Distributed by
Any reference to Raytheon or
RTN in this manual should be
interpreted as Raymarine.
The names Raytheon and RTN
are owned by the
Raytheon Company.
•
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ST5000 Hydraulic Autopilot Operation and lnstallation Handbook
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Contents
Specifications ...................................................................... .
lntroduction ......................................................................... .
Safety .................................................................................. .
1
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1.1 Basic principies.·.................................................................. .
1.2 Operalor conlrols ................................................................. .
Slandby ............................................................................... .
Auto .................................................................................... .
Course changes (-1, + 1, - 10, + 10) ..................................... ..
Oodge ................................................................................ 1
'Track Control' ..................................................................... 1
Automatic Oeadband Control (Auto seastate) ......................... I
lllumination .......................................................................... 1
Oíl Course Alarm ................................................................. I
Rudder Angle display ........................................................... I
1.3 Operaling hinls ................................................................... 1.
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· Chapter 2: Using 'Track Control' ............................................ l E
Chapter 3: Adjusting autopilot performance ........................... 2�
Chapter 4: Autopilot re-calibration ...........................•............. 2�
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Chapter 5: lnstallation ........................................................... 4�
Chapter 6: lnterfacing to GPS, Decca, loran ....................... :.. SS
Chapter 7: Functional Test and lnitial Sea Trial ....................... 61
Chapter 8: Accessories ......................................................... 68
Chapter 9: Maintenance ........................................................ 70
Chapter 10: Fault Finding ...................................................... 71
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ST5000 Hydraullc Autopilot Operation and lnstallation Handbook
ST5000 Hydraulic Autopilot Operation and lnstallation Handbook
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lntroduction
Specifications
The ST5000 hydraulic is a permanenlly installed autopilot for hydraulic;
steered power boats. The basic system comprises of 4 units:
• Power Supply
-101ol5Vd.c.
• Curren! consumplion
- Standby: 65mA ( 120111A wilh lighling)
-- Auto: between O. 7A and 4A depending on boat lrim, helm load
and sailing condilions
• Operating le111peralure
- Oº C lo + 70 º C
• 6 bullon digital keypaú
• LCD display of heaúing, locked course anú navigational informalion
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• User calibration for oplirnum performance
• Permanently mounted control head
• Efficient reversing hydraulic gear pump
• Remote nuxgate compass for precise heading information
• Rudder posilion transducer
The control head is Sea Talk compatible and lherefore can share aD dalé
lransmitled from other Aulohelm Sea Talk instruments:
• Automatic adjustment of aulopilot gain with boat speed (ST50 Speed
Tridata instrument)
• T rack information from either Navdata or Navcenlcr instruments
provides waypoint control from the autopilot
• Sea Talk compatible
• Autornalic con Ipass devialion correclion
• Boat speed from the Speed instrument for optimum Track keeping
performance
• Nortl1erly/Soulhe1 ly heading compensalion
• Sea T alk compatibility also allows additional fixed and handheld autopilc
control units to be easily connected at secondary steering and control
posilions
• Aulomalic heading deadband
• Built-in radio navigation interface
• Waypoinl aúvance fealure
The Control unit also includes a built in Navigation interface for use with a1
position transducer (GPS, Decca, Loran) transmilting NMEA O183 data.
The ST5000 is supplied with a reversing gear pump which is driven
directly from the control head. This pump is capable of operating wilh
steering rams within the range 130cc to 230cc.
A rudder reference transducer must be used on all installations with a
hydraulic steering system. Hydraulic slip across the helm pump producei
significant lost motion which will impair sleering performance if used
without a rudder reference.
u ·
The ST5000 can be calibraled to suit each installation giving maximum
performance with many types of boats and steering systems.
4
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S75000 llydraulic Autopilot Operation and lnstallation Handbook
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Safety
Passage rnaking 11nder autopilot can greatly increase the pleasure of the
voyage and cnsurc lhc crcw can relax. Howcver, this can lead to a
tlangerous lack of allcntion to basic scarnanship. The following rules
should always be observcd:-
• Maintain a pcrrnanent watch and check regularly all round for other
ves seis ami obslacles to navigalions. No matter how clear the sea may
appcilr il dilngcr ous situalion can develop rapidly
• Maintain an acrnralc record of the vessel's position eilher by use of a
radio navigalion reccivr.r or visual bearings.
• Maintarn a w11tinr1()l/S plot of posilion on a curren! charf. Ensure !he
locked aufoprlot heading steers you clear of all obslacles. Make praper
allowance for Tidal Se! - the autopilo! cannot'
.!.
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nc;\1f:':'?()n rece ·er m3in'.a C 1::-- c.,j 2 re .:':: . f\.:'.3- :.';?.' ['i:-t 2":5rJ
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slcnces cnd lhe autor.,.101 ccnr)C't é'.ec! tfrs srt y, t,yi
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• Ensure that ali mernbers of crew are familiar with the procedures required to discngage the autopilot.
• When scaroor11 is rcslr iclcd a crew rncmber mus! be close to lhe
control head al ali limes if under autopilol control
• Permanent wéllch should be rnaintained al !he steering slalion when al
speed with lhc aulopilol engaged
Your l\11tollclrn S15000 will add a ncw dimcnsion to your boating
enjoyment. 1fowever, it is lhe rcsponsibilily ol lhc skipper to ensure !he
safety or !he ves sel al all lirnes by carcful obscrvance of these basic rules.
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ST5000 Hydraulic Autopi/ot Operation and Insta/latían Handbook
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Chapter 1: Operation ......................................................... 7
1 .1 Basic principies ............................................................... 7
1.2 Operator controls ............................................................ 8
Slandby
8
/\uto
9
Course cl1anges (-1, + l , -10, +10)
10
Dodge
11
'Track Control'
/\ulomatic Deadband Control (Auto seastate)
11 / \
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12 , . . _
lllurnination ........... .
12
Off Course Alarm
13
Rudder /\ngle display
13
1.3 Operaling hints
1.1 Basic principies
When switched on, the ST5000 will be in 'Standby' mode. To select
aulomatic steering simply steady the vessel on the required heading
and push Auto. At any time to return to manual steering push Standby.
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Autopilot control has been simplified to a set of pushbutton operations, all
of which are confirmed with a 'beep' tone. In addition to the main single key
functions there are several dual key press functions. Course changes can
be made at any time using the -1, +1, -10, and +10 degree keys.
Passage making under automatic pilot is a very pleasant
experience which can lead to the temptation of relaxing
permanent watch. This must always be avoided no matter how
clear the sea may appear to be.
Remember, a large ship can travel two miles in five minutes -just
the time it takes to make a cup of coffee.
The next few pages list ali of the pushbutton operations needed for full
autopilot control.
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ST5000 Hydraulic Autopilot Operation and lnstallation Handbook
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Standby
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Push lo disengage the autopilot far hand sleering
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Presenl course
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Auto
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30º course change to Starboard
Push to engage a11lo111alic sleering and maintain current heading
lí for any reason lhe vessel is sleered away írorn the selecled locked
heading (e.g. Dodge manoeuvre or selecting 'Standby') then:
x2-
Push and hold down Auto íor 1 second
Also see 'Dodge' - page 1O.
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Push to alter course to Port H and Starboard (+) in incrernents of
1 and 10º
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1he previous locked heading will be flashed far 1O seconds. To select this
heading, and resume the original course, press the Auto key once within
10 seconds.
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30" lo slarboard
In 'Auto' the display shows the locked autopilot heading.
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In 'Standby' the display shows the vessels current compass heading.
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1he previous auto heading is rnernorised and can be recalled using the
Auto key (see 'Auto').
Auto
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Course changes (-1, +l, -10, +10)
1.2 Operator controls
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In arder lo avoid an obslacle under autopilol control selecta course
changc in thc appropriatc dircction (say starboard 30º = 3 x + l Oº ).
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The previous lockcd heading will now be llashed on the screen. To return
to the old course µress Auto within 1O seconds.
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i\llernativcly thc '" cvious coursc change can be reversed via the key pad
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Cross Ir ack error
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Press lhe + 1 and -1 degree course change keys logelher lo loggle
belween auto deadband and fixed minimum deadband. The degree sign
will flash when the fixed minimum dead band is selecled
This can only be done with lhe Autopilol in 'Auto' mode .
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Push + 10 and -10 degree keys together lo selecl 'Track Control' from
Auto. Push again to relurn to automalic sleering
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Automatic Deadband Control (Auto seastate)
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Once in 'Track Control' lhe autopilol will follow a predelermined !rack sel
up on a GPS;Decca;loran navigation receiver, see 'Advanced Operalion'
for more delails.
When salely clcar uf tite obstacle press and hold down Auto for l second.
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Chapter l : Operation
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'Automatic deadband' (Auto seaslale) will cause lhe pilot lo gradually
neglecl repetitive movemenls of lhe vessel and only respond lo true
variations in course. This provides lhe best compromise belween power
consumplion and course keeping accuracy by neglecting unnecessary
rudder movements.
'Minimum deadband' will always provide lhe tightesl course keeping
possible but at lhe expense of increased power consumption and drive
unil aclivily.
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lllumination
ST5000 flydraulic Autopilot Operation and lnstaffation Handboolc
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Press !he + l and-1 keys logelher lo loggle illuminalion on and off
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/\lso if other Sea l alk inslrurnenls or aulopilot control units are connecled
to the Sea Talk bus !he illurninalion on !he ST5000 can be switched on or
off lrorn these unils.
