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Raymarine ST7000 Autopilot Control Unit Manual

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Raymarine ST7000 Autopilot Control Unit Installation Guide

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Any reference to Raytheon or RTN in this manual should be interpreted as Raymarine. The names Raytheon and RTN are owned by the Raytheon Company.


AUTOPILOT Installation and Set Up


Chapter 1: Introduction... 9 1.1 ST7000 Control Unit... 10 1.2 ST6000 Control Unit... 10 1.3 Course Computer... 11 1.4 Fluxgate Compass... 11 1.5 Rotary Rudder Reference Transducer.. 12 1.6 Linear Feedback Transducer.. 12 1.7 Type CR Interface Unit... 12 1.8 Drive Systems... 13 Rotary Drive Units... 13 Reversing Hydraulic Pump.. 14 Linear Drive.... 15 Hydraulic Linear... 15 Constant Running Hydraulic Pump... 16 Stern drive... 16 1.9 Options... 17 Hand-held Remote (Z101)... 17 NMEA Interface (D153).. 17 Auxiliary Alarm (Z035)... 18 Joystick (Z147).. 18 Wind Transducer (sail only).. 19 Masthead Wind Transducer (Z080, Long Arm Version Z188). 19 Pushpit Wind Transducer (Z087).. 19 Gyroplus Transducer (Z179).. 20 Chapter 2: Installation... 2. General... 21 Planning the Installation... 21
TYPE100/300 Operation and Installation Handbook
2.1 Course Computer... 21 Mounting... 22 Cabling... 22 Type 1 Drive Units/Stern Drive/Constant Running Pump. 23 Type 2 Drive Units (12V)... 23 Type 2 Drive Units (24V)... 23 Type 3 Drive Units (12V)... 24 Type 3 Drive Units (24V)... 24 2.2 ST7000/6000 Control Unit... 25 Mounting... 25 Cabling... 26 2.3 Fluxgate Compass... 28 Mounting... 28 Cabling... 29 2.4 Rotary Rudder Reference Transducer.. 30 Mounting... 30 Cabling... 32 2.5 Linear Feedback Transducer.. 33 Mounting... 33 Cabling... 34 2.6 Hydraulic Drive Systems.. 35 Pump to Cylinder Specifications.. 35 Reversing Hydraulic Pumps (Type 1, Type 2 & Type 3). 35 Mounting... 35 Cabling... 35 Type 1 Drive Unit... 35 Type 2 Drive Unit (12V)... 36 Type 2 Drive Unit (24V)... 36 Type 3 Drive Unit (12V)... 36 Type 3 Drive Unit (24V)... 36
Plumbing... 37 Two line system.. 39 Two line pressurised system.. 39 Three line system... 40 Bleeding the system... 40 Constant Running Hydraulic Pump... 41 Mounting... 41 Cabling... 42 Pump Cable... 43 Solenoid Cable... 43 Plumbing... 44 Hydraulic Linear Actuator... 45 Installation... 45 Cabling... 48 Final Preparations Before use.. 48 2.8 Mechanical Drive Systems.. 49 Rotary Drive Unit... 49 Mounting... 49 Cabling... 52 Type 1 Drive Unit... 52 Type 2 Drive Unit (12V).. 52 Type 2 Drive Unit (24V).. 53 Linear Drive Unit... 53 Mounting... 54 Cabling... 55 Type 1 Drive Unit... 55 Type 2 Drive Unit (12V).. 55 Type 2 Drive Unit (24V).. 56 Stern drive Actuator... 56 Mounting... 56
Volvo (Pre type 872215).. 56 Volvo (Post type 872215)... 58 Mercruiser/OMC/Yamaha... 61 Mounting in a Restricted Area.. 63 Cabling... 64 2.9 Auxiliary Alarm... 65 Cabling... 65 2.10 Joystick... 66 Cabling... 66 2.11 Masthead Transducer (sail only).. 67 Mounting... 67 Cabling... 68 2.12 Interfacing to other manufacturer's equipment (NMEA).. 69 Course Computer NMEA ports... 69 Input Port... 69 Output Port... 70 Cabling... 70 ST6000/ST7000 Control Unit NMEA Input.. 71 Cabling... 72 NMEA Interface.. 73 Cabling... 74 Chapter 3: Functional Test.. 3.1 System test.... 76 3.2 Switch-on... 76 3.3 Rudder angle sense... 77 ST7000 control unit... 77 ST6000 control unit... 77 3.4 Rudder angle alignment... 77 3.5 Operating sense... 78 3.6 Rudder deadband... 78
3.7 Mechanical test (Linear, Rotary & Hydraulic Drives). 78 Current limit and cutout... 78 3.8 Mechanical Test (Stern Drive)... 79 3.9 Setting the Autopilot Rudder Limit (All drives).. 79 3.10 GyroPlus Offset and Drift Compensation. 80 Procedure... 80 Chapter 4: Calibration... 4.1 Recommended Settings.. 81 4.2 Selecting calibration... 82 4.3 Adjusting calibration... 83 RudderGain.... 83 Rate Level... 84 Rudder Offset (Helm Adjust).. 84 Rudder Limit... 84 Turn Rate... 85 Cruise Speed... 85 Off Course Limit... 85 Trim Level... 86 Joystick Mode (Manual Type).. 86 Drive Option.... 86 Rudder Deadband (Rudder Damping).. 87 Magnetic Variation... 87 Auto Adapt... 87 Latitude.... 88 Wind Trim... 88 Response Level.. 88 Auto Release (manual override)... 89 4.4 Saving Calibration Mode.. 89 4.5 Display Contrast Adjustment (ST7000 only).. 90 4.6 Permanent Watch Alarm (SFIA)... 90 4.7 Recording Calibration Settings.. 90
Chapter 5: Initial Sea Trials.. 5.1 Initial Sea Trials.. 91 5.2 Automatic Compass Heading Alignment and Deviation Correction. 91 5.3 Compass Alignment (without deviation correction).. 93 5.4 First Sea Trials... 93 5.5 Response Control... 94 Level 1 - Automatic Sea State Control.. 94 Level 2 - Automatic Sea State Inhibit.. 94 Level 3 - Automatic Sea State Inhibit and counter rudder. 94 5.6 Automatic Trim Control... 95 5.7 Rudder Gain Adjustment (Displacement Craft). 96 5.8 Rudder Gain Adjustment (High Speed Planning Craft). 97 5.9 Rudder Gain - Adjustment with Speed.. 97 5.10 Manual Override (Stern Drive Actuators only).. 98 Chapter 6: Track Control... Chapter 7: Windvane Control (Sail Only).. 101 Index... 103

90mm (3.5in) 51mm (2in)

115mm (4.5in)



140mm (5.5in)

Chapter 2: Installation

2. General

This section describes how to install the autopilot and system components described in chapter1.
Planning the Installation
When selecting power cable it is important to use the stated wire gauge. The cable you choose may meet the required current specification, however, if too small, the voltage will drop between the supply and the course computer. This will reduce the power of the drive unit and may cause the electronics to malfunction.

2.1 Course Computer

The course computer must be located in a dry, protected location free from high operating temperatures and excessive vibration. The unit must be mounted vertically with free air flow to allow heat dissipation from the power amplifier. Avoid mounting the course computer: in an engine room where there is water splash/spray from bilges or hatches where it can be subjected to physical damage from heavy items (such as hatch covers, tool boxes etc.) where it will be covered by other on-board equipment where it will be close to sources of high RF energy transmissions (generators/SSB radios/ antenna cables etc.)


