NT921G Operating Manual

NAVITRON SYSTEMS LTD
NT921G AUTOPILOT
OPERATING MANUAL
Osborn House
25e Brockhampton Lane
Havant, Hants, U.K. PO9 1JT
Registered in England No. 2607869
Tel: (023) 9249 8740

FAX: (023) 9249 8783
Int. Code: +44 23
E-mail: sales@navitron.co.uk
Web: www.navitron.co.uk
0107 / 6
NAVITRON SYSTEMS LTD.

NT921G AUTOPILOT OPERATING MANUAL
- Contents -
Section 1:
Short Operating Instructions.
Section 2:
Operator Controls and Sea Trials.
Section 3:
Display Messages, Alarms and Status Indicators.
NB: Whilst all efforts have been made to ensure the safety and
reliability of the NT921G Autopilot system, it should be noted that the
installation of any such system, should never be permitted to detract
from the adequate provision of sound and continuous watch keeping
duties.
Section 1: Short Operating Instructions.
1.1
Initial Control Settings.
1.2
Switching On.
1.3
Engaging Autopilot.
1.4
Adjusting Steering Performance.
1.5
Matching Heading Steered with Heading Set.
1.6
Avoiding Unnecessary Rudder Correction.
1.7
Altering to a New Heading.
1.8
Adjusting Rate of Turn using the Rudder Limit Control.
1.8A Programmable Automatic Rate of Turn Control.

1.9
Adjusting Overshoot & Undershoot.
1.10
Using Track Function.
1.11
Cancelling an Audible Alarm.
1.12
Using NT920NFU Dodge and Power Steer Functions (If fitted).

Section 1: Short Operating Instructions.
These Short Operating Instructions provide a quick reference guide to
setting up and operating the NT921G autopilot. The locations in the manual
where more detailed descriptions can be found are shown against each
heading in brackets, e.g. (Section X.XX).
1.1
Initial Control Settings (Section 2.15).

Unless alternative settings have been established from experience during
sea passages with the autopilot in operation, the controls should be set as
shown: -
COUNTER 1
RUDDER 3
RUDDER
LIMIT 25
(or max
safe setting)
YAW 1
MODE
SWITCH
MAG/GYRO
(as appropriate)
1.2
Switching On (Sections 2.16 and 2.17).

Before engaging the autopilot the equipment must first be switched on by
switching to standby mode: (i)
Turn the MODE switch to STANDBY.
(ii)
Wait for SELF TEST to complete alignment of the Course

Selector (Heading Setter) Card.
In this mode Heading Setter functions as a magnetic or gyro compass

repeater (depending on how the Heading Reference switch is set) until the
autopilot is engaged.
1.3
Engaging Autopilot (Section 2.18).

To engage the autopilot: (i)
Steady the vessel on the required heading.
(ii)
Turn the MODE switch from STANDBY to ON.
TO DISENGAGE the AUTOPILOT at any time turn the MODE switch to STANDBY or OFF.

1.4
Adjusting Steering Performance (Sections 2.19 to 2.21).
Understeer Characteristics
Oversteer Characteristics
Large deviations or protracted

periods off the Heading Set due to
insufficient rudder application in
response to Yaw: -
Autopilot applying too much rudder

causing vessel weave which may
increase to a tight S pattern: -
Typical stretched
S characteristic
of Understeer
Typical tight S
characteristic of
Oversteer
Action required: -
Action required: -
Increase Rudder
Control Setting.
Reduce Rudder
Control Setting.
1
RUDDER
1
RUDDER
To adjust steering performance

If vessel oversteers
Reduce RUDDER control setting

(turn Anticlockwise).
If vessel understeers
Increase RUDDER control setting

(turn Clockwise).
In both cases turn RUDDER control one step only and monitor steering
performance before adjusting again if necessary.

1.5
Matching Heading Steered with Heading Set (Section 2.22).

When the autopilot is engaged the TRIM function continuously monitors any
long-term differences between the heading set and the mean course
actually steered. Any long-term difference is automatically adjusted by the
TRIM function applying the appropriate amount of permanent helm. To
speed up this automatic trim process: (i)
Wait for vessel to settle on steady heading.
(ii)
Press TRIM SET key.
Pressing the TRIM ZERO key immediately cancels any trim adjustment
(permanent helm) that has been automatically set and the automatic
monitoring and adjustment process will restart.
Pressing and holding down the TRIM ZERO and SET keys together for 5
seconds will switch the TRIM function to OFF.
1.6
Avoiding Unnecessary Rudder Correction (Section 2.24).

Frequent rudder movements when the vessel is yawing either side of the set
heading in a seaway indicates that the autopilot sensitivity is set too high for
the sea conditions being experienced. This can cause premature wear of
the steering gear and is therefore undesirable.
To decrease the frequency of rudder movement due to yawing: (i)
Increase the YAW setting (turn CLOCKWISE).
N.B. Dont forget to reduce the YAW setting when yawing decreases as
the vessel moves from rougher to calmer sea conditions.
1.7
Altering to a New Heading (Section 2.28).

To alter course to a new heading using the autopilot: (i)
Check that the RUDDER LIMIT is set to a safe limit (Section 2.25)
(ii)
Press and hold down the knob on the Course Selector (Heading
Setter) to engage the mechanism (safety device to prevent
accidental turning) then:
(iii)
Turn CLOCKWISE to alter course to STARBOARD or

ANTICLOCKWISE to alter course to PORT.
N.B. The Autopilot will order the vessel to turn in the same direction as
the Course Selector knob is turned for any amount of Course change
up to 359. The result is that if the course change is more that 180 the
vessel will continue to take the long way round to the new course.

1.8
Adjusting Rate of Turn using the Rudder Limit Control (Section 2.25).
To adjust the rate of turn when altering course using the autopilot: If vessel turns too quickly
If vessel turns too slowly
reduce RUDDER LIMIT setting

(turn ANTICLOCKWISE).
increase RUDDER LIMIT setting

(turn CLOCKWISE).
NB See also Menu Programmable ROT (section 2.25A)
The Autopilot is equipped with a programmable Rate Of Turn (ROT) facility
which can be accessed via the normal Set Up mode when the Autopilot is in
STANDBY or via a special Set Up mode when the Autopilot is engaged. It is
essential that the ROT control facility is correctly calibrated before use (see
section 2.25A for details).
1.9
Adjusting Overshoot & Undershoot (Section 2.23).

To adjust overshoot (vessel goes past new heading) or undershoot (vessel
stops short of new heading) when altering course using the autopilot: If vessel overshoots
increase COUNTER RUDDER setting

(turn CLOCKWISE).
If vessel undershoots
reduce COUNTER RUDDER setting

(turn ANTICLOCKWISE).
1.10 Using Track Function (Section 2.29).

N.B. This function can only be used if the vessel is also fitted with
separate electronic position fixing equipment (GPS or Loran C) and
this equipment has been correctly connected to the autopilot (2.9 and
2.29).
The TRACK function operates using information received from the electronic
position fixing equipment (GPS or Loran C) to keep the vessel on a
predetermined track between two positions (waypoints) and will not work
unless the electronic position fixing equipment is also in operation. (Refer to
the electronic position fixing equipment manufacturers own manual for
details of how to set-up and operate this equipment.)
The track computer within the autopilot continuously checks the direction
(left/port or right/starboard) together with the distance the vessel is offset
from the required track and automatically orders heading corrections in a
series of 3 steps. As a general rule, the more frequent the correction the
closer the vessel will keep to the required track. Therefore in normal
operation the TRACK function should be set to HI. However, too frequent a
correction in the case of long distance open sea navigation or very slow
vessels will produce an unnecessarily large number of heading adjustments.
In these cases the TRACK function should be set to LO.

1.10 Using Track Function (Section 2.29) Continued.
If the input from the electronic position fixing equipment (GPS or Loran C)
fails or the heading correction needed to regain the required track exceeds
30 the audible alarm will sound and a message (DATA FAIL or HC30) will
be displayed in the ACTUAL HEADING window. Should this happen the
TRACK function should be switched OFF. This will result in the realignment
of the Course Selector (Heading Setter) with the vessels current heading
and the vessel will be steered on this heading until the autopilot is
disengaged (MODE switch is turned to STANDBY or OFF).
N.B. If a DATA FAIL or HC30 alarm occurs the vessel could be a long
way off the intended track. Therefore immediate steps should be taken
to check the vessels position and take any corrective action needed to
keep the vessel from running into danger.
Disengaging the autopilot (turning the MODE switch to Standby or OFF)
when the TRACK function is in operation will also automatically switch off
the track function. Re-engaging the autopilot will not automatically reengage the TRACK function. This will require the TRACK function to be
separately engaged as described below.
The operational status of the TRACK function is shown by the illumination of
4 LEDs next to the TRACK ON/OFF key, which responds to single presses
as follows: Track
ON/OFF
key
LED
Illuminated
OFF
Press 1
LO
Press 2
HI
Press 3
OFF
Track mode
Operational
Status
Track function
disengaged
Track LO mode
active
Track HI mode
active
Track function
disengaged
When the RESET LED flashes pressing the ON/OFF key once will restore
the TRACK function to the HI or LO setting that was in operation prior to the
RESET.
To engage the TRACK function: (i)
Check that the electronic positioning fixing equipment (GPS or

Loran C) is operating and that the desired waypoint has been
entered.
(ii)
Check that the autopilot has been engaged (Section 1.3)
(iii)
Press the Track ON/OFF key to select HI or LO as required.
Illumination of the HI or LO LED indicates that the TRACK function is

operating.