The off course alarrn will sound if !he locked autopilol heading and !he
vessels curren! heading differ, for greater !han 20 seconds, by more than
!he value sel in calibralion level 6.
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Press !he + l and-1 keys for l second lo display rudder angle
This can only be done wilh !he autopilol in Standby mode.
1.3 Operating hints
lt is very importan! lo undersland the effecl of sudden trim changes on
steering performance. When a sudden trim change occurs, due for
example to weather helm lhere will be a delay before !he automatic lrim
applies rudder to restore !he locked heading. This correction can lake up
to one minute. Large course changes which change !he apparenl wind
direction can produce large trim changes. In these cases !he aulopilot will
nol immedialely assume !he new automalic heading, and will only settle
onto course when lhe automatic Trim has been fully established.
Off Course Alarm
n:'f,f'O
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Rudder Angle display
lllurninalion lor lite control head display can be swilched on for night lime
viewing. This can only be done wilh !he aulopilol in 'Standby' mode
no•,--.. -e).
.
To minimise the time delay lhe following procedure may be adopted for
large course changes.
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• Note required new heading
• Select Standby and steer manually
To cancel !he off course ala, rn push Standby lo return lo hand steering.
• Bring vessel onto new heading
11tite off course alarrn sounds il is usually an indicalion lhal !he vessel is
carrying too much sail, or lhal !he sails are badly balanced. In lhis case a
significan! irnprovemenl in course keeping can usually be obtained by
irnproving sail balance.
• Selecl Auto and le! vessel sellle onlo course
• Bring to final course wilh l º increments
lt is sound seamanship to make major course changes only whilst steering
manually. In this way any obslruclions or other vessels may be cleared
properly and due accounl laken of !he changed wind and sea conditions
on the new heading prior lo engaging !he autopilol.
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Contents
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19
20
20
21
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22
22
23
23
23
23
23
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• The boat appears to be unslable on Northerly headings (Southerly
headings in the soulhern hemisphere)
• You wish lo display True compass headings
• You wish to limit the rale ol lurn ol lhe boat
• You operale in 'Track Control' mode
• You wish to change lhe Ofl Course alarm angle
The ST5000 is also capable of being supervised lrom a Navigation system
such as a GPS, Decca or Loran receiver · aulomatically compensating lor
tidal streams and leeway.
Setling up Rudder Gain .................................................. 25
'Advanced Operation' ollers a complete guide lo ST5000 calibration and
comprehensively covers operation in 'T rack Control' mode. lt also shows
how the system can be expanded to include other Sea Talk producls.
29
30
30
32
32
32
32
34
34
35
35
36
36
36
37
38
38
39
'°, ' ' 1;,. •
• The pilo! does not maintain a selected heading
Chapter 4: Autopilot re-calibration .................................... 29
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The ST5000 has been sel-up al the laclory lo provide stable performance
lor most lypes of boal. Depending on personal choice, lype of boat and
steering syslem many oí !he lunclions and features available in lhe
ST5000 can be fine tuned. This is normally required il:
Chapter 3: Adjusting autopilot performance ...................... 25
4.1 Enlering Calibralion rnode ..............................................
4.2 Exiling calibralion rnode .................................................
4 .3 Suggestcd inilial calibralion seHings ...............................
4 .4 Calibraling the autopilot lo suit your boa!. ........................
Calbration Levcl 1 (Rudder Gain) ......................................
Calibration Level 2 (Rudder Olf seO ...................................
Calibration Level 3 (Rudder Lirnil) ....................................
Calibralion Level 4 (Turn Rale Lirnil) .................................
Calibration Lcvel 5 (Cruise Speed) ...................................
Calibralion Leve! 6 (Olí course alarm angle) .....................
Calibration Lcvel 7 (Trirn Level) ........................................
Calibralion level 8 (Sleering syslem type) .........................
Calibralion level 9 (Magnelic varialion) .............................
Calibration lcvel 1O (Northerly / Southerly heading error
correction) .....................................................................
Calibration Level 11 (Curren! Ves sel Lalitude) ...................
Calibratio11 Levcl 12 ........................................................
Calibralion Level 13 (Rudder Damping) ............................
4. 5 Disabled Cillibralion access ............................................
t
Advanced operation
Advanced operation ......................................................... 17
Chapter 2: Using 'Track Control' ....................................... 18
Opcraling hinls ..............................................................
Cross "!rack [rror ..........................................................
Ticlal Strcarn Compcnsation ............................................
Waypoint Advancc ..........................................................
Lirnilations .....................................................................
Low Specd Operation .....................................................
Dodges .........................................................................
Salcly ...........................................................................
Warning rnessages .........................................................
NMEA data nol received ............................................
NMEA data error .......................................................
Large cross !rack error .............................................
Waypoinl advance .....................................................
17
Chapter2: Using 7rack Control'
S T5000HydrauficAurop,1otOperationand lnstanatronHandbooll
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Chapter2: Using7rack Contror
ST5000 Hydrau/ic AutopilotOperationand lnstal/ationHandbook
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Press the + 1O and - 1 O degree keys together
The boat will now turn on to the new course and the alarm will cancel.
The following navigation informalion will now be conlinuously cycled on the
display:
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■ Bring the ves sel to wilhin 0.1 rnn of Track
An alarrn will sound and the display will show :
LooI
W.Pt
The informalion on lhe display allernates between the direction in which
lhe boat will lurn to lake up the track and lhe new bearing lo waypoint.
nm
Dislance lo waypoinl
nm
Cross lrack error
Cross track error is the vessel distance from a planned route. This is
displayed in nautical miles and is read directly from your position transducer (see above).
■ Press +10 and-10 degree keys togelher lo enler 'Track Control'
rLt
W.Pt
Locked heading
Cross Track Error
PrcssAuto
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/\ulornatic acquisilion can only be achieved il the pilo! is receiving NMEA
O 183 Cross track error and bearing lo waypoint inforrnalion (see section
G.3). lt is iniliated as follows:
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Manual acquisilion is achieved by steering the vessel to within 0.1 nm of
lrack and then bringing the heading lo within 5° of lhe bearing lo the next
waypoint. The pilo! is lhen switched over lo 'Track Control' by firslly
enlering 'Auto' and then pressing lhe +10 and-10 degree keys together
to initiate 'Track Control'. The Displaywill allernate belween Cross !rack
error and the lockcd pilot heading.
■
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• Manual acquisilion (NMEI\ O 180 or O 183 Cross Track Error data
required only)
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• 'Waypoinl
• l\utornalic acquisilion (NMEI\ O 183 Cross Track Error and Bearing to
Waypoint data required lro111 the receiver)
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Operating hints
When inilialing 'l rack Contror lhe track can be acquired in one of two.
ways:
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Check thal it is sale to turn onto the new course.
'I rack Conlrol' allows !he S 15000 to rnainlain !rack belween two waypoinls entered 011 a GPS, Decca, or Loran based Navigation system.
1he Control !1ead can receive cross track error data from any Navigation
systern Ir ansmitling dala lo lhe NME/\ O 180 or O 183 formal. The ST5000
will lhen compute course changes which will keep your boat on a precleler rnined !rack, automalically compensaling for lidal streams and
lr.eway.
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Cross
l track
error
@,
Waypoinl 1
- .. ,... , . G
Waypoinl 2
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ST5000 Hydraulic Autopilot Operation and lnstallation Handbook
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1
Chapter 2: Using 7rack Control'
21
"
Tidal Stream Compensation
A check should be made to verify it is safe to turn onto the new track and
then the +10 and-10 degree keys pressed together. This will cancel the
waypoint arrival alarm and steer the boat towards the next waypoint.
Unless the Waypoint Advance' is accepted in the above way the alarnt will
conlinue to sound and the current course be maintained.
Limitations
'
¡;J)
Under most conditions T rack Control' will hold the selected track to wilhin
±0.05nrn (30011) or beller.
The autopilot takes account of vessel speed when computing course
changes to ensure oplirnurn performance overa wide range of vessel
speeds. lf an Autohelm ST50 Speed or Tridata inslrument is connected to
the Sea Talk bus lhe control head will use measured vessel speed,
otherwise the cruise speed entered during calibralion level 5 will be used.
Low Speed Operation
Waypoint Advance
lf your navigation receiver lransmils valid Waypoinl Number' alid 'Bearing
to Waypoint' NMEA headers it is possible to advance from one waypoint to
the next by simply pressing the -10 and +10 degree keys together.
As the vessel passes the target waypoint the navigation receiver should
select, rnanually or aulornalically, the next target aypoint. The ST5?<JO
w1II delect the new larget waypo1nl nurnber and display !he new beanng to { ...
'waypoinl and also the direction it will turn to acquire it. This will be
accompanied by an alarrn to indicate waypoint arrival (see page 25).
Note:While the waypoint advance alarm is sounding, 'Track Control' is
suspended and the S15000 will rnaintain the curren! boat heading.
Although there is no need to fully understand the details of the track
keeping algorithm, it is very important to understand its limitations so as to
obtain the best performance from 'Track Control'. The most significan! of
these limitations is imposed if NMEA O180 cross track error data is
transmitted by the radio navigation receiver. This data is restricted to
±0.30nm, which means that even if the vessel were 5 miles to starboard
of track, the transmitted data would still be 0.30nm.
