Displaying navigation information pages
If navigation information (e.g. distance to waypoint, cross track error and bearing to waypoint) is available, you can display it in Auto mode or Standby mode by pressing either -1 and +10 or +1 and -10 together momentarily. The display will then cycle through the navigation information pages:

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Locked heading

Distance to waypoint (if available)
Bearing to waypoint (if available)

Cross track error

D178-2
You can revert to normal operation by pressing either -1 and +10 or +1 and -10 together again.
Automatic deadband control (Auto Seastate)
In Auto, WindTrim or Track modes, the tiller pilot is set to AutoSeastate (automatic deadband control) as a default. This causes the pilot to gradually ignore repetitive movements of the boat and respond only to true course variations. By preventing unnecessary rudder movement, AutoSeastate provides the best compromise between power consumption and course keeping accuracy. If you want to switch off the AutoSeastate feature: 1. From Auto, WindTrim or Track mode, press -1 and +1 together to switch from AutoSeastate to Fixed Minimum Deadband. 2. The sign flashes when Fixed Minimum Deadband is selected. Minimum deadband provides the tightest course keeping possible, at the expense of increased power consumption and drive unit activity.

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Chapter 2: Using the Tiller Pilot To switch back to AutoSeastate, press -1 and +1 again.
Note: The autopilot reverts to Automatic Deadband Control each time you select Standby
Operating hints trim changes
CAUTION: Only make major course changes when steering MANUALLY. This ensures that the boat will safely clear any obstructions or other boats, and you can take into account the changed wind and sea conditions on the new heading before engaging the autopilot. Large course changes which change the apparent wind direction can produce large trim changes. When a sudden trim change occurs (for example due to weather helm or sail imbalance) there will be a delay of up to one minute before the automatic trim applies rudder to restore the locked heading. In these situations, the autopilot will not immediately assume the new automatic heading, and will only settle onto course when the automatic trim has been fully established. To minimize this problem, use the following procedure to make major course changes: 1. 2. 3. 4. 5. Note the required new heading. Press standby, remove the pushrod from the tiller pin, and steer manually. Bring boat onto the new heading and fit the pushrod back onto the tiller pin. Press auto and let the boat settle on course. Bring your boat onto the final course in 1 steps using -1 or +1.

Gusting conditions

In gusting conditions, the course may tend to wander slightly, particularly if the sails are badly balanced. By improving sail balance, you can improve course keeping. If you take the following precautions, the autopilot will be able to maintain competent control even in gale force conditions: Do not allow the boat to heel over excessively. Ease the mainsheet traveller to leeward to reduce heeling and weather helm. If necessary, reef the mainsail a little early. It is also advisable (whenever possible) to avoid sailing with the wind dead astern when there are very strong winds and large seas. Ideally, the wind should be at least 30 away from a dead run.
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ST1000 Plus & ST2000 Plus Tiller Pilots In severe conditions, it may be advisable to remove the mainsail altogether and sail under headsail only.
2.3 Switching display illumination on and off
You can switch the display illumination on and off when the tiller pilot is in Standby mode: from Standby mode, press -1 and +1 together to switch the illumination between on (L1) and off (L0) to return to the previous mode either wait 10 seconds or press the appropriate mode key

D364-2

Note: The tiller pilot normally powers-up with the illumination switched on (L1).
If other SeaTalk instruments or autopilot control units are connected via SeaTalk, you can also control the tiller pilots illumination from these units.

2.4 Using Track mode

In Track mode, the tiller pilot maintains a track between waypoints created on a navigation system. The tiller pilot computes any course changes to keep your boat on track, automatically compensating for tidal streams and leeway. To operate in Track mode, the tiller pilot must receive cross track error information from either: a SeaTalk navigator, or a non-SeaTalk navigation system transmitting NMEA 0180 or 0183 data

Selecting Track mode

When you select Track mode, the tiller pilot can acquire the track in one of two ways: automatic acquisition when both cross track error and bearing to waypoint data are available
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manual acquisition when Cross Track Error is the only available information
Automatic track acquisition
If cross track error and bearing to waypoint data are both available (via SeaTalk or NMEA), the pilot can acquire a track automatically: 1. 2. 3. 4. Bring the boat to within 0.1 nm of track. Press auto. Press -10 and +10 together to enter Track mode. An alarm will sound and the display will alternate between: the bearing to waypoint, and the direction the boat will turn to take up the new track

Note: The tiller pilot beeps once every 30 seconds in WindTrim mode.