1.10 Using Track Function (Section 2.29) Continued.
To disengage the TRACK function at any time press the TRACK ON/OFF key until the
OFF LED is illuminated or turn the MODE switch to STANDBY or OFF.
N.B. Turning the MODE switch to STANDBY or OFF disengages the

autopilot and the vessel must be hand steered until the autopilot is reengaged.
1.11 Cancelling an Audible Alarm (Section 2.30).
To cancel an audible alarm: (i)
Press the ALARM CANCEL key.
Audible alarms may be permanently muted as described in Section 2.30 but

this function should be used with extreme caution. A permanently muted
alarm may result in a missed alarm condition with dire consequences.

1.12 Using NT920NFU Dodge and Power Steer functions (if fitted Section 2.31).
NT920NFU Operating Instructions: N.B. The NT920NFU(s) will only function when the Autopilot MODE switch
is set to REMOTE. Any other MODE switch position (ON, STANDBY or
OFF) will immediately disable the NFU(s).
DODGE MODE: (i)
Check that the Autopilot MODE switch is in the REMOTE position.
(ii)
Select DODGE on the NT920NFU selector switch.

(Confirmed by illumination of DODGE READY LED).
(iii)
Move and hold the NT920NFU Jog Lever right (STBD) or Left
(PORT) to apply corresponding rudder and override the
Autopilot.
(iv)
Release the Jog Lever to centre when ready for the Autopilot to
return the vessel to the original Autopilot heading.
NFU MODE: (i)
Check that the Autopilot MODE switch is in the REMOTE position.
(ii)
Select NFU on the NT920NFU selector switch.

(Confirmed by illumination of the POWER STEER LED).
(iii)
Move the NT920NFU Jog Lever Right (STBD) or Left (PORT)

and release the Jog lever to centre when the required angle of
applied rudder is attained.
(iv)
Repeat Jog Lever operation as necessary to align the vessel on

the new heading required.
(v)
Select DODGE or OFF to return heading control to the Autopilot

which will maintain the vessel on the new (current) heading.

Section 2.0: Operator Controls and Sea Trials.
Operator Controls and Displays Defined: 2.1
Autopilot Mode Switch.
2.2
Rudder Control.
2.3
Yaw Control.
2.4
Rudder Limit Control.
2.5
Gyro/Mag Switch.
2.6
Counter Rudder Control.
2.7
Panel Illumination Control.
2.8
Automatic Trim (Automatic Permanent Helm).
2.9
Track (RadioNav Interface) Function.
2.10
Off Heading (Off Course) Alarm.
2.11
Actual Heading Indicator.
2.12
Rudder Angle Indicator.
2.13
Alarm Test and Cancel Keys.
2.14
Incremental (+1/-1) Keys.

Sea Trials
2.15
Sea Trials.
2.16
Mag Heading Assessment.
2.17
Gyro Heading Assessment.
2.18
Autopilot Engagement.
2.19
Initial Heading Control (Course Keeping) Performance.
2.20
Optimising the Rudder Control Setting.
2.21
Optimising the Rudder Control Range.
2.22
Trim (Automatic Permanent Helm) Assessment.

Manual Trim Cancellation.
Automatic Trim Cancellation
2.23
Counter Rudder Control Setting.
2.24
Yaw Control Setting.
2.25
Rudder Limit Control Setting.

2.26
Standard and Independent Off Heading Alarm Operation.
2.27
Magnetic Deviation Correction.
2.28
Course Selector (Heading Setter) Operation.
2.29
Track (RadioNav) Operation and Optimisation.
2.30
Alarm Test and Cancel Key Operation.

FIG 2 NT921G Control Panel Layout

2.1
The Autopilot Mode Switch.

(i) OFF
All Autopilot functions are inoperative.
(ii) STANDBY
Servo Heading (Course setter card), repeater and

digital displays operational.
Heading data and Rudder angle output signal
operational.
Manual steering required.
(iii) ON
All Autopilot functions operational.

Automatic steering in process.
(iv) REMOTE
Permits remote power steer/override of Autopilot

steering when requested from remote station.
Automatic steering in process provided no remote
station(s) switched on.
Three red LEDs adjacent to the Rudder Angle display window confirm the
operational status of the steering mode.
O MANUAL
O AUTO
O REMOTE

2.2
The Rudder Control.

The Rudder Control defines the angle of Rudder that shall be applied in
relation, or proportion to course error (degrees off course).
The Control is graduated 1 to 5 and minimum Rudder is applied at a setting
of 1. Maximum Rudder is therefore applied at a setting of 5 and a 3:1 ratio
exists between minimum and maximum settings.
Factory default (Set up table) calibration of the Rudder Control initially
provides 0.5 to 1.5 of Rudder per degree course error.
The Rudder Control is principally employed to prevent Autopilot
Understeer and Oversteer and, the operator control band may be
optimised by use of the programmable Loop Gain adjustment (Section
2.19).
2.3
The Yaw Control.

This control defines the sensitivity of the Autopilot to course error.
Graduated 1 to 5, a setting of 1 specifies minimum Yaw (maximum
sensitivity) when the Autopilot will respond to course error of 0.5. At
maximum Yaw (5) a deadband of 10 is prescribed.
(Whilst the term Deadband is used it should be noted that provided the
Automatic Permanent Helm (Trim) feature is operational, the Autopilot will
ensure that the average course is maintained whilst disregarding short term
course errors arising from pitch and roll etc. thus avoiding unnecessary
Rudder movement.)
As a general rule the Yaw control should be set to provide good sensitivity,
which would normally be reduced in heavy weather. See section 2.24.
2.4
The Rudder Limit Control.

This control sets the maximum rudder angle that can be applied by the
Autopilot other than counter rudder,
The maximum rudder angle can be set between 5 and 45 in 5 steps and
therefore limits the maximum rate of turn of the vessel. The Rudder limit
LED will illuminate when the specified rudder limit angle is reached.
The Rudder Limit function can also be turned off and is confirmed by the
Rudder limit Off LED.
NB The Rudder Control Limit LED will also illuminate when the ROT
control algorithm is active.

2.5
The Heading Sensor Selector Switch (Mag/Gyro).

This switch selects the source of the heading reference signal used by the
Autopilot, which is either Magnetic Compass (MAG) or Gyrocompass
(GYRO).
2.6
The Counter Rudder Control.

The Counter Control prescribes how much opposite rudder is applied to
prevent overshoot in a turn or how much additional rudder is applied to
arrest a sudden or fast and unspecified departure from the set heading.
Minimum opposite (counter) rudder is applied at a control setting of N1
(Maximum effect at 5). Section 2.23 refers.
2.7
The Illumination Control.

The Illumination Control (ILLUM) provides the operator with a variable
intensity control panel illumination enabling optimum day/night settings to be
specified.
When fully anticlockwise, all red signal LEDs are at maximum brilliance. All
other legends are unlit. When the control is rotated clockwise, the LEDs dim
and then increase in brilliance at the same rate as the control panel legends.
In this manner all aspects can be unobtrusively illuminated in all conditions.
The illumination control is not operational when the Autopilot MODE switch
is OFF.
2.8
The Trim Function.

Permanent Helm (TRIM) is automatically applied over a period of time when
underway to offset the rudder and eliminate heading errors caused by
windage or vessel trim etc.
The trim function can be permanently switched off if required (confirmed by
illumination of the red TRIM OFF LED) or can be instantaneously cancelled
or set using the ZERO and SET keys on the Control Panel. (See section
2.22).
2.9
The Track Function.

RadioNav (Track) steering is switched on from the Control Panel when the
Autopilot is required to maintain a track between two waypoints (i.e.
automatically correcting for drift etc.). Cross Track Error data input is
required from a GPS or Track Plotter for this purpose.
Two levels (LO and HI) of track retention are available and the Heading
Indicator display is updated every 15 seconds with actual Cross Track Error
and the angle of correction automatically applied to the Heading set to
maintain the required track (direction over the ground).
Section 2.28 refers.

2.10 The Off Course Alarm.
This function continuously monitors any difference between actual heading
and heading specified (Course Set) when the Autopilot is steering the
vessel.
A visual and audible alarm is initiated if the heading error exceeds the level
specified. (See section 2.26).
2.11 The Heading Indicator.
This 4-digit LCD display provides continuous Mag or True heading identified
by the appropriate red LED adjacent to the display window.
When the RadioNav function is engaged (Track ON) the heading indicator is
interrupted at 15-second intervals to display Cross Track Error (nm) and the
angle of automatic correction currently applied to close to, or maintain track.
The red TRACK DATA LED adjacent to the display window confirms
RadioNav data display status.
2.12 The Rudder Indicator.
Rudder Angle information is continuously displayed in the STANDBY and
ON modes.
A 2-digit display above a bar graph provides precise angular data whilst the
coarser bar graph provides immediate visual appreciation of rudder direction
(Port or Stbd) and rate of change.
2.13 Alarm Test and Cancel.
Pressing and holding down the Alarm TEST key for 5 seconds will test all
alarm functions. During normal operation, any audible alarm generated by
the Autopilot system can be cancelled for a predetermined period
(installation programmable) by a single press of the CANCEL key.
If required, all audible alarms with the exception of POWER FAIL can be
permanently muted by pressing and holding the CANCEL key for 5 seconds
confirmed by illumination of the red CANCEL ALARMS LED.
2.14 The +1/-1 Keys.
These keys enable 1 step course changes to be specified to Port (-1) or
Stbd (+1).
Larger course changes can also be instructed by holding the key depressed
for 3-seconds beyond which the new heading instruction will clock up or
down at the rate of 1 degree per second.
Corresponding movement of the Course Setter card automatically confirms
all key instructions.