Atlempts to engage 'Track Control' beyond the 0.30nm limit will lead to
excessive overshoots and can result in the vessel circling. For this reason
the alarm code is displayed (see page 25) whenever the cross track error
exceeds 0.30nm The requirement to remain within 0.30nm of !rack also
limits the maximum allowable angular error between lhe !rack course and
the vessel's heading. lf the angular error is loo great, the 'Track Control'
will be unable to cancel it within the 0.30nm limit leading to the problems
oullined above.
The NMEA 0183 formal transmits cross track error data up to 99.99nm
and enables the 'Track Control' to operate with larger cross track
errors.However, the alarm code will still be displayed over 0.30nm in case
there are navigational hazards clase to the intended track.
¡JJ
Operation of the manual acquisition of 'Track Control' al low speeds
requires additional care as the effect of tidal streams is far more signif
cant than al higher speeds. In general terms, providing the tidal How is less
than 35% of the vessel speed no noticeable difference will occur in the
performance of 'Track Control'. However, extra care should be laken to
ensure that the vessel is as clase as possible to track, and thal the
direction made good over the ground is as close as possible lo the
direction of the next waypoint, befare engaging 'Track Control'. Under
these circumstances positive positional checks al regular intervals are
vital especially if navigational hazards are clase.
1
22
ST5000 Hydraulic Autopilot Operalion and lnstal/alion Handbook
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Chapter 2: Using 7rack Conlro/'
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Warning rhessages
Full control rernains available frorn the control head when the autopilot is in
'Track Co11lrol'. Dodgcs are accomplished by sirnply selecting lhe desired
co11rse cha11ge 011 !he /\ulohehn keypad. Once the hazard has been
;woidcd the co11rsc cl1a11ge selecled far !he dodge manoeuvre should he
cancelled by selccling a11 eq1wl course change in !he opposile direclion.
Provided !he vcssd rc,mins wilhin 0.1 nrn oí track lhere is no need lo
slecr back lowards !he !rack.
NMEA data not received
Ir' - - -
nml
lhe 'no data' display will be shown ií 'T rack Control' is engaged when !he
aulopilot is not receiving either NMEA 0180 or 0183 data.
Safety
I
·
Passage rnaking in · 1rack Control' rcmoves !he cl1ores oí compensalion
for wind and tidal d, irt and will aid precise navigalion.11 is rnosl importan!
however lo rnainlain an accur ate lag wilh regular plots and lo verify !he
compuled posilion read from !he radio navigalion receiver wilh a dead
rcckoned position from recording lhe average course sleered and lhe
distance loggcd. In ope11 water such plols should be al leas! hourly and
more frequent in confined waters or when polenlial hazards are near.
.
)
NMEA data error
.-.-
The 'dala error' displaywill be shown ií 'Track Contror is engagedwhilst
the Position transducer (GPS, Loran, Decca) is receiving a low slrenglh
signa!.
lhis will clear as soon as lhe signal strenglh improves.
Local varialions in radio signa! qualily and changes in lhe lidal slream will
produce dev,alions frorn !he desired track. When selting up waypoinls,
rernernber thal devialions will occur, and lhoroughly check along each
!rack and lo 0.5nm cach side lo ensure lhal thcre are no hazards wilhin
!he zone. /\lways co11fir111 t11c posilion given by the rosilion lransducer
using an easily idenl1fiable fixed object al lhe start of a passage lo check
and cnable crnnpe11sJtio11 lo be made far fixed positional errors.
Large cross track error
The use of 'Track Control' will enable accurate track keeping even
in cornplex navigational situations. lt cannot remove the
responsibility of lhe skipper to ensure the safety of his vessel at all
times by careful navigalion and frequent position checks.
Waypoint advance
_,L.f,_,
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'
The 'large cross track error' alarm sounds if !he cross !rack error received
by the pilot exceeds 0.3nm.
: J ,f _,
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t Lt . . .:;;:, o ' W . P t
-•
The waypoint advance alarm sounds whenever the Radio Navigation
Receiver (GPS, Loran, Decca) changes lhe target waypoint number. When
lhis occurs lhe pilot will continue on ils curren! heading but flash the
bearing to lhe next waypoint on the display. This will alternate with the
direction in which the boat will turn lo take up that bearing. You should
check to ensure that such a manoeuvre would be saíe and, when you are
ready to make !he turn, momenlarily press the + 1O and - 1 O degree keys
together. The pilo! will lhen turn onto the new bearing and !rack towards
!he next waypoint.
Note: The waypoint advance will only operate on pilots receiving NMEA
0183 Bearing to waypoinl informalion.
S15000 Hydraulic Autopilot Operation and lnstallation
'
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3: Adjusting autopilot perfonnance
•
Chapter 3: Adjusting autopilot performance
Setting up Rudder Gain
The faclory set rudder gain level will provide stable
trials. However, vessels can vary widely in their resJ
further adjustment to lhe rudder gain may improve
characteristics.
• Steer onto a specific course
• Hold the course steady for 5 lo 1O seconds
• Press Auto to engage the aulopilot on the curren
In calm conditions the boat should maintain the lock,
Tite following test will check if the rudder level is set
and should be carried out al the vessel's normal c m
In clear water and with the autopilot in 'Auto' alter coi
40 ° by pressing tite+ 10 degree key four times.
1
1
.
.
Typically, al cruising speed, a course change of 40º
crisp turn followed by an overshoot of no more than
the rudder gain is correclly adjusted.
An excessively high rudder setting results in overste1
recognised by distincl overshoot of more than 5° (Al
be correcled by reducing tite rudder gain setting.
26
ST5000 Hydraufic Autopifot Operation and fnstalfation Handbook
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Chapter 3: Adjusting autopifot perlonnance
27
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On planing craft the Northerly/Soulherly heading error correction facility is
selecled. This automalically reduces the effects of Northerly/Southerly
heading instability. This feature is selected in calibration - see chapter 4 by entering the vesset's operating hemisphere and latilude. When selected
il automatically adjusts the Rudder gain depending on heading, removing
lhe need for manual adjustment.
Corree!
ruddcr
sclting
'
New
heading '
New
heading
'
New
heading '
J)
.,,.,
Sirnilarly, an insufficienl rudder control setting will result in understeer
which gives sluggish sleering performance {B). lí the vessel takes a long
lime lo rnake the turn and there is no overshoot lhen lhe rudder setting is
loolow.
lhese actions are rnosl easily recognised in calm sea condilions where
wave aclion does nol mask basic sleering perlormance.
He fer lo chapter 4: '/\ulopilol re"{;alibralion', lor inslruclions on how to
adjusl lhe rudder gain selling.
Hepeal lhe test unlil a crisp course change wilh no more than 2 º to 5° of
overshool is achieved. /\djusl lhe rudder gain by no more lhan one selting
each lime.
lhe rudder control setting is nul over critica! and should be set to the
lowest selling consistenl wilh accurale course keeping. This will minirnise
acluator rnovernenls ami hence reduce power consumption and wear and
lear generally.
ft is particularly important U1at Uie Rudder Gain is correctly set on
planing craft. lncorrect adjustment will lead to poor steering
performance and is a dangerous condition at high speed.
. r)
·-J,
28
4-7
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515000 Hydraulic Autopilot Operation and lnsta/lation Handbook
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29
Chapter 4: Autopilot re-calibration
Chapter 4: Autopilot re-calibration
The ST5000 can be adjusted to meet the characterislics of your vessel
and steering system.
The calibration routine allows the following parameters to be adjusted
from their factory de-fault settings.
• Rudder gain (Value on power up)
• Rudder offset adjustment
Q
• Rudder limit
• Rate of turn limit
• Off course alarm limit
• Automatic Trim adjustment delay
• Northerly/Southerly turning error compensation
The autopilot also requires certain other information:
• Average cruise speed
• Type of steering system
• Local variation
This section will look at each feature in-turn and explain how to fine tune it
to suit your particular boal.
4.1 Entering Calibration mode
Press the Standby button for 5 seconds until the display shows:
' -,,...1·'
1
1
1
1
Feature
í ¡
'W,
:j)
' 1 I ...-cal
Vafue
The number on the left identifies the feature (see table 4.3) and the number
011 the right the selected value for that feature.
Each feature can be cycled lhrough using lhe Auto key.
The existing values can be viewed at any time without alteration, a simple
momentary push of the Standby key will return the pilot to its normal
operaling mode without affecting the previous settings.
ST5000 Hydraulic Autopilot Operation and lnstallation Handbook
30
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Note: 11on enlcring Cillibralion lhe display shows:
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:
.
,
.
,
,
.
,
Chapter 4: Autopilot re-calibration
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Press Standby for 1 seconcJ
·¡ his will enter any acJjustecJ values into memory
This will exit calibratiorr without entering any acJjusted values inlo memory.
Usted below are suggested calibralion sellings for displacement and
planing speeds. These will supply safe performance for !he inilial sea lrial.
lf you cl1ange any oí !he seltirrgs you can record them in !he Adjusted
values colurnn for íulure reference.
Note: The factory defaull settings are !hose shown for displacemenl
speed. lf il is intended to use !he ST5000 hydraulic on a planing power
boa! then lhe aulopilol calibr alion should be adjusted to !he setlings
shown by followirrg !he inslructions in this seclion.
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31
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2
5
o
o
Rudder limit
30
30
5
8
Average Cruise
speed
25
15
20
20
3
3
8
Trim level
4
4
Off
orr
10
Local magnelic
variation
l (Norlh)
or
2 (Southl
Olf
4
5
Nole:
.'
