little by the wind, at most by the amount in degrees of the deviation from course, and there is almost always wind flowing along both sides of the vane. This gives a high level of damping.

Overload protection A. In the transmission components The steering lines of a servo-pendulum gear should always be pre-stressed rope and should have a diameter of at least 6 mm in or better yet 8 mm 1/3 in. Lines of this nature have breaking strains well above the maximum steering forces (300 kg / 660 lb) they are likely to encounter so they will stretch little in use. If the rudder suddenly loses control or the boat is hit by a gust, a servo-pendulum gear will exert its full force on the steering lines and the main rudder. The force in the steering lines can be enough to bend the stanchions or pushpit to which the steering line turning blocks are bolted. A good safety measure in this respect is to make sure that one block on each side of the boat is fastened to the rail with just a cord lanyard which will break if overloaded and protect everything else. B. In the rudder shaft The rudder blade of a servo-pendulum gear trailing along in the water could hardly be better for catching kelp, fishing nets and general flotsam, and overload protection should therefore be regarded as a priority. Here are the options: 1. A designated emergency breaking point between the rudder shaft and the pendulum arm is incorporated in the form of a notched tube (ARIES). The breaking parameters are difficult to determine: the total leverage exerted by the rudder can be quite large, so it is hard to know at what stage the breaking point will give way and at what stage the whole gear will rip out of its mountings. The pendulum rudder should be tied to the mounting with a safety line so that it is not lost when the shaft breaks.
- 67 2. The connection between the rudder blade and the shaft is protected by a spring-loaded catch which releases if the blade strikes anything (MONITOR). This design effectively protects both the rudder blade and the mounting against collision damage. 3. The rudder blade is held in the forked end of the shaft by a rubber band (CAP HORN) or splint (ATOMS) which gives when the rudder blade is overloaded. 4. The rudder blade is kept from pivoting up by lateral M8 bolts (SAILOMAT 601). The force required to shear an M8 bolt is often too large in practice to prevent damage to the gear mounting. 5. The rudder blade is retained in a large area shaft fork by friction. As long as the bolt which closes the fork is not overtightened, the rudder can pivot up fore or aft in a collision (WINDPILOT PACIFIC). The rudder blade in this design must be positioned carefully to ensure it is balanced. Subtle changes in the balance increase or decrease the sensitivity of the gear.

- 71 Ease of installation Installing a conventional servo-pendulum gear is a substantial project. The major complication is that, as transom designs are so different, most boats will need the mounting components tailormade - something of a headache for the DIY skipper. Faced with an outboard rudder or extreme sugar-scoop stern, the classic mounting arrangement of a traditional Aries or Monitor has little to offer. An elaborate and heavy tubular construction is the only solution, although the actual forces acting on a servo-pendulum gear transom bracket are surprisingly small (as we shall discuss later on). Conventional servo-pendulum systems often require the mounting components to be customised Modern systems come with a variable mounting flange which can be adjusted to fit a wide range of transom angles without any special adaptor, rendering installation much more straightforward. It should be borne in mind in respect of boats with a forward-raked transom that most servo-pendulum gears only function properly with the pendulum arm vertical; the system may have to overhang aft by some distance to ensure that the rudder shaft clears the bottom edge of the transom.
Servo-pendulum systems with a vertical pendulum arm may need extended mounting brackets on modern forwardraked transoms.
In the raised position, the pendulum rudder of the Windpilot does not stick out beyond the stern because of its angled shaft
- 72 The overhang, of course, adds further to the weight of the gear. Almost all servo-pendulum systems have vertical pendulum arms. The only exceptions are Windpilot Pacific and Sailomat, on which the pendulum rudder axis is angled aft by 10 and 25 respectively. The significance of this for forward sloping transoms (by far the most common design) is that even with the system mounted close against the transom, the pendulum rudder shaft will still clear the bottom or aft edge. Mounting the system right up against the transom also means that when the pendulum rudder is pivoted up out of the water it no longer sticks out beyond the aft edge of the transom. This is a considerable advantage for manoeuvring in tight harbours or landing stern first in the Mediterranean, as no part of the gear sticks out beyond the outline of the boat. Release one bolt, remove the system and the swim ladder is ready for use Installation position It almost goes without saying that the only place for a servo-pendulum gear is the centre of the transom. Symmetrical mounting is essential for smooth operation, and offset mounting, for example to avoid a swim ladder, never yields satisfactory results. All boats generate slight weather helm as a function of design, so windvane gears are almost always called upon to turn the boat away from the wind. The inherent geometry of a servo-pendulum gear dictates that the pendulum swings out to weather, i.e. towards the high side, in order to bear away. If the system is mounted to one side the pendulum arm ends up much further out of the water when that side is the high side and will come right out of the water during a big course deviation. Extending the pendulum arm merely transfers the problem to the other tack, when the rudder shaft will be submerged along with its blade, creating more drag. The big misconception Servo-pendulum systems operate on the basis of servo-dynamic force. Essentially, the mounting at the stern only has to withstand the force transmitted through the steering lines to the main rudder and support the gear itself. High loads, such as pounding waves, do not as a rule reach the gear, and breaking waves are more likely to knock the whole boat to leeward than force the pendulum rudder out of its position in the wake. A swell which catches the boat side-on acts on not only the pendulum rudder but also the main rudder, causing both to rotate slightly and absorb some of the force of the wave. The connecting lines from the gear to the main rudder thus act as a kind of sliding clutch, allowing the steering system as a whole to damp every movement. Notice how the Pacific gear is fastened (4 bolts) to the heavy gaff-cutter shown in the cover photograph. Despite its fragile appearance the mounting already has eleven trouble-free years of service behind it including plenty of blue-water mileage. This should not really seem so surprising: the pendulum rudder follows the boat as effortlessly as a gull behind a trawler when the steering lines are disconnected, so the load on the mounting amounts to nothing more than the weight of the gear. Reconnecting the steering lines adds only the force generated by the pendulum rudder to turn the main rudder and effect the course correction.

