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transit connect repair manualWe're committed to dealing with such abuse according to the laws in your country of residence. When you submit a report, we'll investigate it and take the appropriate action. We'll get back to you only if we require additional details or have more information to share. Note that email addresses and full names are not considered private information. Please mention this; Therefore, avoid filling in personal details. The manual is 6,89 mb in size. If you have not received an email, then probably have entered the wrong email address or your mailbox is too full. In addition, it may be that your ISP may have a maximum size for emails to receive. Check your email Please enter your email address. However, our equipment is continuously being improved and updated, so we cannot assume liability for any errors which may occur. The information contained within this document remains the sole property of Simrad Robertson AS. Great care has been paid to simplify operation and set-up. However, an autopilot is a complex electronic system; it is affected by sea conditions, speed of the vessel, hull shape and size. The sensors can be divided in three groups: 1. Gyro Compass 2. Fluxgate Compass (Recommended as monitor compass only) 3. The dual station system is designed to enable individual connections of NFU levers, F200-40 remote controls and mode selectors. This makes it possible to select mode and change parameters from the two stations individually. Number and type of indicators varies from ship to ship. It consists of a servo potentiometer and a voltage-to- frequency converter, to facilitate the installation of the mechanical and electrical part of the feedback system. Contact Simrad for further information 1-14. HELMSMAN (Power ON) The HELMSMAN button serves two purposes. It switches on the autopilot and selects manual steering mode. In this mode the course display gives a digital read-out of compass heading, while the vessel can be steered manually by helm or steering lever(s).http://chromowane.com/userfiles/brother-dcp-130c-user-manual-download.xml

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If the OFF-button is released before two seconds have elapsed, the autopilot will continue to operate as before and the alarm signal is automatically reset. Rudder commands will stop as long as the OFF-button is pressed. All pre-set parameters in the autopilot are stored while the unit is switched off. In addition the autotrim can also be adjusted, but should be permanently set during initial sea trials. The autotrim parameter is accessed using the INFO button. The INFO display will show one of the following: ENGLISH, ESPANOL (Spanish), FRANCAIS (French) or NORSK (Norwegian) The language can now be selected and stored by pressing either INCREASE or DECREASE. In the information display a number and a bargraph represent the brightness level. COMPASS SELECT The autopilot is capable of reading two heading sensors simultaneously: Main (steering) compass and monitor (comp. The INFO loops can be entered in any autopilot mode. No change will be made unless the INCREASE or DECREASE button is pressed. The parameters are divided in two loops, one for the often used parameters and one for seldom used parameters. GAIN Recommended: 1.0 Press Range: 100s - 1600s INFO IIIIIIIIIIIIIII NAV. The bargraph display operates in two modes, AUTOPILOT and NAVIGATION-mode, displaying in degrees the difference between actual vessel heading and course to steer. If a change of more than 10 degrees is commanded, the alarm will sound and the ALARM RESET button has to be pressed to acknowledge the course change. The plain CTS mode is rarely used today after the GPS has replaced the Transit system. Before going to step 4, ensure that the XTE is within 0.1 n.m. to avoid a hazardous course change when selecting NAV-mode. 4. Change of steering mode is made either on the control unit mode buttons or by a separate mode selector. In addition to the ordinary PORT and STARBOARD movement, the S9 also has an IN-OUT movement.http://diversecityuk.com/userfiles/brother-dcp-135c-troubleshooting-manual.xml Every operation will provide one degree course change, to PORT or STARBOARD dependent of direction of operation. The INFO DISPLAY will show what type of alarm is present. The audible alarm is cancelled by pressing the Alarm Reset button. HEADING SENSOR WARNINGS The AP9 MK3 autopilot normally operates with two heading sensors connected. ON for master reset. OTHER FAULT WARNINGS The following warnings are given by the audible alarm, together. There are different design principles for such an apparatus, but they all basically operate as shown in Fig. PROGRAM GYRO DRIVER COMPASS INTERFACE SOLENOID VALVES MAGNETIC RUDDER COMPASS FEEDBACK COURSE KEYPAD SELECTOR RUDDER DISPLAY Fig. 3-2 Processor controlled autopilot. Magnetic Compass