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Rudder Gain
13
.
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12
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Displacement
speed
setting
11
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t"l
Planing
speed
setting
7
4.3 Suggested initial calibration settings
1""1-".• 1
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Feature
6
Morne11tarily press Standby
.r. ,'
Feature
number
3
4.2 Exiting calibration mode
■
•
.. r',1,
2
Please re fer to 'DisablecJ calibr
. ation access' - seclion 4.5 .for details on
how lo acJjust.
You can exit calibraliorr al any lime irr orre oí two ways:
,.
Rudder Offset
Turn rale limil
Off course alarm
angle
Steering syslem
type
North/South
turning error
correction
Curren! vessel
Lalitude
XX
., ,
Adjusted
values
XX
Nol available
Rudder damping
1. Leve! 12 is no! available on the ST5000 Hydraulic pilot.
2. lf leve! 1O is sel lo O lhen leve! 11 will be omilled.
·q ;: 7:.'.;:·:tP : t' :11! :
32
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5 1 5 0 0 0 Hydraulic Autopilof Operafion and lnsra//afion Handbook
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4.4 Calibrating the autopilot to suit your boat.
■
Calibrate the pilo! as follows:
■
Enler calibralion modc as described in scclion 4.1
l he display will show:
.• .,,.- - , -'
3:
Chapfer 4: Autopilot re-calibrafion
1. ,
To set up !he rudder lirnit it is first necessary to exit calibration and record
the rnaxirnum rudder angles displayed on the ST5000.
Exit calibration by pressing the Standby key for l second until the display
shows:
,-,--:-";·, ...,-Ca-ll
f
L . . -_ _ _ _
_ , _ ,
' " " '
Calbration Level 1 (Rudder Gain)
{
-,'
Calibration level l is Rudder gain. This requires setling up whilst under
way. Please refer to Rudder gain adjustrnent in chapter 3.
'
.
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■
Note: A momentary push will give the same display but will ilot store !he
previous calibration steps.
Press the + 1 and - 1 degree bultons together for 1 second to display
rudder angle on the display
Calibration Level 2 (Rudder Offset)
■
Calibration level 2 is 'Rudder oflset'. This sets up !he control head toread
zero degrees rudder when lhe helm is posilioned arnidships.
DO
□o
Press the A u t o key
--.. f '
.-,--, .; -.,,._,
1
r Cal 1
- - - - - - - , - - \ - - - -
■
01�1,
Manually place !he helrn in a central posilion. Use !he +1 and-1 degree
keys lo adjust !he rudder angle reading on the righl hand side of lhe
display to zero.
l
f f
DO
□oi oo
[+
iillliii
■
n-- Cal
:, :: :1...,::
■
■
L
,n
f Lf
o
Manually move the helm hard to port and record !he displayed rudder
angle
Manually move the helm hard to slarboard and record the displayed
rudder angle
The rudder lirnit should be set to !he srnaller of !he two recorded angles as
follows:
Enter calibration by pressing Standby for 5 seconds
Select calibration nurnber 3 (Rudder Angle) using the A u t o key
-• -:,..,-n...,
_, ,....,_ ,
-·
7'-
..
Cal
• ,-
■ Adjust the displayed limit on the right hand side of the screen, using the + l
Calibration Level 3 (Rudder Lirnit)
Calibration level 3 is Rudder lirnit which lirnits aulopilot rudder movernent
lo just less !han lhe sleering systems rnechanical stops. This avoids
putting the steering system under unnecessaryload.
and - 1 degree keys, to the mínimum recorded angle
t.
.
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ilil lliii
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o
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Autopilot Operation and lnsta/lation Handbook
34
·· .i;;;.fiia+MCZ i3 .! lli!dt@&JC&&ji
Calibration Leve! 4 (Turn Rate Limit)
Calibration Level 6 (Off course alarm angle)
Calibralion level 4 is Turn Rale Limil. This will lirnil lhe rale of turn of your
ves sel when undcr aulopilol con Ir ol.
Press thc Auto key
-' i-' n
■
l his should be adjusted to give a cornfortable rate of turn.
Selup lwn rate li111il wil11 lhe + l anú-1 degree bultons
Calibration Level 6 is Off Course Alarm angle. This is an alarm to warn you
if the autopilot is unable to maintain its set course.
Press !he Auto key
o
c at
f"
f- - - ,..L
Lf, """
- · ··-----/-f-·\-----7•--
■
35
Chapter 4: Autopilot re-calibration
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The ofkourse alarm operates if the autopilot strays off course by more
than the alarm angle limil for more than 20 seconds. This limit can be set
in 1º increments anywhere between 15º and 40° using the + I and - 1
degree course change buttons.
,,if)
locked
heading
o :: ''s...
!
A
o
20"/second
Calibration Level 5 (Cruise Speed)
■
Calibration Level 7 (Trim Level)
Calibr ation lcvel 5 scls the boats normal cruising speed for use in T rack
control'.
Press tite Auto key
i
j
■
•
••
When interfacing wil11 Radio Navigation Syatems the Control head uses the
vessels average cruising speed to perform track calculations.
Adjust the cruise speeú with the + l and-1 degree bultons.
Note: lf an STSO Speed or Tridata inslrument is connected lo the Sea Talk
bus they will transrnit boa! speed inforrnation directly to !he control head.
Calibration level 7 selects and sets lhe level for automalic trim. This
applies additional rudder to corred for weather helm.
Press the Auto key
.,f . --,-,
: "- �.,,,Cal
-,iv
Trim can be set to one of three rates or switched off completely.
• Level O Trim off
• Level 1 Slow trim correction.
• Level 2 Medium trim correction.
• Level 3 Fas! trim correction (recommended for Power boats).
Adjust the trim level using the + l and-1 degree buttons.
36
ST5000 Hydraulic Autopilot Operation and l11stallation Handbool<
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Calibration level 8 (Steering system type)
Calibralion level 8 lells !he pilo! the lype of sleering syslem íilled lo !he
boa!.
Prcss tite Auto kcy
[
'et--¡
_f3?.
B __
e: ,,
In !he case of lite S 15000 hydraulic pilot lhis should always be sel lo 4.
Selccl lhc corred dr ive using lhe + 1 and-1 degree keys.
Calibration level 9 (Magnetic variation)
■
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-
-
-
,
-
-
-
-
-
,
-
-
-
.,.
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-
F ,
W-,
•,•
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•
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Press the Auto key
f
Cal
n; 'n .,..-
Use !he + l and-1 degree keys lo select:
.,
O =Off
,
l = Northern Hemisphere
2 = Southern Hemisphere
N¡h
N¡h
t
t
iq,.....-
,•
1
0
You should enler your local var iation using + 1 and - 1 degree keys. This
value will then be transrnilled onto !he Sea Talk bus and picked up by other
SeaTalk instrurnenls suclt as the Multi repeater.
Note: + ve variation: East
- ve varialion: Wesl
Calibration level 10 (Northerly / Southerly heading error correction)
Calibralion level l O allows Nor therly or Soulherly heading error correclion
lo be swilched in.
ll may be noliced lhal lhe aulopilot lends to be a lillle less slable on
nor !her ly headings in lhe higher latitudes of the northern hemisphere (and
conversely soulherly headings in !he southern hemisphere). This is caused
by !he increasing angle of dip of !he earth's magnelic field at higher
latitudes which has lhe effect of arnplifying rudder response on northerly
(soulherly) headings. l his error effecls ali magnelic compasses and gets
worse the furlher away fr om lhe equator you are.
.l,i
J
.-,)
;1
J
l;.,•1 •/ 1,
•1•J
The ST5000 is able to compensale for lhis and provide precise course
keeping on all headings by aulomalically adjusling the gain of the autopilot
depending on heading.
-:. ' '·ºj
n _,..,.
,,. ...
'_
-
•t •, f L
f Lf: ; L f
Calibr ation level 9 lells the pilot the leve! of magnelic varialion present at
the boals curren! posilion.
Press !he Auto key
-
37
Chapter 4: Autopi/ot re-calibration
',';,r,,\c., , , l t
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I
Calibration Level 11 (Current Vessel Latitude)
\
l, w
Wilh
compensalion
■
j
Calibration level 11 requires the boats current latitude (to the nearest
degree) in arder to compensate far Northerly / Southerly heading error
Press !he Auto key
f
,: ,nocal
f f: -;Lf
■
(IIU1l'
Set up latilude using the-1 and + l degree keys
Note: lf the correclion is sel to O in calibralion level 1O then level 11 will be
omitted and pressing !he Auto key in calibralion level 1O will move the
display directly onto level 13 (Level 12 is omilted on the ST5000)
38
....
ST5000 flydraulic Autopilot Operation and lnstallation Handbook
» .aw ••
•·., , l·hM"m=+!M,
Calibration Level 12
l his level is no! available wilh lhe S15000 Autopilol.
Calibration Level 13 (Rudder Damping)
■
Level 13 only requires selling up if lhe sleering system 'hunts' when trying
lo posilior1 !he rudder.
r,ess lhe Auto key
·· +---·1
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f 1:
.
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. .
.. . .
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Calibr ation level 13 allows 1 oí nine levels of rudder damping lo be
selecled. This should always be sel to 1 inilially.
Rudder damping should be set-upas follows:
,.
·:
39
1 Chapter 4: Autopilot re-calibration
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1
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1 4.5 Disabled calibration access
1
lt is possible to disable the calibralion set-up to preven! unauthorised
access.
