WARRANTY NOTICEPrior to the installation and/or operation of the Equipment, ensurethat you read, understand and accept the conditions of thewarranties as detailed on the following pages.

OPERATORS WARNINGThis Autopilot will automatically steer your vessel however, itis only an aid to navigation. Its performance can be affectedby many factors including equipment failure, environmentalconditions and improper handling or use. This system doesnot reduce your responsibility for the control of the vesselwhen underway. You must always be in a position to monitorthe course, supervise the Autopilot, and resume manualcontrol if the need to do so arises.

Whenever underway, your vessel must be under the controlof a qualified and alert person.

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TABLE OF CONTENTS

1001 AUTOPILOT SYSTEM DRAWING _________________________________________ 3BASIC OPERATION __________________________________________________________ 3

AUTOPILOT _____________________________________________________________________ 4

REMOTE CONTROL _____________________________________________________________ 6

INTRODUCTION ____________________________________________________________ 7SPECIFICATIONS ___________________________________________________________ 81001 AUTOPILOT INTERCONNECTION DIAGRAM ______________________________ 9OPTIONAL DRIVE SYSTEMS ________________________________________________ 11INSTALLATION INSTRUCTIONS _____________________________________________ 12

AUTOPILOT ___________________________________________________________________ 12

COMPASS______________________________________________________________________ 13

DISTRIBUTION BOX ____________________________________________________________ 18

RUDDER FOLLOWER___________________________________________________________ 21

NAVIGATION INTERFACE __________________________________________________ 24CROSS TRACK ERROR RESPONSE ______________________________________________ 26

CHECKSUM EVALUATION______________________________________________________ 27

DOCKSIDE SET-UP _________________________________________________________ 28SETTING OF RUDDER TRAVEL LIMITS __________________________________________ 28

ADJUST RUDDER ANGLE INDICATOR (if installed) ________________________________ 29

CONFIGURING THE COMPASS __________________________________________________ 30

NAVIGATION EQUIPMENT INTERFACING _______________________________________ 30

SEA TRIALS________________________________________________________________ 31CONTROLS ________________________________________________________________ 36

MASTER SELECT SWITCH ______________________________________________________ 36

MEMBRANE KEYPAD __________________________________________________________ 37

SPECIAL TURNS____________________________________________________________ 40EMERGENCY TURN ____________________________________________________________ 40

CONTINUOUS TURN ____________________________________________________________ 40

U TURN ________________________________________________________________________ 41

OPERATION _______________________________________________________________ 42STANDBY ______________________________________________________________________ 42

POWER STEER _________________________________________________________________ 43

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PILOT _________________________________________________________________________ 44

NAV ___________________________________________________________________________ 47

REMOTE CONTROLS ___________________________________________________________ 48

REMOTE CONTROLS________________________________________________________ 50COMNAV 101 REMOTE CONTROL _______________________________________________ 50

COMNAV 201 REMOTE CONTROL _______________________________________________ 53

COMNAV 211 REMOTE CONTROL _______________________________________________ 54

ERROR CHECKING _________________________________________________________ 55PROBLEM SOLVING ____________________________________________________________ 59

CE COMPLIANCE __________________________________________________________ 63

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1001 AUTOPILOT SYSTEM DRAWING

4

BASIC OPERATIONAUTOPILOT

1. TO INITIALIZE THE AUTOPILOT\STANDBY MODE

! Turn the master select switch tothe STANDBY position. The display willshow the vessel's current compassheading. If the heading displayed by theautopilot does not agree with thecompass, press the ADJUST key twiceto display the current heading offset, andthen use the up or down ARROW key toadjust the offset by the amount of theerror.

! To turn on the speed sensitivitythat switches between FAST and SLOWwhen in PILOT or NAV, with the Pilot inStandby press the ADJUST key until'SP: 0' is displayed. Press the upARROW key until the desired speed isdisplayed.

! To turn off the speed sensitivity,press the down ARROW key until thedisplay reads 'SP: 0'.

! If the display is too bright or toodim when viewed in full darkness, pressthe ADJUST key until 'Lt ' is displayed,and then use the up or down ARROWkey to adjust the minimum brightnesslevel between 0-9.

! To select a Special Turn asdescribed in (4) below, press the TURNkey followed by either the red or greenARROW key.

! To initiate a Full Reset, press andhold both the up and down ARROW keysfor one second. This will reset allautopilot parameters back to factorysettings and the Pilot will go into Resetmode. A dockside set-up will be requiredafter every Full Reset.

2. TO POWER STEER THE VESSEL\POWER STEER MODE

! To turn the rudder to port and tostarboard, turn the master select switchto the POWER STEER position. Whileeither the red or green ARROW key ispressed, the display will show thevessel’s rudder angle and will show thevessel's current compass heading at allother times.

! To display the vessel's rudderangle, press the TURN key once. Toreturn compass information to thedisplay, press the TURN key again.

! To zero the digital rudder angledisplay, turn the rudder to dead ahead,press the ADJUST key until the flashingrudder angle display appears and pressthe up or down ARROW key until therudder angle display shows ' :00'.

3. TO BEGIN AUTOPILOT CONTROLOF THE VESSEL:

! To have the vessel continue on itspresent heading under autopilot control,turn the master select switch to thePILOT position.

! To select either the 'FASt' (HighSpeed) mode or the 'Slow' (Low Speed)mode, press the ADJUST key oncefollowed by the up or down ARROW key.This will be done automatically if thespeed sensitive switching has beenturned on in (1) above.

! To adjust the rudder gain settingfor the High or Low speed mode, pressthe ADJUST key until 'rud' is displayed,followed by the up or down ARROWkeys. Similarly adjust the counter rudder('ctr') and yaw ('YAW') settings for beststeering.

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4. TO CHANGE THE VESSEL'SCOURSE:

! To obtain the desired course,leave the master select switch in thePILOT position. Estimate the number ofdegrees of course change required.

! Until the display shows thedesired course, alter the course in onedegree steps by pressing and releasingeither the red or green ARROW key.

--- Or ---

Alter course by ten degrees per secondby pressing and holding either the red orgreen ARROW key.

! To select a special turn (U-turn,Emergency Turn, or Continuous Turn),with the Pilot in Standby mode, press theTurn key once followed by the Green keyuntil the desired Turn is displayed.

! To adjust the rate at which thevessel will turn to the new course, pressthe ADJUST key until 'trn' is displayedand then press the up or down ARROWkey

5. TO DODGE THE VESSEL OFFCOURSE\PILOT MODE

! To avoid obstacles in the water,press either the red or green DODGEkey for a panic turn in the desireddirection.

! To keep the vessel off course,after it has turned far enough to clear theobstacle, press and hold both DODGEkeys.

! To return to the programmedcourse at the rate set by the turn ratecontrol. Release the DODGE key

6. TO INTERFACE WITH ANAVIGATION COMPUTER\NAV MODE

! Start navigating towards aselected route or waypoint, using aNavigation Computer which has anNMEA 0183 output.

! Turn the autopilot master selectswitch to the NAV position. The autopilotwill set its own course using informationsent to it by the Navigation Computer.

! To select the response to crosstrack error (normal or reversed), pressthe TURN key and then the greenARROW key.

! The DODGE keys operate asdescribed in (5) above, except that thevessel will return to the original track tothe waypoint, rather than the originalcourse, when the DODGE keys arereleased.

For more complete operatinginstructions, refer to the CONTROLS andOPERATION sections.

6

REMOTE CONTROL

The autopilot master control unit must be on to use any remote control. Thevessel’s compass heading is shown at all times on the display of the unit that isNOT in control. As a further reminder, the function indicator (see Figure 8) will beflashing on the display of the unit that is NOT in control.

1. TO USE THE COMNAV 101REMOTE CONTROL:

! To take control at the Remote,press both its pushbuttons for onesecond. The command point on alldisplays will move to the REMOTEposition. This control operates identicallyto the autopilot, except that there is atoggle switch, used together with one ofthe pushbuttons, to dodge or to initiate aspecial turn.

! To recall the vessels last course,hold the toggle switch in the DODGEposition while turning the master selectswitch from POWER STEER to PILOT.The course that the autopilot wassteering when it was last in PILOT will berecalled. (If the autopilot has not been inPILOT since it was turned on, the coursethe vessel was on at the moment theautopilot was turned on will be recalled.)

2. TO USE THE COMNAV 1101SECOND STATION:

! To take control at the SecondStation, press both DODGE keys for onesecond. The Command Point on alldisplays will move to the REMOTEposition.

! The 1101 second station operatesidentically to the autopilot, except that theOFF/FUNCTION will not operate. Theautopilot must be turned ON and OFFfrom the autopilot front panel.

3. TO TAKE CONTROL AT THEAUTOPILOT FRONT PANEL:

! To take control at the autopilotfront panel, press both the red and greenARROW keys on the autopilot front panelfor one second. The command point onall displays will move back to theMASTER position.

For more complete operatinginstructions refer to the REMOTECONTROLS section.

WARNINGIf the unit that will take control isnot in the same mode as the unitcurrently in control, a suddencourse change could occur.

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INTRODUCTION

This autopilot is a microprocessoroperated PID (Proportional-Integral-Differential) controller, working fromeither a high quality, externally gimballedmagnetic ships steering compass fittedwith a fluxgate sensor or a direct earth’sfield sensing fluxgate compass.

Heading information is compared againstthe programmed heading, and thedesired rudder position determined. Thedesired rudder position is comparedagainst the actual rudder positiontransmitted by the rudder follower. If theyare not the same, either the Port orStarboard output line is activated.

The Port and Starboard output lines areactive low (i.e. switch to ground), and candrive a load of up to 3 amps. They aredesigned to operate solenoid valves in ahydraulic steering system.