Above right and left: The 1998 Pacific Plus has Quick-in, Quick out linkage between the pendulum and auxiliary rudders
- 83 Fields of use Double rudder systems are used mainly in blue water sailing since this is the arena in which their excellent steering qualities are particularly telling. They are also particularly well suited to the centre-cockpit designs increasingly favoured by yacht manufacturers such as Hallberg Rassy, Oyster, Westerly, Moody, Najad, Mal, Camper & Nicholson and Amel. The auxiliary rudder is something of a handicap when manoeuvring in harbour, which reduces the appeal of this type of gear for weekend and holiday sailors.
A typical centre-cockpit cruising boat, a Danish Motiva 41, sailing around the world. For a small crew on a long trip, however, the steering performance of a windvane steering system can never be too good. Inadequate steering, regardless of the cause (poor choice of system, transmission problems in a servo-pendulum system), always manifests itself in difficult wind and sea conditions when manual steering is at its most unpleasant. Double rudder systems represent the very best in windvane steering force and performance. They combine the advantages of auxiliary rudders and servo-pendulum gears (with none of the attendant transmission problems): the connection between the pendulum rudder and its dedicated auxiliary rudder is direct, and the auxiliary rudder, relieved by the main rudder of any basic steering functions, effects course corrections with maximum leverage thanks to its position at the very aft end of the boat. A theory surfaces from time to time which suggests that a pendulum rudder should provide better steering through a boats main rudder because the main rudder has a far greater area than any auxiliary rudder. This reflects a misunderstanding of the interactions between the elements involved in steering. The main rudder is designed to cope with all potential steering tasks. The rudder angles required for course corrections though are always small. The relatively short line travel and ever-present transmission losses (weather helm, stretch, slack, play, wheel steering and its transmission to the main rudder quadrant, friction in the main rudder bearings) anyway restrict the amount by which the pendulum rudder can turn the main rudder.

- 84 -

The ultimate limits of windvane steering
When there is no wind there can be no steering signal, but a sensitive windvane system will start to function as soon as there is enough wind to fill the sails and set the boat moving. A servo-pendulum gear needs about 2 knots of speed through the water before the water flowing past the hull can generate the force required in the pendulum rudder blade and steering lines to turn the main rudder. Unfortunately this all presupposes a calm sea. If the sails are collapsed by left-over swells, the boat will lose its drive and the windvane system will have nothing left to offer. The only remedy here is an autopilot.

- 88 a

This series of photographs shows the manufacturing procedure for sand-cast aluminium a. Model and core of the Pacific Light in wood b. Model assembly on the moulding plate c. Model impression in sand with cores inserted d. Removing the sand mould e. The result
Maintenance The times when maintenance for traditional ARIES systems meant regularly oiling the sites marked with a dab of red paint are gone for good; no sailor would put up with it anymore. Windvane gears are robust, durable and very easily satisfied. Wear is absolutely minimal, and assuming they avoid any close encounters with the harbour wall many systems can soldier on for 30 years or more. WINDPILOT systems often come back after a circumnavigation showing hardly a trace of wear, even after one or two knock-downs on the way. The minimum acceptable in terms of maintenance amounts to cleaning the bearings and checking all the bolts and screws. The windvane and rudder blade will also need recoating from time to time.
- 89 A word of caution: oiling or greasing sliding bearings can lead to problems caused by gumming or chemical reaction with salt water, cancelling the good sliding properties. There are still some sailors who refuse to concede that grease, vaseline and silicone spray have no business getting into a sliding bearing, and are then surprised when their gear starts to stiffen up. Tip: Fittings in the rig and on the spars, indeed screw connections of any type, will remain unseized for years if coated with lanolin. Lanolin, or wool wax, is the substance that keeps a sheeps fleece waterproof in the rain. Every boat should have a pot of lanolin on board - it also makes great hand cream! Another way of inhibiting any kind of electrolytic corrosion between different materials is to coat the contact area with Duralac jointing compound

DIY construction

Twenty years ago the subject of home-made windvane steering systems merited a whole chapter in books like this one. But also, 20 years ago, of course, the average boat in need of windvane steering was small enough to make DIY projects a practical alternative. The average length of todays blue water yachts is approaching 12 m / 40 ft, and even much larger yachts are not uncommon. Most owners have considerably better financial resources now as well, and with the general standard of fitting out being so high the home-made option seems less attractive. The Bibliography lists older books on the subject of building your own windvane gear for any sailors of more moderate means who might still like to save some money this way. You should be aware, however, that there is a thriving second-hand market for good windvane systems for smaller boats. Older systems that are no longer in production have been included in the market summary in Chapter 11 to help with second-hand purchases. We can only advise you, in the strongest possible terms, to ensure when planning a long trip on a small boat that you choose a capable and proven system rather than relying on a home-made system which falters when things get rough. Never loose sight of the bottom line: if your gear fails, you either steer by hand or go home early.

- 98 Trimarans The single rudder blade on a trimaran is much more easily controlled than the pair on a catamaran. Servo-pendulum systems can be used as long as the boat has tiller or mechanical wheel steering. Auxiliary rudder gears are less suitable because the outboard rudder of most trimarans makes proper positioning of the auxiliary rudder blade difficult. This type of gear also lacks the power required to cope with trimaran speeds. Double rudder systems are totally unsuitable. The two rudders of the gear would have to ride directly behind the outboard main rudder, and the auxiliary rudder would then be too close to the main rudder. Rig: sloop, cutter, yawl or ketch Traditional long keel yachts were often yawl- or ketch-rigged to improve the balance of the sail plan. Especially in heavy weather the foresail alone struggled to keep the boat tracking on course: increasing speed and heel pushed the centre of lateral resistance forward dramatically, generating substantial weather helm that had to be balanced out with a mizzen.
Yawl-rigged boats are always easy on the eye; this beautiful, tradinional yacht was moored in Newport, Rhode Island in 1996 Blue water sailing today is dominated by fin and skeg boats (separate keel and rudder) on which the rudder and skeg are quite far aft. Their centre of lateral resistance does not wander to the same extent in response to rising boat speed or greater heel; they hold a course well and have no need of a second mast. Indeed all the hull configurations used today are able to deliver good all-round sailing performance without a second mast.
A mizzen which extends over the transom causes problems for a windvane

- 99 -

A mizzen which stops at the transom is much more convenient A mizzen staysail may well be a trouble-free and effective sail, but second masts cost money and increase the weight aloft. Not only that but they are seldom used anyway because on typical trade wind courses the mizzen contributes more weather helm than drive. Most mizzen booms and sails will impair the functioning of a windvane, which prefers undisrupted air flow, and interfere with its turning radius. Most arguments for a second mast rest on other, unconnected factors: a mizzen mast provides a good site for antennas and radar and, most important of all, two masts look better in photographs! The cutter rig probably provides the best compromise between good steering and uncomplicated boat-handling. It can be trimmed to balance just about every kind of boat and the distribution of the sail area over several relatively small sails makes boat-handling fairly straightforward even for small crews. Cutter-rigged masts also have a considerable safety advantage: the two additional stays, the backstay and the cutter stay, significantly reduce the risk of dismasting, a real confidence-booster in extreme conditions.