1. With the course computer located as required, outline the two mounting holes. 2. Drill two pilot holes for the fixing screws. 3. Secure the course computer to the vessel using the two screws provided.
Note: If the mounting surface is less than 3mm (1/8in) thick, use the U clips provided.
4. Drill three pilot holes for the cable clamp bar. 5. Secure the cable clamp as shown.


Note: If you are installing the Type 100/300 system with a constant running hydraulic pump, refer to page 40 before running the power cable.
1. Having sited the course computer, measure the total cable length between the course computer and the vessels central power distribution panel. Using the following tables, select the appropriate cable size and circuit breaker relative to the type of drive unit used.
Type 1 Drive Units/Stern Drive/Constant Running Pump
Cable Length (Distribution panel to Course Computer) Up to 3m (10ft) Up to 5m (16ft) Up to 7m (23ft) Up to 10m (32ft) Up to 16m (52ft) Cable Gauge Copper Area

12 AWG 10 AWG 8 AWG 6 AWG 4 AWG
2.5 mm 4 mm 6 mm 10 mm 16 mm


Type 2 Drive Units (12V)
Cable Length (Distribution panel to Course Computer) Up to 5m (16ft) Up to 7m (23ft) Up to 16m (52ft) Cable Gauge Copper Area


6 mm 10 mm 16 mm


Type 2 Drive Units (24V)

Type 3 Drive Units (12V)

Type 3 Drive Units (24V)
2. Remove the connector cover from the course computer. 3. Connect the power supply cable to the course computer power terminals.
Note: The cable must be protected by a circuit breaker (see table for size).

Power Supply

Circuit breaker




Drive Unit Type 1 Type 2 (12V) Type 2 (24V) Type 3 Sterndrive Type CR
Circuit Breaker Size 25 25


2.2 ST7000/6000 Control Unit
The ST6000 and ST7000 control units are identical in operation and installation.The main ST7000/6000 control unit should be mounted close to the steering station where it is: normally viewed straight on for the best display legibility well protected against physical damage at least 9in (230mm) from a compass at least 20in (500mm) from radio receiving equipment accessible from behind to install and run cables
Note: The rear case is designed to breathe through a small duct in the cable boss to prevent the accumulation of moisture. Direct exposure to the rear of the control unit must be avoided.


1 Cable boss 2 Fixing stud 3 Thumb nut 4 Sealing gasket
1. Make sure that the mounting surface is smooth and flat. 2. Use the template provided to mark the centres for the two fixing studs and the cable boss.
Note: Adjacent instruments should have 6mm (1/4in) separation to allow room for the protective covers.
3. Drill two 4mm (5/32in) diameter holes. 4. Using a 50mm (2in) diameter cutter, drill the hole for the cable boss (1). 5. Screw the two fixing studs (2) into the rear case of the control unit. 6. Pass the cable tails through the large hole and secure the control unit with the thumb nuts (3) provided.


2.6 Hydraulic Drive Systems
This section covers the installation of hydraulic system components together with relevant plumbing and cabling procedures. For optimum autopilot performance it is important that the pump specifications given below match the vessel's steering ram.
Pump to Cylinder Specifications
Pump Type 1 Type 2 Type 3 CR1 CR2 Capacity 80 to 230cc (4.9 to 14cu in) 160 to 350cc (9.8 to 21cu in) 250 to 460cc (15 to 28cu in) 350 to 500cc (21 to 30cu in) 500 to 1200cc (30 to 73cu in)


Reversing Hydraulic Pumps (Type 1, Type 2 & Type 3)
The hydraulic pump should be mounted in a horizontal position clear of spray and possible water immersion. It should also be located as near as possible to the hydraulic steering cylinder. Bolt the hydraulic pump to a substantial member to avoid vibration that could damage the interconnecting pipework.
Using a suitably sized cable (see below) route the pump leads back to the course computer and connect to the motor terminals. Type 1 Drive Unit
Cable Length (Drive Unit to Course Computer) Up to 3m (10ft) Up to 5m (16ft) Up to 7m (23ft) Up to 10m (32ft) Up to 16m (52ft) Cable Gauge 12 AWG 10 AWG 8 AWG 6 AWG 4 AWG Copper Area 2.5 mm 4 mm 6 mm 10 mm 16 mm


Type 2 Drive Unit (12V)
Cable Length (Drive Unit to Course Computer) Up to 5m (16ft) Up to 7m (23ft) Up to 16m (52ft) Cable Gauge Copper Area


Type 2 Drive Unit (24V)

Type 3 Drive Unit (12V)

Type 3 Drive Unit (24V)
Cable Length (Distribution Panel to Pump) Up to 3m (10ft) Up to 7m (22ft) Up to 16m (52ft) Cable Gauge Copper Area


Note: The reversing hydraulic pumps do not require a clutch connection.
If the pump is to be used to drive a secondary steering ram, a bypass valve will have to be fitted as shown in the following illustration.
Talk + SeaTalk CLUTCH + POWER


Note: A 5 amp relay should be used to energise the bypass valve. The relay should have a 12V coil (taking less than 500ma) and be driven by the clutch output on the course computer connector.


There are three basic types of hydraulic steering systems: two line system three line system two line pressurised system Typical connection points for the autopilot pump are shown for each type. In all cases it is strongly recommended that the steering gear manufacturer is consulted. All hoses used to fit the pump should match or exceed the specification of those used in the existing steering system.
It is also necessary to ensure that the helm pump is fitted with reversing check valves, otherwise the autopilot pump will drive the helm pump (sometimes referred to as motoring the wheel) in preference to moving the ram. Single helm pump systems without check valves should incorporate a double pilot check valve and block (available as part Z068). This is shown in the following illustration.

Check valve (Z068)



1. A double pilot check valve may also be necessary on long tubing runs. Tubing expansion may result in poor autopilot performance. The valve should be installed close to the cylinder with the pump in between (as shown). 2. If the vessel has two steering positions, check valves will already be fitted to ensure independent operation of the two wheels. Minimisation of hydraulic fluid loss during connection of the drive unit will help to reduce the time and effort required later to bleed the system of trapped air. Absolute cleanliness is essential since even the smallest particle of foreign matter could interfere with the correct function of the steering system precision check valves.

Two line system

A typical two line steering system is shown in the following illustration. Hydraulic fluid can be pumped into the ram in either direction depending on the direction of the helm pump rotation. The autopilot pump is connected to the system as shown.


Two line pressurised system
Two line pressurised systems have an external pressurised reservoir. This reduces the possibility of inducing air into the system and any sponginess felt due to pipe expansion. The autopilot pump is connected to the system as shown in the following illustration.

Note: Refer to the manufacturers instructions on depressurising the system.


Three line system
In a three line system, hydraulic fluid flows in one direction only - out of the helm pump to the ram and then returning from the other side of the ram to the reservoir via a common return line. A uniflow valve block will be fitted in the system to ensure that all returned fluid from the ram is directed back to the reservoir.