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Exiting WindTrim mode

To exit WindTrim mode: press standby to return to Standby mode press auto to return to Auto mode
Returning to the previous apparent wind angle
If you have steered the boat away from the selected apparent wind angle (for example, performing a dodge maneuver or selecting Standby) you can return to the previous apparent wind angle:

D360-3

1. Press and hold standby and auto together for 1 second. 2. The display flashes the previous locked heading for 10 seconds. 3. While the display is flashing, press standby and auto together to select the previous heading: when you select the previous heading, the W flashes for 10 seconds to confirm the selection

Wind shift alarm

If changes in apparent wind angle alter the original locked compass heading by more than 15, the wind shift alarm will sound. The display alternates between the current WindTrim heading and the direction of wind shift.

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24 To cancel the wind shift alarm:
check that the new course does not take the boat into danger press standby and auto together momentarily to accept the alarm and reset the wind shift alarm value to the current compass heading
Operating hints for WindTrim mode
WindTrim filters the wind vane output. This provides optimum response for offshore conditions where genuine shifts in wind direction occur gradually. In gusting and unsteady inshore conditions, it is best to sail a few degrees further off the wind so that changes in apparent wind direction can be tolerated. It is important to minimize the amount of standing helm through careful sail trimming and positioning of the mainsheet traveller. It is recommended that the headsail and mainsail are reefed a little early rather than too late.
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Chapter 3: Maintenance & Fault Finding
This chapter provides information about maintaining your tiller pilot system, obtaining product support and solving common problems.

3.1 General maintenance

CAUTION: The working parts of the tiller drive are sealed and lubricated for life during manufacture.The tiller pilot does not contain any user serviceable parts. It should be repaired only by authorized Raymarine service representatives.

Display condensation

In certain conditions, condensation may appear on the LCD window. This will not harm the unit, and can be cleared by switching on the illumination for a while.

Routine cabling checks

Make sure all connections are firmly attached. Examine the cable for signs of wear or damage replace any damaged cables.
Cleaning the tiller pilot
If the tiller pilot is dirty, wipe it with a clean, damp cloth. Never use chemical or abrasive materials to clean the tiller pilot.

EMC advice

When powered up, all electrical equipment produces electromagnetic fields. These can cause adjacent pieces of electrical equipment to interact with one another, with a consequent adverse effect on operation. To minimize these effects and enable you to get the best possible performance from your Raymarine equipment, guidelines are given in the installation instructions, to enable you to ensure minimum interaction between different items of equipment, i.e. ensure optimum Electromagnetic Compatibility (EMC). Always report any EMC-related problems to your nearest Raymarine dealer. We use such information to improve our quality standards. In some installations, it may not be possible to prevent the equipment from being affected by external influences. In general this will not damage the
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ST1000 Plus & ST2000 Plus Tiller Pilots equipment but it can lead to spurious resetting action, or momentarily may result in faulty operation.

3.2 Product support

Raymarine products are supported by a worldwide network of distributors and Authorized Service Representatives. Before you consider returning the autopilot, make sure that the power supply cable is sound and that all connections are tight and free from corrosion. If the connections are secure, refer to the following Fault Finding section. If you cannot trace or rectify the fault, contact either your national distributor, service representative, or the Raymarine Technical Services Call Center. Refer to the back cover or the Worldwide Distributor List for contact details. Always quote the product serial number (this number is printed on the underside of the tiller pilot).