- 107 -

At a glance
System comparison: autopilots versus windvane steering systems
These are the pros and cons we have identified: Autopilot: Pros Invisible Compact Simple to operate Autopilot module can be integrated with navigation instruments Better price (cockpit autopilots) No interference with motoring Always ready to operate.
Autopilot: Cons Compass-derived steering impulse Consumes electricity Wind sensor less than ideal Delayed steering response Operating noise Technical reliability Limited life of transmission components Steering deteriorates as wind and sea conditions build Increased load on the rudder bearings (the helmspersons arm gives a little to absorb shocks from the tiller; the push rod, in contrast, remains rigid, so the shocks are absorbed by the bearings).
Windvane steering system: Pros Wind-derived steering impulse Uses no electricity Steering improves as wind and sea conditions build Immediate steering response Silent operation Mechanical reliability Solid construction Auxiliary rudder = emergency rudder Long service life Lower load on the rudder bearings (servo-pendulum gear) because the connection is not rigid
- 108 Windvane steering system: Cons No use in a calm Operator error possible Some systems interfere with manoeuvring under engine Swim ladder may have to be moved (servo-pendulum system) Indiscreet Sometimes complicated to install.
Autopilot versus windvane steering system The differences: Autopilot Data network Steering impulse Steering force possible compass constant steering force/steering speed deteriorates as wind/sea build breaks to reduce power consumption manually adjustable push buttons Windvane steering system not possible wind progressive increase in steering force progressive as wind/sea build steers continuously depends on system Synthesis possible compass/wi nd both
Steering quality Steering hours Yawing angle Ease of operation

both both both

requires careful setting
The ultimate limits of self-steering
No self-steering system can keep a boat under control all the time in all conditions. The operating ranges of the various systems we have discussed can all be expanded by careful trimming and prompt reefing, that is to say by reducing heel and, in consequence, the rudder movement required to keep the boat on course. These measures almost always yield better boat speed combined with better steering accuracy from the self-steering system.

+ + + + + + + + + + +

H H H H H H V V H H H
yes yes no no no no yes yes yes
plywood AL/ Dacron plywood thermoplastic foam plywood GRP stainless steel/ Dacron plywood plywood plywood
AL AL stainless steel stainless steel AL AL AL stainless AL AL AL
GRP moulded plastic stainless steel GRP GRP/ AL AL AL GRP/ stainless wood wood wood/ GRP
sliding ball and sliding ball and needle sliding needle needle/ ball sliding sliding sliding sliding sliding
bevel gear 3 position linkage bevel gear axle angeled aft axle angled aft V-vane V-vane bevel gear bevel gear bevel gear
35/77 approx 33/73 approx 28/42 19/42 35/77 24/53 28/62 35/77 13/29 20/44 40/88

Remote control

Rudder blade not in use no lift up fixed or removable pivots aft disconnect and pull up drops out downwards lift up drops out downwards fixed lift up lift up lift up
Possible emergency rudder no yes no no yes no no yes no no yes
Aries STD Hydrovane Monitor Navik Stayer/ Sailomat 3040 Sailomat 601 Schwingpilot WP Atlantic WP Pacific Light WP Pacific WP Pacific Plus

+ option + + + + + + +

Bolts to undo to remove system 2
Wheel adaptor adjustable by toothed wheel latch pin fixed drum infinite infinite -

Sizes available

Suitable for vessles up to 18m/60ft approx 50 ft 18m/60ft approx 33ft 18m/60ft 18m/60ft approx 40ft 10m/35ft 30ft 60ft 40ft 60ft
KEY AL = aluminium AR = auxiliary rudder system SP = servo-pendulum system DR = double rudder system WP = Windpilot

- 121 -

A to Z of manufacturers
AUTOHELM Founded in 1974 by British engineer Derek Fawcett, Autohelm has expanded continuously and has been worldwide market leader from day one. The characteristic 6 button operating pad was introduced in 1984 and remains unchanged: AUTO - autopilot on; +1/+10 - add 1 degree/10 degrees to the heading; -1/-10 - subtract 1 degree/10 degrees from the heading; and STANDBY. Autohelm merged in 1990 with Raytheon Inc., an American multinational with 70,000 employees and interests in everything from refrigerators to autopilots to rockets, and launched its own data transfer protocol (data bus) shortly afterwards. SEA TALK (ST) denotes systems which are equipped to use this data bus. A simple single cable connection links all the system components together, allowing them to exchange wind, log, GPS and nav-centre data. Autohelm still leads the field in this area, and all its systems apart from the AH 800 are ST compatible and can be linked to other modules. Autohelm systems are produced at the companys site in England which employs about 300. The company currently has about 90 % of the market for cockpit autopilots and somewhere between 50 and 60 % of the market for inboard autopilots for sailing yachts up to 60 feet. The range includes: 2 course computers (Model 100 or 300) 6 mechanical/linear-hydraulic drive units for vessels up to 43 t 5 hydraulic drive pumps 2 chain drive units Autohelm has a worldwide distribution network with service centres around the globe. BENMAR An American manufacturer with only a limited presence in Europe. Benmar supplies autopilots for many 40+ foot motor yachts in the USA. BROOKES & GATEHOUSE English company Brookes and Gatehouse (B & G) was founded only a year after the birth of the transistor and the onset of the electronics revolution. The company rose to prominence thanks to two legendary instrument ranges, HOMER and HERON, which appeared on virtually all the bigger yachts of the day. Continuous development in the field of onboard electronics for the discerning sailor has helped the company retain a sizeable share of this market. B & G competes internationally with a full range of integrated instruments. B & Gs NETWORK PILOT, HYDRA 2 and HERCULES PILOT autopilot systems are available in a range of specifications and sizes and are predominantly found on larger boats. The range includes: a) B & G NETWORK 2 course computers (types 1 + 2)