2.15 Sea Trials.
All necessary set up parameters and installation procedures should now
have been completed in accordance with Section 3 of the Installation and
Technical Manual.
(i)
Set the NT921G Operator Controls as follows: -
RUDDER
YAW
COUNTER
RUDDER LIMIT
HEADING REFERENCE
N3
N1
N1
25
(mid travel)
(fully anticlockwise)
MAG or GYRO as
required/appropriate
(ii)
Check that the Autopilot Isolators are on.
(iii)
Set the Mode Switch from OFF to STANDBY.
A 10-second self test will elapse signalled by the SELF TEST message in
the Heading Indicator display window and the Course Setter Card will rotate
and reverse before automatically aligning with ships head.
Self test completion and operational readiness is confirmed by normal ships
head display, which agrees with the Course Setter Card.
2.16 Mag Heading Assessment.
With the Autopilot set to STANDBY and self-test completed: (i)
Set the GYRO/MAG switch to MAG (provided Mag input used).
(ii)
Manually steer the vessel and check that the digital heading
Display and Course Setter Card follow ships head movement
accurately and in unison.
N.B. Deviation correction is not immediately necessary but can be

programmed either manually or automatically dependent upon
heading inputs used (See section 2.27).
(iii)
The source of the magnetic heading information currently in use

by the Autopilot can be inspected at any time during normal
operation by a single press of the TEST key and resultant
display message: HSC1 or HSC2 = Sensor Coil on mag compass
HDG, HDM, HCC, HDT = NMEA data source
Followed by the status of the ROT control: -
or
ROT SET XX.X

ROT OFF
if ROT control is ENABLED

if ROT control is DISABLED
The heading source message will automatically revert to normal

heading display after approx 2 seconds.

2.17 Gyro Heading Assessment.
With the Autopilot set to STANDBY and self-test completed: (i)
Set the GYRO/MAG switch to GYRO (Provided GYRO input

used)
(ii)
Manually steer the vessel and check that the digital heading
display and Course Setter Card follow ships head movement
accurately and in unison.
(iii)
The source of the Gyro heading information currently in use by

the Autopilot can be inspected at any time during normal
operation by a single press of the TEST key and resultant
display message: SYNC = 1:1 Synchro
HDT, HDG, HDM, HCC = NMEA data source
Followed by the status of the ROT control (ROT SET XX.X or
ROT OFF)
The heading source display will automatically revert to normal heading

display after approx 2 seconds.
2.18 Autopilot Engagement.
When the Autopilot is in the STANDBY mode, the Course Setter Card will
continuously follow ships head. (Sections 2.16 and 2.17 refer).
Manually steer the vessel dead ahead at normal/typical operating speed
with the operator controls set as follows: RUDDER
YAW
COUNTER
RUDDER LIMIT
HEADING REFERENCE
N3
N1
N1
25
(mid travel)
(or as otherwise considered
appropriate)
MAG or GYRO as
required/appropriate
To engage the Autopilot: Set the mode switch from STANDBY to ON.
The Autopilot should now steer the vessel dead ahead.
(The automatic TRIM function is always ON when the Autopilot is switched
from STANDBY to ON. As a result, provided the rudder is positioned to
steer the vessel dead ahead immediately prior to Autopilot engagement, any
rudder offset angle (trim) manually determined for this purpose will be
sampled and held by the Autopilot and the vessel will continue to steer dead
ahead).

2.19 Initial Course Keeping Performance (Control of Heading).
Provided the Autopilot YAW control is set to N1 (minimum Yaw) corrective
rudder will be demanded and applied by the Autopilot system for any short
term yaw angle in excess of 0.7 degree*.
PORT Yaw will result in STBD rudder application confirmed by illumination
of the GREEN chevron situated immediately above the Course Setter Card.
Conversely Starboard Yaw will initiate PORT rudder and the RED chevron.
The actual angle of corrective rudder applied to correct Yaw will be directly
proportional to the Yaw angle and to the control panel setting of the
RUDDER control.
Too much applied rudder will promote OVERSTEER (Overcorrection)
Insufficient applied rudder will promote UNDERSTEER (Undercorrection).
*
The ultimate addition of Counter rudder and Automatic Trim significantly

increases heading resolution in practice.
Understeer Characteristics
Oversteer Characteristics
Large deviations or protracted

periods off the Heading Set due to
insufficient rudder application in
response to Yaw: -
Autopilot applying too much rudder

causing vessel weave which may
increase to a tight S pattern: -
Typical stretched
S characteristic
of Understeer
Typical tight S
characteristic of
Oversteer
Action required: -
Action required: -
Increase Rudder
Control Setting.
Reduce Rudder
Control Setting.
3
4
1
RUDDER
1
RUDDER

2.20 Optimising the Rudder Control Setting.
The RUDDER control provides the operator with the means to increase or
decrease the angle of rudder applied in relation to course error and should
be adjusted to provide positive correction of Yaw without oversteer (Section
2.19 refers).
N.B Certain types of vessel steering characteristics benefit greatly
from the anticipation afforded by a competent helmsman in applying
short term exaggerated angles of rudder in order to check or counter
yaw inertia as soon as felt. The Autopilot Counter Rudder control
produces a similar effect and it may prove beneficial at this stage to
increase the COUNTER setting by an amount, which fully optimises
the initial straight-line steering performance.
Under normal operating conditions (normal cruising speed and average sea
state) the RUDDER control will ideally be set at approximately mid travel
(N3) to provide operator scope for increase or decrease in significantly
changed operating conditions.
In heavy following sea conditions or at very slow speeds it is likely that the
operator will need to increase the RUDDER control setting whereas at full
speed or when beating into sea the RUDDER control setting will need to be
decreased.
If it is found that the maximum (N5) RUDDER setting typically does not
produce enough rudder or, conversely if the minimum (N1) RUDDER
setting typically provides too much rudder, the entire band of control
available to the operator can be increased or decreased by corresponding
Loop Gain adjustment via access to the Set Up programme as specified in
Section 2.21.
2.21 Optimising the RUDDER Control Band.
A RUDDER control setting of N1 will produce 1/3rd (33%) of the angle of
rudder otherwise produced by a control setting of N5. The resultant 3:1
range available to the operator can be calibrated by access to the Set Up
programme to produce actual degree of rudder per degree of course error
ranges as follows: Minimum
0.33(N1) to 1(N5) of rudder per degree of course error
(Loop Gain)
Maximum
1(N1) to 3(N5) of rudder per degree of course error
The factory default range setting for loop gain provides 0.5 to 1.5 of rudder
per degree of course error but as a general rule, the operating band via
Loop Gain calibration should initially be set as follows: Fast planing/semi planing vessels
Deep sea fishing vessels etc
Heavy displacement ocean going vessels -
0.33 to 1 per degree

0.5 to 1.5 per degree
1.0 to 3.0 per degree

2.21 Optimising the RUDDER Control Band (Continued).
Loop Gain Calibration.
(i)
Switch the Autopilot MODE switch to STANDBY

(Vessel now under manual steering control)
(ii)
Enter the Set Up mode

(Simultaneous 5 second operation of TEST and CANCEL keys
until confirmed by SET UP display)
(iii)
Press TEST key to step through SET UP programme until

LOOP GAIN is displayed.
(iv)
Set the RUDDER control fully clockwise (N5)

(The display now reads the maximum angle in degrees of rudder
that will be applied for each degree of course error).
(v)
Use the SET key to increase the value or the ZERO key to
decrease.
(vi)
When the new maximum value required is displayed for

RUDDER setting N5 turn the rudder control fully anticlockwise
(N1) to display the new minimum value which will be 1/3rd of
that observed at maximum (N5). (This is the recalibrated band
of control available to the operator).
(vii)
Use the TEST key to step to the next Set Up parameter if

required or exit the Set Up programme by simultaneous 5
second operation of the TEST and CANCEL keys until
confirmed by normal ships heading display.
(viii)
The Autopilot can now be reengaged when required by

switching the MODE switch from STANDBY to ON.
2.22 Trim (Automatic Permanent Helm) Assessment.

Functional Description.
The Autopilot system is equipped with an Integrator, which enables the
electronic control stages to monitor the instantaneous position of the rudder
in the STANDBY mode and to control the mean position of the rudder in the
ON mode.
In the STANDBY mode, the permanent helm (TRIM) integrator memorises
and adopts any angle of rudder offset (up to 30) which exists at the instant
that the Autopilot is switched from STANDBY to ON.