A speed control signal is also availablefor use with variable speed rudder drives.The outputs, either by themselves or withan optional solid state drive box, can beadapted to operate a wide variety ofpower steering systems.

If the autopilot is installed as a retrofit, itis usually possible to use the existingpower steering installation. The autopilotcan operate from either 12 or 24 VDCpower systems.

The autopilot has our unique GhostRudder feature. In case of a rudderfollower failure the autopilot willautomatically switch to Ghost Rudder,which calculates the rudder positioninstead of measuring it, and continue tooperate at a reduced performance level.

The autopilot is equipped to interfacewith a GPS, Loran C, or any othernavigation computer which outputs oneof the NMEA 0183 formats at 4800Baud.

The autopilot is designed to accept oneremote control.

By adding the optional REMOTEEXPANDER, the autopilot can supportany combination of up to four remotecontrols or second stations.

Figure 1 shows the possibleinterconnections between the autopilot,it’s accessories, and external equipment.

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SPECIFICATIONS

Operating Voltage: 10 VDC TO 30 VDCFor Use With 12 or 24 VDC Battery Systems only

Operating Current: 0.18 Amps (minimum)

Operating Temperature Range: -15 To +60 °C

Heading Resolution: 0.25 Degree

Heading Accuracy: + 2.0 Degrees

Course Set Resolution: 1.0 Degree

PORT/STBD Output Type: Open Collector, 3 Amps Max

Speed Control Output: 2.50 VDC for No Movement5.00 VDC for Maximum Speed Port0.00 VDC for Maximum Speed Starboard10K ohm Source Impedance

Navigation Input: NMEA 0183 (4800 BAUD): RMA, RMB, RMC, APB,APA, XTE, BOD, WBD, HSC, VBW, VHW, VTG

Rudder Angle Indicator Output: + 500 Micro-Amp Full Scale Deflection

SizeWide: 8.25 inches (210mm)High: 3.75 inches (95mm)Deep: 2.25 inches (57mm)

3.0inches(76mm) required behind unit for cabling

Weight: 4.0 lbs (1.6 kg)

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1001 AUTOPILOT INTERCONNECTION DIAGRAM

10

DRIVE SYSTEM OPTOINS

11

OPTIONAL DRIVE SYSTEMS

For all commercial and pleasurevessels over 50 ft where heavy usagewill be the norm (hydraulic steering):

- CPUFC Flow Control Uniblock 12, 24 or 32 VDC

or- CPUTS & CT5 - Two Speed Uniblock 12, 24 or 32 VDC

And- Belt Driven Pump

Or- Direct Driven Pump

For vessels with hydraulic cylinderdisplacements from 7 to 18 cu.in.):

- 18CI Reversing Motor Pump & CT2-20A Drive Box (12 or 24 VDC)

For vessels with hydraulic cylinderdisplacements from 15 to 30 cu.in.):

- 30CI Reversing Motor Pump & CT2-20A Drive Box (12 or 24 VDC)

For vessels with hydraulic cylinderdisplacements from 30 to 60 cu.in.):

- 60CI Reversing Motor Pump & CT2-20A Drive Box (12 or 24 VDC)

For pleasure vessels with mechanicalsteering up to 70 feet:

- Hydraulic Linear Actuator & CT2-20A Drive Box (12 or 24 VDC)

To retrofit to vessels with an existingautopilot drive system which uses a 2wire (permanent magnet), 4 wire(shunt field), or 5 wire (compound)reversing electric motor:

- CT2-20A or CT2-40A Single Speed Reversing Electric Motor Drive

To retrofit to vessels with an autopilotdrive system using a 3 wire (split field)reversing electric motor:

- CT3 Split Field Reversing Electric MotorDrive Box

To retrofit to vessels with an autopilotdrive system using a 12 or 24 VDCsolenoid operated 4-way valve:

- Nothing Extra Required (consult factoryon 32 VDC systems)

To retrofit to vessels with an autopilotdrive system using a 110 or 220 VACsolenoid operated 4-way valve:

- CT4 AC Solenoid Drive Box (100 to 240 VAC)

To retrofit vessels with an autopilotdrive system using proportional valve:

- CT6 or Z-Drive Isolation Amplifier (consult with factory)

Regardless of the type of drive unit being used, the hardover to hardover time mustbe checked. For peak performance this time must be 10 - 15 seconds.

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INSTALLATION INSTRUCTIONSAUTOPILOT

The autopilot is normally mounted in thevessel's wheelhouse. It can also bemounted in a more exposed location,such as the flying bridge of a sportsfisherman, (if it is flush mounted and therear of the autopilot is protected fromspray).

Select either the bag containing the flushmount bezel and cutting template, or thebag containing the mounting bracket andknobs.

BRACKET MOUNT

! Position the mounting bracket sothat the front of the autopilot will be easilyvisible. There must be a minimum ofthree inches (76 millimetres) of clearancebehind the autopilot to allow for cabling.

! Screw the knobs part way into thethreaded holes on both sides of theautopilot rear cover. Insert the autopilotinto the mounting bracket, making surethat the rubber spacer is between thecover and the bracket, and the plasticone is between the bracket and the headof the knob. Tilt the autopilot to thedesired angle, and tighten the knobssecurely.

FLUSH MOUNT

! Ensure that there is at least fiveinches (127 millimetres) of depth in themounting cavity to allow clearancebehind the autopilot for cabling.

! If the autopilot is being flushmounted in an exposed location, careshould be taken to ensure that the rear ofthe autopilot is not exposed to salt sprayor other moisture. The flush mount bezelreduces the effectiveness of the sealinggasket on the rear of the autopilot.

! Position the cutting template onthe panel where the autopilot is to bemounted, and mark the opening onto thepanel. Cut the opening in the panelaround the outside of the markings. Toimprove the seal on the rear of theautopilot, an extra gasket for the rearcover has been supplied.

! Unscrew the two large screwsfrom the rear of the autopilot and removethe rear cover. Peel the protectivebacking off the extra gasket, andcarefully position it on top of the onealready in the rear cover.

! Apply the protective gasket tothe back of the flush mount bezel.

! Slide the flush mount bezel overthe autopilot chassis, and replace therear cover and screws. Tighten thescrews only enough to slightly compressthe gaskets. Slide the autopilot into thehole in the panel, and mark the positionsof the four mounting holes. Use thesupplied screws to mount the autopilot.

! If you have access to the rear ofthe mounting panel, the autopilot can beeasily removed from the panel by simplyunscrewing the two large screws in therear and sliding the autopilot out, withouthaving to remove the bezel from thepanel.

! The autopilot is supplied with acover over the remote control receptacleon the back. If the receptacle is unused,the cover should be left on. Thereceptacle is weather-resistant only withthe cover on or when a plug is connectedto it. Damage caused by exposing areceptacle to the elements will NOT berepaired under warranty.

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COMPASSFOR COMNAV FLUX-GATE COMPASS

! The compass MUST be mountedas close as practical to the vesselscentre of pitch and roll. This is typicallylow in the vessel, at about the waterline,and slightly aft of the centre of thevessel.

! You must keep the compass atleast three feet away from engines,electric motors, and other magneticobjects. If this is not possible, theireffects may be compensated for asdescribed in the SEA TRIALS section ofthis manual.

! To reduce or eliminate the effectof the vessels vertical field, a HEELINGADJUST control is provided on theComNav Fluxgate Compass, (althoughthe sensitivity to the earth’s verticalmagnetic field remains.)

! Because of the sensitivity of thefluxgate compass to the earth's verticalmagnetic fields, it is NOT recommendedfor use at latitudes higher than 50degrees (North or South).

! Use the HEELING ADJUSTcontrol on the compass to eliminate theeffect of the vessel's vertical magneticfield as described in the SEA TRIALSsection of this manual. The HEELINGADJUST control is turned OFF when it isin the centre of its travel.

! Plug the end of the cable into thecompass receptacle on the rear of theautopilot. If the length of cable suppliedwith the compass is not adequate, obtainan extra plug-in length from your dealer.Cutting and splicing the compass cable isNOT recommended.

FOR OTHER FLUXGATE COMPASSES

! The autopilot can be used with aFluxgate Compass which outputs DCSine and Cosine signals of up to +/- 3volts amplitude about a 0 to 6 VDCreference.

! If the compass does not have aHEELING ADJUST control (i.e. othermakes of fluxgate compasses), it shouldNOT be used on steel vessels either.

! The interface has been testedwith Fluxgate Compasses manufacturedby KVH, Brookes and Gatehouse, andVDO. Some of these compasses have tobe specially ordered in order to have therequired DC Sine and Cosine outputs.

! The autopilot has been suppliedwith a 10 ft cable which is plugged intothe Compass receptacle on the rear ofthe autopilot. The other end of the cableis terminated in flying leads. See 0 forcolour & function of each lead.

! +12 Volts will appear on the wireconnected to Plug Pin 7 when theautopilot is turned on. Up to 100milliamps can be supplied by this wire topower the fluxgate compass.

! If the compass is separatelypowered, the tinned ends should be cutoff of the wires connected to Plug Pins 7& 4. The wires should then be tapedback against the cable to preventaccidentally shorting out the +12V powersupply inside the autopilot.

Any other unused wires should also havetheir tinned leads cut off and be tapedback against the cable.

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CONNECTION FOR NON-1001 FLUXGATE COMPASSESPLUG PINNUMBERS

1001FLUXGATE

COMNAVFUNCTION

NON-COMNAVCONNECTIONS

1 BLUE COSINE COSINE *

2 RED DRIVE P1 N/C

3 BLACK DRIVE P2 N/C

4 SHIELD GROUND GROUND

5 WHITE REFERENCE REFERENCE

6 YELLOW SINE SINE *

7 GREEN +12V +12V* If the reading is reversed, swap these two wires.

! In testing, the Brookes andGatehouse Halcyon 3 compass provedto have a 'floating' reference. Thereference from the autopilot is also'floating'. In order for the interface towork, one of the references must befixed to a voltage. The reference is fixedto +2.5 Volts inside the autopilot byselecting Compass Type 3 (CPS.3)during the Dockside Set-up. CompassType 2 (CPS.2) should be selected for allother fluxgate compasses.