Super Navik

- 132 RVG The RVG is another American trim-tab-on-auxiliary-rudder system (Type 5). It was built in California until 1977. A former army pilot then took the design to Florida and continued making the systems by hand more or less unchanged. The system has no bevel gear linkage. The RVG is no longer made. SAILOMAT (System types 11 and 12) There has been some confusion in sailing circles regarding the Sailomat name owing to the fact there were two separate companies using the name. The legal battle between the parties involved lasted for several years and unsettled the market. Sailomat Sweden AB was founded in 1976 by the three Swedes Bostrm, Zettergren and Kns. With financial help from the Swedish treasury the company developed the Sailomat 3040 double rudder system. Elegant and innovative, the design was the first to couple a servopendulum system directly to an auxiliary rudder in this way. The system was also tremendously expensive, and fell beyond the reach of many sailors. Exaggerated estimates of the potential market and personal disagreements between the three partners probably contributed to the problems of the company. Production ceased in 1981 and the company was dissolved shortly thereafter. H. Brinks/Netherlands, the former European marketing representative for the company and inheritor of the legal rights to the system, continued to sell off existing stocks for several years. The system was later sold under the name STAYER as a result of legal disputes between the former owners. It finally disappeared from the market at the end of the 1980s. In 1984 Stellan Kns founded Sailomat USA. He designed servo-pendulum systems (Type 11) at his base in California and had them manufactured in Sweden. The Sailomat 500, a hybrid autopilot/windvane system, was launched in 1985. The windvane supplied the steering impulse for on the wind courses +/- 60 degrees and the autopilot was connected in other cases. The idea failed to catch on and few systems were built. The Sailomat 536, similar in many ways to the Sailomat 500 but with a 360 degree windvane, appeared in 1987. The pendulum arm could be raised 90 degrees to one side, which in practical terms actually meant that the rudder had to be removed after use because it would otherwise have stuck out some distance from the side of the boat. Mounting components had to be custom made; variable mounting flange and remote control were not available.

SmartPilot

Guide to Raymarine Below Deck Autopilot Systems.

www.raymarine.com

Its a beautiful day, the suns out, the sea is blue and youre underway - what a great opportunity for your Raymarine autopilot to take over the helm while you soak up the sun. Just press the button and the day is yours. or. The winds come up, the sea is getting choppy, and mother natures unleashes a torrential rain just press the Auto button and let your Raymarine autopilot take the strain while you mind the radar/chartplotter and set a course for safe harbor. From the invention of Autohelm tiller pilot almost 30 years ago to SmartPilot gyro enhanced Advanced Steering TechnologyTM today, Raymarine autopilots lead the way in autopilot technology and innovation and set a new benchmark in autopilot performance and reliability.
SmartPilot System Components.
Each system includes your choice of waterproof control heads.
The central intelligence hub of every SmartPilot, the corepack consist of a course computer, fluxgate compass and rudder reference unit.
A rugged Raymarine drive is matched to your specific vessel requirements.
ADDITIONS TO THE RAYMARINE AUTOPILOT LINE-UP
Designed for sail and powerboats under 20,000 lbs, our all new S1 corepacks offer maximum features and performance, including Raymarine's Advanced Steering Technology and integral rate gyro. The S1 and S1G are also available in convenient all-in-one box autopilot System Packs! Get straight to the point with the all new ST8001 autopilot control head. Command the helm with the ST8001s rotary control knob and large high contrast LCD.

1 I www.raymarine.com

SmartPilot Technology
AST Advanced Steering Technology: State-of-the-art software for course computers with built-in rate gyro, gives superb steering performance and boat handling.
SeaTalk networking: The world-renowned on-board plug and play solution for connecting multiple remote autopilot displays and Raymarine integrated navigation systems. SeaTalk enhanced features include: Waypoint and Route navigation Wind Instrument integration: Steer to wind angle True/Apparent Speed Instrument integration: autopilot automatically adjust the amount helm based on vessel speed Handheld remote controls and multi station control head option AutoTack: Tack the boat through a user-programmable turn. Perfect for when sailing with a shorthanded crew
Auto Speed Gain: Adjusts the amount of helm applied at different boat speeds for a smooth safe ride.
Wind Trim: Fully adjustable (up to 9 levels) and the ability to select true/apparent wind to steer.
Thanks to Raymarine, the Southern Ocean just got easier
Brad Van Liew, winner Class 2 in the Around Alone race, praising the superb performance of his Raymarine autopilot.
AutoSeastate and AutoTrim: Automatically adjusts for wind and sea conditions to hold the best course.
Course Memory: After a manual course change to avoid an obstruction, simply press Auto for one second to return to your previous course.
Vane Mode: Utilizing wind information from SeaTalk wind instruments SmartPilot steers to wind angle and sets the boat up so that the sails are at full trim (balanced).
Clear Displays: Easy-to-Read and informative LCD displays with rudder angle indicator and SeaTalk data repeating capabilities
I can't say enough about the reliability and performance of my Raymarine electronics. All the way around the world the navigation and radar systems, instruments and autopilot, have been a decided advantage. On board Tommy Hilfiger Freedom America, the Raymarine autopilot with its superior software steered as well as a seasoned professional." Brad Van Liew, winner Class 2 in the Around Alone race and fastest Open 50 24hr distance record holder.

www.raymarine.com I 2

SmartPilot Control Heads

ST6001 ST7001

An extra crew member at your command, SmartPilot autopilot control heads offer advanced features and intuitive operation. Each SmartPilot control head offers the same level of performance when matched with a SmartPilot corepack. Choose the SmartPilot control head that best suits your needs.
RAYMARINE SMARTPILOTTM CONTROL HEAD FEATURES High contrast easy-to-read displays Rugged waterproof enclosures Easy installation with single SeaTalk cable between the control head and SmartPilot course computer Easy addition of multiple remote ST6001, ST7001 and ST8001 control heads or multiple ST600R handheld remote SeaTalk networking and NMEA 0183 compatibility via SmartPilot course computer Customizable navigation and instrument repeater data pages

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.
ST6001 FEATURES Compact and stylish control head matches Raymarine ST60 Instruments easy-to-read high contrast 3 LCD display Simple setup and calibration with AutoLearn when used with G series corepacks A versatile data repeater with seven configurable instrument/navigation data pages Intuitive Autohelm pilot controls Rudder angle indicator Programmable AutoTack control Available in surface mount (standard) or optional flush mount configurations Compatible with all SmartPilot corepacks and drive units Available in convenient preconfigured complete SmartPilot System Packs (with corepack and drive unit) for Sail and Powerboat applications
A powerful and versatile extra large 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. 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 FEATURES Large 4 crisp LCD display with easy-to-read rudder angle indicator Simple setup and calibration with AutoLearn when used with G series corepacks A versatile data repeater with 15 configurable instrument/navigation data pages Remote ST60 instrument control feature allows control of ST60 instrument displays from the ST7001 keypad Programmable AutoTack control Intuitive keypad and the proven Autohelm button control Compatible with all SmartPilot corepacks and drive units Dedicated controls for response, resume and set course
Whatever your boating passion, Raymarine has a SmartPilot solution for you.
Integrates with Raymarine SeaTalk instruments with configurable data displays and GPS data.