2.22 Trim (Automatic Permanent Helm) Assessment (Continued).
This function is always operational when the Autopilot is switched
from STANDBY to ON and permits the Autopilot to copy the angle of
offset rudder manually applied to steer the vessel dead ahead on the
desired heading (i.e. Trim compensated) at the instant of Autopilot
engagement.
In the ON mode, the Autopilot TRIM function (unless TRIM switched off)
continuously monitors any long term differences between the Autopilot
Heading Set and the mean course actually steered. Any apparent long-term
difference is compensated for by automatic trim reassessment over a period
of time to ensure the correct mean direction of the vessel through the water.
The correction time is factory set at 300 seconds (5 minutes) for a maximum
of 30 of rudder, but is re-programmable via the Set Up mode and is
identified as APH (Automatic Permanent Helm) secs.
APH timing periods of less than 300 seconds (5 minutes) are likely to
degrade Autopilot steering performance on vessels other than highspeed craft with planing/semi planing hull forms. Timing periods
greater than 300 seconds may benefit larger ocean going displacement
vessels subject to seagoing appraisal. (Section 2.23 refers)
Trim Operating Modes.
(i) Autopilot switched from
STANDBY to ON
Trim function operational.
(ii) SET (TRIM) key operation
Overrides APH timing

period and immediately
updates rudder-offset angle.
(iii) ZERO (TRIM) key operation
Immediately cancels any

permanent helm rudder
offset angle.
(iv) Simultaneous ZERO and SET

operation for 5 seconds
-
Switches TRIM function OFF

(Confirmed by illumination of
TRIM OFF Led).

2.22 Seagoing Trim (APH) Assessment (Continued).
(i)
Note the mean & steady course manually steered in the

STANDBY mode by reference to the Autopilot ACTUAL
HEADING display immediately prior to Autopilot engagement.
(ii)
Engage the Autopilot (switch from STANDBY to ON) and note

that the mean and steady course now steered is as previously
observed.
(This confirms that any permanent helm rudder offset manually
determined to steer the vessel dead ahead has been copied by
the Autopilot).
(iii)
If the mean course steered ultimately differs from the Autopilot

Heading Set (Magnetic deviation excluded) this will be
automatically corrected over the timing period associated with
the TRIM (APH) integrator. Alternatively and provided the
vessel is settled on a stable course operation of the SET key
will override the timing period and initiate immediate TRIM
reassessment to correct the mean direction through the water.
(i.e. the mean course actually steered will be the same as the
course actually set).
N.B. When the SET key is operated, repeat operation is automatically

prevented for a period of 20 seconds to allow the new mean rudder
offset angle to initiate vessel response.
Manual Cancellation of TRIM (APH) Rudder Offset.
Press the ZERO key to initiate immediate cancellation of any existing
permanent helm rudder offset beyond which the time based reassessment
and correction process will automatically recommence.
N.B. If not required, the TRIM function can be turned off by
simultaneous 5-second operation of the SET and ZERO keys until
confirmed by illumination of the TRIM OFF LED.
Automatic Cancellation of TRIM (APH) Rudder Offset.
A permanent Helm Offset angle, which is correct on an existing heading,
may prove to be totally incorrect on a new heading particularly when large
course changes are ordered.
This might result in the wrong mean direction through the water when
initially setting on the new heading but would ultimately be automatically
corrected by the time based automatic TRIM correction process or by
manual operation of the SET key.

2.22 Automatic Cancellation of TRIM (APH) Rudder Offset (Continued).
However, the Autopilot is equipped to automatically trip or cancel any
existing TRIM (APH) rudder offset for any course change ordered in excess
of 60 (i.e. 60 to Port or Stbd of the current course). This automatic trip
point is reprogrammable via the Set Up mode and can be lowered in onedegree steps from 60 to 10.
N.B. Lowering of the trip level should normally be avoided unless it is
determined that the operational performance of the vessel will benefit
accordingly.
Automatic APH Trip level calibration.
(i)
Switch the Autopilot MODE switch to STANDBY.

(Vessel now under manual steering control).
(ii)
Enter the Set Up mode

(Simultaneous 5-second operation of TEST and CANCEL keys
until confirmed by Set Up display)
(iii)
Press TEST key to step through Set Up programme until APH

TRIP xx is displayed
(Where xx is the current two-digit trip level in degrees).
(iv)
Use the Set key to increase or the ZERO key to lower the APH
trip level).
(v)
When the new value required is displayed use the TEST key to
step to the next Set Up parameter if required or exit the Set Up
programme by simultaneous 5 second operation of the TEST
and CANCEL keys until confirmed by normal ships heading
display.
(vi)


2.23 The Counter Rudder Control Setting.
The Autopilot Counter rudder function continuously monitors the rate of
change of heading (Rate of Turn) of the vessel and is principally responsible
for the application of Counter or Opposite rudder as
follows: Counter
Counters or checks any sudden departure from the

steady course steered by applying exaggerated short-term
angles of rudder measured against the rate of turn away
from the specified heading.
Opposite -
Monitors the closing rate towards a new course to

prevent overshoot by removing rudder early and applying
opposite rudder to meet and stabilise the vessel on the
new heading specified.
Optimising the Counter Rudder Setting.

The Counter Rudder effect may be increased or decreased by adjustment of
the Counter control from N1 (Zero effect) to N5 (maximum effect).
(i)
With the Autopilot engaged (ON) and the vessel underway

on a stable heading, set the RUDDER LIMIT control to the
highest level that will permit a rudder induced turn within the
safe turning capability of the vessel.
NB If the ROT Control is ENABLED it will be necessary to ensure that

this is set to the highest value permitted within the safe turning
capability of the vessel (see section 2.25 to adjust the ROT value).
(ii)
Use the Autopilot Course Setter to order a course change of 30

Port or Stbd of the current heading.
(iii)
Observe the response of the vessel noting whether overshoot

occurs or whether the vessel is prematurely arrested in its turn
to the new heading.
(iv)
Repeat the 30 course change in the opposite direction to gain

an average evaluation.
Vessel Consistently Overshoots
Increase the Counter setting

(Clockwise)
Vessel Prematurely Arrested
Decrease the Counter setting

(Anticlockwise)
The optimum Counter setting has been achieved when the vessel turns
efficiently to the new heading and stabilises without overshoot.
N.B. If overshoot persists despite a maximum (N5) Counter setting it
is likely that the APH TRIP Level or the APH Timing Period require
adjustment via access to the Set Up mode after further evaluation as
follows: -

2.23 The Counter Rudder Control Setting (Continued).
(i)
Prepare to operate the ZERO (TRIM) key immediately prior to

ordering another 30 course change.
(ii)
With the vessel stable on heading, press the ZERO key and
immediately order a 30 course change via the Autopilot Course
Setter.
If there is now no overshoot: The APH TRIP Level requires to be lowered to 20.
(See Automatic APH TRIP Level Calibration in Section 2.22)
If overshoot persists: The APH Timing Period requires to be increased by 50% as follows: TRIM (APH) Timing Period Calibration.
(i)

(Vessel now under manual steering control)
(ii)
Enter the Set Up mode.

until confirmed by SET UP display).
(iii)
Repeatedly press TEST key to step through SET UP

programme until APH secs xxx is displayed.
(Where xxx is the current APH timing period in seconds).
(iv)
Use the SET key to increase or the ZERO key to decrease the
APH timing period as required.
(APH timing periods of less than 300 seconds (5 minutes) are likely to
degrade Autopilot steering performance on vessels other than high-speed
craft with planing/semi planing hull forms. Timing periods greater that 300
seconds may benefit slower turning displacement vessels subject to
seagoing appraisal).
(v)
When the new required value is displayed, use the TEST key to
step to the next parameter if required or exit the Set Up mode by
simultaneous 5 second operation of the TEST and CANCEL
keys until confirmed by normal ships heading display.
(vi)


2.24 Optimising the YAW Control Setting.
The YAW control setting defines the Autopilot sensitivity to short term yaw
or course error and determines how much short term error will be tolerated
before corrective rudder is ordered.
A minimum YAW setting (N1) prescribes maximum Autopilot sensitivity
(0.7) increasing linearly to a maximum setting (N5) for minimum
sensitivity (10) (i.e. minimum yaw = maximum sensitivity and vice versa).
N.B.
The minimum yaw setting limit of 0.7 referred to above does not
restrict the Autopilot in its ability to maintain heading control more
accurately than 0.7. In practice, the cumulative effects of Counter
Rudder and Automatic Trim (APH) combine to produce an overall
resolution of 0.2.
This combined effect is particular important in heavy sea conditions
when the YAW control setting can be increased to prevent unnecessarily
frequent rudder movements in response to sea state induced yaw. In
such conditions and despite the wider deadband (increased tolerance to
natural yaw) the Autopilot will continue to monitor and control the mean
course accuracy as a function of the Automatic trim (APH Integrator)
with a higher long term resolution than the Yaw control setting would
suggest.
As a general rule, the Yaw control should be set at the lowest
number that provides the required course keeping sensitivity and
straight wake performance but avoids unnecessary rudder
movements in response to natural Yaw.
2.25 Setting the Rudder Limit Control.