! If the reading on the DigitalDisplay of the autopilot increases whenthe heading of the vessel is decreasing,reverse the Sine and Cosine leads.! If the reading on the autopilotdisplay does not agree with the vessel'sactual heading, place the Master SelectSwitch on the autopilot in the STANDBYposition and press the ADJUST keytwice to display the compass offset. Thenpress either the up or down ARROW keyto adjust the offset by the amount of theerror.

! If the compass is self-compensating, do not run the autopilotcompensation routine during DocksideSet-up (press either the up or downARROW key when 'CAdJ' is shown onthe display).

! If the compass is not self-compensating, run the autopilotcompensation routine to correct thecompass during Dockside Set-up (pressthe ADJUST key when 'CAdJ' is shownon the display).

MAGNETIC COMPASS

! The advantage of using amagnetic compass with a fluxgate sensoris that the autopilot is sensing theposition of the magnets on the compasscard rather than sensing the earth'smagnetic field directly.

! As the card of the compass hasphysical inertia, it does not reactimmediately to the changes in themagnetic field it is immersed in, but onlyto those changes which persist longenough to overcome the resistance ofthe compass card to movement.

This means that the compass is a morestable heading reference than a fluxgatecompass. The magnetic compass willlargely ignore changes in the magneticfield in the plane of the compass cardcaused by vessel motion that the fluxgatecompass will react to.

15

This is particularly important in highlatitudes, (such as Alaska, Labrador orthe North Sea), where the horizontalcomponent of the earth's magnetic field(which is the portion the compass istrying to detect) is very small relative tothe magnetic field of the vessel.

! The disadvantage of the magneticcompass is that in very rough weatherwith the vessel going to windward, it ispossible for the vessel motion to upset or'tumble' the compass card, disabling theautopilot.

! Because of the relativeinsensitivity of the magnetic compass toboth the earth's and the vessel's verticalmagnetic fields, (due to its inertia), it ISrecommended for use at latitudes higherthan 50 degrees (North or South), ANDfor use on steel vessels when theoptional quadrantal spheres areincluded.

! Locate and mount the compass ina position which minimizes magneticinterference. It should be at least threefeet away from such equipment asradios, radars, depth sounders, andengine instruments.

! The compass can be used as asteering compass if desired. If theamount of cable supplied is too short toreach the rear of the autopilot, obtain anextra plug-in length of cable from yourdealer. Cutting and splicing thecompass cable is NOT recommended.

! To reduce the possibility of thecard 'tumbling' in rough weather, mountthe compass as close as practical to thecentre of pitch. Mounting the compassfar forward under a bunk or similarlocation is a poor choice for roughweather performance.

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IMPORTANT

It is important to remember that the compass is a vital part of the autopilot system. Locating it properly,particularly on steel hulled vessels, is essential to ensure proper operation of the autopilot. Werecommend that the services of a qualified compass adjuster be used to select the best installationlocation and to compensate the compass properly for deviation, including that caused by heeling error.Care must be taken not to place compensating magnets too close to the compass, as this will causethe Fluxgate Sensor, mounted underneath the compass, to read incorrectly. To correct compassdeviation on steel vessels, or on other vessels with magnetic compensating problems due tointerference from adjacent iron masses such as an engine block or winches, the use of a pair of 3-1/4inch (83 millimetre) Compensating Quadrantal Spheres is recommended.

Figure 4 -Test Points

MOUNTING THE SENSOR TO NON-STANDARD COMPASSES

The fluxgate sensor supplied with theautopilot can be mounted to a widevariety of "externally gimballed"compasses. The sensor should not bemounted to "internally gimballed"compasses (where the compass card isgimballed and the bowl of the compass isnot), because the compass card doesnot remain parallel to the sensor whenthe vessel rolls or pitches, resulting inlarge errors between the compass andautopilot.

Mounting the sensor above the compassreduces the possibility of compensatingmagnets interfering with the operation ofthe sensor, but also reduces the visibilityof the compass if it is to be used as asteering compass.

Remove the rear cover from theautopilot. Fasten a pair of voltmeterprobes between the SIN and +2.5Vtestpoints on the Processor Board (seefigure 4).

Turn the master select switch on theautopilot to the STANDBY position. Holdthe sensor either above or below thecompass, and rotate it until a maximumlevel is observed on the voltmeter.

17

Move the sensor towards or away fromthe compass until a new maximum levelis observed. This is the optimumdistance from the compass to mount thesensor. Any closer and the sensor mayinterfere with the operation of thecompass.

The accuracy of the sensor, and itssensitivity to external fields, will slowlyweaken as it is moved further from thecompass. If the reading on the autopilotdisplay decreases when the heading onthe compass is increasing, turn thesensor over. Rotate the sensor until theheading on the display of the autopilotmatches the reading on the compass,and tighten the mounting screw.

Rotate the compass through 360degrees, comparing readings every 20degrees. The readings should agreewithin +/- 2 degrees (4 degrees totalerror) if the compass is compatible withthe sensor.

As a further test, tilt the bowl of thecompass so the card tilts relative to thesensor. The heading on the display ofthe autopilot should not change morethan two degrees, with the compass stillindicating the same heading.

If the heading changes more than twodegrees, the magnets on the compasscard are not powerful enough, and thecompass is not compatible with thesensor.

If the accuracy of the compass andsensor combination cannot be made atleast +/- 2 degrees, then the compass isnot compatible with the autopilot sensor.Your dealer can supply a compassspecifically designed for the ComNav1001 autopilot.

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DISTRIBUTION BOX

Position and mount the distribution boxunderneath or inside the control consolein a DRY location so that the main cablefrom the distribution box will easily reachthe rear of the autopilot. Cables areinserted into the distribution box by filingor cutting out the pre-formed ports in thecover. To ensure a neat appearance, thecover has only had the minimum numberof openings prepared in advance.

The suggested types and gauges ofcables required to hook up theautopilot are listed in Table II.

The functions of each set of connectionsin the distribution box are as follows:

1. POSITIVE PILOT POWER (+)2. NEGATIVE PILOT POWER (-)

These two terminals should be hooked toa source of DC power on the boat. Thevoltage can be from 10 to 27.5 VDC. Themaximum current requirement is lessthan 4 amps. The autopilot is negativeground.

For vessels with positive ground, or withmultiple power sources (i.e. AC and DCpower sources) the autopilot control headshould be electrically isolated from thevessel. This can be accomplished bymounting it to a non-conducting material,such as wood or fibreglass. This willprevent any damage from groundcurrents.

The power should be taken directly froma breaker or power distribution panel.The autopilot should have its own circuit.This circuit can also send power to thedrive unit.

If the drive unit is a reversing electrictype, it should be wired back to thebreaker separately from the autopilot (i.e.do NOT wire from the breaker to thedrive unit, and then from the drive unit tothe autopilot). The combined currentrequirement of the autopilot and anyreversing electric drive unit manufacturedby ComNav Marine will not exceed 30amps.

3. UNSWITCHED POWER

The input voltage appears on thisterminal at all times when the breakerwhich supplies power to the autopilot ison. If a 12 VDC solenoid operated 4-wayvalve is being used, wire this terminal tothe common of the solenoid valve toensure an adequate voltage supply.

If Jog Levers are being used, and are tobe active even with the autopilot turnedoff, wire this line to the common of thesolenoid operated 4-way valve.

WARNING

If the UNSWITCHED PWR terminal isused and there is a malfunction of theautopilot or jog lever which continuouslyactivates the 4-way valve, the only way todeactivate the 4-way valve is to turn offthe breaker which supplies power to theautopilot.

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4. PORT STEERING OUTPUT5. STBD STEERING OUTPUT

These are the two main steering outputsfrom the autopilot. They are opencollector (i.e. switch to ground) and cansink up to 3 amps of current. They canbe used directly to operate a solenoidoperated hydraulic 4-Way Valve, or asinputs to a solid state drive box forelectric steering systems (either hydraulicor mechanical).

Either output can be overridden with aswitched connection (such as a jog lever)between JOG PORT or JOG STBD andJOG COM (terminals 11, 12, and 13)without damaging the autopilot. A pair ofdiagnostic LED's, one red and onegreen, are provided in the distributionbox to confirm the correct operation ofthese two outputs.

6. SWITCHED POWER

The input voltage appears on thisterminal when the autopilot is in anymode except STANDBY or OFF. It cansupply up to 3 amps of current for use asthe power source for a solenoid operated4-Way Valve, or to activate an electricsteering system.

A yellow diagnostic LED is provided inthe distribution box to confirm the correctoperation of this output. For 12V 4-WayValve operation, it is recommended thatthis output not be used; instead, thecommon lead from the solenoids shouldbe connected to UNSWITCH. PWR(terminal 3).

7. SPEED CONTROL

This is a linear signal used with variablespeed drive systems. It is centredbetween +5 VOLTS and COMMON(terminals 8 and 9) when no change ofrudder angle is required, and moves upor down from that point by as much as2.5 VDC for maximum rudder positionchange to port or starboard respectively.

8. +5VDC9. COMMON

+5 volts appears across these terminalswhenever the autopilot is turned on.These terminals are used by several ofthe Drive Boxes manufactured byComNav Marine as a reference forSPEED CONTROL (terminal 7).