3 I www.raymarine.com

ST8001

ST600R HANDHELD REMOTE

JOYSTICK
Simply dial in your destination and press auto; the all-new ST8001 puts total helm control at your fingertips with an easy-to-use rotary control for precision course changes and convenient power steering control. The oversized LCD display delivers large high contrast characters of pilot status, compass heading and user defined data pages, transforming the ST8001 into a versatile navigation instrument repeater display.

ST8001 FEATURES Large 4 high contrast LCD display with easy-toread rudder angle indicator Simple setup and calibration with AutoLearn when used with G series corepacks A versatile data repeater with 15 configurable instrument/navigation data pages Programmable AutoTack control Available in convenient preconfigured complete SmartPilot System Packs (with corepack and drive unit) for Sail and Powerboat applications Compatible with all SmartPilot corepacks and drive units
More than just a handheld remote the innovative ST600R combines full autopilot control with an extensive navigation and instrument repeater display. The ST600R is comprehensively equipped with the proven Autohelm 6 button control system and easy-to-use chapter and page keys for accessing autopilot, instrument and navigation data. For added convenience, additional deck sockets can be added at any point through out the boat for easy plug-in remote autopilot control.
ST600R FEATURES Compact ergonomic design Rugged fixed mount cradle Easy-to-read high contrast backlit LCD display A versatile data repeater with 21 configurable instrument/navigation data pages Intuitive Autohelm pilot controls Rudder angle indicator Programmable AutoTack control SeaTalk networking enables easy addition of multiple ST600R handheld remote
Use the fast response joystick for powerassisted manual steering it adjusts the rudder angle using the autopilot course computer and drive unit.
JOYSTICK FEATURES SeaTalk compatible Multiple joysticks can be add for upper and lower stations
ST290 INSTRUMENT AUTOPILOT CONTROL OPTION
The next chapter in on board instrumentation, the ST290 instrument system takes autopilot integration to a new level. Combine a ST290 autopilot keypad with a multifunction ST290 Graphic display for complete SmartPilot control and functionality. The powerful ST290 Graphic serves as a dedicated autopilot display or it can be customized to display an extensive array of instrument and navigation data. An intelligent autopilot "pop up" feature activates whenever an autopilot control is activated to keep you informed. Go to www.raymarine.com to learn more about Raymarine's complete line of high performance ST290 instruments systems.

www.raymarine.com I 4

More powerful and rugged than ever before, Raymarine SmartPilot Series course computers serve as the central intelligence hub of our inboard pilot systems. With a SmartPilot you can Maintain a razor sharp course with smooth, crisp and controlled turns right onto your next heading with Advanced Steering Technology (AST)* software and the new G-series course computers. Stay right on course when the going gets tough use Fastrim AST to correct any changes in standing helm to keep the vessel on course (i.e. weather helm or loss of one engine). Control the way the pilot steers your boat using Sensitive Response AST* for the most comfortable ride or to conserve power on long sail passages. Make cross track error a thing of the past use your inboard pilot with a Raymarine GPS to track straight to your next waypoint. Set your pilot up for optimum performance using the intelligent AutoLearn* and AST* software that automatically learns your boats handling characteristics. Rate Gyro stabilized heading output for 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.

*G Series Course computers only A course computer installed out of sight behind a bulkhead.
COURSE COMPUTER FEATURES Complete all-in-one autopilot options Patented external fluxgate compass for optimum performance and course keeping accuracy SeaTalk networking Simple installation affixes with two screws Connects to ST6001/7001/8001 control heads and ST600R remote Easy access enclosure Speed connectors for wiring Gyro option Current limiting protection

5 I www.raymarine.com

RATE GYRO ENHANCED SMARTPILOTS WITH AST
SmartPilot corepacks with built in rate gyro bring autopilot performance to a new level. The rate gyro enables Raymarines AST (Advanced Steering Technology) software to intelligently monitor the pitch and roll of the vessel and actually anticipates course changes. A specially developed course control algorithm then delivers razor sharp course keeping without instability or overshoot. This gyro enhanced autopilot performance and advanced software is especially valuable in difficult steering situations, such as downwind with a following sea. Raymarines AST software also enables rate gyro equipped SmartPilots to AutoLearn the vessels steering characteristics, simplifying calibration and allowing the autopilot to constantly adapt to changing sea conditions.

Corepacks

The central nervous system of every SmartPilot system Raymarine Corepacks are comprised of a course computer, patented fluxgate electronic compass and rudder reference unit.

S1 & S1G COREPACK

S2 & S2G COREPACK

S3 & S3G COREPACK

S1 & S1G FEATURES 12 Volt mini course computer designed for use with Type 1 Drives 6 Amp (15 Amp peak) motor drive output Recommended for mechanically steered vessels under 20,000 lbs (9000 Kg) Recommended for hydraulically steered vessels with cylinder ram sized 4.9in3 10.5in3 (80cc 172cc)
S2 & S2G FEATURES 12 volt Course Computer designed for Type 1 Drive units 15 Amp (20 Amp peak) motor drive output Recommended for mechanically steered vessels under 24,000 lbs (11,000 Kg) Recommended for hydraulically steered vessels with cylinder ram sized 4.9in3 to 14in3 (80cc 230cc)

S3 & S3G FEATURES 12 and 24 volt Course Computer designed for Type 1,2 and 3 Drive units 30 Amp (40 Amp peak) motor drive output Recommended for mechanically steered vessels under 77,000 lb (35,000 kg) Recommended for hydraulically steered vessels with cylinder ram sized 14in3 to 30.5in3 (350cc 500cc) Compatible with Raymarine constant running hydraulic pumps and hydraulic linear drive systems
NEW S1 SMARTPILOT SYSTEM PACKS
Designed for medium-sized power and sailboats, SmartPilot Systems Packs are complete autopilot systems in one box. Each system consists of a S1 or S1G corepack, ST6001 or ST8001 control, and Type 1 drive unit. SmartPilot System Packs are available for powerboats in hydraulic or outboard configurations and for Sailboats with a mechanical linear drive. See Page 13 for a complete list of SmartPilot system packs

www.raymarine.com I 6

Choosing a Raymarine SmartPilot System

Overview.

Next to choosing the boat itself, choosing the right autopilot can be one of the most important decisions a captain has to make. With a vast array of autopilot models and configurations to choose from, selecting the right autopilot can seem like a daunting task. The following pages are designed to assist you in selecting the right Raymarine SmartPilot system for your boat. A SmartPilot system is a combination of Autopilot Control Head, Corepack and Drive Unit. Here is a brief explanation of each component and the necessary steps for choosing the right SmartPilot for your boat.