The Rudder Limit Control defines the maximum angle of rudder that the
Autopilot is able to apply with the exception of Counter Rudder, which
overrides the Rudder Limit setting.
N.B. This results in a safe operating mode wherein rudder angle is limited for
any angle of course change ordered to a new heading and for any angle
of rudder ordered by the Automatic Trim process (APH). However, high
rates of departure from the course steered will continue to attract large
angles of check rudder that might be necessary to quickly arrest the
vessel in a potential broach condition etc.
The Rudder Limit control can be set from 5 to 45 in 5 increments or
switched OFF confirmed by illumination of a red Rudder Limit OFF LED
positioned adjacent to the control.
A second Rudder Limit LED is also located adjacent to the control and
illuminates when the limit of prescribed angle is reached (see also section
2.25A).

2.25 Setting the Rudder Limit Control (Continued).
As a general rule, the Rudder Limit control should be set to limit the
angle of rudder applied such that any angle of course change ordered
can be safely executed within the turning capability of the vessel and
its operational considerations (warp tensions if towing etc.)
The Autopilot is equipped with a programmable Rate of Turn (ROT) facility
which is accessible via the Set Up mode and has a factory default setting of
5 degrees per second (5/sec)
The ROT value can be inspected during normal Autopilot operation and can
be changed (via entry to the Set Up mode) to any desired value from
0.2/sec to 10/sec (0.1/sec steps) or can be switched off.
When the desired ROT value is programmed, the Autopilot will continuously
monitor and control the actual rate of turn of the vessel to accord with the
ROT value set even when large course changes are ordered. The Rudder
limit control must be set to a high enough value to allow enough rudder to
be applied to achieve the desired ROT.
To inspect the value of ROT: The setting of ROT currently programmed can be inspected at any time
during normal operation by use of the TEST key and resultant ACTUAL
HEADING display message as follows: (i)
Press the TEST key to display heading source in the ACTUAL

HEADING display window (for approximately 2 seconds) after
which the current ROT limit status will also be displayed in the
format rot SEt XX.X. (rot OFF will be displayed if ROT control is
not enabled).
To alter the value of ROT: (i)
Switch the Autopilot MODE switch to STANDBY (vessel now

under manual steering control).
(ii)
Enter the Set Up mode (Simultaneous 5 second operation of

TEST and CANCEL keys until confirmed by SET UP display.
(iii)
Press the TEST key to step through SET UP programme until

ROT ON or ROT OFF is displayed.
(iv)
Press the ZERO or SET key to select ROT ON or OFF as

required (if automatic ROT control is required select ROT ON).
(v)
Press the TEST key to display the value of ROT SET. Use the
ZERO (decrease) or SET (increase) key until the desired ROT is
displayed.

2.25A Programmable Automatic Rate of Turn Control (Continued).
(vi)
Press the TEST ALARMS key to save the value and step to the
next Set Up parameter.
(vii)
Exit the Set Up mode (simultaneous 5 second operation of TEST

and CANCEL keys).
Indication of ROT control activation: Initial indication of ROT control activation is by illumination of the RUDDER
LIMIT LED accompanied by an audible bleep. The ROT limit status will also
be displayed simultaneously in the ACTUAL HEADING window in the format
rot XX.X where XX.X is the set limit.
To alter the ROT calibration value: It is essential that the ROT calibration value accurately reflects the vessels
characteristics in order that the specified ROT can be achieved as quickly
and efficiently as possible whilst minimising overshoot and rudder
movement.
A particular value of ROT CAL will only be optimum for the vessel for a
limited range of speeds and laden states. The ROT CAL value is affected by
the RUDDER control setting and this will therefore help to compensate for
changes in the characteristics of the vessel.
The value of ROT CAL can be adjusted manually or can be calculated
automatically during sea trials. To optimise the value of ROT CAL
automatically at normal steaming speed proceed as follows: Automatic ROT calibration: (i)
Set the Autopilot MODE switch to STANDBY. With the vessel at

normal steaming/cruising speed and when safe to do so manually
steer the vessel in a circle at a high ROT well within the safe
turning capabilities of the vessel.
(ii)
When the Rate Of Turn has become constant, enter the

Autopilot setup mode via simultaneous 5 second operation of
TEST and CANCEL keys until confirmed by SET UP display.
(iii)
Press the TEST key to step through SET UP programme until

ROT CAL XX.X is displayed.
(iv)
Simultaneously press the ZERO and SET key to select automatic

calibration of ROT CAL value.
(v)

and CANCEL keys).

To adjust the ROT CAL value manually proceed as follows: Manual ROT calibration: (i)
Enter the Autopilot setup mode (Simultaneous 5 second operation

of TEST and CANCEL keys until confirmed by SET UP display).
(ii)
Press the TEST key until the display shows ROT CAL XX.X.
(iii)
Use the SET key to increase or the ZERO key to decrease the
ROT CAL value as required.
(iv)

and CANCEL keys).
Altering ROT SET and ROT CAL during normal Autopilot operation: Provision has been made to allow the value of ROT SET and ROT CAL to
be altered quickly and easily whilst the Autopilot is engaged. Proceed as
follows: (i)
Ensure the Autopilot MODE switch is set to ON.
(ii)
Press the TEST and CANCEL ALARMS keys for 2 seconds. A

bleep will be heard and heading display will show ROT SET
XX.X.
NB If automatic ROT control is not enabled the display will briefly
show ROT OFF and then revert to normal heading display.
Refer to section 3.5A of the Installation and Technical Manual to
enable ROT control.
(iii)
Use the ZERO and SET keys to alter ROT SET until the required
value is shown.
NB If the vessel is already making a ROT controlled turn then the
Autopilot will ramp the vessels ROT up or down to achieve the
new ROT SET value.
(iv)
Press TEST ALARM to step to the ROT CAL value or press TEST
and CANCEL ALARMS for 2 seconds to exit this special setup
mode.
(v)
If ROT CAL is to be adjusted use the ZERO and SET keys to alter
the value until the required value is shown. Press TEST and
CANCEL ALARMS for 2 seconds to exit this special setup mode.

2.26 Optimising the Off Heading (Off Course) Alarm.
The OFF HEADING ALARM (OHM) continuously monitors and compares
the difference between the heading set and the actual heading steered and
generates an audible and visual alarm if the specified limit is exceeded.
Alarm Trip Level.
The specified limit (Alarm trip level) is operator selectable at 1.5, 3, 5,
10, 15, 20, 25 and 30.
Alarm Cancellation.
The audible alarm can be cancelled by operation of the CANCEL (ALARMS)
key but will sound again after a programmable mute period (10-60 seconds)
if the heading error condition is still present.
If required, the audible alarm can also be permanently muted by 5-second
operation of the CANCEL key but this will also mute all other audible alarm
functions.
Standard and Independent Operating Modes
Two modes of OHA are available: Standard -
If only one heading input is connected to the Autopilot

System (Mag or Gyro) the OHA must be programmed for
STANDARD operation via the Set Up mode since the
heading set and heading steered will share the same
heading input information.
Independent -
Provided two (or more) heading inputs are connected to

the Autopilot (Mag and Gyro) the OHA can be programmed
(Set Up mode) for independent operation. (In the
Independent mode the Autopilot system will automatically
ensure that the heading set and heading steered
references are independent such that a heading input fault
affecting the Autopilot course would not affect the ability of
the OHA to detect and signal an Off Heading condition).

2.26 Optimising the Off Heading (Off Course) Alarm (Continued).
To Select Standard or Independent OHA Operation.
(i)

(ii)

(iii)
Repeatedly press TEST key to step through Set Up programme

until OHA Type Ind/Stnd is displayed.
(iv)
Use the SET or ZERO keys to select Stnd (STANDARD) or Ind

(INDEPENDENT) as required.
(v)
When the correct operating mode is displayed, use the CANCEL

keys to step back to OHA Secs if the Alarm mute period is to be
altered
OR
Exit the Set Up mode by simultaneous 5 second operation of the
TEST and CANCEL keys until confirmed by normal ships head
display.
To Alter the OHA Alarm Mute Period.
(i)
Enter the Set Up mode (if appropriate) as (i) and (ii) above.
(ii)
Repeatedly press the TEST key (If appropriate) to display

OHA Secs xx (where xx is the mute period in seconds).
(iii)
Use the SET or ZERO keys to increase or decrease the alarm

mute period as required.
(iv)
When the required value is displayed, use the TEST key to step
to the next parameter if required or exit the Set Up mode by
simultaneous 5 second operation of the TEST and CANCEL keys
until confirmed by normal ships heading display.
2.27 Deviation Correction.

A Navitron Heading Sensor Coil (type HSC1 or HSC2) attached above or
below a magnetic compass to transmit heading information to the Autopilot
system will be subject to any deviation errors associated with the compass.
Provided such errors are not totally abnormal they can be electronically
corrected by the Autopilot system via access to the Set Up mode.