Bleeding the system
Correct bleeding of the hydraulic system is one of the most important steps when installing a hydraulic pump. The presence of air in the hydraulic system will not only reduce performance of the autopilot but also the overall operation of the steering system. Further to the manufacturers instructions for bleeding the steering system, the following procedures should be carried out to bleed the autopilot pump. 1. Press and hold the -10 degree key : the autopilot pump will try to drive the rudder to port. 2. Counter this rudder movement by turning the helm to starboard to keep the rudder stationary. This will cause any air in the pump to rise to the helm pump and exhaust into the reservoir.
3. Reverse this action to clear any air on the other side of the pump as follows: 4. Press and hold the +10 degree key: the autopilot will try to drive the rudder to starboard. 5. Counter the rudder movement by turning the helm to port.
Note: Monitor the reservoir tank at all times during the bleeding procedure, make sure it remains full of the hydraulic fluid recommended by the manufacturer. If air is left in the system the steering will feel spongy, particularly when the wheel is turned to the hardover position.
Bolt the constant running hydraulic pump to a suitable horizontal surface. The service ports are tapped to 1/4in B.S.P. and the reservoir port is tapped to 3/8in. B.S.P. Three N.P.T. adaptors are included for conversion to N.P.T. where required.
Reservoir port (3/8in B.S.P.)
Service port (1/4in B.S.P.)


The constant running interface must be used on all installations with constant running hydraulic pumps. The main power supply is led to the interface and then onto the course computer. The interface unit has connections for the solenoid valves and the bypass valve, if one is required. The pump should be wired (as shown) using the specified cable size and designated circuit breaker.
Supply 3L (12V) 50A 4.5L (12V) 70A 3L (24V) 30A 4.5L (24V) 40A To bypass valve Main breaker Clutch drive
Type CR interface unit Solenoid 'A' cable


Power pack motor supply




Pump Cable

Solenoid Cable

Solenoid Cable Length (Course Computer to Pump) Up to 7m (23ft) Up to 12m (39ft) Up to 17m (55ft) Cable Gauge Copper Area

12 AWG 10 AWG 8 AWG

2.5 mm 4.0 mm 6.0 mm


An isolator switch should be installed in the power supply to the complete system. The solenoid valve connectors can only accept cable up to 12 AWG. If larger cable is required, 18 inches of 12 AWG should be used to wire to the connectors. The Type CR Interface may also be connected to alternative constant running hydraulic pump providing: the solenoid coils take less than 10 amps the response time of the solenoid valve is less than 80 milliseconds the operating voltage of the solenoid coils is the same as the course computer supply voltage. It is important to minimise the overall cable length between the pump and the vessels power distribution panel.
If the autopilot operated hydraulic cylinder is independent of the manual steering system, a solenoid operated bypass valve (Z079 (12V),Z122 (24V)) should be fitted to allow the cylinder to backdrive when manual steering. The bypass valve should be connected to the bypass connector on the Type CR Interface Unit. The bypass valve should be mounted between the autopilot steering cylinder ports and, under normal circumstances, be de-energised to allow the cylinder to backdrive. When the autopilot is engaged, the valve is energised by the Type CR Interface to allow the autopilot steering cylinder to drive the rudder.
Hydraulic cylinder Bypass valve
Autopilot hydraulic drive

Manual steering system

Cable to course computer 'Bypass' connector


Note: The bypass valve voltage must be matched to the course computer supply voltage, i.e. 12V or 24V.
If the steering cylinder is unbalanced (single ended), a pilot operated pressure relief valve must be connected (as shown) to enable excess oil to be returned to the reservoir when the cylinder ram is retracting.
Hydraulic Linear Actuator
The hydraulic linear actuator, with built in solenoid operated bypass valve and load limiting system, is designed for use as a secondary autopilot steering cylinder. The system is supplied prefilled and preplumbed for ease of installation.
X Drive Type 2 Type 3 Dimension X 180mm (7.1in) 267mm (10.5in)


1 Reservoir 2 Pump 3 Cylinder 4 Tie-wrap 5 Clip 6 Reservoir hose 7 Pump hose A 8 Pump hose B 9 Cylinder hose 10 Cylinder ball joint 11 Quadrant

Tiller arm Fixing bolt flange
Lock washer Hole dia. 0.52in (13mm)


The mounting bracket should be bolted to a substantial frame member. Always over-engineer to ensure reliability and maintenance of correct alignment. The pushrod ball end must be attached to the tiller arm, using the adaptor pin (supplied), with its flange positioned between the ball end and the tiller arm. It is vitally important that the lock washer (supplied) is used and that the nut is tightened fully. The mounting bracket should be attached with four stainless steel 3/8in. bolts and locknuts/lock washers. Having installed the drive unit, turn the steering wheel from hardover to hardover and check that: no part of the drive unit fouls the vessels structure. the mechanical limit stop on the vessels steering system is reached before the actuator reaches its mechanical limit. angular movement of the ball end fitting is less that 5 degrees.
The linear drive unit has electrical connections for both the drive motor and clutch. Using a suitable size cable (see tables), route back to the course computer and connect to the clutch and motor terminals as shown.



Stern drive Actuator

The stern drive actuator can be fitted to power assisted Stern drive systems made by Volvo-Penta, Mercruiser, OMC and Yamaha. Different installation kits are available to cover most of these installations.
Note: Older Volvo steering systems (Pre type 872215) require an adaptor bracket (D129).

Volvo (Pre type 872215)

Fitting to this type of engine requires an adaptor bracket (M81139). The stern drive actuator should be connected to the centre hole on the tiller arm. On twin engine installations, this is the position used to connect the engine tie bar to link the two tiller arms.
Adaptor pin (Multi-engine mount) Adaptor pin (Single engine mount)

Mounting bracket

Small spring clip Split pin
Nyloc nut Hexagonal key bolt (2 off)

Spring washer (2 off)

Bracket clamp

Location pin

1. Push the mounting bracket behind the steering cable, sliding the location pins either side (top and bottom) of the Volvo power steering block. 2. The bracket clamp hinges onto the mounting bracket and is located using the two allenhead key bolts. Tighten the two bolts evenly until the bracket is securely located.
D129 Mounting bracket Steering cable

D129 Mounting bracket

Bracket clamp Volvo Penta steering valve block Valve shoulder to remain out of bracket

Steering cable Bracket

Cable clamp nut Large diameter
Valve block Cable clamp nut Spool valve shoulder


3. Uncouple the engine tie bar from the outdrive tiller arm by bending back the locking tabs and removing the cotter pin. This should be replaced with the multi-engine adaptor pin. Make sure that it is secured properly with a split pin (on single engine installations, fit the single engine adaptor pin in the vacant middle hole in the tiller arm).

Drive unit

Valve block

Small spring clip

Engine tie bar

Split pin

4. Attach the drive unit to the mounting bracket as shown above and secure split pin provided. The small spring clip can then be used to attach the drive unit to the adaptor pin. 5. Slowly turn the steering system from hardover to hardover. It is most important that the drive unit and the adaptor pin bracket do not touch any part of the engine or steering system.

Volvo (Post type 872215)

1. Remove the locating pin that attaches the cable rod to the tiller end block and replace with the girdle support bracket as shown.
Safety clip Locating bolts Shakeproof washers Split pin

Adaptor pin bracket

Girdle support bracket
Sprung location pin D744-1
Tiller end block Split pin


2. Secure the assembly with the split pin (supplied). 3. Install the adaptor pin bracket to the cable end sheath.

Adaptor bracket Aft

Cable end sheath


Note: The adaptor pin bracket must sit against, but not on, the shoulder of the cable end sheath. Also, it is important that the securing bolts are sternside of the steering cable end sheath.
4. Ensure that the bracket remains vertical and tighten the locking bolts. 5. Rotate the girdle support bracket so that locator pin is facing forwards. 6. Position the stern drive actuator so as to locate the fixed support pin on the girdle support bracket into the hole in the girdle tube.