A yellow LED is provided in thedistribution box to confirm the operationof the 5V power supply in the autopilot.Terminal 9 must NOT be used as thereturn for a motor field or the clutch or arotary drive or the lockup valve of a linearactuator; JOG COMMON (Terminal 13)or PILOT POWER (-) (Terminal 2)should be used instead.10. MOTOR MONITOR

This terminal is used with some of theDrive Boxes manufactured by ComNavMarine to monitor motor current. If thecurrent exceeds a maximum level, theautopilot will sound an alarm.

11. JOG PORT12. JOG STBD13. JOG COMMON

If any jog levers are being used in thesystem, they should be connected tothese three terminals. If the jog leversare to be active all the time, whether theautopilot is turned on or off, connect thecommon from the solenoid valve toUNSWITCHED POWER (terminal 3).14. RUDDER POWER

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15. RUDDER POSITION16. RUDDER COMMON

These three terminals connect to therudder follower. With the cable from thedistribution box unplugged from the rearof the autopilot, and the rudder turned todead ahead, the resistance betweenRUDDER POWER andRUDDER POSITION, and RUDDERPOSITION and RUDDER COMMONshould be equal, and each measureapproximately 600 ohms if you are usinga ComNav Rudder Feedback.

17. NAV SIGNAL18. NAV RETURN

These two terminals connect to theNMEA 0183 output of a Loran CReceiver, GPS Receiver, or other type ofnavigation device so equipped.Whenever the autopilot is turned on, theLED next to these terminals will lightwhile data is being received.

19. RAI SIGNAL20. RAI RETURN

These two terminals are used to run upto three ComNav Marine rudder angleindicators. Multiple rudder angle indicatorinstallations must be wired in series. If allthe indicators move to port when therudder is moving to starboard, reversethe connections to these terminals. Ifonly one of the indicators moves to portwhen the rudder is moving to starboard,reverse the connections at that indicatoronly. Use the ZERO ADJUSTpotentiometer on the Distribution Boxcircuit board to make the indicators readzero degrees when the rudder is deadahead.

Table II - RECOMMENDED CABLES

USE TYPE

Pilot Power 2 X 16 GAUGE

-Steering Drive-12/24/32VDCSolenoid Valve

3 X 18 GAUGE

-Steering Drive-CT2,CT3,CT4,CT5 and CT6 Drive Box

Refer to theInstructionsSupplied withDrive Box

Rudder Follower 3 X 18 GAUGE

NavigationInterface

2 X 24 GAUGEwith OVERALLSHIELD. Shieldterminated at theNav Device ONLY

Rudder AngleIndicator

2 X 24 GAUGE

21

RUDDER FOLLOWER

The rudder follower is used to transmitthe position of the rudder back to theautopilot. It should be connected towhatever part of the steering system theautopilot controls. Normally, this will bethe vessel's rudder. However, if thevessel has 2 stage steering, such asWagner M10, Kobelt Power Steering or asimilar system where the autopilot drivesa control or servo ram, the rudderfollower should be mounted to the servoram rather than to the rudder. If therudder follower is connected directly tothe rudder in this case, uncontrollablehunting of the rudder will result.

Normally the rudder follower is mountedin the stern of the vessel, close to therudder post. A mounting base may haveto be fabricated to position the rudderfollower properly. Mount the follower in alocation where the possibility of damagefrom any equipment stowed in the area isminimized.

If a Medium Duty rudder follower wassupplied:

Mount the rudder post arm on the rudderpost using a stainless steel band clamp(not supplied). Bolt the ball joint to thehole in the rudder post armcorresponding to the diameter of therudder post in inches, making sure theball is facing upwards (see Figure 5).Mount the rudder follower so that therudder follower arm is the same height asthe rudder post arm. The rudder followeris centred when the arm is directly abovethe cable gland. (See figure 6 foralignment details.)

Figure 5 - Correct Linkage Orientation

If a Heavy Duty rudder follower wassuppliedMount the rudder follower so that the topof the vessel's tiller arm is 1 3/4 incheslower than the top of the rudder followerarm. On the centerline of the vessel'stiller arm, and within 3 to 5 inches fromthe centre of the rudder post, either:

- drill and tap a hole 1/4-20 or

- drill a clearance hole for a1/4 inch bolt if enough ofthe threads of the suppliedball joint will come throughthe tiller arm to permit thesupplied nut to be threadedonto it.

The rudder follower is centred when thearm is pointing away from the cablegland and is directly over the stainlessrivet in the top cover. (See Figure 6 foralignment details.)

22

With either rudder follower.

The distance between the centerline ofthe rudder post and the rudder followermust not exceed 24 inches. Make surethat the ball joints on the rudder arm andrudder follower arm are facing upwardsas shown in Figure 4. Snap the rodassembly onto the ball joints. Be sure toclose the release clamps on each socket.Refer to Figure 5 or Figure 6 and adjustthe length of the rod to get the correctgeometry with the rudder dead ahead.

Table III - Rudder Follower CableConnections

Colour Terminal Description

White 14 +5V

Green 15 POS'N

Black 16 COM

Shield 2 GND

If the locking screw in the rudder followerarm has been loosened, or the armremoved from the rudder follower, re-attach the arm and check thepotentiometer centring. When the rudderis dead ahead, the electrical resistancebetween the Black and Green wires andthe White and Green wires should beequal (approx. 600 ohms each).

Be careful to check the installation forany mechanical obstructions or bindingof the linkage, and correct it now, beforeit becomes a problem.

The rudder follower is supplied with 50feet of cable. Run the cable from therudder follower towards the distributionbox, ensuring that it is protected by hoseor conduit wherever it passes throughfish or cargo holds, or any other areawhere it could be damaged.

If the length of cable supplied is too shortto reach all the way to the distributionbox, obtain a terminal strip and sufficientadditional cable from your dealer. Mountthe terminal strip in a convenient DRYlocation. Connect the rudder followercable to the terminal strip and then theadditional length of cable. Strip the wires,and attach them to the terminals in thedistribution box as shown Table III

23

Figure 6 - Rudder Feedback correctly installed to rudder post

24

NAVIGATION INTERFACE

If the autopilot is being interfaced to anavigation device with several NMEAoutputs, determine the type of outputformats available from its data sheets.The 1001 autopilot will only supportNMEA 0183 data format and thereforethat format must be selected. If yournavigation device only outputs 0180 or0182 formats, please consult withComNav service personnel to receivesoftware that will support these olderstyle formats.

NMEA 0183

The standard baud rate for the 0183 dataformat is 4800 baud.

This data format was developed to allowa number of pieces of electronicequipment on the vessel to communicatewith each other. It consists of a largenumber of data 'sentences' which cantransmit anything from the vessel's waterspeed to its present position from onedevice to another.

A data sentence consists of a two letteridentification of the sending device,followed by a three letter identification ofthe data sentence, followed by thecorresponding information.

The autopilot can understand a numberof data sentences that contain steeringor speed information. The autopilotignores the two letter device identifier,and only looks for the three lettersentence identifier, so it will receiveinformation from any Nav Device whichtransmits the correct data sentences.

Some NMEA 0183 data sentencessupply heading from the beginning oftrack to the end of the track, whichremains constant until the Nav Devicesequences to the next waypoint. This isthe best type of Heading To Steerinformation, as it prevents the wanderingwhich may occur when the vessel isclose to the destination waypoint asdescribed earlier.

Depending on the type of Nav deviceand how it is configured, the autopilotmay sound its alarm and display 'Arr'when the vessel is close to a waypoint.

25

The variations of NMEA 0183 which are currently supported by the autopilot alongwith the information the autopilot uses from that sentence are listed below:

RMA Loran C Navigation Information - ReceiverStatus plus Vessel Speed plus Variation

RMC GPS Navigation Information – ReceiverStatus plus Vessel Speed plus Variation

The RMA or RMC data sentence is always combined with the RMB data sentence.

RMB Generic Navigation Information - Cross TrackError plus Heading To Steer from vesselspresent position to the end of the track(Degree's True only).

APB Autopilot Interface Format - King Version -Cross Track Error plus Heading To Steerfrom the vessel's present position to end oftrack.

APB Autopilot Interface Format - NMEA Version -Cross Track Error plus Heading To Steerfrom the vessel's present position to end oftrack.

APA Autopilot Interface Format - Cross Track Errorplus Heading To Steer from beginning to endof track.

XTE Cross Track Error - Cross Track Error plusReceiver Status.

XTE is always combined with one of the following:

BOD Bearing Origin to Destination – Bearing fromthe beginning of the track to end of the track.This is the preferred heading format, or;

WBD Waypoint Bearing and Distance – Proprietaryoutput from Northstar Lorans. Heading toSteer is from the vessel's present position tothe end of the track;

HSC Heading Steering Command – Heading ToSteer from the vessel's present position to theend of the track.

26

The vessel's speed is read from the RMA or RMC data sentence or one of thefollowing:

VBW Vessel Speed relative to water from DualDoppler Speed Log.

VHW Vessel Heading and Water Speed

VTG Vessel Track and Ground Speed

CROSS TRACK ERROR RESPONSE

The response of the autopilot is set withthe master select switch in the NAVposition.

Press the TURN key, and then the greenARROW key to select normal indicatedby an 'n' on the right of the display, orreversed indicated by an 'r' on the right ofthe display response to cross track error.

If the setting is incorrect, the vessel willinitially turn to the correct heading, butthen as some cross track error develops,the vessel will continually turn further andfurther away from the correct heading tothe waypoint.

Cross Track Error contains two pieces ofinformation; the amount of the error, andthe 'sense' of the error (i.e. whether thevessel is to the Left or the Right of theline between the beginning and endingwaypoints).

The NMEA National Marine ElectronicsAssociation has specified how the crosstrack error should be identified (i.e. a(L)eft indicator in the data sentencemeans the vessel should steer to the leftand a (R)ight indicator meaning theopposite).

However, some manufacturers haveused the (L)eft indicator to mean that thevessel is to the left of the line, whichmeans the vessel should steer to theright, and the (R)ight indicator to meanthe opposite.