Drive Unit

Under the control of the course computer Raymarine autopilot drive units interface with your vessels steering system for reliable and straight course keeping. A broad range of drive units is available to match almost any type of steering system.

Hydraulic Drive

STEP 1. DRIVE UNIT SELECTION Know Your Boat and Your Steering System.
The first step in selecting an autopilot from Raymarine is choosing the proper autopilot drive unit for your vessel. Raymarine autopilot drive units are available in array of sizes and configurations to accommodate various steering system types and vessel displacements. To properly select an autopilot you will need to find out what type of steering system is installed. This may involve opening a few hatches and taking a peak at the gear, or this can be a simple as consulting your boat dealer or boat manufacturer. Raymarine SmartPilot systems accommodate both hydraulic, mechanical, and power assisted stern drive steering systems. If you are not sure how to determine what type of steering system is installed on your vessel consult an authorized Raymarine dealer. Raymarine dealers are well skilled and factory trained to evaluate and assist you in selecting the right Raymarine autopilot for your boat.

Control Head

The control head is your interface to the autopilot system. Raymarine control heads are available in several different configurations of display size and type. Multiple control heads can be used with any Raymarine autopilot system for dual or multi station installations. In addition, full function handheld remotes and joystick controls are available as options.

Linear Drive

Rotary Drive

Corepack

The central intelligence hub of the autopilot system, Raymarine SmartPilot Fluxgate compass corepacks consist of a course computer, fluxgate compass, and rudder reference sensor. Corepacks are available in three different levels of performance, S1, S2 or S3, depending on the type drive and vessel size. Each Corepack is also available in a G version with a built in Rate Gyro for improved performance through Raymarines AST (Advanced Steering Technology).

Rudder reference sensor

Course computer

7 I www.raymarine.com

Raymarine SmartPilot corepacks consist of a course computer, fluxgate compass, and rudder reference sensor.
Hydraulic Steering Systems.
Raymarine SmartPilots connect to hydraulic steering systems using a rugged hydraulic pump that is matched to the capacity of the hydraulic steering system. To match a Raymarine SmartPilot hydraulic pump to your vessel you need to learn the size (in cubic inches) of the actual hydraulic cylinder ram or rams that are mounted to the rudder on inboard engine boats or the ram mounted to the drive on outboard engine boats. Your steering system documentation will have this information. Alternatively you can look on the actual cylinder ram itself for the brand and model number. Once you have learned the model number of your cylinder ram(s) visit our website www.raymarine.com and access our hydraulic cylinder ram cross-reference guide to learn which hydraulic autopilot pump is compatible with your hydraulic steering system. Raymarine autopilot hydraulic pumps are available in several sizes to accommodate a broad range of steering cylinder capacities. The table below illustrates the capacity of each type of Raymarine hydraulic autopilot pump when used with the corresponding SmartPilot corepack.

Hydraulic Steering

SMARTPILOT HYDRAULIC DRIVE SELECTION CHART
Drive Type Vessel Displacement Ram Capacity Maximum Stall Pressure at 12V Peak Flow Rate (no load) Corepack Used Part Number 67in3/min (1000cc/min) S1 or S1G M81120 (12 V) 67in3/min (1000cc/min) S2 or S2G M81120 (12 V) M81119 (24 V) 122in3/min (2000cc/min) S3 or S3G M81121 (12 V) M81123 (24 V) 175in3/min (2900cc/min) S3 or S3G M81122 (12 V) M81124 (24 V) 4.9in 10.5in

Type 1

Type 1 4.9in3 14in3 (80cc 230cc) 750psi (50bar)
Type 2 14in3 21in3 (230cc 350cc) 1450psi (100bar)
Type 3 21in3 30.5in3 (350cc 500cc) 1160psi (80bar)
Does not apply here. The drive unit is matched to the ram capacity of the steering system
(80cc 172cc) 750psi (50bar)
In some systems with dual steering rams, cylinder capacity is total of the two rams Visit www.raymarine.com to learn more about selecting a hydraulic drive for dual steering ram systems. Vessels with outboard engines require an optional Linear Rudder feedback (Model number M81188) Hydraulic steering systems with steering rams over 30.5in3 require our larger constant running hydraulic pumps used in conjunction with or S3 or S3G corepacks. Visit www.raymarine.com for more on selecting a constant running hydraulic pump. Vessels with 24-volt DC power must use the S3 or S3G corepack and 24-volt drive. An authorized Raymarine Dealer is best suited for installing a hydraulic autopilot system.
Raymarine recommends that you consult a Raymarine approved dealer who can specify, install and commission the correct Raymarine system for your boat. Visit our website www.raymarine.com to locate an authorized Raymarine dealer.

6.54 in

4.17 in
TYPE 1, 2 AND 3 HYDRAULIC PUMP DIMENSIONS

www.raymarine.com I 8

5.27 in

SMARTPILOT TECH TIP

Mechanical Steering Systems
When selecting an autopilot drive unit for a mechanical steering system, the vessel displacement is the determining factor for selecting the properly sized drive. When determining your vessel displacement always add 20% to the dry weight of your vessel to account for the added weight of fuel, gear provisions and people. Next select the type of autopilot drive that is right for your mechanical steering system. Raymarine SmartPilot drive units for mechanical steering systems are available in linear, hydraulic linear and rotary drive configurations. Below are descriptions of each type of mechanical steering drive.

Mechanical Steering

MECHANICAL LINEAR DRIVES
Our most common drive types for sailing vessels, Raymarine mechanical linear drives provide powerful thrust, fast hard over times and quiet operation. Mounted below decks, the linear drive moves the rudder directly by pushing the tiller arm or a rudder quadrant.
SMARTPILOT LINEAR DRIVE SELECTION CHART

Drive Type Maximum boat displacement Corepack Used Peak thrust Maximum stroke Hard over to hard over time (+/- 35, no load) Maximum rudder torque Power consumption Part Number 6,500 lb.in 735 Nm 18-36 W M81130 6,500 lb.in 735 Nm 18-36 W M81130 10,500 lb.in 1,190 Nm 48-72 W M81131 (12 V) M81133 (24 V)
The linear drive unit connects to the rudder stock via an independent tiller arm. Accessory fittings from your steering system manufacturer may be required Vessels with 24 Volt DC power must use the S3 or S3G corepack and a 24-volt drive. An authorized Raymarine Dealer is best suited for installing a linear drive system
Type 1 20,000 lb (9,000 kg) S1/S1G 295 kg (650 lb) 12 in (300 mm) 11 sec
Type 1 24,000 lb (11,000 kg) S2/S2G 295 kg (650 lb) 12 in (300 mm) 11 sec
Type 2 short 33,000 lb (15,000 kg) S3/S3G 480 kg (1,050 lb) 12 in (300 mm) 11 sec
Type 2 long 44,000 lb (20,000 kg) S3/S3G 480 kg (1,050 lb) 16 in (400 mm) 14 sec 14,700 lb.in 1,660 Nm 48-72 W M81132 (12 V) M81134 (24 V)