2.27 Deviation Correction (Continued).
Two deviation correction procedures are available in the Set Up mode as
follows: Automatic Deviation Correction.
This is only available when heading information is connected to the Gyro
input of the Autopilot (1:1 Synchro or NMEA type) in addition to the Sensor
Coil information connected to the Mag input. (i.e. when swinging the vessel,
the Sensor Coil information can automatically be compared with the 1:1
Gyro or NMEA input and electronically corrected accordingly).
Manual Deviation Correction.
This is the only facility for electronic deviation correction if the Sensor Coil is
the solitary heading input to the Autopilot.
Deviation Correction Procedure.
(i)
Switch the Autopilot MODE switch to STANDBY

(ii)

(iii)
Repeatedly press TEST key to step through SET UP

programme until AUTO DEV ON/OFF is displayed.
(iv)
Use the SET or ZERO key to switch Auto Deviation ON or OFF

as appropriate (Auto deviation OFF = Manual Correction)
(v)
Refer to Automatic or Manual Procedure following: -
Auto Deviation Procedure.

If Auto deviation has been selected (AUTO DEV ON) the display will now
read REF xxx.x (where xxx.x is the magnetic heading in degrees)
(i)
Use the SET or ZERO keys to alter the reference heading

(REF xxx.x) until the heading display is correct with actual
steady ships magnetic heading.
Press the TEST key when correct following which the display will read
TURN STBD.
(ii)
Manually set the vessel in a slow and steady rate of turn to Stbd
(5 degrees per second or less) through 360and continue the
turn until the display reads END.

2.27 Deviation Correction (Continued).
(iii)
Use the TEST key to save the deviation table and exit the Set
Up mode by simultaneous 5 second operation of the TEST and
CANCEL keys until confirmed by normal ships heading display.
Manual Deviation Procedure.

If Manual deviation has been selected (AUTO DEV OFF) the display will
now read 360 alternating with 01 (36001).
(i)
Manually steer the vessel on 360 (000) and press the ZERO
or SET key when steady on 360.
(ii)
Display will now read 030 alternating with 02 (03002).

Manually alter course to 030 and press the ZERO or SET key
when steady on 30.
(iii)
Repeat the foregoing on the next heading shown (060)

pressing ZERO or SET when steady and continue in 30 steps
(090, 120, 150, 180, 210, etc) through 360 until the display
reads END.
(iv)
Use the TEST key to save the deviation table and exit the Set
Up mode by simultaneous 5 second operation of the TEST and
CANCEL keys until confirmed by normal ships heading display.

2.28 The Autopilot Course Selector (Heading Setter).
The Autopilot is equipped with a rotary Course Selector which is clearly
marked in 1 increments and is used to specify the required heading when
the Autopilot MODE switch is in the ON position.
In the STANDBY position, the Course Selector card functions as a card
repeater by following any movement of Ships head. This feature in
addition to offering a convenient heading repeater facility to the helmsman
when steering manually provides an important safety consideration by
ensuring that the Course Selector is always in the correct position to steer
the vessel on the current heading, when the MODE switch is set from
STANDBY to ON.
Initial Heading (Course) Selection.
(i)
Provided the Autopilot MODE switch is set to STANDBY, the

Course Selector will track ships head.
(ii)
Manually steer the vessel on the required heading.
(iii)
Set the Autopilot MODE switch from STANDBY to ON to engage

the Autopilot and steer the current heading.
N.B. If the vessel is turning at the instant of Autopilot engagement the

wrong heading will initially result particularly if a significant angle of
rudder is responsible for the turn. The Automatic Trim process will
automatically correct this over a period of minutes unless the Trim
SET key is employed (Section 2.22 refers).
Subsequent Heading (Course) Alteration.
To prevent inadvertent operation, the Course Selector (Heading Setter)
knob is a spring-loaded mechanism, which rotates freely unless depressed
to engage.
Depressing and turning the Course Selector (Heading Setter) knob
CLOCKWISE will order a vessel course change to STARBOARD.
Conversely, depression and rotation of the Course Setter
ANTICLOCKWISE will order a vessel course change to PORT.
knob
The amount (angle) of course change will be accurately specified by the

new position of the Course Selector Card.
N.B. Any angle of course change specified up to 359 will result in the
vessel turning to the new heading in the direction specified by the
direction in which the Course Selector knob has been rotated.

2.29 The Track (RadioNav Interface) Function.
Functional Description.
The Track function involves an integral Radio Navigator Interface (RNI),
which enables the Autopilot to be interfaced to a range of proprietary Decca,
Loran or GPS receivers provided the latter are equipped to transmit Cross
Track Error (CTE) in NMEA 0180 or 0183 serial data format.
When the appropriate coordinates have been entered into the proprietary
receiver and a track (rhumbline) to desired waypoint established, any
departure data (right or left of rhumbline) is received on the NMEA CTE
input terminals of the Autopilot via the GPS receiver or Track Plotter.
The CTE data received is processed within the Autopilot and applied (after
computation) as a heading offset resulting in automatic correction of CTE to
maintain the vessel on the specified track.
This process enables the Autopilot to correct errors in direction over
the ground in addition to errors in direction through the water.
Heading
Set
Heading Set and

required track
Uncorrected direction
over the ground due
to uncorrected drift
Corrected direction over

the ground by
measurement and
correction of
Cross Track Error (CTE)
Set
Set
CTE

2.29 The Track (RadioNav Interface) Function (Continued).
The Track computer within the Autopilot continuously inspects the direction
(Left or Right of required Track) and the distance (0.01 to 9.99 nautical
miles from required Track) based on the CTE data received and
automatically orders heading corrections in a series of 3 steps.
N.B. The frequency of automatic heading correction (course change)
is dependent on the Track operating level selected (LO or HI) and each
level is programmable (Autopilot Set Up mode) to provide optimum
correction intervals as follows: Track Operating Mode
Set Up Programme N
Correction Interval (Secs)
LO
01 02 03
180 150 120
04
90
05
60
06
50
07
40
HI
08
30
09
20
10
15
As a general rule, the more frequent the correction (HI mode) the higher the
TRACK steering resolution. However, too frequent a correction in the case
of long distance open sea navigation or applied to very slow vessels will
produce an unnecessarily large number of heading adjustments.
Conversely, a high speed craft covering significant distances in short
periods of time will benefit from a shorter correction interval.
The factory default settings are 08 (HI) and 05 (LO) but can be
reprogrammed by reference to Optimising the Track Function
Parameters.
Provided the Track function is switched ON (LO or HI) the Autopilot will
respond to correct any CTE by initially ordering a 3 heading offset (Course
change) towards the desired track.
Unless subsequent CTE data received confirms that the vessel is closing to
the track, further 3 heading changes will then be automatically ordered until
the vessel is parallel. Once determined as parallel to track, a further 5 or
10 heading change will be ordered to close to the track.
N.B. This is referred to as the Closing Angle (CA) and can be programmed
for 5 or 10 via the Autopilot Set Up mode.
When the vessel has obtained the specified track, further heading
corrections will be automatically reduced to as little as 0.3 to maintain the
vessel smoothly on track.

Track Mode Status Information.
When the TRACK function is operational (LO or HI) the Autopilot ACTUAL
HEADING display is interrupted at 15 second intervals to display current
CTE and current angle of automatic heading offset applied by the Autopilot
to restore or maintain the vessel on track.
Track data appearing (every 15 secs) is confirmed by illumination of the
TRACK DATA LED adjacent to the display window.
i.e.
CTE
means
0.02r
Cross Track Error

0.02nm right of track
Followed by
and
HC
09.0L
Heading Correction of
9 to Port (Left)
Track Mode Alarms.

In the event of NMEA data failure (CTE data) when the TRACK function is
engaged, visual and audible alarms are automatically initiated. The ACTUAL
HEADING window will display the message 0180 or 0183 DATA FAIL and
the failure message and accompanying audible alarm will only be cancelled
by switching the TRACK function OFF as confirmed by the TRACK OFF
LED.
For safety reasons, automatic heading corrections to restore the vessel to
track are limited to 3 steps in addition to which, the maximum cumulative
angle of change (over several correction intervals as tabulated) is limited to
30. If the 30 maximum offset is attained, the audible alarm will bleep in
time with a flashing TRACK RESET LED and the ACTUAL HEADING
window will display the message HC30 (Heading Correction 30)
Since a cumulative 30 heading offset is significant, watchkeeping
intervention is now invited to assess current navigating conditions (original
heading specified, vessel speed and drift etc).
If automatic correction (Track function) is to be continued, operation of the
TRACK ON/OFF key will cancel the RESET alarm and a new series of
correction intervals will commence (Periodic 3 step changes to a
cumulative maximum of 30).
N.B. Operation of the ON/OFF (TRACK) key to RESET or switch OFF
the track function will automatically result in immediate realignment of
the Course Selector (Heading Setter) card with current vessel heading.
This ensures that the vessel will continue to steer the current heading
despite the sudden removal of any automatic heading offset caused by
TRACK function RESET or disengagement.