Because of this confusion, the responseof the autopilot to cross track error canbe switched from 'Normal', meaning thevessel will respond normally to the senseof the cross track error, to 'Reversed',meaning the vessel will respond theopposite way in response to the sameinformation.

27

CHECKSUM EVALUATION

During testing it was discovered thatsome Navigation Devices incorrectlycalculate the checksum, causing thechecksum error message to be displayedrepeatedly.

The checksum evaluation can be turnedoff by turning the master select switch toSTANDBY and press the ADJUST keyrepeatedly until 'cn:ON' is displayed.Press either the up or down ARROW keyuntil 'cn:OF' is displayed.

The RMA, RMB and RMC datasentences contain a 'checksum' which isdetermined by the contents of thesentence. The autopilot can calculatewhat the checksum should be andcompare it to the sentence. If thesentence was received correctly , the twochecksums should be the same. If theyare different the autopilot assumes thatthe sentence was incorrectly receivedand displays 'cn:Er'.

**** IMPORTANT ****

If you have installed a ComNav Marine reversing motor pump, a constant running pumpor an engine driven pump, there are several checks that must be done during the firstseveral weeks of usage in order to prevent poor or dangerous steering performance.During this period you must check for air or leaks in your hydraulic system.

Residual air in your steering systemFollowing the initial installation and bleeding of your ComNav pump, some residual airmay remain suspended in the hydraulic fluid. During the first few weeks, this air willgradually bleed out through the header tank or the highest helm pump and the oil levelmay go down. Check several times and add more oil as required.

Leaking fittings or equipmentFollowing the initial installation and bleeding of your ComNav pump continuously monitorthe oil level of the reservoir or the highest helm pump in your steering system and add oilas required. If this condition persists, it may be an indication of leakage in your steeringsystem. Check all hydraulic steering fittings and equipment for leakage.

28

DOCKSIDE SET-UPINTRODUCTION

It is essential that the DOCKSIDE SET-UP procedure be performed beforetaking the vessel out on the water.

This procedure will be much easier to doif you have a helper, especially if youdon't have a rudder angle indicator(R.A.I.).

The goals of the dockside set-up are:1. To set the limits of the rudder

travel.

2. To adjust the R.A.I.

3. To configure the compass.

4. To make sure that the navigationinterface is properly connected.

NOTES

Always turn the autopilot to OFFbefore making any changes to thewiring in the distribution box. Failureto do so could cause serious damageto the autopilot in the event of adropped wire, a misconnection, orsimilar problem.

It is VERY IMPORTANT to manuallyturn

the rudder from hard over to hard overand check that the rudder followerdoes not hit anything and that thelinkage does not bind. (Part of thedockside set-up consists of automaticrudder movements by the autopilotand damage could result if the rudderfollower is installed incorrectly.)

SETTING OF RUDDER TRAVEL LIMITS

1. Turn the autopilot to OFF. Pressand hold the ADJUST key on theautopilot front panel and then turn theautopilot on to STANDBY.

2. Release the key when 'r.SEt' isshown on the autopilot display. Press theADJUST key briefly. The autopilot willshow 'HO S' on the display.

3. Manually turn the wheel hard overto starboard and then press the greenARROW key. The autopilot will thenshow 'HO P' on the display.

4. Manually turn the wheel hard overto port and then press the red ARROWkey.

If the autopilot detects a problem with theoutput from the rudder follower duringthis procedure, it will display themessage 'rEdO'. If this happens turn theautopilot off and recheck the rudderfollower installation as described in theINSTALLATION section of the manual.(In particular, check that the rudderfollower is electrically centred when therudder is dead ahead.) Start thissection again.

5. The autopilot will show 'Cntr' onthe display. Turn the wheel toapproximately dead ahead using thewheel. Then press the ADJUST key.

29

The autopilot will turn on the starboardoutput for 2 seconds. If the rudder movedto port, the autopilot will sound its alarmand flash the word 'Stbd' on the display.

6. Turn the autopilot to OFF, reversethe PORT OUT and STBD OUT leads(terminals 4 and 5) in the distribution box.Start this section again.

7. If the hard-over to hard-over time(H.O. Time) is greater than 28 seconds ineither direction, the autopilot will alarmand display 'SLOW' until the ALARMCLEAR key is pressed. The autopilot willthen complete the dockside set-uproutine.

Please note that no vessel will steerproperly, especially in rough weather,with an H.O. Time over 28 seconds.For most vessels under 100 feet, werecommend that the H.O. Time be 8 to16 seconds.

The smaller and faster the vessel, thefaster the rudder should move.

For example a 30 foot high speedvessel should have an H.O. Timecloser to 8 seconds, and an 80 footlow speed vessel would not requirethe H.O. Time to be faster than 16seconds.

ADJUST RUDDER ANGLE INDICATOR (if installed)

Turn the master select switch on theautopilot to the STANDBY position.

Center the rudder.

Turn the wheel to port and then tostarboard. If the rudder angle indicatormoves to port when the rudder moves tostarboard, reverse the RAI SIGNAL andRAI RETURN leads (terminals 19 & 20)in the distribution box.

If the rudder angle indicator(s) do notread 0 degrees when the rudder is deadahead, adjust the ZERO ADJUSTpotentiometer on the distribution boxcircuit board until they do.

30

CONFIGURING THE COMPASS

1. The autopilot will show 'C.SEt' onthe display, when the setting of therudder limits is complete. Press theADJUST key briefly and the display willchange to show the type of compass tobe selected.

CPS.1 is a magnetic compass andfluxgate sensorcombination.

CPS.2 is a fluxgate compass witha fixed voltage referenceoutput. Most fluxgatecompasses includingComNav Marine, KVH(Azimuth or Sailcomp) andVDO are of this type.

CPS.3 is a fluxgate compass witha floating reference output.The only compass of thistype we know of is theBrookes & GatehouseHalcyon III.

2. Press either the up or downARROW key until the type of compassselected is the same as the type ofcompass being used.

3. Press the ADJUST key. Thedisplay will change to show 'C.AdJ' if youhave selected either CPS.2 or CPS.3.

As we don't want to swing the compassyet, press either the up or down ARROWkey to exit from the set-up program.

To verify your heading, turn the masterselect switch to the STANDBY position.The display will show the vessel's currentcompass heading. If the headingdisplayed by the autopilot does not agreewith the compass, press the ADJUSTkey twice to display the current headingoffset, and then use the up or downARROW key to adjust the offset by theamount of the error.

NAVIGATION EQUIPMENT INTERFACING

1. Turn on the Nav Device (GPS,Loran, Plotter, etc.) and wait for it tosettle and extinguish all alarms.

2. Program a waypoint into the NavDevice, and start it navigating towardsthe waypoint.

3. Turn the Master Select Switch onthe autopilot to the NAV position. Theheading display on the autopilot shouldstart to change towards the heading tosteer as indicated by the Nav Device.

Press the TURN key once to see whichtype of data the autopilot is using toverify correct programming of the NavDevice.

If the autopilot display comes up with'ndEr', it is not receiving any data fromthe Nav Device.

Check that the Signal and Return linesfrom the Nav Device are not reversed,and that the output from the Nav Deviceis set correctly if it is programmable.

Check that the data LED in the autopilotdistribution box is blinking periodically.

If the interface still cannot be made towork, contact your dealer or ComNavMarine directly for assistance.

31

SEA TRIALS

The purpose of sea trials is to swing the compass, (CPS2 or CPS3) if it is a fluxgatecompass, and to check the general operation of the autopilot.

A) Turn the autopilot off.Press and hold the ADJUST key andturn the autopilot on to STANDBY.

Release the key when the display shows'r.SEt'.

Press either the up or down ARROW keyuntil the display shows 'C.SEt'.

Press the ADJUST key. The display willswitch to show the current type ofcompass selected (see DOCKSIDESETUP). This should already be correct.

Press the ADJUST key again. Thedisplay will switch to show 'C.AdJ'.

Press the ADJUST key again. Thedisplay will switch to display 'turn'.

Slowly turn the vessel in one completecircle either to port or to stbd. This is bestdone with either the bowthruster or byplacing one engine slow ahead and theother slow astern.

If the vessel has one engine and nobowthruster, slow ahead with the rudderhalf-way to hard-over is best. The turnshould take more than one minute tocomplete.

When the circle is complete, the autopilotwill beep and display first a North/Southcorrection followed by an East/Westcorrection.

If either correction is greater than 30, thecompass should be moved and re-swung, or corrected manually by aqualified compass adjuster.

If you choose to correct the compassmanually, use the followingprocedure:

Turn the autopilot off.

Press and hold the ADJUST key whileturning the autopilot on to STANDBY.

Release the ADJUST key when thedisplay shows 'r.SEt'.

Press either the up or down ARROW keyuntil the display shows 'C.SEt'.

CAUTION: A potentially dangerous situation can be caused by the addition ormovement of magnets in the vicinity of the compass. This can result in actualdeviations being different than those listed on the deviation card.

If the autopilot is using a magnetic compassand fluxgate sensor combination or a selfcompensating fluxgate compass (such as theKVH Autocomp 1000), go to B.

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Press the ADJUST key. The display willswitch to show the current type ofcompass selected. This should bealready correct.

Press the ADJUST key. The display willswitch to 'C.AdJ'.

Press either the up or down ARROW keyto bypass the compass adjustmentroutine. All adjustments have now beenturned off, and the raw compassinformation is now shown on the display.The compass adjuster can use thisdisplay to adjust the compass manually.

After the compass adjuster is finished,re-swing the vessel using the automaticmethod described above to remove anyminor errors which may persist.

The ComNav Marine FluxgateCompass, like most self compensatingcompasses, removes the effect of thedeviating magnetic field, but does notactually remove the field itself.