HYDRAULIC LINEAR DRIVES

Designed for larger mechanically steered vessels, our hydraulic linear drives are self-contained hydraulic steering systems consisting of reversing pump, reservoir and hydraulic ram.
An hydraulic linear drive unit connects to the rudder stock via independent tiller arm. Accessory fittings from your steering system manufacturer may be required Vessels with 24-volt DC power must use the S3 or S3G corepack and a 24-volt drive. An authorized Raymarine dealer is best suited for installing a linear drive system

Hydraulic Linear Drive

Drive Type Maximum boat displacement Corepack Type Peak thrust Maximum stroke Hard over to hard over time (+/- 35, no load) Maximum rudder torque Part Number 11,300 lb.in (1,270 Nm) M81200 (12 Volts) M81201 (24 Volts) 23,100 lb.in (2,565 Nm) M81202 (12 Volts) M81204 (24 Volts) Type 2 48,500 lb (22,000 kg) S3 or S3G 1,290 lb (585 kg) 10 in (254 mm) 10 sec Type 3 77,000 lb (35,000 kg) S3 or S3G 2,200 lb (1,000 kg) 12 in (300 mm) 12 sec

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MECHANICAL ROTARY DRIVES
The rotary drive is designed for power and sailboat steering systems that can be driven from the helm position through a chain and sprocket (for example: cable and rod steering systems). The outstanding design of the Raymarine rotary drive unit provides smooth, powerful autopilot-controlled steering with quiet operation. Use the table below to select a rotary drive suitable for your vessel displacement.
SMARTPILOT ROTARY DRIVE SELECTION CHART
Drive Type Vessel Displacement Corepack Type Peak Output Torque Max Shaft Speed Recommended hard over time (no load) Power Consumption Part Number Type 1 Rotary Drive 20,000 lb (9,000 kg) S1 or S1G 180 lb.in (20 Nm) 33 rpm 10 seconds 24-48 Watts M81135 Type 1 Rotary Drive 24,000 lb (11,000 kg) S2 or S2G 180 lb.in (20 Nm) 33 rpm 10 seconds 24-48 Watts M81135 Type 2 Rotary Drive 44,000 lb (20,000kg) S3 or S3G 300 lb.in (34 Nm) 33rpm 10 seconds 60-84 Watts M81136 (12 V) M81137 (24 V)

Optional drive sprockets and modification to the steering chain may be required Vessels with 24-volt DC power must use the S3 or S3G corepack and a 24-volt drive. An authorized Raymarine Dealer is best suited for installing a rotary drive system.
30.6 in (T1/T2S) 36.6 in (T2L) 7.8 in 10.8 in 10.0 in (T1/T2S) 14.0 in (T2l) 7.2 in = = 10.0 in

21.25 in (T2) 27.15 (T3)

4.0 in

7.1 in (T2) 10.5 in (T3)

4.5 in

7.7 in

2.4 in
TYPE 2 AND 3 HYDRAULIC LINEAR DIMENSIONS
TYPE 1 AND 2 LINEAR DRIVE DIMENSIONS
TYPE 1 AND 2 ROTARY DRIVE DIMENSIONS

Stern Drive Units

Boats equipped with inboard/outboard engines and power assisted cable steering can take advantage of our universal I/O drive unit. This innovative electromechanical drive unit operates the power steering valve in the same way as the steering cable.

Universal Stern Drive

Stern Drive Steering
SMARTPILOT UNIVERSAL STERN DRIVE SELECTION CHART
Type Vessel Displacement Corepack Type Drive method Maximum thrust Maximum stroke Hard over to hard over time Part Number Universal I/O drive Does not apply S1 or S1G Electromechanical 50 kg (110 lb) 214 mm (8.3 in) E12026

2.4 in 4.0 in

8.8 sec
Always verify compatibility before installing a drive unit by consulting with an authorized Raymarine dealer or Raymarines Customer Support Team This drive is not compatible with 1997 or later Mercruiser power assist Inboard/Outboard drives Cable steering systems using non feedback helms are not compatible with this drive Additional stern drive units are available for specific engine configurations. Visit our website www.raymarine.com to learn more.

35.8 in

43.8 in

13.9 - 22.3 in

UNIVERSAL STERNDRIVE DIMENSIONS

www.raymarine.com I 10

STEP 2. SELECT A COREPACK
Once you have determined the appropriate Drive Unit the next step is to select a SmartPilot Corepack. Corepacks, contain the SmartPilot course computers which are available in either standard configuration or G versions, with built in Rate Gyro sensor and Raymarine AST (Advanced Steering Technology). SmartPilot Corepacks are available in three levels (S1, S2 and S3) of performance. Based on the type of drive unit use the chart below to select the appropriately rated SmartPilot Corepack.

S1 & S1G Corepack

S2 & S2G Corepack

S3 & S3G Corepack

SMARTPILOT COREPACK SELECTION CHART
Core Packs Compatible Drive Types Supply voltage Motor drive Current continuous (peak) Clutch current Amps Solenoid drive interface Built In Rate Gyro AST with AutoLearn (Advanced Steering Technology) Fast Gyro Stabilized heading output for MARPA and radar/ chart overlay on Raymarine Radars Part Number

6.96 in 5.6 in

S1 Type 1 12v 6 amps (15 amps peak) 2 amps No Upgradeable Upgradeable Upgradeable
S1G Type 1 12v 6 amps (15 amps peak) 2 amps No Standard Standard 5Hz
S2 Type 1 12v 15 amps (20 amps peak) 5 amps No Upgradeable Upgradeable Upgradeable
S2G Type 1 12v 15 amps (20 amps peak) 5 amps No Standard Standard 10Hz
S3 Type 1,2 and 3 12/24v 30 amps (40 amps peak) 5 amps Yes Upgradeable Upgradeable Upgradeable
S3G Type 1, 2 and 3 12/24v 30 amps (40 amps peak) 5 amps Yes Standard Standard 10Hz

E12114

E12115

E12054

E12091

E12055

E12092

12.0 in 10.9 in

2.75 in

2.76 in

3.0 in

2.28 in

FLUXGAGE COMPASS DIMENSIONS
S1 AND S1G COURSE COMPUTERS DIMENSIONS
S2,S2G, S3 AND S3G COURSE COMPUTERS DIMENSIONS

11 I www.raymarine.com

7.67 in
RUDDER REFERENCE DIMENSIONS
STEP 3. SELECT A CONTROL HEAD
The final step, in the building a Raymarine SmartPilot system is selecting an autopilot control head. Here the decision is a matter of personal choice, since each fixed mount SmartPilot control head will offer the same level of autopilot performance. Adding additional control heads is easy thanks to Raymarines SeaTalk networking.
1. ST7001 or ST8001 control head 2. ST6001 control head 3. Flush mount ST6001 control head 4. Course computer 5. SeaTallk network 6. DC Power 7. Fluxgate compass 8. Rudder reference unit 9. Drive unit
SmartPilot Control Heads and Remote.