3.3 Fault finding

All Raymarine products are designed to provide many years of trouble-free operation. We also put them through comprehensive testing and quality assurance procedures before shipping. In the unlikely event that a fault does occur with your autopilot, use the following table to help identify the problem and provide a solution. If you cannot resolve the problem yourself, contact either your national distributor, service representative, or the Raymarine Technical Services Call Center.
SYMPTOM The autopilot display is blank. SOLUTION No power check the fuse/circuit breaker.

The displayed compass heading does The compass has not been corrected for not agree with the boats compass. deviation carry out the deviation and alignment procedures (see page 53). Boat turns slowly and takes a long time to come on to course. Rudder gain too low (see page 56).
Boat overshoots when turning on to Rudder gain too high (see page 56). a new course.
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SYMPTOM SOLUTION

The autopilot appears to be unstable Northerly/Southerly heading correction on Northerly headings in the North- not set up (see page 63). ern hemisphere (or Southerly headings in the Southern hemisphere). Display shows CAL OFF when enter- Calibration access has been prevented ing calibration. (see page 64). The autopilot will not talk to other SeaTalk instruments. Position information not received. The autopilot will not auto advance to the next waypoint. Cabling problem make sure all the cables are connected properly. Navigator not transmitting the correct position data. No bearing to waypoint information received from the navigator.
The screen shows a series of rotating Compass deviation correction is running. dashes. The display shows a series of station- Data is not being received check the ary dashes. cabling. The display shows Err. The navigator has lost its fix refer to the navigator handbook for further action.
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Chapter 4: Installing the Tiller Pilot
4.1 Planning the installation
Before you start installing your tiller pilot system, use the illustration to check the parts supplied. Then read through the following information and the relevant installation sections in this chapter.
ST1000 Plus and ST2000 Plus Pack Contents

Tiller pin

Mounting socket
Self-tapping screw No 6 x 3/4 in (x6)
Cable clip and cable clamp

Tiller pilot socket

Gasket

Rubber cap

ST1000+ and ST2000+ Quick Reference Guide
ST1000 Plus & ST2000 Plus Owner's Handbook

Worldwide Distributors

Owner's handbook

Quick reference guide

Worldwide distributor list

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Cabling guidelines

consider how you will run cables to and from each component avoid running cables through bilges where possible avoid running cables close to fluorescent lights, engines, radio transmitting equipment etc.
EMC installation guidelines
All Raymarine equipment and accessories are designed to the best industry standards for use in the recreational marine environment. Their design and manufacture conforms to the appropriate Electromagnetic Compatibility (EMC) standards, but correct installation is required to ensure that performance is not compromised. Although every effort has been taken to ensure that they will perform under all conditions, it is important to understand what factors could affect the operation of the product. The guidelines given here describe the conditions for optimum EMC performance, but it is recognized that it may not be possible to meet all of these conditions in all situations. To ensure the best possible conditions for EMC performance within the constraints imposed by any location, always ensure the maximum separation possible between different items of electrical equipment. For optimum EMC performance, we recommend that: Raymarine equipment and cables connected to it are: At least 3 ft (1 m) from any equipment transmitting or cables carrying radio signals e.g. VHF radios, cables and antennas. In the case of SSB radios, increase the distance to 7 ft (2 m). More than 7 ft (2 m) from the path of a radar beam. A radar beam can normally be assumed to spread 20 degrees above and below the radiating element. The equipment is supplied from a separate battery from that used for engine start. Voltage drops below 10 V, and starter motor transients, can cause the equipment to reset. This will not damage the equipment, but may cause the loss of some information and may change the operating mode. Raymarine specified cables are used. Cutting and rejoining these cables can compromise EMC performance and must be avoided unless doing so is detailed in the installation manual.
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Part no. D284 D285 D286 D287 D288
Type Flat moulded plugs at each end Flat moulded plugs at each end Flat moulded plugs at each end Flat moulded plugs at each end Flat moulded plugs at each end
Length 1 m (3 ft 3 in) 3 m (9 ft 10 in) 5 m (16 ft 5 in) 9 m (29 ft 6 in) 20 m (65 ft 6 in)
Conversion cables - flat moulded plug to round plug