If the field is sufficiently large, when thevessel rolls, the portion of the field in theplane of the sensor changes, and isinterpreted as a turn by the compass,causing the vessel to wander.

The compass adjuster, by placingmagnets around the compass removesthe deviating field itself from the vicinityof the compass, resulting in much moreaccurate steering in all sea conditions.

Place the vessel on a known heading.

If the reading on the autopilot displaydisagrees with the vessels actualheading, correct it with a permanentheading offset.

To do this, place the master select switchin the STANDBY position, press theADJUST key twice to display the headingoffset, and adjust it up or down by the

amount of the error using the up or downARROW keys.

The display will change back to show thevessels heading in 5 seconds, whichshould now be correct.

If the autopilot is using a ComNavFluxgate compass, the final adjustmentis the heeling adjustment.

To access the heeling adjuster, removethe screw from the top of the compass.

Reach in through the hole with a smallnon-magnetic screwdriver to make anadjustment.

This manual adjustment corrects for anyvertical magnetism in the vicinity of thecompass.

During the remainder of the sea trials, ifthe vessel seems to wander on someheadings (particularly North or South)while steering well on other headings,turn the heeling adjustment clockwise orcounter-clockwise until wandering stops.

This adjustment may cause someadditional deviation in the compass, sothe compass should be re-swung usingthe automatic method after any changeof the heeling adjustment.

B) The 1001 Autopilot offersinstant selection of pre-adjusted FASTand SLOW vessel control settings.Adjust or fine-tune these settings toyour vessel characteristics as follows:

FAST

Turn the master switch to PILOTposition.

33

Press the ADJUST key once. If thedisplay reads 'SLOW', press either theup or down ARROW key once so thedisplay reads 'FASt'.

Increase the vessels speed to its fastestnormal cruising speed.

Make a 40 degree course change.

The vessel should settle onto the newcourse with one overshoot of 5 degreesor less.

If the vessel stops turning before thenew heading is reached and thenapproaches it slowly, either increasethe Rudder one level, or decrease theCounter Rudder one level and retest.

If the vessel overshoots the newheading, and then makes severalturns across the new heading beforesettling down, either decrease theRudder one level, or increase theCounter Rudder one level and retest.

See 0 for a graphic representation ofcorrect vessel response during thismanoeuvre.

Adjust the fast Turn Rate setting so thevessel makes course changes at acomfortable rate.

The factory pre-set adjustments areRudder 3; Counter Rudder 3; Yaw 1,Turn Rate 6.

SLOW

Slow the vessel down to a slow cruise orto working speed.

Leave the master select switch in thePILOT position.

Press the ADJUST key once, and thenpress either the up or down ARROW keyso the display reads 'SLOW'.

Make several 40 degree course changesand use the instructions in the "FAST"section above to adjust the slow rudderand counter rudder settings.

See 0 for a graphic representation ofcorrect vessel response during thismanoeuvre.

Adjust the slow Turn Rate setting so thevessel makes course changes at anappropriate rate.

The factory pre-set adjustments areRudder 5; Counter Rudder 5; Yaw 1,Turn Rate 6.

C) The Yaw (fast or slow) is normallyleft at '1'.

This provides 0.5 degrees of dead bandon either side of the programmed coursebefore the autopilot will begin to react.

On many vessels, setting the Yaw to '0'will cause the autopilot to work harderthan necessary to hold the vessel oncourse.

As the weather deteriorates, the Yawsetting can be increased. This will resultin slightly worse steering, but will reducethe amount of rudder movement,prolonging the life of the steering system.

D) On board magnetic interferenceto the compass is likely the problem, ifthe vessel steers properly under autopilotcontrol on some headings, but seems towander on others, particularly headingeither North or South.

34

If the autopilot is using a ComNavFluxgate Compass, try changing theheeling adjustment to reduce or eliminatethe problem.

Remember to re-adjust the compassusing the automatic method after anychange of the heeling adjustment.

If this has no effect, return the heelingadjustment to the centre of its travel, turnoff the automatic adjustment, and have aqualified compass adjuster compensatethe compass. After the compass adjusteris finished, re-swing the compass usingthe automatic method, as described inSection A, to remove any small residualerrors.

If the autopilot is using a differentbrand of fluxgate compass, or amagnetic compass with fluxgatesensor, a qualified compass adjuster willbe required to reduce or eliminate thisinterference.

For best operation, in addition to normaladjustments, the compass should becompensated for deviation caused byheeling error (particularly on steel hulledvessels).

Adjustments of this sort should onlybe performed by a qualified compassadjuster.

TABLE IVSETTINGS CHART

VesselSpeed

VesselState

SeaState

Rudder CounterRudder

Yaw TurnRate

35

36

CONTROLSThe controls consist of a five position master select switch, and a 9position membrane keypad. The controls operate as follows:

MASTER SELECT SWITCH

OFFAll power to the autopilot is turned off.The display will be blank.

STANDBY

The left three digits of the display showthe vessel's current compass heading.This is the mode the autopilot must be into adjust various pre-sets, such as speedsensitivity, compass heading offset,minimum brightness, type of special turnselected or to initiate a full reset.

POWER STEER

The left three digits of thedisplay show the vessel's currentcompass heading. The vessel can besteered by using the red and greenDODGE & ARROW keys to turn therudder port or starboard as desired.

The display will switch to show thevessel's rudder angle whenever a red orgreen key is pressed. The display willcontinuously show the vessel's rudderangle if the TURN key is pressed.Compass information can be returned tothe display by pressing the TURN keyagain.

37

PILOT

The vessel will steer the course indicatedon the left three digits of the display.

The course the vessel is steering can bechanged by pressing either the red orgreen ARROW keys.

Pressing and releasing either key willchange the heading by one degree.

Pressing and holding either key willinitially change the vessel's heading byone degree and after a one/half seconddelay, by ten degrees per second untilthe key is released. The function displaywill show a 'c' until the course change iscompleted.

Pressing the TURN key followed byeither the red or green ARROW key willinitiate a special turn (Emergency turn,Continuous turn, or U-turn; selected inSTANDBY) in that direction.

The function display will show an 'E', 'C',or 'U' until the turn is completed.

The ADJUST key can now be used tochange the Rudder, Counter Rudder,Yaw and Turn Rate settings.

NAV

Place the master select switch in thisposition when the autopilot is beingoperated with a navigation computer (i.e.GPS, Loran, etc.) which has an NMEA0183 data format output.

The autopilot operates the same way asin the PILOT position, except that it willchange its course as directed by thenavigation computer to maintain a ZeroTrack Error.

The autopilot will display 'Fd:ER' if thereis a problem with the data it is receivingsuch as Low Signal To Noise Ratio, BlinkAlarm, or Incorrect Cycle Selection.

The autopilot will display 'nd:Er' andmaintain its last course if it does notreceive any data from the navigationcomputer.

MEMBRANE KEYPAD

ADJUST KEY

Pressing the ADJUST key repeatedlydisplays first the Rudder setting, thenthe Counter Rudder, Yaw and finallythe Turn Rate setting for either theFAST or SLOW mode.

Press the ADJUST key followed byeither the up or down ARROW key toswitch between the FAST and SLOWmodes. This will be done automatically if

the speed sensitivity is turned on. Anysetting may be changed between '0' and'9' while it is displayed by pressing the upor down ARROW key.

38

DODGE KEYSPressing either the red or greenDODGE key will dodge the vessel inthat direction.

The display will switch to show thevessel's rudder angle. Pressing andholding both DODGE keys will centre therudder to hold the vessel off course.Release the DODGE key(s) and thevessel will return to its programmedcourse.

ALARM CLEAR

The autopilot will sound the alarmwhen an error condition exists.

This condition will also be indicated onthe display. The alarm may be cleared bytouching the ALARM CLEAR key. If theerror condition still exists, the alarm willcome on again.

RUDDER

Controls the amount of rudder appliedfor a given amount of course error.

At the maximum setting of '9', 3 degreesof rudder will be applied for each degreeof course error. Every two positionreduction in the setting cuts the amountof correction applied in half.

COUNTER RUDDER

Controls the amount of rudder appliedfor a given rate of change of courseerror.

If the course error is increasing, thecounter rudder adds to the ruddercorrection applied, and if the course erroris decreasing, the counter ruddersubtracts from the rudder correctionapplied. At the maximum setting of '9', 10degrees of rudder will be applied for a 1degree per second rate of change ofcourse error. Every two positionreduction in the setting cuts the amount

of correction applied in half.

YAW

Controls the amount of deviation fromthe programmed course the autopilotwill allow before correcting thevessel's heading.

Increasing the setting will increase theamount of heading deviation allowed.The number shown on the display is thenumber of degrees of heading deviationallowed, centred on the programmedcourse (i.e. a setting of 4 will allow 2degree's of heading deviation on eitherside of the programmed course, beforeany correction is applied).

TURN RATE

Controls the rate at which the vesselmakes a course change, returns to itsoriginal course after a dodge, orchanges course under Nav Devicecontrol.

The turn rate corresponding to eachcontrol setting is shown in Table Vfollowing.

39

TABLE V:

SETTING TURN RATE

0 0.5 DEG/SEC

1 1.0 DEG/SEC

2 1.5 DEG/SEC

3 2.0 DEG/SEC

4 2.5 DEG/SEC

5 3.0 DEG/SEC

6 3.5 DEG/SEC

7 4.0 DEG/SEC

8 4.5 DEG/SEC

9 5.0 DEG/SEC

40

SPECIAL TURNSWhen the autopilot is in the PILOT mode, pressing the TURN key followed by eitherthe red or green ARROW key initiates the PRE-SELECTED type of special turn.