Girdle tube

7. Carefully twist and lower the actuator into the girdle support bracket until the spring pin locates into the opposite side of the girdle tube. Caution: It is most important that both the solid and spring location pins are fully engaged in the actuator girdle tube. Failure to do so will result in autopilot failure and possible steering system damage. 8. Position the drive unit pushrod over the top of the adaptor pin and secure with the safety clip. 9. Slowly turn the steering system from hard-over to hard-over. The drive unit and the adaptor pin bracket must not touch any part of the engine or steering system. This includes any engine hoses that may have only passing contact with the autopilot actuator; after a time these will wear and ultimately fail.


1. Remove the locating pin that attaches the cable end sheath to the tiller end block. 2. Replace the locating pin with the girdle support bracket as shown.

Cable end sheath Girdle support bracket
Split pin Tiller end block


3. Secure the assembly with the split pin (supplied). 4. With the helm turned hard to port, assemble the adaptor pin bracket to the cable end sheath as shown.

6.5in (165mm)

Adaptor bracket


Note: The securing bolts must be on the front or bow of the boat side cable end sheath. Also, the bracket should be positioned 6.5in (165mm) from the girdle support bracket.
5. Make sure that the bracket remains vertical and tighten the two locating bolts. 6. Rotate the girdle support bracket so that the spring locator pin is facing forwards. 7. Position the stern drive actuator so as to locate the fixed support pin on the girdle support bracket into its location hole in the girdle tube.


8. Carefully twist and lower the actuator in to the girdle support bracket until the spring pin locates into the opposite side of the girdle tube.
Note: Both the solid and spring location pins must be fully engaged in the actuator girdle tube; failure to do so will result in autopilot failure.
9. Position the drive unit pushrod over the top of the adaptor pin and secure with the safety clip. 10. Slowly turn the steering system from hard-over to hard-over. Note: It is most important that the drive unit and the adaptor pin
bracket do not touch any part of the engine or steering system. This includes any engine hoses that may have a passing contact with the autopilot actuator; after a time these will wear and ultimately fail.
Mounting in a Restricted Area
If an obstruction prevents installation of the drive unit as supplied, the main body can be rotated relative to the mounting bracket as follows: 1. Remove the two fixing screws and carefully slide the cover forwards, ensuring that the four cables do not pull away from the plugs inside the cover. 2. Loosen off the lock nut and rotate the main body as required. 3. Re tighten the lock nut securely, making sure that the lock nut is no more than one turn from the start of the thread. 4. Replace the cover taking care not to crimp any cables. 5. Using the steering wheel, move from hard over to hard over and check that no part of the drive unit contacts any part of the vessel/ fittings.

Fixing screw

Lock nut

Front cover

1. Plug in the power cable, supplied with the drive unit, making sure that the connector is locked in place by turning the locking ring clockwise. 2. Run the cable back to the course computer. Secure the cable close to the drive unit but allowing sufficient free length to accommodate the drive unit movement. 3. Once again using the steering wheel to move the rudder from hard over to hard over, check that the cable does not catch on any part of the vessel/fittings. 4. The actuator cable has electrical connections for both the drive motor and the clutch. Connect to the course computer terminals

labelled clutch and motor as shown.

Black Red

Blue Brown


2.9 Auxiliary Alarm
The auxiliary alarm is waterproof and, therefore, can be mounted in any position. A foam seal on the mounting flange ensures a watertight joint to the mounting surface. The auxiliary alarm must be connected to the system via an NMEA interface. 1. Drill a 7/8in (22mm) diameter hole through the mounting panel as shown. 2. Pass the two way connector block and cable through the drilled hole. 3. Mount the auxiliary alarm in position using the four self tapping screws (supplied).


Grey (screen) Red
Connect the NMEA interface to the alarm and course computer as shown.



2.10 Joystick

The mounting surface must be smooth and flat to ensure that there is adequate waterproofing. 1. Use the template provided to mark the centers for the two fixing holes and outline of the body aperture. 2. Drill the fixing holes and cut-out the aperture for the body. 3. Remove the mounting template and peel off the protective paper from the rear of the weather gasket and fix to the mounting surface. 4. Pass the signal cable through the body aperture and secure the Joystick with the thumb nuts provided.


The Joystick is supplied with 26ft (8m) of cable which should be connected to the course computer as shown.


Note: Only one joystick can be connected.
2.11 Masthead Transducer (sail only)
To enable wind information to be made available to the SeaTalk system, the wind transducer must be connected to the NMEA interface box.
1. With the threaded end of the mounting block facing forwards, mark the position for the self tapping screws. 2. Drill the holes using the supplied 4.0mm (5/32in.) drill. 3. Attach the mounting block to the mast using a suitable sealing compound. 4. Tighten the locking ring securely.


1 Mounting block 2 Locking ring
1. Cut the cable with sufficent length to run from the monting block to the NMEA interface box. 2. Feed the cable down the mast.
Note: If the mast is deck stepped the cable should be passed through the deck and sealed using a proprietry gland fitting.
3. Connect the cable to the NMEA interface box as shown.


When the rudder is driven onto the end stops the power to the drive will be cut out after a few seconds - this is normal. Drive will only be restored if the rudder moves away from the end stop or if drive is required in the opposite direction.
3.8 Mechanical Test (Stern Drive)
It is recommended that the Auto Release facility is used when a Autohelm mechanical stern drive actuator is installed. This should be switched on in calibration. 1. Manually drive the steering hardover to starboard 2. With the engines running, engage Auto and, with repeated presses of the -10 degree key, drive the steering to the opposite lock (port). 3. The autopilot should drive the steering onto the end stops, sound an alarm, display the 'Release' message and then revert to 'Standby'. 4. Re-engage the autopilot (Auto) and repeat the driving the steering hardover to starboard using the +10 degree key. 5. The autopilot should again drive onto the end stop, sound an alarm, display 'Release' and return to 'Standby'.
Note: If the unit sounds the alarm and displays Release before reaching the opposite lock, carefully check the vessels steering system for any stiffness or mechanical jamming.
If the condition persists, set the Auto Release function to off (0) in calibration and contact the Product Support Department at Autohelm for further advice.
Note: The Auto Release function should always be set to off (0) in calibration if using any drive unit other than a stern drive actuator.
3.9 Setting the Autopilot Rudder Limit (All drives)
Having checked the correct functioning of the drive unit and the appropriate End Stop Cutout/Auto Release function the programmable rudder angle unit should be set. The rudder angle limit sets the maximum angle to which the autopilot will move the rudder. This should be set to just less than the vessels mechanical limit stop to avoid putting the steering system under unnecessary load. Using the rudder angle display whilst manually moving the helm, record maximum rudder angle in both directions. Set up the rudder angle limit in calibration mode (see page 82) to 5 degrees less than the minimum angle recorded.
3.10 GyroPlus Offset and Drift Compensation
The GyroPlus uses the latest generation solid-state rate gyro to enhance steering performance at response level 3 (see Calibration for details). Like all rate gyro's the GyroPlus is subject to offset and drift. However, this is automatically compensated for whenever the autopilot is in AUTO mode. When the GyroPlus is initially installed, it is important that offset and drift compensation ( a once-only operation) is carried out before selecting response level 3 - failure to carry out this procedure will result in rapid course changes when level 3 is selected.