ST6001

ST7001

ST600R

Contol Heads
SMARTPILOT CONTROL HEAD SELECTION CHART
Control Head Control Type LCD size Customizable SeaTalk data pages for repeating instrument and GPS data Power steer mode AST and AutoLearn (with G Type Corepack) Optional second or multi station control heads Mounting Part Number Flush or Surface options E12098 (surface mount) E12100 (flush mount)
When choosing a G series corepack a ST6001, ST7001 or ST8001 must be used for complete AST functionality and calibration.

ST6001 Push Button 3 (81mm) 7
ST7001 Push Button 4 (98mm) 15
ST8001 Rotary Knob 4 (98mm) 15
ST600R Push Button 2 (51mm) 21
Surface E12099 Surface E12119 Handheld with mounting cradle A12016

1.7 in

2.0 in

3.6 in

4.3 in

1.4 in

6.7 in

1.6 in

6.7 in 1.6 in
ST6001 PLUS CONTROL DIMENSIONS
ST7001 PLUS CONTROL UNIT DIMENSIONS
ST8001 PLUS CONTROL UNIT DIMENSIONS
ST600R REMOTE CONTROL DIMENSIONS

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4.9 in
SmartPilot S1 System Packs
All in one box SmartPilot S1 solutions. Each kit is complete with S1 or S1G corepack, ST6001 or ST8001 control head and drive unit.

Inboard Hydraulic

S1 INBOARD HYDRAULIC SYSTEMS
For hydraulic steering systems with cylinder ram capacities between 4.9in 10.5in (80cc 172cc) S1 Hydraulic type 1 inboard (rotary rudder feedback unit) with ST6001 control head S1G Hydraulic type 1 inboard (rotary rudder feedback unit) with ST6001 control head S1 Hydraulic type 1 inboard (rotary rudder feedback unit) with ST8001 control head S1G Hydraulic type 1 inboard (rotary rudder feedback unit) with ST8001 control head E12121
Fluxgate compass, Hydraulic Drive and Rudder Reference

Part Number

ST6001 or ST8001 Displays

E12106 E12120 E12116

S1 or S1G Course Computer

Outboard Hydraulic

S1 OUTBOARD HYDRAULIC SYSTEMS
For hydraulic steering systems with cylinder ram capacities between 4.9in 10.5in (80cc 172cc) S1 Hydraulic type 1 outboard (linear rudder feedback unit) with ST6001 control head S1G Hydraulic type 1 outboard (linear rudder feedback unit) with ST6001 control head S1 Hydraulic type 1 outboard (linear rudder feedback unit) with ST8001 control head S1G Hydraulic type 1 outboard (linear rudder feedback unit) with ST8001 control head E12123
Linear rudder feedback unit, Fluxgate compass and Hydraulic Drive
Part Number E12107 E12122 E12117

Mechanical Linear

S1 SAILPILOT MECHANICAL LINEAR DRIVE SYSTEMS
For use with mechanically steered vessels under 20,000 lbs (9000 kg) S1 Linear drive with ST8001 control head S1G Linear drive with ST8001 control head S1 Linear drive with ST6001 control head S1G Linear drive with ST6001 control head Part Number E12118 E12125 E12108 E12124
Fluxgate compass, Linear Drive and Rudder Reference S1 or S1G Course Computer ST6001 or ST8001 Displays

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SmartPilot Accessories

Accessories

ACCESSORIES SELECTION CHART
Joystick Control SeaTalk compatible power steering joystick control Part Number E12136
4 Button SeaTalk Remote Remote dodger with 1 and 10 degree course change controls A15002
Rate Gyro Upgrade Adds Rate Gyro and AST technology to non G course computers* E12101
ST60 Rudder Angler Indicator** SeaTalk compatible analog rudder repeater A22008
ST60 Compass Display SeaTalk compatible analog compass repeater A22007
*Requires ST6001, ST7001 or ST8001 control head for complete AST functionality **ST60 rudder shown with optional flush mount kit.

5.11 in

4.33 in 5.90 in 1.53 in

1.33 in.86 in

JOYSTICK DIMENSIONS
SMART HEADING SENSOR DIMENSIONS
ST60 COMPASS AND RUDDER DISPLAY HEAD DIMENSIONS

POWER INSTALLATION

Typical SmartPilot Powerboat installation with dual station control heads and optional joystick controls

SAIL INSTALLATION

Typical SmartPilot Sailboat installation with dual station control heads and integrated SeaTalk instruments.

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4.52 in

3.5 in

For more information about Raymarine call 1-800-539-5539 or visit www.raymarine.com.
Instruments Radar Communications Autopilots Navaids Fishfinders
About Raymarine Raymarine, the world leader in marine electronics is dedicated to the design and manufacture of the most comprehensive range of electronic equipment for the recreational boating and light commercial marine markets. Designed for high performance and ease of use, our awardwinning products are available through our global network of dealers and distributors.
Raymarine instruments are the preferred choice for cruisers and racers worldwide
Award-winning Pathfinder radars combine unparalleled performance with advanced integration
State-of-the-art VHF radiotelephones with DSC
Proven Autohelm series autopilots for cruising, racing and fishing
Navigation Aids, Satellite Differential WAAS GPS and easy-to-use Raycharts to guide you home
Advanced echo sounders for the serious fisherman

Raymarine Incorporated

22 Cotton Road, Unit D, Nashua, New Hampshire 03063-4219, USA. Tel: 603.881.5200 Fax: 603.864.4756
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Raymarine Limited

Robinson Way, Anchorage Park, Portsmouth, Hampshire PO3 5TD, England. Tel: +44 (0)3611 Fax: +44 (0)4642 Raymarine reserves the right to change product specifications without notice.