EMERGENCY TURN

The Emergency Turn is selected byplacing the autopilot in the STANDBYmode, pressing the TURN key, followedby either the red or green ARROW keyuntil the display shows 'E.trn'. This turn issometimes called the 'man overboardturn' or 'Williamson turn'. If the vessel'sspeed and turn rate are not changedwhile the turn is in progress, the autopilotwill bring the vessel about in such a waythat it retraces its own path in the water.

An Emergency Turn to port isinitiated by placing the

autopilot in the PILOT mode and

pressing the TURN key followed by thered ARROW key. The autopilot will makea 90-degree turn to port. When that turnis complete, the autopilot willautomatically make a 270-degree turn tostarboard. The function indicator willchange to an 'E' until both turns arecomplete. When the second turn iscomplete, the vessel should be retracingits own track in the water. Pressing theTURN key followed by the greenARROW key does the same thing onlythe first 90 degree turn is to starboard,and the second 270 degree turn is toport. The speed at which the turns areperformed is set by the Turn Ratecontrol, and should not be changedduring the turn (otherwise the vessel willnot end up on its own track).

CONTINUOUS TURNThe Continuous Turn is selected byplacing the autopilot in the STANDBYmode, pressing the TURN key, followedby either the red or green ARROW keyuntil the display shows 'C.trn'.

A Continuous Turn to port isinitiated by placing theautopilot in the PILOT mode

and pressing the TURN key followed bythe red ARROW key. The vessel will turnat the rate determined by the Turn Ratecontrol and will continue to turn untileither the red or green ARROW key ispressed. The function indicator will showa 'C' until the turn is stopped. The vesselwill then travel in the direction indicatedon the display. Pressing the TURN keyfollowed by the green ARROW key willstart a similar turn to starboard.

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U TURN

The U-Turn is selected by placing theautopilot in the STANDBY mode,pressing the TURN key, followed byeither the red or green ARROW key untilthe display shows 'U.trn'. This turn is alsojust what it sounds like, a 180 degreeturn.

A U-Turn to port isinitiated by placing theautopilot in the PILOT

mode and pressing the TURN keyfollowed by the red ARROW key. Thevessel will turn to port at the ratedetermined by the Turn Rate control.Pressing the TURN key followed by thegreen ARROW key will start a similarturn to starboard. Pressing the TURN keyfollowed by the same ARROW keyduring the U-turn will increase it to a full360 degree turn.

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OPERATIONFor one second the first thing you willsee when the autopilot is turned on is thesoftware revision number. Example:'01.09'. This will tell you the version ofthe computer program in your autopilot.

To tell if you have the most currentversion of the autopilot program, call thefactory with the software revision numberdisplayed. If you do not have the latestversion, we will be able to tell you how tohave your autopilot updated.

STANDBYThe first operating mode is STANDBY .In this mode, the display will show youthe vessel's actual compass heading.Any rudder angle indicators fitted will nowshow the vessel's rudder angle.

If the compass heading on the digitaldisplay does not agree with the vesselsactual heading, adjust the heading offsetby the amount of the error. (For example,if the vessels actual compass heading is265 and the digital display reads 260, theoffset should be increased by 5 degreesas described below.)

ADJUST KEY FUNCTIONS INSTANDBY:

Press the ADJUST key once to adjustthe speed sensitivity.

The speed sensitivity is turned off when'SP: 0' is displayed.

The autopilot will switch from SLOW toFAST when any other value is displayed (when the vessel's speed is one knot ormore higher than the displayed speed)and from FAST to SLOW (when thevessel's speed is one knot or more lowerthan the displayed speed).

This feature requires that the autopilotbe interfaced to a navigation device,preferably a GPS, or plotter driven by aGPS, that outputs one of the NMEA0183 RMA, RMC, VBW, VHW or VTGdata sentences.

To display the current compass offset,press the ADJUST key twice

To increase or decrease the offset, presseither the up or down ARROW key. (Anoffset of 005 degrees will add 5 degreesto the compass heading and an offset of355 degrees will subtract 5 degrees fromthe compass heading.)

The heading offset may need to be asmuch as 180 degrees, depending on thetype and brand of compass connected tothe autopilot

To display the current minimum or nighttime brightness level, press the ADJUSTkey three times.

To increase or decrease the minimumbrightness level, press either the up ordown ARROW key.

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To display the battery voltage supplied tothe autopilot, press the ADJUST key fourtimes.

To turn the checksum evaluation of theRMA, RMB and RMC data sentences onor off, press the ADJUST key five times.

To turn on the checksum evaluation,press either the up or down ARROWkeys until 'cm:ON' is displayed.

To turn off the checksum evaluation,press either the up or down ARROW keyuntil 'cm:OF' is displayed.

See the NAVIGATION INTERFACEsection of this manual for moreinformation.

To change the type of special turn(Emergency turn, Continuous turn, or U-turn) that will occur when you select aspecial turn in the PILOT operatingmode, press the TURN key followed byeither the red or green ARROW key.

To reset all autopilot parameters back tofactory original settings, press and holdboth the up and down ARROW keys forone second.

A dockside set-up WILL be performedafter a Full Reset. See the DOCKSIDESETUP section of this manual for moreinformation.

POWER STEERThe second operating mode is POWERSTEER. In this mode, the display stillshows the vessel's actual compassheading, but now the red and greenARROW or DODGE keys can be used toturn the rudder port or starboard.

The display will switch to show thevessel's rudder angle any time a red orgreen ARROW or DODGE key ispressed.The positive input voltage will appear onthe SWITCHED PWR line to power asolenoid operated 4-way-valve, or toengage the clutch mechanism of a driveunit on a mechanical steering system.

You can still use the wheel if you havehydraulic steering.

If you have mechanical steering, the onlyoperating mode where you can use thewheel is STANDBY.

The digital rudder angle display can belocked on by pressing the TURN key.

To return the vessels compass headingto the display, press the TURN keyagain.

ADJUST KEY FUNCTIONS INPOWER STEERTo adjust the digital rudder angle

indicator reading so that it reads zerowhen the rudder is dead ahead, pressthe ADJUST key once. While thereading is flashing, press either the up ordown ARROW key to adjust the reading.

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To set the hard-over to hard-over RudderTravel, press the ADJUST key twice.

This is used to more accurately calibratethe digital rudder angle reading and doesnot affect how far the rudder moves.Press either the up or down ARROW keyuntil the number on the display equalsthe actual number of degrees of ruddertravel.

Rudder Travel can be measured usingan analog Rudder Angle Indicator (if oneis fitted), or by measuring the stroke ofthe hydraulic cylinder (Cylinder Stroke)and the distance from the center of therudder post to the point on the tillerwhere the cylinder attaches (Tiller ArmLength). Then calculate the hard-over tohard-over Rudder Travel using thefollowing formula.

Rudder Travel = 2 x Inverse Sine (Cylinder Stroke / (2 x Tiller Arm Length))

PILOT

The third operating mode is PILOT. Theautopilot will begin steering the vessel onthe last course it was on, just prior toswitching to PILOT, when you turn themaster select switch to this position. Theautopilot will use the last rudder angle onthe vessel as the first approximation ofdead ahead rudder.

This means that if you are towing a netand require 15 degrees of port rudder tomake the vessel steer straight, theautopilot will hold that rudder angle whenyou turn to PILOT.

If the rudder angle is not correct, theautomatic trim function of the autopilotwill find the correct dead-ahead rudderangle in approximately one minute.

Figure 9- Measure Rudder Travel with Wheel Hard Over

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TO CHANGE THE VESSEL'S COURSEBY ONE DEGREE, press and releasethe red or green ARROW key.

TO MAKE LARGER COURSECHANGES, press and hold the red orgreen ARROW key, and the display willmove at 10 degrees per second until yourelease the key. The autopilot will bringthe vessel around to the new course atthe rate set by the Turn Rate control (see5).

The Function Indicator will show a 'c'until the course change is complete.

Press the TURN key followed by eitherthe red or green ARROW key and thevessel will make an Emergency turn,Continuous turn, or U-turn (selected inSTANDBY) in that direction at theprogrammed rate of turn.

The Function Indicator will show a 'E', 'C'or 'U' until the turn is complete.

If a Navigation Device which transmitsany of the RMA, RMC, VBW, VHW, orVTG sentences is connected to theautopilot, you may choose automaticswitching between the FAST and SLOWmodes when in Pilot or Nav This worksbest if the Navigation Device is a GPS ora plotter which is driven by a GPS.

THE SPEED SENSITIVITY IS TURNEDON by rotating the master select switchto the STANDBY position and pressingthe ADJUST key once. The display willchange to show 'SP: 0'.

Press the up ARROW key until thespeed at which you would like theautopilot to switch from SLOW to FASTis displayed. When the vessel's speed isone knot or more higher than this speed,the autopilot will switch from SLOW toFAST. When the vessel's speed is oneknot or more lower than this speed, theautopilot will switch from FAST to SLOW.

THE SPEED SENSITIVITY IS TURNEDOFF by either manually switching theautopilot from SLOW to FAST, fromFAST to SLOW, or by rotating themaster select switch to STANDBY andpressing the ADJUST key once. Thedisplay will change to show 'SP: x'.Press the down ARROW key until thedisplay shows 'SP: 0'.

If the autopilot fails to receive any speedinformation from the navigation device, itwill alarm and display 'NO:SP' onceevery twenty seconds.

The ADJUST key can now be used toadjust the Rudder, Counter Rudder, Yawor Turn Rate settings for either the FASTor SLOW mode.

If the vessel is travelling at high speed,press the ADJUST key once followed byeither the up or down ARROW key untilthe display reads 'FAST'. This will occurautomatically if the speed sensitivity isturned on.

TO INCREASE OR DECREASE THERUDDER SETTING, press the ADJUSTkey until the display reads 'rud' followedby either the up or down ARROW key.

TO INCREASE OR DECREASE THECOUNTER RUDDER SETTING, pressthe ADJUST key until the display reads'Ctr' followed by either the up or downARROW key.