5.2 Automatic Compass Heading Alignment and Deviation Correction
The displayed compass heading requires alignment with the ships compass. Until this procedure is carried out, the autopilot compass display will not agree with the ships compass. The autopilot will correct the fluxgate compass for most deviating magnetic fields. This correction procedure should be carried out in calm conditions preferably in flat water. To select compass heading alignment and correction, push and hold STANDBY for 2 seconds until the display shows:


1. Press DISPLAY 2. Keeping boat speed below 2 knots, turn the vessel slowly so that it takes at least 3 minutes to complete 360 degrees.


Keep turning until the display changes to show the amount of deviation the autopilot has corrected. This can take up to 2 full turns depending on the amount of deviation found.


Note: If the deviation exceeds 15 degrees, you should relocate the fluxgate compass.
3. Steady the boat up on one heading and use the course change keys to adjust the displayed heading until it agrees with the steering compass or a known transit bearing. 4. To exit fluxgate alignment/correction and store the settings, push and hold STANDBY for 2 seconds until the pilot returns to STANDBY mode. 5. To exit fluxgate alignment/correction without saving any new settings, push STANDBY momentarily.
5.3 Compass Alignment (without deviation correction)
It is possible to change the alignment between the fluxgate and the ship's compass without carrying out the automatic deviation correction. Proceed as follows: 1. Push and hold STANDBY for 2 seconds to select fluxgate alignment/ correction mode. 2. Use the course change keys to adjust the heading displayed. 3. To exit fluxgate alignment/correction and store the new setting push and hold STANDBY for 2 seconds until the pilot returns to STANDBY mode. 4. To exit fluxgate linearisation without saving the new setting push STANDBY momentarily.

5.4 First Sea Trials

In clear waters, steer the boat on to the required heading. 1. Hold the course steady for 5 to 10 seconds. 2. Press AUTO to lock onto the current heading. In calm conditions a perfectly constant heading will be maintained. 3. Alter course to port and starboard using the course change keys on any control unit. Course changes should be prompt and without any sign of overshooting. 4. Press STANDBY to disengage the autopilot for return to hand steering.

5.5 Response Control

There are three response levels to provide tighter than normal course keeping when there is restricted sea room. Select each level in turn and observe the autopilot activity.


EMC Conformance

All Raytheon equipment and accessories are designed to the best industry standards for use in the leisure marine environment. Their design and manufacture conforms to the appropriate Electromagnetic Compatibility (EMC) standards, but good installation is required to ensure that performance is not compromised.

Chapter 1: Introduction

1.1 Overview
The ST7000 Plus is a SeaTalk compatible autopilot control unit. It can be used either as the control unit for a Type 100/300 Course Computer, or as a repeater, to allow control of autopilot types such as the ST4000 Plus, from a secondary location. It can also repeat instrument data by means of a programmable selection of Data Pages. The autopilot system uses data transmitted from Autohelm SeaTalk instruments: Wind information from a wind instrument can be used for wind trim steering without the need to install a separate vane. Track information, from a navigation instrument, provides the ability to steer from waypoint to waypoint. Boat speed from the Speed instrument provides optimum trackkeeping performance. The ST7000 Plus can also be used with any navigator (GPS, Decca, Loran) transmitting NMEA 0183 data. There are five operating modes: Standby: Autopilot disengaged. Auto: Autopilot engaged and locked onto a heading. Track: Autopilot maintains a track between two waypoints created using a navigation system. Wind: Autopilot maintains a course relative to an apparent wind angle. Manual: Autopilot power steers rudder using joystick control. When the ST7000 Plus is being used to repeat instrument data, popup pilot pages are displayed whenever a change in autopilot control is made. The duration of pop-up pilot pages is user-adjustable. The ST7000 Plus also provides access to autopilot features such as: Automatic tack facility, which can be used in Auto and Wind modes. Automatic compass deviation correction. Northerly/Southerly heading compensation. Automatic heading deadband seastate control.


Waypoint advance feature. User Setup and Dealer Setup functions, to enable optimum performance to be achieved for a wide range of different types of vessel.

1.2 Specification

Power Supply: 10 to 15 V DC Current consumption: 50 mA with display lamps off. 120 mA with display lamps set at brightest level. Operating temperature: 0C to +70C (32F to 158F). Thirteen-button illuminated keypad. LCD display of heading, locked course, navigational, SeaTalk and NMEA data, with three levels of illumination. Two connections for SeaTalk. Input connection for NMEA.

It is sound seamanship to make major course changes only when steering manually. Manual course changes ensure that obstructions or other vessels can be cleared properly, and due account taken of the changed wind and sea conditions on the new heading prior to engaging the autopilot. Course Changes Under Autopilot Control It is important to understand the effect of sudden trim changes on steering performance. When a sudden trim change occurs, due, for example, to weather helm or sail imbalance, there will be a delay before the automatic trim applies rudder to restore the locked heading. This correction can take up to one minute. Large course changes which change the apparent wind direction can produce large trim changes. 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 eliminate this problem, the following procedure can be adopted for large course changes: 1. Note the required new heading. 2. Select standby and steer manually. 3. Bring the vessel onto the new heading. 4. Select auto and let the vessel settle onto course. 5. Bring the vessel to the final course with 1 increments.
Sailboats in Gusty Conditions
In gusty conditions, the course may tend to wander slightly, particularly if the sails are badly balanced. A significant improvement in course keeping can always be obtained by improving sail balance. Bear in mind the following important points: Do not allow the yacht 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 in very strong winds and large seas. Ideally, the wind should be brought at least 30 away from a dead run and, in severe conditions, it may be advisable to remove the mainsail altogether and sail under headsail only. Provided these simple precautions are taken, the autopilot will be able to maintain competent control in gale force conditions.

2.5 Using Manual Mode

If your system is fitted with a joystick, the ST7000 Plus will enter Manual mode when the joystick is used. The ST7000 Plus will return to the previous operating mode when the joystick button is released, or to Standby mode if you press the standby key on the ST7000 Plus.

2.6 Setting Up Backlighting and Contrast


To set the backlighting level: 1. Press disp for 1 second, from any mode, to enter illumination adjustment mode and turn the lights on.


2. Press the disp key the necessary number of times to cycle to the required illumination setting. The settings are LAMP 3, LAMP 2, LAMP 1, LAMP OFF, LAMP 1, LAMP 2, LAMP 3 etc, with LAMP 3 being the brightest setting. The display times out to normal operation after 10 seconds of keypad inactivity. Pressing any other key before the 10 second time-out will select the mode assigned to that key (for example, auto selects Auto mode, standby selects Standby mode). Notes: If other SeaTalk instruments or autopilot control units are connected to SeaTalk, the illumination can be adjusted from these units. Any illumination adjustments are lost when the unit is switched off. The keys are still lit at a courtesy level when the display lighting is off.


To set the display contrast: 1. With the autopilot in Standby mode, hold down the disp key for 1 second to show the illumination adjust display. 2. Hold down the disp key for 1 second again, to display the CONTRAST adjust page. 3. Use the up and down arrow keys to set the required contrast level (from 1 to 15). The display times out to normal operation after 10 seconds of keypad inactivity.