1
1
This is achieved as follows:
1
■ Press and hold the -1 and Standby keys for 1O seconds until the display
1
shows:
1
1
Cal
t" C, J
[nn
1
Lf • f
1
,..
,
g.
1
.
Note: A mornenlary push will give lhe same display but will not slore lhe
previously calibralion sleps.
Press !he Auto key
■
■ 'ress !he + 1O degree course d1ange key once
Observe !he wheel rnovernenl. 11!he rudder appears lo position and lhen
hunt e.g. drive por! and lhen slarboard in srnall jerky movements lhen
relurn lo calibralion level 13 and increase !he rudder damping level by
one, using !he + 1 and - 1 degree bultons, and repeat !he test unlil lhe
ruddcr posilions wilhout hunling.
Note: 1tis most importan! thal lhe rudder damping level is set as low as
possible for bes! possible course keeping.
The calibralion should now be saved by pressing the Standby key for
1 second.
L '' L
■ Toggle !he calibration access on and off using lhe - 1 and + 1 degree keys
■ Store the setling by pressing lhe -1 and Standby keys for 10 seconds
lf preferred this page can be removed from the handbook after access
has been switched off.
, 0
- --,
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-;
until the control head returns lo normal operation
Exil calibralion by pressing the Standby key for I second until lhe display
shows:
..
---
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1
1
1
1
1
1
..
42
ST5000 Hydraulic Autopilot Operation
:-.. :,,..;,t;<liQi4QCMPAU$iiWliitflMIMMJM#lij.jlUM19f;;;wwa,¡¡and lnstallation Handbook
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Chapter 5: lnstallation
1
Contents
•
Chapter 10: Fault Finding ......................................................
71
'.
1ca:n 1
·· ¡;
.
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110mm
(4.33in
o□
□o
DO
1 1 - I Y
l-·_,
70.5mm
(2.75in)
24mm
(0.95in)
j
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"'--'-'
Siting.
The ST5000 control head is totally waterproof and should be sited where:
• lt can easily be reached from !he steering position
• Protected from physical damage
• Al least. 230mm (9in) from a compass
• At leas! 500mm (20in) from radio receiving equipment
• Accessible from behind to secure and run cables
7: Functional Test and lnitial Sea
Tria! .......................
Control head .......................................................................
70
Orive unit ............................................................................
70
Cabling ...............................................................................
70
'
-
110mm (4.33in)
6: lnterfacing to GPS, Decca, Loran ..........................
Chapter 8: Accessories .........................................................
68
Chapter 9: Maintenance ........................................................
70
'
43
'
5.1 Control head
6. l Cabling ............................................................................... 59
59
6.2 NME/1. data lransmission to other equipment
......................... 59
6. 3 Data formats ......................................................................
60
Chapter
61
7.1 Fu11ctio11al test
Switch un
61
0perating sense
61
Rudúer reíerence phase
62
Navigation interlace (GPS, Decca, Loran)
62
SeaTalk bus
63
7.2 lnitial Sea trial
64
Autornalic Compass deviation correclion
., ....................... 54
/1.utopilot oper ation ..............................................................
66
Operating sen se rever sal .....................................................
67
..
Chapter 5: lnstallation.
Chapter 5: lnstallation ...........................................................
43
5. l Cor1lr ol heaú .......................................................................
Siting ........................................ ·.......................................... 43
43
Mounli11g proceúure ............................................................
43
Cable conneclors ................................................................
Power supply connection ..................................................... 44
Connectiun lo !he Sea Talk bus ............................................. 45
5.2 Fluxgale Cornpass ............................................................... 46
Mounting position ................................................................ 47
Cabling ............................................................................... 47
5.3 Ruúder Reference Transducer .............................................. 49
Mounting pos ilion ................................................................ 49
Control dirnensions .............................................................. 49
Cabling ............................................................................... 51
5.4 Hydraulic pump installalion ................................................... 51
lntroduction ......................................................................... 52
Cabling ............................................................................... 52
52
Types of steering system .....................................................
53
Two line system ........................................................
54
Two line Pressurised system .....................................
55
Three line system .....................................................
56
Bleeding lhe systern .................................................
5
7
Chapter
.
Note: The back cover is designed to breath through the cable boss to
prevent moisture accumulation. This must be protected from the wealher
by following the mounting procedure.
Mounting procedure.
The surface must be smooth and flat
'v ·
• Use the template provided to mark the cenlers of the two fixing holes
and cable boss
Note: Adjacent Control heads and ST50 instruments should have
6mm (0.25in) separalion to allow room for the protective covers.
• Drill to 4mm (0.l 6in) diameter
• Use a 70mm (2. 75in) diameter cutter to drill the hole for the center
boss(l)
44
ST5000 Hydraulíc Autopilot Operation and lnstallation Handbook
Chapter 5: lnstallation
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• Screw the two lixing studs (2) into !he back cover
Power supply connection
• Pass lhe cables through the central hole
• l\tlach !he harness prolection cover using the cenbal sc ew provided
• Sccur e lhe Conlr ol head with the thumb nuts provided (3)
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45
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The ST5000 requires ils own 12V d.c. dedicated power supply as it
cannot source power from the Sea Talk bus. A fused 2m (6.5ft) power lead
is supplied for this purpose and is terminated with 1/4 in spade
connectors. On no account should the Control head be used without
the supplied fuse. This is quick blow and designed to protect the control
head if !he supply is reverse connecled. lf preferred a separale circuit
breaker can be fitted, in addilion lo !he fuse, to allow !he pilot to be
switched on from the main distribulion panel.
• l\ttacl1 !he wiring 100111 lo 1hr. terminats on !he rear uf the ST5000 (see
laler sections)
/\ sealing gasket (4) is already attached to lhe back cover of lhe Control
hcad.
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In line
!use
(suppliedl
Cable connectors
1\11 cleclrical connections to the S f5000 are rnade vía spade connectors
un !he rear case. When installing each spade connector rnake sure !he
connector fits securely ovcr !he blade and no! between the connector and
its plastic insulating boot. 1his will give an intermittent conneclion and
faulty aulopilol operalion.
The lead can be extended if required. The following table shows the
mínimum cable sizes acceptable:
f
1
Cable length
Copper area
AWG
Up lo 2.5m (811)
l.5mm2
16
Up lo 7.0m (2211)
2.5mm2
14
Up lo 10.0m (3011)
4.0mm2
12
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575000 Hydraulic Autopilot Operation and lnstallation Handbook
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Cor rect cable size is critical for corred autopilot operation.
l he cable you choosr. rnay rneet lhe required curren! specification but, ir
too srrli)II, will drop voltage between the supply and the control head. This
will reduce tltr. power oí tite ltydraulic pump.
(\ 1 1 f \-,]
Yellnw
Screen
(ground)
1
Connection to the SeaTalk bus.
l lte S 15000 is supplied willt orre Sea ralk cable lail. 1his can be connr.cted to the spade conrieclors rnarked 'Sea Talk' on the rear of lhe
Corrlrol ltead as showrr beluw:
Yellow
(data)
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Breaker
-
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--------1.·+•1------------
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For safely reasons the ST5000 should not supply power to the Sea Talk
bus. Any Sea Talk instrumenls filled must be powered via a separate 5A
fuse / breaker as shown using the power lead supplied wilh the inslruments.
5.2 Fluxgate Compass
Mounting position
fNGtAND
The nuxgate compass should be allached to a convenient vertical surface
using the self tapping screws provided. There is no need lo orient the
nuxgate compass fore and aft. Heading alignment is carried out electron
cally.
©
Olher SeaTalk instnunerrts carr now be connected to the control head
using a Sea Talk extension cable (see chapler 8 'Accessories').
' (}
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48
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STSOOO Hydrau/ic Autopilor Operation and lnstallarion Handbool<
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Cabling
Cor recl posilioning of !he fluxgate is crucial if ultirnale performance frorn
!he aulopilot is lo be achieved. The íluxgate should ideally be positioned as
near as possible to !he pilch and roll centre of !he vessel in order to
minirnise girnbal dislur bance.
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Once the fluxgate has been positioned !he cable should be led back to the
control head. The cable has five taíls each of which is fitted wilh a spade
connecler. These should be connected colour for colour to the 'Compass'
seclion at the rear of the unit as shown below:
-
11is very importan! lo ensure thal the fluxgate is positioned at least 0.8m
(2.5rt) away from the vessel's steering compass in order to avoid devialion
of both compasses. lhe fluxgale must also be positioned as far away as
possible from large iron rnasses, such as !he engine and other magnetic
devices which may cause devialion and reduce the sensitivity of the
sensor. Ir any doubl exis! s over magnetic suitability of !he chosen site, the
position rnay be surveyed using a simple hand bearing compass. The hand
bearing cornpass shuuld be íixed in !he chosen position and the vessel
swung through 3GO º . Helalive diííerences in reading between the hand
bearing compass and lhe vessel's main steering compass should ideally
no! exceed 20 º on any heading.
5.3 Rudder Reference Transducer
A rudder relerence transducer must be used on all installations with a
hydraulic steering system.
Mounting position
l
l
i)
The rudder relerence unit must be mounted on a suitable base adjacent to
the rudder stock using the sell tapping screws provided. The base height
must ensure correct vertical alignment oí the rudder relerence unit arm
and tiller arm. lf il is more convenient, the rudder relerence unit may be
mounted upside down (logo downwards), but il this is done, the red and
green wires from.the transducer must be reversed on the rear of the
Control head.