Engaging the Track Function.
The TRACK function is only available when the Autopilot is engaged (MODE
switch set to ON or REMOTE position).
Independent ON/OFF (TRACK) key operation is always required to engage
the track mode which is never automatically initiated by the Autopilot MODE
switch.
Disengagement of the Autopilot (MODE switch to STANDBY or OFF) will
automatically switch off the TRACK function and any subsequent reengagement of the Autopilot will require independent ON/OFF (TRACK) key
operation to reinstate the Track mode.
The operational status of the TRACK function is clearly defined at all times
by the illumination state of 4 LEDs adjacent to the ON/OFF (TRACK) key
which responds to single press operation as follows: -
Track
ON/OFF
key
LED
Illuminated
OFF
Press 1
LO
Press 2
HI
Press 3
OFF
Track mode
Operational
Status
Track function
disengaged
Track LO mode
active
Track HI mode
active
Track function
disengaged
Reset - Operation of the ON/OFF key to cancel a flashing RESET LED will
restore the TRACK mode status to the LO or HI condition which
existed immediately prior to the RESET request.

Operational Assessment of the Track Function.
The vessel should be underway steering on Autopilot with adequate sea
space to accommodate heading changes associated with a safe and
realistic track. Accordingly, the appropriate track data must be available to
the Autopilot from the GPS or Track Plotter system.
(i)
Operate the ON/OFF (TRACK) key to initiate the LO mode

confirmed by illumination of the LO LED.
N.B. If an audible alarm immediately (or at any time during Track mode
operation) sounds accompanied by a display message of 0180/0183
DATA FAIL, no CTE data (or invalid data) is being received by the
Autopilot from the GPS/Track Plotter.
(ii)
In the event of DATA FAIL alarm, use the ON/OFF (TRACK) key
to disengage the track mode confirmed by illumination of the
TRACK OFF LED.
(iii)
Provided valid track data is available to the Autopilot, CTE data

and resultant track correction measures will be displayed at 15
second intervals in the ACTUAL HEADING window coincidental
with illumination of the TRACK DATA LED.
(iv)
An initial heading change of 3 may be observed followed by

further 3 changes (if appropriate) and a 5 or 10 change to
finally close the vessel to the specified track until the track is
attained and held.
(v)
If the correction process is too slow or too fast: -
Too Fast - Increase the correction interval via the Autopilot Set Up mode
(Refer to Optimising the Track Function Parameters Table A).
Too Slow Operate the ON/OFF (TRACK) key to select the HI mode.
(Optimise the HI mode correction interval if necessary as
above).
(vi)
In the event of maximum cumulative heading correction (30)

occurring during the correction process, the RESET alarm will
automatically be initiated: Operate the ON/OFF (TRACK) key to cancel the alarm and
automatically recommence the correction process confirmed by
illumination of the LO or HI LED as applicable.

Sea Trial Simulation of Drift Correction.
Any track specified from the vessels current position to a realistically distant
waypoint, combined with an Autopilot heading intentionally set to steer the
vessel 10-15 Port or Stbd of the correct heading to the target waypoint, will
be interpreted by the TRACK function as drift induced.
As a result, the Autopilot heading steered will be progressively updated for
automatic correction to the specified track en route to the target waypoint.
In controlled trial conditions as described, the correction characteristics and
attendant HI/LO correction intervals are more easily assessed and
optimised.
Distant
Waypoint
Distant
Waypoint
Specified
Track
Specified
Track
Closing Angle
(5 or 10)
10-15
Parallel to
Track
Uncorrected
result due to
Intentional
10-15 error
(Heading to WP
versus Autopilot
heading Set)
CTE due to
incorrect
Hdg Set
CTE
corrected
result despite
intentional
error.
Current
Position
Current
Position

Optimising the TRACK Function Parameters.
Three parameters can be programmed in the Autopilot Set Up mode: 1. NMEA data type 0180 or 0183 (will be 0183 in virtually all cases).
2. LO/HI Correction Interval 01 to 05 (LO mode) 06-10 (HI mode): Track Operating Mode
Set Up Programme N
Correction Interval (Secs)
LO
01 02 03
180 150 120
04
90
05
60
06
50
07
40
HI
08
30
09
20
10
15
Table A.
3. Closing Angle 5 or 10 change from parallel to track closure.
To inspect and/or optimise current Track parameters: (i)

(ii)

(iii)
Press the TEST key to display HI.xx.

(Where xx is the number corresponding to the correction interval
in Table A).
(iv)
Use the SET or ZERO keys to alter the number as required.
(v)
When the required number is displayed, use the TEST key to

display LO.xx.
(Where xx is the number corresponding to the correction interval
in Table A).
(vi)
Use the SET or ZERO keys to display the number required

followed by TEST key operation to display 0180 or 0183.
(vii)
Use the SET or ZERO keys to select 0180 or 0183 as required

followed by TEST key operation to display CA xx.
(Where xx is the 5 or 10 Closing Angle)
(viii)
Use the SET or ZERO keys to select 5 or 10 as required.
(ix)
Exit the Set Up mode by simultaneous 5 second operation of the

TEST and CANCEL keys until confirmed by normal ships
head display.
(x)
The Autopilot can now be re-engaged (MODE switch from

STANDBY to On) followed (if required) by Track mode
re-engagement (TRACK ON/OFF key operation) confirmed by
LO or HI LED illumination as selected.

2.30 Alarm Test Key and Cancel Key Functions.
The TEST and CANCEL keys provide various single and joint functions as
follows: TEST (Single Operation)
In normal Autopilot steering mode,

interrupts heading display to show current
heading reference (compass, gyro, NMEA
etc) followed by ROT control status.
TEST (5 second Operation)
Initiates sequential test of all audible

alarms and alarm LEDs.
CANCEL (Single Operation)
Silences (mutes) any current alarm for a

predetermined period (programmable in
Set Up mode) from 10 to 60 seconds.
(Off Heading Alarm see section 2.26)
(All other Alarms section 3.27 in
Installation and Technical Manual).
CANCEL (5 second Operation) Permanently mutes all audible alarms

confirmed by illumination of
LED.
N.B. 5 second operation to mute the
POWER FAIL alarm consistent with
Autopilot
internal
battery
failure
automatically initiates boost charge for
predetermined factory set period.
TEST + CANCEL (5 second
Simultaneous Operation)
Enters the Autopilot Set Up mode

confirmed by Set Up message in the
ACTUAL HEADING window.
TEST (Single Operation in

Set Up mode)
Steps forward through the Set Up

parameters.
CANCEL (Single Operation

In Set Up mode)
Steps backwards through the Set Up

parameters.
TEST + CANCEL (5 second

Operation in Set Up mode)
Exits Set Up mode confirmed by normal

ships head display in ACTUAL HEADING
window.

2.31 NT920NFU (Navitron Non Follow Up Power Steer & Dodge Control).
The NT920NFU is a dual function device, which enables temporary
(DODGE) and permanent (POWER STEER) heading changes to be
ordered at locations remote from the Autopilot Control Unit.
N.B. Type Approved Autopilot systems equipped with facilities of this kind
are required to exercise unconditional main station control of all such
remote inputs.
Accordingly, the NT920NFU is only enabled when the Autopilot Control Unit
MODE switch is set to REMOTE and regardless of the NT920NFU mode
selected (DODGE or POWER STEER) movement of the Autopilot Control
Unit MODE switch from the REMOTE position will immediately disable the
remote station(s).
The Dodge Function
Provided the Autopilot mode switch is set to REMOTE, the NT920NFU will
respond to DODGE switch selection confirmed by illumination of the
DODGE READY LED on the NT920NFU control panel.
The Autopilot will continue to steer the vessel normally in the DODGE
READY state unless the NT920NFU Jog lever is moved from the sprung to
centre position.
Movement of the Jog lever to the Left (Port) or Right (Stbd) will produce
corresponding rudder movement to a preset maximum angle (installation
adjustable within the NT920NFU) which will override Autopilot heading
control of the vessel.
The resultant change in vessel heading will continue (due to the fixed angle
of rudder applied) until the Jog lever is returned to the central position at
which time the Autopilot will immediately resume control and return the
vessel to the original heading.
The Power Steer Function
Provided the Autopilot Mode switch is set to REMOTE, the NT920NFU will
respond to NFU switch selection confirmed by illumination of the POWER
STEER LED on the NT920NFU control Panel.
In the POWER STEER state the Autopilot will immediately assume a
standby condition such that the Autopilot Course Setter Card will track any
movement of ships head resulting from Power Steer instruction received
from the NT920NFU (i.e. the Autopilot is effectively disengaged in favour of
Non Follow Up Power Steer Control).
N.B. Confirmation of the Autopilot remote standby condition is signalled by
illumination of the REMOTE LED on the Autopilot Control Unit and is
accompanied by an audible bleep at regular 10 second intervals.

2.31 NT920NFU (Navitron Non Follow Up Power Steer
& Dodge Control) Continued.
Subsequent movement of the NT920NFU Jog lever to the Right (Stbd) or
Left (Port) will produce corresponding rudder movement to hard over rudder
if the Jog lever is held right or left of the central position for a prolonged
period. Shorter-term operation and release of the Jog lever will produce
smaller angles of applied rudder. In all cases, the angle of rudder attained at
the point of Jog lever release to centre will be adopted and held pending
further Jog lever operation.
When the vessel is power steered to a new heading, the Autopilot Course
Setter Card will track ships head. When the required heading is attained
and the NT920NFU switch is set to DODGE or OFF, the Autopilot will
immediately resume control and maintain the vessel on the new (current)
heading.