2.7 Data Pages

The disp key is used to cycle through Data Pages of SeaTalk or NMEA data. Once a Data Page is selected, this page becomes the principal autopilot display. The autopilot mode displays (Standby, Auto, Track Wind and Manual) then become pop-ups, and are displayed whenever the autopilot mode is changed or a course change is made. The duration of pop-up pages is user-adjustable, from 1 to 10 seconds. You can use Data Pages as follows: Press disp to display each Data Page in turn. When the last Data Page is cycled, the display returns to the current autopilot mode display (for example, Standby). To return to a previous Data Page, press disp for 1 second within 2 seconds of displaying a page. You can continue to move backwards through the Data Page sequence in this way. Up to 15 Data Pages are available using the disp key. The number of pages, and the information displayed on each page, depends on the selections made in User Setup (see Section 4.1). The following diagram shows the default Data Page settings.


If the required data for a page is not available, dashes are displayed instead of a value. Most displays are repeated data, and cannot be adjusted. The exceptions are the INST REM (ST60/ST80 Instrument Remote Control) and the MAXI REM (ST80 Maxiview Remote Control) pages (if selected for display). Setting up instructions for these are given in Chapter 4, Customising the System. The current autopilot mode is always shown at the top of the display, and the autopilot bar graph remains in use.

Initiating a Dodge Manoeuvre
In track mode, dodge manoeuvres are accomplished by simply selecting the desired course change using the course change keys (-1, +1, -10 or +10).
Cancelling a Dodge Manoeuvre
Once the hazard has been avoided, the course change selected for the dodge manoeuvre should be cancelled by selecting an equal course
change in the opposite direction. Note: Provided the vessel remains within 0.1 nm of track, there is no need to steer back towards the track.
Passage making in Track mode removes the chores of compensating for wind and tidal drift, and will aid precise navigation. However, it is important to maintain an accurate log with regular plots.
Position Confirmation at the Start of a Passage
At the start of a passage, always confirm the fix given by the position transducer, using an easily identifiable fixed object. Check for fixed positional errors and compensate for them.
Verifying Computed Positions
Verify the computed position with a dead reckoned position, calculated from the average course steered and the distance logged.

Plot Frequency

In open water, plots should be at least hourly on sail boats and more frequently on power boats. In confined waters, or when potential hazards are near, plots should be more frequent. Local variations in radio signal quality, and changes in the tidal stream, will produce deviations from the desired track.

Setting Waypoints

When setting waypoints, remember that deviations will occur. Thoroughly check along each track. Check up to 0.5 nm each side of the track to ensure that there are no hazards within the zone.


The use of track mode will enable accurate track keeping even in complex navigational situations. However, it cannot remove the responsibility of the skipper to ensure the safety of his vessel at all times by careful navigation and frequent position checks.
3.2 Operating in Wind Mode (WindTrim)
Wind mode (also known as WindTrim) allows the ST7000 Plus to maintain a course relative to an apparent wind angle. It uses wind trim to eliminate the effects of turbulence and short term wind variations, and provides smooth precise performance under Wind mode operation with minimal power consumption. Wind mode uses the fluxgate compass as the primary heading reference and, as changes in the apparent wind angle occur, the locked compass heading is adjusted to maintain the original apparent wind angle. To use Wind mode, the ST7000 Plus must receive wind information from one of the following sources: SeaTalk Wind instrument, connected to a ST7000 Plus via SeaTalk. NMEA wind information. Autohelm wind vane connected to a SeaTalk interface box.

Using AutoTack in Wind Mode
The automatic tack function tacks the vessel through a set angle (the factory default is 100). The locked heading can then be adjusted until the required apparent wind angle is achieved. To tack to starboard, press +1 and +10 together momentarily. To tack to port, press -1 and -10 together momentarily. Note: In order to obtain optimum performance when using AutoTack in Wind mode, it is important that the wind vane is accurately centred when it is installed.

AutoTack Angle

Course adjustment may be necessary to mirror the previous apparent wind angle

Apparent Wind Angle

Major changes to the selected apparent wind angle should be made by returning to Standby mode, changing course manually, then reselecting Wind Mode. Wind mode filters the windvane output. This provides the optimum response for off-shore conditions where genuine shifts in wind direction occur gradually. In gusty 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 ensure that the amount of standing helm is minimised by careful sail trimming and positioning of the mainsheet traveller. The headsail and mainsail should be reefed a little early rather than too late.
3.3 Adjusting Autopilot Performance
The response level and rudder gain can be adjusted during normal operation using the resp key. The calibration settings for response and rudder gain (see Dealer Setup in Chapter 4) are restored when the system is powered on.
Changing the Response Level
The response level controls the relationship between the autopilots course keeping accuracy and the amount of helm/drive activity. Response Level 1, AutoSeastate (Automatic Deadband), causes the autopilot to gradually ignore repetitive movements of the vessel and only react to true variations in course. This provides the best compromise between power consumption and course keeping accuracy, and is the default calibration setting. Response Level 2 (Minimum Deadband) provides the tightest course keeping possible by applying an amount of rudder proportional to the heading error. However, tighter course keeping results in increased power consumption and drive unit activity. Response Level 3 (also Minimum Deadband) provides the tightest course keeping possible by introducing yaw damping. The response can be changed at any time. To do so: 1. Press either the resp key or press the +1 and -1 keys together momentarily to display the Response screen.
2. Use the up-arrow and/or down-arrow keys to change the response level.
3. Wait for 10 seconds, or press disp, to return to the previous display.

Changing the Rudder Gain

Press either the resp key for 1 second or the +1 and -1 keys together for 1 second to display the Rudder Gain screen, and adjust the setting in the same way as for the response level. Refer to Chapter 6, Post Installation Procedures, for instructions on how to check that the rudder gain is set correctly.


If your ST7000 Plus is part of a system which includes one or more ST80 Masterview instruments, you must turn OFF the pop-up pilot facility on each ST80 Masterview before attempting to carry out either User Setup or Dealer Setup at the ST7000 Plus. Once the User Setup and/or Dealer Setup procedures have been completed, return each ST80 Masterview to the condition it was in prior to setting up the ST7000 Plus.

4.1 User Setup

The flow chart on the following page shows the User Setup control procedure, and the setup screens with their default settings. Information on the functions of the different settings is given in the remainder of this section. The following points should be considered: Make sure that the autopilot is in Standby mode before you access User Setup. If the CAL LOCK screen is displayed instead of the initial page, you need to turn off the lock feature in Dealer Setup. Setup options are always saved on exit.


Pilot Type
The pilot type screen enables you to define your autopilot configuration as follows: DISPLACE (displacement) SEMI alternating with DISPLACE (semi-displacement) PLANING STERN DRV The pilot type screen is displayed only when the User Setup routine is entered for the first time and only when the ST7000 Plus is being used in conjunction with a Type 100/300 Course Computer using Software Version 11 or later.
Compass Deviation Correction (SWING COMPASS)
The compass deviation correction option allows you to correct the compass for deviating magnetic fields. The procedure must be performed as the first item in your initial sea trial, and is described in detail in Chapter 6, Post Installation Procedures.
Deviation Display (DEVIATION)
The deviation screen shows the current deviation value, calculated from the correction procedure (SWING COMPASS). You cannot edit this value.
Heading Alignment (ALIGN HDG)
The heading alignment screen shows the current reported heading. Note: You should always check the compass alignment after performing a compass deviation correction (see Chapter 6, Post Installation Procedures). However, once the initial correction procedure has been performed, you can make adjustments to the alignment as often as you wish, without re-correcting your compass. Steer your vessel onto a known heading, and check the heading displayed. If required, adjust the heading value to match the known value, using the +1, -1, +10 and -10 keys.