50
ST5000 Hydra11/ic Autopilot Operation and lnstallation Handbook
.,... ! •: "'· · i , E , ! X W N M A I U w . i i $ $ 4 W : ! t # t i ' . J W I W i i
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The rudder reference unil has a built in spring to rernove any free play in
lhe linkage to lhe liller. l his gives very precise rudder position.
1he rudder reference ar rn rnovement is limited to± 60°. Care must be
taken during installation lo ensure the rudder reference arm is opposite
!he cable enlry when the rudder is amidships. Failure to do this could result
in damage if lhe rudder reference arm is driven onlo ils end stops by !he
sleering system.
± 60 º
maxirnurn
travel
perrnilled
enlry
- Parallel
- -1
M111 I0lrnrn Min)
'A' l 40rmn (5.Sin)
Max 190mm (7.5in)
.
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Once the rudder reference has been posilioned lhe cable should be led
back to the Control head. The cable has four tails each of which is fitted
wilh a spade connecler. These should be connecled colour for colour to
lhe 'RUDDER' conneclions al lhe rear of !he Control head as shown below:
Min
75mm
(3in)
Max
310mm
0 2.2in)
r,:¡. - _
Rudder arnidships
,
Control dimensions
lt is importan! to ensure that lhe dimensions set out below are within the
limils set and lhe liller arm and rudder reference arm are parallel to each
olher
Wilh the rudder arnidships,lhe rudder reference arm should be opposite
lhe cable enlry and at 90º to the connecting bar. Minar adjustment can be
made by slackening off the 3 securing screws and rotating the transducer
body.
The tiller pin must be positioned within the limits shown. ldeally dimension
'A' should be 140mm (5.5in). However, changing this wilhin the limils
shown will no! degrade the autopilol performance but will slightly alter the
scaling of the rudder angle display. The tiller pin is secured to the tiller arrn
using the self tapping screws provided.
Cut the studding to length and screw on the lock nuts and ball pin sockets.
The sockets can then be pressed onto the pins. Move the rudder frorn side
lo side to ensure the linkage is free from any obstruclion al ali rudder
angles.
Tille, arrn
Mmmlirtg base
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52
-- --"::-
Cllapter5: lnstallation
ST5000 HydraulicAutopi/otOperationand lnstallationHandbook
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Types of steering system
There are three basic types of hydraulic steering system:
5 .4 Hydraulic pump installation
lntroduction
The hydraulic drive unit shuuld be mounted in a horizontal position clear of
spray and lhe possibility uf immersion in water. ll shuuld be localed as
near as possiblc lo !he hydr aulic sleering cylinder. lt is importan! to bol!
lhe hydraulic drive unil sPc111ely lo a substantial rnember to avoid any
possibilily of vibration thal could darnage !he inler-connecting pipework.
lf thcre are no stop valves in !he existing steering syslem then extreme
car e should be laken lo avoid loosing excessive hydraulic fluid. lf !he
syslern is pressurised lhen !he pressure should be released al the
reservoir in accordance with !he manufacturers. i11structions before
breaking into the systern.
011 non pressurised systems il solid plug should be temporarily fitted to
lhe upper helm reservoir venl. fhis will rninimise fluid loss during
installalion
ll is essenlial to keep !he steering syslern free of any dirt as the valves in
both the manual helm pump and !he autopilot purnp will stick if they
encounler any foreign material in !he hydraulic fluid.
53
• Two line system
• Three line system
.,. (
(j)
• Two line pressurised system
Typical connection points for the autopilot pump will be shown for each
type.
In ali cases it is strongly recornmended that the steering gear
rnanulacturer be consulted.
AII hoses used to fil the pump should match or exceed the specification of
!hose used in the existing steering system.
ll is also necessary to ensure lhat the helm pump is filted with reversihg
check valves otherwise the aulopilot pump will drive the helm pump in
preference to moving the ram. Single helm pump systems withoul check
valves should incorporate a Z068 double pilot check valve block. This is
filted as shown below.
AII lee pieces used in lhe inslallation should be fitted in accordance with
!he rnanufaclurers inslructions.
Cabling
Do no! use teflon tape on any fitlings. lf sealing is required use a
proprielary liquicl pipe thread sealer. This should be applied sparingly well
back from the end ol lhe litling lo preven! sleering system conlarninalion.
The hydraulic pump connecls to the 'DRNE' connections on the back of the
control head. 11is rnost irnporlant that the size of cable used is adequate.
The following table shows the minirnurn size cable acceptable.
Copper arca
Cable gauge
Upto lm
Cable type
'.J6/0.3
2.5rnm2
Uplo I6m
iM/0.3
4.00mm2
14 AWG
Total cable length
-------
Uplo lürn
50/0.25
6.00mrn2
12 AWG
l0AWG
1-----
Check valve 12068)
¡
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S15000 llydra11/ic Aulopilot Operation and lnslallalion Handbook
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lf lhe vessel has two steering positions then check valves will already be
filtcd to ensure indcpe11de11toperation of the two wheels.
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A two line pressurised system has an externa! pressurised reservoir. This
reduces the possibilities of inducing air into the system and also reduces
any sponginess felt due to pipe expansion. The autopilot pump is
connected to the system as shown below.
Two /ine system
/\typical two line stecring system is shown below. Hydraulic fluid can be
pumped inlo lhe rarn in eitf1er direclion depcnding on lhe direction of helrn •
purnp rolation. 1he aulopilol purnp is connected to the system as shown
below.
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Two fine Pressurisedsystem
Minirnisation of hydraulic fluid loss during connection of the drive unit will
hclp to reduce the fi111e and cffort required later to bleed the system of
Ir apped air. Absolute cleanliness is essential since even the srnallest
par licle of íoreign 111aller could interfere wilh the corred function of
precision check valves in tire steering system.
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STSOOO Hydraulic Autopilot Operation and lnstallation Handbook
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Bleeding the system
Tllree line system
In a three line syslem hydraulic fluid flows in une direclion only- out of the
hclrn pump to !he ram and lhen relurning frorn !he olher side of lhe ram to
lile reservoir vi.i a common relurn line.
/11111iflowwllve hlock will he íillcd in !he syslem. This ensures all relurn fluid
frorn lhc ra111 is dir ecled back lo lhe reservoir.
l he autopilol p11111p is connecled to !he systern as shown.
• \,
Corree! bleeding of lhe hydraulic syslem is one of the most importan!
steps in installing a hydraulic pump. The presence of air in lhe hydraulic
steering system will not only degrade the performance of the aulopilol t
also the overall operalion of the steering syslem.
In addilion lo the manufacturers inslructions for bleeding the steering
system the following procedure should also be followed lo bleed the
autopilot pump:
Press the-10 degree key and hold down
The autopilot pump will try to drive the rudder over to port.
Counter this rudder movement by turning the helm to starboard to keep
the rudder stationary.
This aclion will cause any air in lhe pump lo rise lo lhe helm pump and
exhaust into lhe reservoir.
Reverse this aclion to clear any air on the other side of the pump as
follows:
Press lhe + 1O degree key and hold down
The autopilot will now try lo drive the rudder lo starboard. Again counter
lhe rudder movemenl, lhis time by turning the helm to port.
Note: Monitor the reservoir tank at all times - topping up with the
manufacturers recornrnended fluid as required.
lf air is left ln the systern the steering will feel spongy particularly when the
wheel is rotated to the hardover posilion.
7
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58
S15000 Hydraulic Autopilot Operation and lnstaffation Handbook
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The ST5000 will accept navigation data in the NMEA formal for use in
'Track Control' rnode The required dala forrnats are shown in section 6.3.
••
6.1 Cabling
The NMEA data port is on the rear of the ST5000 and should be connecled to a Position transducer as shown:
r
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Position Transducer
with NMEA output
[!Ji:]
Blue
(Dala in - vel
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Red----t(Data in + vel
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6.2 NMEA data transmission to other equipment
lf you wish to transrnit NMEA information to other equiprnent a SeaTalk
Interface (Zl 37) should be installed as shown:
60
ST5000
;.,•,;\, U. cM-.J.jtj&tW'JW
Hydraulic Autopilot Operation and lnstallation Handbook
Chapter 7: Functional Test and lnitial Sea Tria/
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This seclion of !he handbook consisls of a set of simple tests followed by a
short sea trial. This will confirm lhat !he syslem is wired correclly and is
also setw to suit your type of boa!.
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6.3 Data formats
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Data
NMEA0183
Latitude.and Longilude
GLL,RMC,RMA,IMA,GLP,GOP,GXP,GDP,
GLF, GOF, GXF, GDF, GGA, GLA,
GOAGXA,GDA
Course over the ground
VTG, VTA,RMC,RMA
Speed over the ground
VfG,VTA,RMC,RMA
Cross Track Error
APB,APA,RMB,XTE,XTR
Bear ing to Waypoint
APB,BPl,BWR,BWC,BER,BEC,RMB
Distance to Waypoinl
WDR,WDC,BPl,BWR,BWC,BER,BEC,RMB
Waypoint Number
APB,APA,BPl,BWR,WDR,BWC,WDC,RMB,
BOD,WCV,BER,BEC
Varialion
HVM,RMC,RMAJIVD
NMEA O180 cmss t, ack cno, ;,,fom,alion isalso occeptable lor ope,alkln •
in 'Track Control'. However, as waypoint dislance, bearing and number are
1101 transmilted these cannot be displayed.