Section 3: Display Messages, Alarms and Status Indicators (LEDs).
3.1
Displays at Power Up (Self Test).
3.2
Failure Messages at Power Up (Self Test Failure).
3.3
Operational Display Messages.
3.4
Alarm Display Messages.
3.5
Alarm LEDs.
3.6
Operational Status LEDs.

Section 3: Display Messages, Alarms and Status Indicators (LEDs).
The Autopilot system is comprehensively equipped with alarm mechanisms
that continuously monitor the operational integrity of a wide range of
functions from heading input data to steering gear response.
These are brought to the attention of the watch by audible and visual means
as follows: 3.1
3.2
3.3
Display at Power Up.

(i)
8.8..8.8
Actual LCD display segment test.
(ii)
SELF tESt
Autopilot Self Test and Course Setter Card

Alignment.
(iii)
x.x
Software version number.
Possible Failure Messages at Power Up.

(i)
----
Autopilot attempting to read programmed

Set Up data.
(ii)
dEF dAtA
Failure to load Set Up data. Factory default

settings loaded instead (Section 3.33 of
Installation and Technical Manual).
(iii)
CS FAIL
Course Setter mechanism failure indicated

(No movement or Course Setter Card
detected).
(iv)
ALgn FAIL -
Failure to align Course Setter Card

(electronic alignment process suspect).
Operational Display Messages.

(i)
CtE x..xx L/r

HC xx.x L/r
Cross Track Error

Automatic Heading
Correction
(ii)
HSC1 or HSC2
Mag Sensor Coil signal
(iii)
Hdnn
HDM (NMEA) sentence
(iv)
HCC
HCC (NMEA) sentence
(v)
Hdt
HDT (NMEA) sentence
(vi)
Hdg
HDG (NMEA) sentence
(vii)
Sync
1:1 Gyro signal
(viii)
ROT XX.X or OFF ROT control status initiated by test key

operation.
(ix)
SEt UP
Every 15 seconds
in TRACK mode.
Heading source
confirmation followed
by rate of turn limit
programmed in Set
Up parameters
initiated by TEST
key operation.
Autopilot Set Up mode entry confirmation.

3.4
Alarm Display Messages.

(Accompanied by audible alarms when the Autopilot is engaged).
(i)
CPS HI FAIL
Signal level from Mag Compass too high.
(ii)
CPS LO FAIL
Signal level from Mag Compass too low.
(iii)
CPS PHS FAIL
Compass cable connections or HSC suspect.
(iv)
Gyro HI FAIL
Signal level from Gyro too high.
(v)
Gyro LO FAIL
Signal level from Gyro too low.
(vi)
Gyro PHS FAIL
Gyro cable connections or Synchro suspect.
(vii)
0183/0 dAtA FAIL No valid CTE

GPS/TrackPlotter.
(viii)
OHA Hdg FAIL
Heading signal failure to Off Heading Alarm.
(ix)
HC:30
Maximum (30) heading correction in TRACK

mode.
(x)
no dAtA
No 0183 heading data and 0183 set as

priority heading data.
(xi)
rru FAIL
Rudder Reference Unit failure indicated.
(xii)
HSC FAIL
An unreasonable rate of change of heading

has been detected from the HSC (heading
sensor coil). The HSC sensor has been
inhibited and will not be re-enabled until the
Autopilot MODE switch is set to STANDBY.
Check the connections and cable to the HSC
(Terminals 3 to 8).
(xiii)
SYNC FAIL

has been detected from the gyro. The gyro
sensor has been inhibited and will not be reenabled until the Autopilot MODE switch is
set to STANDBY. Check the connections and
cable to the 1:1 synchro (Terminals 27 to 31).
(xiv)
HDT FAIL

has been detected in the HDT (NMEA 0183)
heading data. The HDT sentence has been
Check proprietary heading source.
data
received
from
3.5
(xv)
HDG FAIL

has been detected in the HDG (NMEA 0183)
heading data. The HDG sentence has been
(xvi)
HCC FAIL

has been detected in the HCC (NMEA 0183)
heading data. The HCC sentence has been
(xvii) HDnn FAIL

has been detected in the HDM (NMEA 0183)
heading data. The HDM sentence has been
(xviii) 3.5 rEF FAIL
The 3.5v reference voltage is outside the

tolerance band. Check HSC and 1:1 synchro
connections.
(xix)
The internal 2.5v reference voltage is out of

tolerance. Seek service advice.
2.5 rEF FAIL
Alarm LEDs.
(Accompanied by audible alarms unless alarms muted).
(i)
O POWER FAIL
Internal battery (discharged) or external
(Continuous alarm) (ships) power supply failure.
(ii)
O POWER FAIL
(Pulsed Alarm)
(iii)
O STEERING FAIL Steering gear not responding to Autopilot

demands.
(iv)
O RUDDER LIMIT Maximum specified angle of rudder or rate of

turn attained.
(v)
O RESET
(Pulsed alarm)
Internal battery open circuit
Maximum (30) heading correction in

TRACK mode.

3.6
Operational Status LEDs.

(i)
O MANUAL
Autopilot in STANDBY mode (manual

steering required).
(ii)
O AUTO
Autopilot engaged (ON).
(iii)
O REMOTE
Remote Station demand forcing Autopilot to

track vessel. (Manual Steering or Remote
Power steer in progress).
(iv)
O MAG
Current ACTUAL HEADING displayed is

MAG heading.
(v)
O TRUE
Current ACTUAL HEADING displayed is

True heading.
(vi)
O TRACK DATA
Current ACTUAL HEADING display

showing Track data.
(vii)
O RUDDER LIMIT Rudder Limit control is switched off (no limit).

OFF
(viii)
O TRIM OFF
Automatic Trim function is switched OFF.
(ix)
O OFF HDG
ALARM
Specified maximum degrees off course

attained.
(x)
O OFF (TRACK)
Track function switched OFF.
(xi)
O LO (TRACK)
Track function operational in LO mode.
(xii)
O HI (TRACK)
Track function operational in HI mode.
(xiii)
O ON
(AUTOPILOT
MODE SWITCH)
Autopilot engaged.
(xiv)
O ON Pulsed LED
(AUTOPILOT
Autopilot internal computer fail.
MODE SWITCH)
(xv)
ALARMS
All audible alarms muted (OFF).

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Tel: (023) 9249 8740

NAVITRON SYSTEMS LTD.

Short Operating Instructions.

Operator Controls and Sea Trials.

Display Messages, Alarms and Status Indicators.

NT921G AUTOPILOT OPERATING MANUAL

Section 1: Short Operating Instructions.

Initial Control Settings.

Adjusting Steering Performance.

Matching Heading Steered with Heading Set.

Avoiding Unnecessary Rudder Correction.

Altering to a New Heading.

Adjusting Rate of Turn using the Rudder Limit Control.

1.8A Programmable Automatic Rate of Turn Control.

Adjusting Overshoot & Undershoot.

Using Track Function.

Cancelling an Audible Alarm.

Using NT920NFU Dodge and Power Steer Functions (If fitted).

NT921G AUTOPILOT OPERATING MANUAL

Initial Control Settings (Section 2.15).

Switching On (Sections 2.16 and 2.17).

Turn the MODE switch to STANDBY.

Wait for SELF TEST to complete alignment of the Course

In this mode Heading Setter functions as a magnetic or gyro compass

Engaging Autopilot (Section 2.18).

Steady the vessel on the required heading.

Turn the MODE switch from STANDBY to ON.

NT921G AUTOPILOT OPERATING MANUAL

Adjusting Steering Performance (Sections 2.19 to 2.21).

Large deviations or protracted

Autopilot applying too much rudder

To adjust steering performance

Reduce RUDDER control setting

Increase RUDDER control setting

NT921G AUTOPILOT OPERATING MANUAL

Matching Heading Steered with Heading Set (Section 2.22).

Wait for vessel to settle on steady heading.

Press TRIM SET key.

Avoiding Unnecessary Rudder Correction (Section 2.24).

Increase the YAW setting (turn CLOCKWISE).

Altering to a New Heading (Section 2.28).

Turn CLOCKWISE to alter course to STARBOARD or

NT921G AUTOPILOT OPERATING MANUAL

If vessel turns too slowly

reduce RUDDER LIMIT setting

increase RUDDER LIMIT setting

Adjusting Overshoot & Undershoot (Section 2.23).

increase COUNTER RUDDER setting

reduce COUNTER RUDDER setting

1.10 Using Track Function (Section 2.29).

NT921G AUTOPILOT OPERATING MANUAL

Check that the electronic positioning fixing equipment (GPS or

Check that the autopilot has been engaged (Section 1.3)

Press the Track ON/OFF key to select HI or LO as required.

Illumination of the HI or LO LED indicates that the TRACK function is

NT921G AUTOPILOT OPERATING MANUAL

N.B. Turning the MODE switch to STANDBY or OFF disengages the

Press the ALARM CANCEL key.

Audible alarms may be permanently muted as described in Section 2.30 but

NT921G AUTOPILOT OPERATING MANUAL

Check that the Autopilot MODE switch is in the REMOTE position.

Select DODGE on the NT920NFU selector switch.

NFU MODE: (i)