Heading Mode (HDG)

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

Bar Selection (BAR)

Select the type of bar graph that is shown at the bottom of the SeaTalk displays. The options are: BAR OFF: The bar graph is not displayed. BAR RUDD: This shows the rudder position, and is the default setting. Note that a rudder reference transducer is required for accurate rudder position information. BAR ERROR: The bar graph is used as follows: Mode
Standby Auto Track Wind Manual
Rudder position Heading error bar Cross track error (XTE) bar Wind angle error bar Rudder position
Rudder Calibration (DOCK SIDE/RUDD CAL)
This procedure moves the helm, and should only be used when the vessel is at the dockside. For sterndrive systems, the engines must be running before you start the procedure. The Dockside Rudder Calibration function is available when the ST7000 Plus is used with either an ST4000 Plus or ST5000 Plus autopilot. It performs an automatic calibration of the rudder range, for systems with a rudder reference unit. If a rudder reference unit is not installed, the function determines the helm drive speed. The auto dockside procedure is not available if the ST7000 Plus is used with a Type 100/300 Course Computer. If you try to use this function with a Course Computer, the display shows AUTO N/A. If you start the procedure by mistake, press any key to cancel it.
Popup Timeout (POPUP/TIMEOUT)
Sets the period for which autopilot mode pages (Standby, Auto, Track, Wind and Manual) pop up when Data Pages are displayed. Adjustable from 1 to 10 seconds.

Auto Tack (AUTO TACK)

The Auto Tack function can only be used when the ST7000 Plus is used with a Type 100/300 Course Computer, fitted with software Version 11 or later. Use the Up and Down arrow keys to set the default auto tack angle.

Data Pages (DATA PAGE)

The next 15 pages of User Setup allow you to change the default settings for the Data Pages. These are the pages of SeaTalk or NMEA data available for display using the disp key during normal operation (see Data Pages in Chapter 2). Each of the setup pages initially shows the title DATA PAGE. After 1 second, this changes to show the title of the data currently set for that page. The available pages are as follow: Data

Recommended Settings

This section details the calibration settings for sailing/power displacement and planing power vessels. Once you have set the Pilot Type, these will provide good performance for initial sea trials and can be fine tuned later to optimise performance. After initial calibration has been carried out, further adjustment can be made at any time. The adjustable features are listed in a table at the end of this section, Use this table to record your settings for future reference. Information on the functions of the different settings is given in the remainder of this section. The following points should be noted: Make sure that the autopilot is in Standby mode before you access Dealer Setup. Setup options are always automatically saved on exit.
This should be set when the system is first switched on. The default settings for other Dealer Setup options depend on the pilot type you select here.




Displacement Semi-displacement Planing Sterndrive DISPLACE

Calibration Lock

Calibration lock controls the access to User Setup, and is intended for charter boat users. Setting

ON OFF Default:

User setup locked User setup unlocked OFF

Rudder Gain

This must be set while under way, as described in Chapter 6, Post Installation Procedures.
Range: Default: 1 to 9 for Pilot Type Displacement for Pilot Type Semi-Displacement for Pilot Type Planing for Pilot Type Stern drive 4 3

Rate Level

Rate Level applies rudder to reduce the rate of change of course. If the vessel is turning at too fast a rate, the rate level will counter this turn with opposite rudder.
The settings available are as follows:
Range: Default: 1 to 9 for Pilot Type Displacement for Pilot Type Semi-Displacement for Pilot Type Planing for Pilot Type Stern drive 7 5

Rudder Offset

You only need to set this option if your system includes a rudder reference unit. Manually place the helm in a central position. The reported rudder angle is indicated on the rudder bar graphic at the bottom of the screen. Adjust the offset value, using the +1 and -1 keys, until the rudder position is shown as central on the rudder bar. The offset must be within the range -7 to +7.
Range: Default: 7 to +7 0

Rudder Limit

Rudder Limit restricts autopilot rudder movement to just less than the steering systems mechanical stops. This avoids putting the steering system under unnecessary load.
Range: Default: 15 to 40 for Pilot Type Displacement for Pilot Type Semi-Displacement for Pilot Type Planing for Pilot Type Stern drive 30 20

Turn Limit

This limits the rate of turn of your vessel when making a course change under autopilot control. The value must be within the range 5 to 20. For sailboat applications it should be set to 20.

The ST7000 Plus should immediately respond by switching on its display illumination. If the illumination does not switch on then a cabling fault exists in the SeaTalk cabling between the ST7000 Plus control head and the instruments/control unit.
The design and manufacture of Autohelm equipment and accessories conforms to the appropriate Electromagnetic Compatibility (EMC) standards, but good 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. Always check the installation before going to sea to make sure that it is not affected by radio transmissions, engine starting etc. 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 equipment but can lead to it resetting, or momentarily may result in faulty operation.

6.2 Initial Sea Trial

Having checked that the system is functioning correctly, a short sea trial is now required to complete the setup. It involves the following procedures: Automatic compass deviation correction. Heading alignment adjustment. Autopilot operation check. Rudder gain adjustment. Note: The ST7000 Plus has a built-in calibration capability which enables the autopilot to be fine tuned to suit the individual vessel, its steering system and dynamic steering characteristics. As supplied from the factory the unit is calibrated to provide safe stable autopilot control for the majority of vessels. The initial sea trial should be performed under the following conditions: After all the successful completion of the installation procedure, functional testing and initial calibration.

07/01/99, 12:44

Before any other changes have been made to the default calibration settings. Check and, if necessary, reset the values to the recommended levels, as described in Chapter 4. Light wind and calm water, so that autopilot performance can be assessed without the influence of strong winds or large waves. In waters clear of any obstructions. Note: At any time during the sea trial you can press standby to return to hand steering.
Automatic Compass Deviation Correction
The autopilot will correct the fluxgate compass for most deviating magnetic fields. Compass errors due to deviating magnetic fields can be up to 45, depending on your vessel type. The correction procedure reduces these to a few degrees, so it is essential to perform the procedure as the first item in your initial sea trial.

Servicing and Safety

Autohelm equipment should be serviced only by authorised Autohelm service engineers. They will ensure that service procedures and replacement parts used will not affect performance. There are no user serviceable parts in any Autohelm product. Some products generate high voltages, and so never handle the cables/connectors when power is being supplied to the equipment. Always report any problem related to Electromagnetic Compatibility (EMC) to your nearest Autohelm dealer. We will use any such information to improve our quality standards.

Product Support

If any difficulties arise with this product, please contact the Autohelm Product Support department in the UK, or your own national distributor who will be able to provide expert assistance. The working parts of the drive system are sealed and lubricated for life during manufacture servicing is not required. Before you consider returning the instrument, 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 Fault Finding chapter of this handbook. If a fault cannot be traced or rectified, please contact your nearest Autohelm dealer or Service Centre. Always quote the product serial number, which is printed on the rear cover, and the software version number, which you can see by pressing standby for 4 seconds.