Switchon
Having inslaHed your ST5000 wheel autopilot, switch on the main power
breaker.
The control head should beep and display STSOOO. Within 2 seconds a
compass heading preceded by a flashing 'C' should be displayed e.g.
'C' 234. This shows the control head is active. lf the head does not beep
please refer to chapler 1 0 - 'Fault finding'.
Operating sense
The following NMEA O183 navigalion dala can be decoded by
the ST5000.
,.
,:::.:i
'...,.;,•:.
61
The operating sense of the autopilot defines !he direction helm will be
applied when a course change button is pressed or the vessel goes off
course. lt can be checked as follows:
■ Press +10'
The rudder should move to produce a lurn to Starboard. lf il moves to
port lhen the phase of lhe autopilol should be reversed by foHowing the
procedure on page 71.
!roo,
□o
□□□
f
,.,.
•
"-J
¡,Mt¾€\ii4l ! L l 4 J M - I I ii JkJt W,l¼ffiMMM.ílCO
L b i iE i i i L ! i l
:.,1,.'"t
• . ,.
,;:--
1r¡_.
Check lhe rudder reíerence cabling and phase as follows:
Move lhc hel111 lo ils cc11lcr posilion
The display should now inclicate will 1in ± l ° . lf lhis is not the case lhen the
, udder re fer cnce 111ou11ling bolls shoulcl be slackened and lhe base
rotaled until il does. Final adjuslrnenl lo accuralely set up lhe display and
hel111 is carried oul in lhe 'aulopilot calibralion' seclion oí this handbook.
■
lu111 lhe hel111 lo produce a lum lo slarboard.
lhe rudder angle display should increase in a posilive direclion.
•
\.
lí inslead il increases in a negative direction reverse lhe rudder reference
green and red wires on lhe rear of the Control head and re-check the
abovetest.
;
.
Enter 'Auto' rnocle IJy pressing !he Auto key
Alter 3 seconds l11e pilo! should automalically scroll through lhree
navigation displays:
�:(¿ 3 S .]
··-' _, "'"
I :,
e
WPt
' n, =-,
....
--·-···
·- ···
- ---··-Q
. - Lf.C
nrn
t:-" ,.}"/,'
:
1
1
\:,'\,14,., •
,
- , -•••
r
• ·
•••
' ,
'"t'
nml
,r
1 re,-,-
nml
This indicates that the signals being received by the position transducer
are too weak for reliable navigation. Reference should be made to the
posilion transducer handbook for further action.
Push Standby on the autopilot Control head
Select display illumination level 3 on any other SeaTalk instrument or
autopilot control unit
- - -LRMP
[11le1 'l rack' rnode hy pressing +10 and-10 degree keys logelher
º
J .: : , -'
This display indicates data is not being received. The most likely reason
being a cabling error - either open circuit, short circuit or wires reversed.
■
1he interface can be simply checked as follows:
■
■
.,¡
lf the ST5000 has been linked lo other SeaTalk inslruments via the Seatalk
bus the link can be checked as follows:
lf lhe STSOOO is interfaced to a posilion transducer, via its NMEA data
por 1, lhen lhe posilion lransducer musl be sel up lo transrnit data as
delailed in seclion 6.3.
Set upa Track 011 lhe position transducer to give a cross !rack error of
belwecn O a11d ( U 11111
l
SeaTalkbus
Navigation interface (GPS, Decca, Loran)
■
•,¡_<."
I•-' - - -
Press + l aml-1 degrec bullons logelher for 1 second
l he display will now imJicale r udder angle.
■
•
lf instead it shows one of the following error displays then there is either a
wiring error or the position transducer is not set-up to transmit the required
data formal:
Rudder reference phase
■
63
Chapter 7: Fu11ctio11al Test and lnífial Sea Tria/
S15000 Hydraulic Autopílot Operatio11 a11d l11stal/ation Handbook
62
••
:,
_,
-- - - 0000
The ST5000 should immedialely respond by swilching on ils display
illumination.
lf the illumination does not switch on lhen a cabling fault exists in the
SeaTalk cabling between the ST5000 control head and !he instruments/
autopilot control unit.
6'1
"· ·
:1 \",,
--, ', Ir,• :
t.:d
111e S 15000 has a buill-in calibration capability which enables it to be fine
h111cd lo suit lite individual vcsscl, ils slccring systcm and dynamic
stcering charactcrislics. As supplied lrorn the lactory the unit is calibrated
lo provide sale slilblr! aulopilot control for lite majority ol vessels (see
scclion '1.3).
[3r.lore carrying 0111lite íirst sea trial il is recorrn11ended that the calibration
levels be checked ami il necessary reset to tite recornrnended levels.
This procedurc will only take a minute or so and lull details are given in
chapter 4.
•·
c�_'.J
--c IJ
--
• ' .., • ••
, • "'•• •
,
Call
Cal 1
e
lnc
Lf' '
Please refer lo 'Disabled calibralion access' - section 4.5 lor details on
how to adjusl.
Keeping boat speed below 2 knots, lurn !he vessel slowly, in a circle, so
lhat il takes at least 3 minutes to complete 360º . Keep turning unlil !he
display changes to show !he amount of devialion the autopilol has
delected. Devialion and curren! vessel heading will alternale every 1
second.
\{.
'f io'
DDCal
'n D C a l l
' L.f
Automatic Cornpass deviation correction
l --¡- --:··---
\.',<i(l!,-,•
.'i\.11":-
,.'?,t..'\":;
ro,
Note: Al any time dur ing !he sea lrial yoiJ can disengage the autopilot by
pressing Standby. lhis will irnmediately return !he vessel to hand steering.
Push and hold Standby for I second
..
L ,,L
• ll is importan! lhal !he inilial sea tria! is canied out in conditions of light
wind and calrn water so thal aulopilot performance can be assessed
withoul the inlluence ol strong winds or large waves
Selecl cornpass correclion as lollows:
' _ j ' -.., f'"..
Note: lf !he display shows:
• Do not alternpt lo rnake any perrnanent change to the recornrnended
calibralion values until a sea lrial has been carried out
1heS15000 will cor rccl !he fluxgale cornpass for most deviating
rnagnetic lields. Before carrying out the initial sea trial it is vital to
carry out the Cornpass deviation correction. Failure to do so may
resull in lhe aulopilol performance being irnpaired on sorne cornpass
headings. This procedure should be carried out in calrn conditions
prelerably in llat water.
:·,t
1- -
7 .2 lnitial Sea trial
Having checked l11al !he syslcm is lunclioning correclly a short sealrial is
now required lo complete !he setling up. This should be carried out in calrn
walcrs clear ol any obslruclions all(J al no more !han mediurn speed.
65
Chapter 7: Functional Test and /nitial Sea Trial
ST5000 flydraulic llutopilot Operation a11d /11stallatio11 Handbool<
,'lf·i $ 'lij
· ' ,55,!* ¾•iN\M\f lM .t 'ViM '# !i\'#J!W4;>;(i:,iffflt.!:M,V,l!f;A i% ;, •r ;'' ,ffJ
Note: 11the amounl ol deviation exceeds 15º , it is recommended the
fluxgale is re-sited.
••
Use the course change keys + and - to increase or decrease the
displayed heading until it agrees wilh the ship's sleering compass ora
known transit bearing.
■
Exit compass adjust and store the compass correction/alignment as
follows:
Push and hold Standby for 1 second
or, to exil compass adjust withoul saving any new settings
Push Standby momenlarily
•
66
---·,, r1\ • .4
i ® \m
.;;:N
mu
.
l laving c;ilibralcd thc cornp;iss lhc following proceedure is recornmended
lo forniliarise your self with autopilol operation:
'
,
, .
'
- :
■
Steer onlo a cornpass heading and hold !he course sleady
Push Auto lo lock onto !he curren! heading. In calm sea condilions a
consl,mt heading will be achieved
/\lter cour se lo por I or starboard in rnulliples of 1º and
.
□□
D
□□
30" lo sl rlm •d
/
e
_,
.,
-10
•10
SfANDB'r
r , e s e n t r.0111 s e
..
,
- LJ
x?_ L
•
-10
.,
' l
-• .
·
,t"I
. , .,,.,,-.::::.. ,,,,.. ,
-''':!
. r ...
...,...,, ·•t,. tL. ~ t
ª
r:J\r.
-t'!fl,J:
• ·
., ; .,,
\_
•10
1Oº
.
The operaling sense of lhe Aulopilol can be reversed as follows:
Press lhe +1 and-1 keys logelher for 5 seconds
The display will then show eilher port or starboard and the phase of the
aulopilot will autornalically change.
The Control head will autornalically revert back to its normal operation
afler 5 seconds.
•1•
e
-d
AUTO
.
D
D
□□
STAND IIY
■
'
Operating sense reversa!
Autopilot operation
■
■
67
Chapter 7: Functional Test and lnitial Sea Tria/
ST5000 llydraulic Autopilot Operation and lnstallation Handbook
fJ;, ,m ,., .,, :. ,gk:;i,wt:{\tf l!)v.M' ··'/;",,!AiJ'•N .11,,,,}@mf:91AR..a;;
e
""'º'""'\
AUTO
Push Standby lo relum to hand steering
Presenl course
•I•
1,.
,.