Part no. D187 D188

Type Flat moulded plug to male round plug Flat moulded plug to female round plug
Length 0.15 m (6 in) 0.15 m (6 in)
Extension cables - round plugs at each end
Part no. D124 D125 D126 D154
Type Male round plug to female round plug Male round plug to female round plug Male round plug to female round plug Male round plug to female round plug
Length 1 m (3 ft 3 in) 3 m (9 ft 10 in) 6 m (19 ft 8 in) 9 m (29 ft 6 in)
Interface cables - flat moulded/round plug to bare ends

Part no. D229 D179 D181

Type Flat moulded plug to bare ends Male round plug to bare ends Female round plug to bare ends
Length 1 m (3 ft 3 in) 3 m (9 ft 10 in) 3 m (9 ft 10 in)

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Remote control cabling

If required, you can operate the tiller pilot using: a full-function ST600R remote control unit (part no: A12016), or a SeaTalk hand-held remote control (part no: Z101) The following illustration shows how to connect a remote control.
Yellow (SeaTalk data) 12 A fuse Supply (+12 V DC) Screen (SeaTalk 0 V) Red (SeaTalk 12 V) with 5 A fuse SeaTalk instruments SeaTalk cable
ST600R remote SeaTalk cable* SeaTalk socket Z101 remote
*If you only need to connect a remote, wire this SeaTalk cable into the tiller pilot socket

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NMEA cabling

If required, you can connect a NMEA navigator or wind instrument to the tiller pilot. It can then use this information for Track and WindTrim modes.

Recognized NMEA data

Calibrating the compass

Automatic compass deviation correction
By completing the following compass correction procedure, the tiller pilot can correct its own internal fluxgate compass for most deviating magnetic fields. You should complete the Compass Deviation Correction at the beginning of your sea trial. To complete the compass correction:
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ST1000 Plus & ST2000 Plus Tiller Pilots 1. Extend or retract the pushrod so you can place the pushrod end onto the tiller pin. 2. Press and hold standby for 1 second a series of dashes will cycle around the display.

D3272-2

3. Keeping boat speed below 2 knots, use the -10 and +10 keys to turn the boat in slow circles. You should take at least 3 minutes to complete each 360.
boat's speed below 2 knots each complete circle should take 3 minutes

11/circles

D3273-2
4. Keep turning your boat until the display changes to show the amount of deviation the autopilot has detected (this should take between 11/2 t o2 complete circles). The deviation alternates with the autopilots current heading every second.

Deviation

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Heading alignment

1. Use the -1 and +1 keys to increase or decrease the displayed heading until it agrees with the heading on the boats steering compass, or a known transit bearing. 2. Exit compass linearization and heading alignment and store the compass correction/alignment values as follows: press and hold standby for 1 second until the pilot beeps or, to exit without saving any new settings, press standby momentarily
Note: For installations where an ST50 or ST30 Steering Compass instrument is connected to the SeaTalk bus, and the Steering Compass has a fluxgate transducer connected, it is only necessary to carry out the auto deviation correction on the Steering Compass Instrument (refer to Steering Compass handbook instructions).
Further adjustments to heading alignment
If the heading alignment requires further adjustment, enter Compass Deviation Correction again by pressing standby for 1 second. 1. Press auto to skip Deviation Correction and proceed to Heading Alignment. 2. Adjust the heading as described above.

Autopilot operation

Having calibrated the compass, the following procedure is recommended to familiarize yourself with autopilot operation: 1. Steer onto a compass heading and hold the course steady. 2. Place the pushrod end over the tiller pin. 3. Press auto to lock onto the current heading. The tiller pilot should achieve a constant heading in calm sea conditions. 4. Alter course to port or starboard in multiples of 1 and 10.