TO INCREASE OR DECREASE THEYAW SETTING, press the ADJUST keyuntil the display reads 'YAW' followed byeither the up or down ARROW key.

TO INCREASE OR DECREASE THETURN RATE SETTING, press theADJUST key until the display reads 'trn'followed by the up or down ARROW key.

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The factory settings for Rudder,Counter Rudder, Yaw and Turn Rateare 3, 3, 1 and 6 respectively.

TO SELECT THE SLOW MODE, (if thevessel is travelling at slow speed), pressthe ADJUST key once followed by eitherthe up or down ARROW key until thedisplay reads 'SLOW'. This will occurautomatically if the speed sensitivity isturned on.

The Rudder, Counter Rudder, Yaw andTurn Rate settings for the slow mode areadjusted the same way as describedabove.

The factory settings for Rudder,Counter Rudder, Yaw and Turn Rateare 5, 5, 1 and 6 respectively.

When in doubt about how to determinethe correct Rudder and Counter Ruddersettings for either the FAST or SLOWmodes, try the factory settings shownabove.

If you make a large turn, and you seethat the vessel overshoots the newcourse more than once, try eitherincreasing the amount of CounterRudder by one setting, or reducing theamount of Rudder by one setting. If thisdoes not solve the problem try it again.

If the vessel seems to stop turning beforeyou get to the new course, and thenslowly come up to it, try either decreasingthe amount of Counter Rudder orincreasing the amount of Rudder. Referto 0 for a graphic representation ofRudder and Counter Rudderadjustments.

If nothing seems to make the vesselsteer properly, or it steers properly onsome headings but not on others,particularly north or south, it is almostalways a problem with the compass.

If the autopilot is using a MagneticCompass, problems could be caused bythe compass not having been swung bya qualified compass adjuster; the cardmay be sticking because of a worn pivot;or the compass may not have beenswung properly the first time.

On new steel vessels in particular, themagnetism of the hull can changedramatically over time, and it is notuncommon to require the compass to beswung twice in the first year. Also there isa common misconception that aluminumvessels do not require the compass to beswung because aluminum is non-magnetic. It is, but the welds where thealuminum plates are joined becomemagnetic because of the amount ofenergy injected there. For this reason,having the compass properly swung isjust as important on an aluminum vesselas on a steel vessel.

If the autopilot is using a fluxgatecompass, problems could be caused bythe compass being mounted too far fromthe vessel’s center of pitch and roll. Thesensor's gimbal may be sticking; or thevessel has such strong magnetism that acompass adjuster is required to manuallyswing the compass.

The DODGE keys may be used to avoidlogs or other obstacles in the waterahead. Pressing one DODGE key willcause the vessel to make a panic turn inthat direction. Pressing both DODGEkeys when the vessel has turned farenough to miss the obstacle, will makethe autopilot bring and hold the rudder todead ahead.

Release the DODGE keys to return thevessel to the original course at theprogrammed turn rate when the vessel isclear of the obstacle. The FunctionIndicator will show a 'd' until the dodge iscomplete.

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NAVThe next operating mode is NAV. If youhave a GPS, Loran or other navigationcomputer interfaced to the autopilot,program in a waypoint, tell the computerto begin navigating towards the waypointfrom the vessel's present position, andturn the autopilot master select switch toNAV.

IF YOUR INTERFACE IS USING NMEA0183 DATA FORMAT, (to see whichtype of data the autopilot is using tonavigate, press the TURN key), the firstthing that should happen is that thecourse display on the autopilot will beginto change towards the Heading to theWaypoint as indicated by the NavDevice.

The autopilot will then further alter itscourse to keep the Cross Track Error asindicated by the Nav Device to aminimum. If you are in any doubt as towhether things are working correctly,WATCH THE CROSS TRACK ERROR.

To change the cross track error responsepress TURN key followed by the greenARROW key.

If it is being maintained at a low value(i.e. less than 0.02 nautical miles),everything is working.

If the vessel is wandering back and forth,but there are no alarms on the autopilotor Nav Device, the most common cause,(particularly with Loran), is poor signalquality. This may be attributed to either:- poor or no grounding of the Loran,- noisy alternators on the vessel, or,- poor antenna location.

Refer to the Nav Device manual forsignal quality displays and ideas onmaking improvements. If the Nav Deviceis set for automatic waypoint sequencing,the heading to steer will change whenthe next waypoint is selected. The

autopilot will then turn the vessel to thenew course.

IF YOUR INTERFACE ONLY OUTPUTSNMEA 0180 or 0182 FORMAT, consultwith the factory service personnel toobtain special software. The 1001autopilot software only supports NMEA0183 format.

You can still use the DODGE keys toavoid obstacles in the water. The onlydifference is that after you release theDODGE keys, the vessel will return to itsoriginal track, rather than its originalcourse, unless you reset the point oforigin of the track on the Nav Device.

To prevent the autopilot from makinga course change at a bad time, pressand hold both DODGE keys to lockthe rudder at dead ahead. (i.e. if yousee an obstacle in the water that thevessel will avoid if it DOESN'T makeany course changes)

HINTSIf the heading to steer can be indegrees magnetic or degrees true,select degrees magnetic and be surethe variation is entered correctly.Course changes during automaticwaypoint sequencing will be smootherif the arrival circle is set to a smallvalue such as 0.05 nautical miles.This usually will let the autopilot bringthe vessel directly onto the next trackwhen the course change iscompleted.

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REMOTE CONTROLS

To use the remote control, leave theautopilot in the PILOT mode when yougo up to the flying bridge. This will leavethe vessel under control. At the flyingbridge, press both pushbuttons on theremote control and hold them down forone second until you see the commandpoint move to the REM position.

The remote control is similar to the maincontrol panel of the autopilot. The remotehas a DODGE/TURN toggle switchinstead of separate pushbuttons forthese functions.

For a panic turn, hold the toggle switch inthe DODGE position and press apushbutton while in PILOT or NAV.

To lock the rudder at dead ahead, holdthe toggle switch in the DODGE positionwithout pressing either pushbutton. Release the toggle switch to return to theoriginal course.

To initiate a special turn while in PILOT,push the toggle switch to the TURNposition and release it. Then press eitherpushbutton to initiate a U-Turn,emergency turn, or continuous turn.

To change the type of turn, place themaster select switch on the remote in theSTANDBY position. Push the toggleswitch to the TURN position and releaseit. Select the type of turn desired bypressing and releasing either the red orgreen pushbutton.

TO RECALL THE PILOT'S LASTPROGRAMMED COURSE, hold thetoggle switch in the DODGE positionwhile rotating the master select switchfrom POWER STEER to PILOT.

If you have mechanical steering, you candisengage the clutch on the drive unitand return to hand steering by selectingthe STANDBY mode.

When you want to go back to the maincontrol unit, leave the remote in thePILOT mode so the vessel is undercontrol. Walk back to the wheelhouseand press both the red and greenARROW keys. Hold them down for onesecond until the command point movesback to the MASTER position.

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REMOTE CONTROLSCOMNAV 101 REMOTE CONTROL

This remote control plugs into the remotereceptacle on the rear of the autopilot.Control is taken at the remote bypressing both its pushbuttons for onesecond. The command point on all LCDdisplays will move to the REM.1 position.

A display, master select switch,pushbuttons, and a DODGE/TURNtoggle switch are also included. Itsoperation is identical to the operation ofthe autopilot except for the toggle switch.All the points on the display have thesame meanings as on the autopilotdisplay.

Place the master select switch in theSTANDBY position. To display thecurrently selected type of special turn,pull the toggle switch to the TURNposition and release it

To change the currently selected type ofspecial turn, press either the red or greenpushbutton.

Place the master select switch in thePOWER STEER position. To move therudder port or starboard, the red andgreen pushbuttons can be used.

The vessel's rudder angle will bedisplayed while the pushbutton ispressed.

To recall the vessel's last course, holdthe toggle switch in the DODGE positionand then rotate the master select switchfrom POWER STEER to PILOT.

Place the master select switch in thePILOT position. The autopilot is nowsteering the vessel on its currentheading.

or

If the toggle switch was held in theDODGE position while the master selectswitch was rotated to PILOT, theautopilot will steer the vessel back to itslast course .

Figure 10- 101 Remote Control

The Rudder Follower Failed point islabelled REM.2 on the 101 RemoteControl.

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To change the vessel's course by onedegree, press and release either the redor green pushbutton.

To change the vessel’s course by 10degrees per second, press and holdeither the red or green pushbutton. Thevessel will turn to the new heading at thecurrent Turn Rate setting. The vesselcan be dodged off course by holding thetoggle switch in the DODGE position andpressing one of the pushbuttons. Thevessel's rudder angle will be displayed.

The rudder can be returned to the DeadAhead position, holding the vessel offcourse, by holding the toggle switch inthe DODGE position without pressingeither pushbutton. Release the toggleswitch and the vessel will return to theprogrammed course at the current TurnRate setting.

The currently selected type of specialturn can be started by pulling the toggleswitch to the TURN position, releasing itand then pressing either the port orstarboard pushbutton. The direction ofthe special turn is determined by whichpushbutton is used.

To interface the autopilot with anavigation device, place the masterselect switch in the NAV position.

To display the incoming data type andcross track error sense, pull the toggleswitch to the TURN position and releaseit.To select either Normal or Reversedresponse to cross track error, press thegreen pushbutton.

The dodge function works as describedearlier, except that the vessel will returnto the track to the waypoint rather thanthe programmed course after the dodgeis released.

The back of the remote provides twokey-hole slots which can be used toeither temporarily deposit orpermanently mount it on any suitablelocation.

SEE TABLE VI FOR HOOKUPSPECIFICATIONS.

TO MOUNT THE REMOTEPERMA