1
68
- .:/;'J11J.- :l:J.W1iiilit&l
LCCJ.M;Wt,;:.,?ú!SiiiifNWt"-.Jidli
69
Chapter 8: Accessories
ST5000 Hydraulic Autopilot Operalion and lnstallalion Handbook
ii idil
• SeaTalk Interface (2137)
Chapter 8: Accessories
Various accessories are available for your ST5000 autopilot. These
include:
• l landheld remole control (Z 1O1)
._ ¡ t(
J
The SeaTalk Interface will convert aD Sea Talk data to NMEA O183. This
allows you to feed NMEA O183 Navigation data lo a plotter or Speed and
Compass NMEA information back lo a position transducer for dead
reckoning (Assuming the correct instruments are present on the Sea Talk
bus to generate the information initially).
- e _ ,
The handheld remole is supplied wilh 6m (20ft) oí cable and a waterproof
plug and socket. 11allows you remole access to !he four autopilot course
change buttons
• Fixed control units - ST7000 !l082), ST6000 (Zl 24)
g [I 11 □□ oº
□□ □□□ lt§§5a o
-
rJ-
ST7000
ST6000
These control units are available for permanent mounling at addilional
positions where autopilol control is desired.
\wi
u
1
70
.. _.
11
, ,.,
'
) -
•
ST5000 llydraulic Autopilot Operation and lnstallation Handbook
,'io· -.
!\
••
-,-.:1, ,.
., - ,1
' '
• > '
_,
Chapter 9: Maintenance
Chapter 10: Fault Finding
Control head
Ali Autohelm products are subject to a comprehensive test procedure
prior to packing and shipment. In the unlikely event lhat a fault does arise
the following check lis! should help cure the problem.
• In cerlain condilions, condensa!ion may appear on !he window. This will
no! harm !he unit, and can be cleared by switching on the illumination
• Never use any chemical or abrasive materials lo clean your ST5000. lf
!he Control head becornes dirty wipe clean wilh a damp clolh
Orive unit
T he working par Is ol lhe hydraulic purnp are sealed and lubricaled for file
during rnanulaclure and therefore do not require servicing.
.
,.1(.-
Cabling
• flvoid running cables lhrough bilges where possible and secure any
coiled lengths al regular intervals
• flvoid running cables clase lo flurescent lighls,engines,radio
lransmilling er¡uipmenl ele
• Check cabling for chafing or damage lo ouler casing, replace where
necessary and re-secure
J\dvice
Should any dillicullies ar ise, please consult Naulech's Product Support
deparlrnenl in !he U.K. or your own Na!ional Dislrihutor who will be able to
provide experl assistance.
1
.
,.
11a laul! does develop !he aulopilots plugabilily ensures thal only !he
detective unil be returned.
Belore this is done please double check thal !he power supply cable is
sound and lhat all conneclions are light and free from corrosion. Then
refer to !he faull finding seclion of this manual. lf n1e fault cannot be traced
then please contact your nearesl flutohelm dealer or service cenler for
advice.
Always quote the serial number, which is printed on the label on
the back of the control head.
Fault
Cause
Action
Control Head display blank
No supply
Check supply.
Check Fuse/breaker.
Return head lor repair
Displayed heading does no!
change in Slandby mode
Fluxgate compass
mis-connected
Check compass connections
on rear of Control head
Rudder position display cannol
be called up
No Rudder relerence
transducer filted
Fil Rudder relerence
lransducer
Calibration level 8 (Steering
type) set incorreclly
Sel calibration level 8 to 4 (See
chapter 4)
Drive unil steers helm hard
over as soon as Auto is
engaged
Drive phase set incorreclly
Refer to chapter 7 and carry
out !he functional test.
Displayed compass heading
does not agree with Ships
compass
Compass requires devialion
correclion and alignment
Refer lo chapter 7
Aulomalic compass devialion
correction
Vessel lurns slowly and takes
a long lime to come onto
coursc
Rudder gain loo low
Reler to seclion 3.1
Selting up Rudder gain
Vessel overshools when
lurning onlo a new course
Rudder gain loo high
Reler lo seclion 3.1
Setting up Rudder gain
Displayed rudder angle no!
zero wl1en helm is amidships
Rudder offset incorrectly set
Refer to chapter 4 Autopilol
recalibralion and set up leve! 2
··i.w'
Regularly check lhat lhe hydraufic sleering syslem is free from leaks and
trapped air. Bleed when necessary lo remove !he air.
K
71
Chapter JO; Fault Findlng
.,.
.
f
- Northerly headings (Southerly
Refer to chapler 4
Autopilol re-calibration and
set-up levels 10 and 11
Orive unil hunts whcn trying lo
posilion the rudder
Rudder damping incorrectly set Refer lo chapter 4
Autopilot re-calibration and
set-up level 13
'W7
Pilo! appears lo be unstable on Northerly/Southerly heading
correclion not set-up
in Southern hemispherel
72
515000 Hydraulic Autopilot Operatfon and lnstallation Handbook
Fault
Cause
Action
Display shows Cal - Off when
cJ1lcring calibralion
Calibralion locked out
Securily proteclion switched
on by owner
C"nlríJI he;id will nol lalk lo
nll1er SPa I alk instruments or
/ :nnl rol rrrtil s
Cabling prolilem
Check security of ali SeaTalk
conneclors and cables
<:on!rnl head will nol receive
rnforrnalion from a Posilion
fr;in,rlrrrer!GPS, !.oran ele.)
Position Transducer no!
transrnitting corree! senlances
Refer lo chapler 6 to verify
conneclion.
Refer lo seclion 6.3 to confirm
lhe correct sentances are
being lransrnitted
f'ilol will nol auto-advance
belween waypoinls
No Bearing lo waypoinl
inforrnalion transrnilled frorn
the posilion lransducer
Reler to posilion transducer
handbook
l'rlol will nol display Distance
lo waypoint. or waypoinl
r11m1ber
lncorrecl NMEA senlances
lransrnitled lrorn Position
transducer
Reler lo seclion 6.3 lor
sentance requirernent
lndex
Jitd$IM' WWif.«i,í
1;ml,
f# .:!,f i ;@.W 7.r M
. . ·
- .. .
lndex
-.,
(Ú
A
Control Head 43
Siting 43
Mounting 43
Power supplyconnection 45
SeaTalk bus connection 46
Course changes 9
Cross track error 19
Cruise speed 34
B
Dodge 10
Accessories 68
Addilional Control units 68
1land held control unit 68
SeaTalk interface 69
Auto 8
Automatic Heading deadband
(Auto seastate) 11
Autopilot ReCalibration 29
Basic Principals (Operalion) 7
e
l
\.
'W
Cable comections 44
Calibration 29
Cruise Speed (Calibration Level 5) 34
Disabled access 39
Entering calibration 29
Exiting calibration 30
Factory settings 30
latilude (Calibration Level 11) 37
Magnetic varialion
(Calibration level 9) 36
Northerly/SoUlherly
heading error correction
(Cafibralion Level I O) 36
011 course éllarrn limil
(Calibralion level 6) 35
Recording setlings 38
Rudder damping
(Cafibralion level 13) 38
Rudder Gain (Calibralion level 1) 32
Rudder offset
(Calibration level 2) 32
Rudder fimit (Cafibralion Level 3) 32
Steering system type
(Calibration Level 8) 36
Suggesled settings 30
Trirn level (Calibration Level 7) 35
Turn rate lirnit
(Calibration level 4) 34
Variation (Calibralion level 9) 36
Compass alignment 66
Compass devialion correction 64
D
F
Fault linding 71
Fluxgate compass 4 7
Afignrnent 65
Cabling 49
Deviation correction 64
lnstaHation 4 7
Mounting position 4 7
Functionaltest 61
Operating sense 61
Rudder reference phase 62
Navigation interface 62
SeaTalk bus 63
Fuse ratings 45,4 7
H
Hand held Remole Control Unit 68
flydraulic pump 52
Bleeding 57
Cabfing 52
Types of sleering system 53
Two fine system 54
Two fine pressured system 55
Three line system 56
Hlumination 12
M
Magnelic Varialion 36
Mainlenance 70
73
74
ST5000 l-lydraulic Autopi/ot Operation and lnstallation l-landbook
... ,:... )Í .;: ,' ;.;,/."
··--·-·· 7
N
Navigalion Interface 59
NMEA
Data Formal/ headers 60
Tra11srnission to other equiµment 59
Northe1 ly heading error 36
o
Off colll se alarm 12
Operating sense reversa! 61
p
Power S11pply '15
R
Rudder /ingle display 13,62
Rudder Gain 25
Rudder Reference 49
Cabling 51
Coritrol dimensions 51
lnstallation 49
Mounting position 49
P:1ase 62
r. :
..-.: l :th,,,-..;';1f'i:t/@ l. !) l):.\ih:), ?J i
!.
1
N
T
Track Control 18,ll
Automatic aquisition 18
Cross Track error 19
Data error warning 23
Large cross track error warning 23
Manual aquisition 18
No data warning 23
Operation al Low speed 21
Operatinghints 18
Operating limitations 21
Waypoint Advance 20
Warning messages 23
•
Turn rale limit 34
..
1
1
w
•
Warning messages 23
Waypoinl advance 23
s
Safety 4
SeaTalk
Oper ation with other Sea Talk
instrumenls 3,59,47
Co1111ection to bus 46
íunclional test 61
Seatrial 64
Standby 8
Steering System typc 36
Southcrly tu, ning e, ror 36
• •
¡;r¡,1,13
44488/1
¡.,:
. i! ' ·, ;'' ': ''
}'?::'. - ¡ : . "\ ·;) .