Adjusting calibration values
The flow chart on the next page shows how to: enter the calibration menu scroll through the calibration menu adjust the calibration values quit calibration
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Calibration menu

1 = 5 = 6 = 9 = 10 = Rudder gain Average cruise speed Off course alarm angle Local magnetic variation Northerly/Southerly turning error correction 11 = Current boat latitude 13 = Rudder damping

SECONDS

REPEAT THE ABOVE KEYPRESS WITHIN 10 SECONDS TO ENTER CALIBRATION
SECONDS ADJUSTING CALIBRATION FEATURES OR
QUITTING CALIBRATION AND SAVING ANY CHANGES
QUITTING CALIBRATION WITHOUT SAVING CHANGES
Does not appear if Level 10 is set to 0.

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Calibration features

Calibration feature

D167-07a

The number on the left identifies the calibration feature and the number on the right the currently selected value. You can enter the calibration menu to view the existing values without altering them. After viewing the value, a momentary press of standby returns the pilot to its normal operating mode without affecting the previous settings. If the display shows CAL OFF when you try to enter calibration, refer to page 64.

D214-1

Default calibration values
The following table shows the default calibration values. These will provide safe performance for initial sea trial.
No. 13 Feature Rudder gain Average cruise speed Off course alarm angle Local magnetic variation North/South turning error correction Boats current latitude Rudder damping Default setting 20 Off ( ) Off (0) Adjusted values
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Note: Calibration Levels 2,3,4,7,8 and 12 are not available. If Calibration Level 10 is set to 0, level 11 will also be omitted.
6.2 Calibrating the tiller pilot
Calibration Level 1: Rudder gain
Use Calibration Level 1 to adjust the rudder gain. This must be set when your boat is under way, as described on page 53.
Calibration Level 5: cruise speed
Use Calibration Level 5 to set the boats normal cruising speed for operation in Track mode. When interfacing with a navigation system, the tiller pilot uses the boats average cruising speed to perform track calculations.
Note: If a SeaTalk speed instrument is connected, boat speed data will be transmitted di-

rectly to the autopilot.

Calibration Level 6: off course alarm angle
Use Calibration Level 6 to set the off course alarm angle. This alarm warns you if the autopilot is unable to maintain its set course. The off course alarm operates if the autopilot strays off course, by more than the set value, for more than 20 seconds. You can set the limit in 1 increments between 15 and 40.
Locked heading Boat heading

Controlling access to calibration
You can prevent unauthorized access to calibration as follows: 1. Press and hold -1 and standby together for 10 seconds until the display shows CAL OFF:
2. Toggle the calibration access between On and OFF using the -1 and +1 keys. 3. Store the setting by pressing -1 and standby for 10 seconds until the tiller drive returns to normal operation.
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ST1000+ and ST2000+ tiller drives: socket template
Drill 21 mm (53/64 inch) diameter hole Drill 2.5 mm (3/32 inch) diameter pilot hole (4 positions)

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81130_6.book Page 67 Wednesday, March 8, 2006 3:12 PM
Adjusting autopilot performance 56 Adjusting tiller pilot settings 5964 Alarms and warnings Large XTE 17, 21 Off course alarm 11 Track data error 21 Track data not received 20 Waypoint advance 19, 21 Wind shift 23 Auto mode 813 Automatic deadband 12 AutoTack 9 Changing course 9 Dodging obstacles 10 Entering Auto mode 8 Exiting Auto mode 8 Navigation information pages 11 Off course alarm 11 Return to previous heading 10 Auto Seastate 12 Automatic deviation correction 53 Functional tests 4952 Initial sea trial 5356 Compass calibration 5355 Deviation correction 53 Heading alignment 55 Cross track error 17 Cruise speed 62 Current latitude 64
Display illumination 14 Dodging obstacles 10, 19
EMC Installation guidelines 30 Servicing and safety guidelines 25
Fault finding 26 Functional test Navigation interface 50 Operating sense 49 SeaTalk interface 52 Switch on 49 Wind instrument interface 51
Boats current latitude 64
Cabling NMEA 47 Power 43 Remote control (optional) 46 SeaTalk 44 Calibration 5964 Access 64 Default values 61 Level 01 - Rudder gain 56, 62 Level 05 - Cruise speed 62 Level 06 - Off course alarm angle 62 Level 09 - Magnetic variation 63 Level 10 - Heading error 63 Level 11 - Boats current latitude 64 Level 13 - Rudder damping 64 Cantilever mounting 37 Changing course 9, 13 Commissioning the tiller pilot 4957 Adjusting rudder gain 56
Heading alignment 55 Heading error correction 63
Illumination 14 Initial sea trial Checking autopilot operation 55 Compass deviation correction 53 Heading alignment 55 Installation 2948 Cabling NMEA 47 Power 43 SeaTalk 44 EMC guidelines 30 Parts supplied 29 Socket 41 Tiller drive 3140