Chapter 8: Fault Finding
All Autohelm products are subjected to a comprehensive test procedure prior to packing and shipping. In the unlikely event that a fault does occur with your autopilot, the following check list should help identify the problem and provide a cure. The autopilot display is blank No power check the fuse/circuit breaker. The displayed compass heading does not agree with the ships compass The compass has not been corrected for deviation carry out the deviation and alignment procedures. Vessel turns slowly and takes a long time to come on to course Rudder gain too low. Vessel overshoots when turning on to a new course Rudder gain too high. The autopilot appears to be unstable in Track mode, or trackholding is slow If tide speed exceeds 35% of boat speed, and boat speed is not available via SeaTalk, change the Cruise Speed setting in Dealer Setup to the boats cruising speed. The autopilot appears to be unstable on Northerly headings in the Northern hemisphere or Southerly headings in the Southern hemisphere Northerly/Southerly heading correction not set up. Display shows CAL LOCK when entering calibration Calibration locked out calibration protection feature is turned on in Dealer Setup. The autopilot will not talk to other SeaTalk instruments (may be indicated by a SEATALK FAILURE alarm ) Cabling problem make sure all the cables are connected properly.

84 M Magnetic variation 48 Maintenance 77 Major course changes 10 Man Overboard (MOB) alarm 33 Manual acquisition 19 Manual mode 11 Manual steering 6 Manual track acquisition 19 Minimum deadband 28 N Navigation data displays 13 Navigation interface (GPS, Decca, Loran) NEXT WPT 31 NMEA Cable Connectors 62 Data Transmission 62 Interface 61 No Data alarm 30 No Link alarm 29 O Off Course alarm 10, 30, 45 clearing 30 Operating modes 1 Operating sense 68 Operation in Wind mode 24 P

64, 68

Performance 28 Pilot type 42 Planning the installation 57 Plot frequency 23 Position confirmation at the start of a passage Post installation procedures 67 Power requirement 2 Power steer 46 Previous apparent wind angle 25 Previous heading 8 Product support 77
Index R Recommended Settings 42 Recording calibration settings 50 Response levels 49 Adjusting 28 Returning to the previous locked heading Route completed alarm 32 Rudder bar 38 Rudder calibration 38 Rudder damping 47 Rudder gain 29, 43, 74 Rudder limit 44 S Safety xii, 5, 23, 77 Sea trial 70 SeaTalk interface 65, 69 Data displays 13 Failure 29 Typical cabling 61 Servicing 77 Set Course screen 6 Setting waypoints 23 Shallow alarm 33 Skipping a waypoint 22 Software version number 41 ST60 and ST80 instruments Controlling with ST7000 Plus 15 Setting up for use with ST7000 Plus Standby mode 6 Start up conditions 5 Steering bar 38 Swinging the compass 71 Switch on 67 System testing 6776 T Testing the system 63, 6776 Tidal stream compensation 21 Track acquisition 17 Track mode 1718 Turn limit 44 Turn rate level 43
86 U User setup V Variation 48 Verifying computed positions W Warranty xi Watch alarm 31 Waypoints Arrival and advance 21 Setting 23 Skipping 22 Waypoint names 14 Wind angle error bar 4 Wind mode 24 Wind shift alarm 26, 30 Wind transducer interface 69 WindTrim 24, 35


Drill 5mm
Machine hole 90mm diameter


Limited Warranty Certificate
Raytheon Marine Company warrants each new Light Marine/Dealer Distributor Product to be of good materials and workmanship, and will repair or exchange any parts proven to be defective in material and workmanship under normal use for a period of 2 years/24 months from date of sale to end user, except as provided below. Defects will be corrected by Raytheon Marine Company or an authorized Raytheon dealer. Raytheon Marine Company will, except as provided below, accept labor cost for a period of 2 years/24 months from the date of sale to end user. During this period, except for certain products, travel costs (auto mileage and tolls) up to 100 round trip highway miles and travel time of 2 hours, will be assumed by Raytheon Marine Company only on products where proof of installation or commission by authorised service agents, can be shown.

Warranty Limitations

Raytheon Marine Company Warranty policy does not apply to equipment which has been subjected to accident, abuse or misuse, shipping damage, alterations, corrosion, incorrect and/or non-authorized service, or equipment on which the serial number has been altered, mutilated or removed. Except where Raytheon Marine Company or its authorized dealer has performed the installation, it assumes no responsibility for damage incurred during installation. This Warranty does not cover routine system checkouts or alignment/calibration, unless required by replacement of part(s) in the area being aligned. A suitable proof of purchase, showing date, place, and serial number must be made available to Raytheon Marine Company or authorized service agent at the time of request for Warranty service. Consumable items, (such as: Chart paper, lamps, fuses, batteries, styli, stylus/drive belts, radar mixer crystals/ diodes, snap-in impeller carriers, impellers, impeller bearings, and impeller shaft) are specifically excluded from this Warranty. Magnetrons, Cathode Ray Tubes (CRT), hailer horns and transducers are warranted for 1 year/12 months from date of sale. These items must be returned to a Raytheon Marine Company facility. All costs associated with transducer replacement, other than the cost of the transducer itself, are specifically excluded from this Warranty. Overtime premium labor portion of services outside of normal working hours is not covered by this Warranty. Travel cost allowance on certain products with a suggested retail price below $2500.00 is not authorized. When/or if repairs are necessary, these products must be forwarded to a Raytheon Marine Company facility or an authorized dealer at owners expense will be returned via surface carrier at no cost to the owner. Travel costs other than auto mileage, tolls and two (2) hours travel time, are specifically excluded on all products. Travel costs which are excluded from the coverage of this Warranty include but are not limited to: taxi, launch fees, aircraft rental, subsistence, customs, shipping and communication charges etc. Travel costs, mileage and time, in excess to that allowed must have prior approval in writing. TO THE EXTENT CONSISTENT WITH STATE AND FEDERAL LAW: (1) THIS WARRANTY IS STRICTLY LIMITED TO THE TERMS INDICATED HEREIN, AND NO OTHER WARRANTIES OR REMEDIES SHALL BE BINDING ON RAYTHEON MARINE COMPANY INCLUDING WITHOUT LIMITATION ANY WARRANTIES OF MERCHANTABLE OR FITNESS FOR A PARTICULAR PURPOSE. (2) Raytheon Marine Company shall not be liable for any incidental, consequential or special (including punitive or multiple) damages. All Raytheon Marine Company products sold or provided hereunder are merely aids to navigation. It is the responsibility of the user to exercise discretion and proper navigational skill independent of any Raytheon equipment. 44592_3

21st October 1998

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

Tel Fax

603-647-7530 603-634-4756

Tel Fax Fax

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

Factory Service Centers

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

Stick barcode label here

Purchased from Dealer Address

Purchase date

Installed by Commissioned by

Installation date

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

118warry.p65 5



Attn: Warranty Department Raytheon Marine Company Recreational Products 676 Island Pond Road Manchester NH 03109-9953 USA

North and South America

Detach and mail this portion within 48 hours. To validate the warranty, the customer or dealer must fill in the requested information below and mail to address shown on front. Retain other portion for your records. Purchased from Dealer address Purchase date Stick barcode label here
Installed by Commissioned by Owners name Mailing address
Installation date Commissioning date Boats name/type/location

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Raytheon Marine Company Recreational Products Freepost PT 1127 Portsmouth PO3 5BR England
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