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Lighting 14

Specifications 5
Magnetic variation 63 Maintenance 25 Mounting socket 33
Tiller drive installation 3140 Cantilever mounting 37 Mounting socket 33 Pedestal socket mounting 39 Pushrod extensions 34 Tiller brackets 35 Tiller pin 33 Tiller pin (Non-standard) 40 Track mode 1421 Cross track error 17 Dodging obstacles 19 Entering Track mode 14 Automatic acquisition 15 Manual acquisition 16 Exiting Track mode 17 Safety 19 Tidal stream compensation 18 Warning messages 20 Waypoint arrival/advance 18
Navigation information pages 11 NMEA Cabling 47 Recognized data 47 Northerly heading error correction 63
Off course alarm 11 Off course alarm angle 62 Operating modes 724 Auto mode 813 Track mode 1421 WindTrim mode 2224 Operating sense, reversing 49
Parts supplied 29 Pedestal socket mounting 39 Power Cabling 43 Socket installation 41 Product support 26 Pushrod extensions 34
WindTrim mode 2224 Entering WindTrim mode 22 Exiting WindTrim mode 23 Return to previous wind 23 Wind shift alarm 23
XTE (Cross track error) 17
Recognized NMEA data 47 Remote control cabling 46 Return to previous heading 10 Rudder damping 64 Rudder gain 56, 62
SeaTalk Accessory cables 44 Cabling 44 Servicing 25 Socket installation 41 Southerly heading error correction 63
Raymarine World Wide Warranty

Raymarine Inc.

APPLICABLE TO PRODUCTS SOLD THROUGH OFFICIAL RAYMARINE INC. DEALERS, DISTRIBUTORS AND BOAT BUILDERS WITHIN THE AMERICAS AND CARIBBEAN.

Limited warranty

Subject to the terms, conditions and limitations set forth in this U.S. Limited Warranty (hereinafter the Warranty), Raymarine warrants that its products, when properly installed and used, will be free from defects in material and workmanship for a period of twenty-four (24) months (with respect to VHF radios, a period of thirty-six (36) months), from the date of first purchase (the Warranty Period). For the purposes of this warranty, date of first purchase means the date that the product was purchased by the first retail customer; or in the case of a product installed on a new vessel by a certified Raymarine original equipment manufacturer (a Raymarine OEM), the date that such vessel was purchased by the first retail customer. Raymarine will, at its sole option, repair or replace any defective products or components returned during the Warranty Period in accordance with the terms, conditions and limitations set forth below. Such repairs or replacement will be the sole remedy of the customer under this Warranty.
Obtaining Warranty Service
Standard Warranty Service To qualify for standard warranty service the product must be returned to a Raymarine-certified service agent, or directly to Raymarine in person, or by mail (i) within the Warranty Period, and (ii) within thirty (30) days of the alleged product failure.Any products returned by mail must be securely packaged and sent pre-paid and insured to Raymarine or to a Raymarine-certified service agent. All products, whether returned in person or by mail, must be accompanied by a copy of the original sales receipt, to be eligible for standard warranty service. A list of Raymarine-certified service agents is available from Raymarine Technical Support or at www.raymarine.com On Board Warranty Service For any Raymarine product or system that (i) has been installed on your vessel by a Raymarine-certified service agent or by a Raymarine OEM, and (ii) has a MSRP equal to or greater than USD $2,500, you are eligible to receive warranty service by a Raymarine certified service agent on-board your vessel (On Board Warranty Service) for a period of 12 months from the date of first purchase of such product or system, or the date of first purchase of the vessel on which such product or system has been installed (the On Board Warranty Period). In order to obtain On Board Warranty Service eligible customers MUST: (i) within the On Board Warranty Period, and (ii) within thirty (30) days from the date of the alleged failure giving rise to the warranty claim for which you are requesting On Board Warranty Service, contact a local Raymarine-certified service agent and request On Board Warranty Service. Present to the Raymarine-certified service agent a copy of the original sales receipt for the product, together with proof of the date of installation of the product by a Raymarine-certified service agent. The service agent may at its sole option, accept or deny such proof of purchase and proof of installation as sufficient to qualify you for On Board Warranty Service. Costs associated with travel, mileage, taxi fares, launch or docking fees, aircraft or vehicle rental, meals, customs, shipping, communication charges, and service agent travel costs are specifically excluded from coverage under this Warranty and are your responsibility. In addition, this Warranty does not cover fees associated with hauling, shipping or towing your vessel to a Raymarine-certified agent.

Raymarine UK Ltd.

APPLICABLE TO PRODUCT SOLD THROUGH OFFICIAL RAYMARINE UK LTD. DEALERS, DISTRIBUTORS AND BOAT BUILDERS WITHIN EUROPE, THE MIDDLE AND FAR EAST, AFRICA AND AUSTRALASIA.

Limited Warranty

The Raymarine warranty terms and conditions as described below do not affect the customers legal rights and complies with EU Directive 1999/44/EC. In order to ensure that the product continues to operate efficiently and reliably, we recommend that, before using the product, the customer carefully reads the Owners Handbook and follows the advice on the safe and correct operation and use of the product. We recommend that the Raymarine product is installed by a Raymarine certified installer. Installation by persons other than a Raymarine certified installer may invalidate the warranty.

1. Product warranty

1.1 Raymarine warrants each new product to be of good materials and workmanship. Raymarine, or its approved agents, will repair or exchange under warranty any parts or product proven to be defective in material or workmanship under normal use, for a period of 2 years (24 months) from date of sale to end user, subject to the limits contained in this warranty document. 1.2 The Raymarine warranty covers the parts and labour associated with any warranty repair as described above, provided that the product is returned to Raymarine or one of its approved agents. 1.3 Raymarine reserve the right to replace under warranty, not repair, certain Raymarine products subject to the limitations below, provided that they are returned to the nearest Raymarine National Distributor. For details of such products refer to the internet at www.raymarine.com or contact your nearest Raymarine National Distributor.

2. Onboard warranty

2.1 In addition to the Product warranty cover as described above, Raymarine will, authorize onboard warranty service by the nearest Raymarine approved service agent, subject to the maximum mileage and other limits referred to in paragraph 4.12 below, on products, where proof of installation, or commission by Raymarine certified installers, can be shown. 2.2 The warranty provides for onboard repair or exchange of the product, by Raymarine or its approved service agents, for a period of 2 years (24 months), subject to the limits contained in this warranty document. In the case of a product installed, by a Raymarine certified OEM installer, on a new boat prior to the sale of the boat to a customer, the 2-year period will begin on the date of the sale of the boat to the customer. In the case of a product installed, by a Raymarine certified installer, on a boat already in the possession of the customer, the 2-year period will begin on the date of the commissioning of the installed product. 2.3 Certain Raymarine products are not covered by onboard warranty unless the products are pre-registered and on board warranty is purchased from the Raymarine certified installer. For details of such products refer to the internet at www.raymarine.com or contact your nearest Raymarine National Distributor. 2.4 The Purchaseable onboard warranty is subject to the limitations below.

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