PROM. It is mounted to a vessel's magnetic compass to transfer the heading information to the control unit. It operates on the fluxgate-principle where the resultant of the compass magnetism and the magnetism excited in the coil by the autopilot, makes it possible to register the compass heading. Potentiometer, limit switches and an electronic drive module are also contained in the unit. The electronic drive module comprises a voltage section and a frequency section. The 24V DC mains power, alarm power, solenoid drive, rudder feedback and external alarms are connected to this unit. The Distribution Unit always contains at least one Power Supply Board. The filtered 15V DC voltage is regulated by the feedback line through the optocoupler to maintain isolation. The green LD1 indicates presents of voltage. During normal operation, the relay K1 will be energized, thus connecting the 15V regulated mains voltage as alarm supply. In the event of a mains power failure, the alarm voltage will be connected as supply via the deenergized K1 relay. Provisions for independent ON-OFF switching is also made for by the jumper switch S1-S2-S3. When placing the jumper switch in pos. 2-3, the Q1 transistor will be switched ON.https://www.becompta.be/emploi/4-speed-saginaw-manual-transmission A simplified diagram is shown below: LCD1 COURSE KNOB DISPLAY OPTO COUPLERS IC5-A COURSE 1 CLOCK DATA IC5-B SPLIT ROTOR COURSE 2 REG. Serial, rate sensor stabilized Output format:.Serial and analogue Output format:.PSTOK and PSTOC are Stowe Dataline proprietary sentences Distribution Unit Dimensions:.See Fig. 4-4. Protection:. IP22 Weight:.3,5 kg Ambient temperature, storage:. The IP rating system provides a means of classifying the degrees of protection from dust, water and impact afforded by electrical equipment and enclosures. Which steering mode to be used depends on the received messages as follows.A visual inspection should be made to check that the equipment has not been damaged during shipment and that all components and parts are present according to the packing list. General When installing the units, particular attention being given to the operator's need for ease of access. Screw the connector block onto the actual control unit socket. Screw the connector shell onto the connector block. Fix the cable screen to the shell by a wire strap and tighten well to make sure the screen has good contact. General The AP9 MK3 is capable of reading most types of AP9 MK3 heading reference sensors. The compass must be adjusted. Note ! Heeling error Heeling error may be observed when the boat is rolling and pitching, causing an unstable compass card.The mounting method will depend upon the compass design.Refer to the Detailed Debug list, page 5-45 The routine will monitor the signals on both course detectors if two magnetic compasses are connected. Gyro Compass The AP9 MK3 will normally interface to the repeater signals of a gyrocompass. This is done easily by a (small) hand held magnetic compass, provided it has a visible card with markings, to detect magnetic interference. YELLOW CONTROL UNIT Fig. For AC mains connection an AC Adapter (not Simrad Robertson supply) must be connected between the mains source and the Distribution Unit.http://hanuman-tshirt.com/images/brekeke-pbx-manual.pdf For electrical connections refer to External Cabling Diagram and External Wiring Diagram, section 8. However, if the unit includes the Dual Analogue Board or the Thruster Interface Board, these boards must be set up during installation in accordance with the set up procedure on page 5-50.If required, to avoid any. Also apply silicon grease to the gasket between the bottom and top cover. On the inside of the feedback unit cover, a piece of moisture protecting sponge is attached. It is therefore required to disconnect the links by adding an extra function to the Mode Selector Switch. Connection to the D9X Distribution Unit is in accordance with Fig. 5-29 and Fig. 5-30 for priority and non-priority connection respectively. These are placed two and two against each other and the screws are put through them. Direct contact between FU9X and a steel bulkhead is then avoided and corrosion is prevented. For cable connection see Fig. 5-33 and Fig. 5-34. Note that the port and stbd.Two or more indicators may be connected in parallel to the rudder feedback unit. By this combination it is possible to operate the rudder with one set of parameters and at the same time have different settings of the above mentioned parameters. Whenever the parameters are set or changed, they are stored. A green light emitting diode on the Power Supply Board indicates that power is supplied to the control unit. The Debug loops are also divided in two loops and are intended for service purpose. The first loop contains information of signal status while the second loop, the Service loop, contains different selections for test purpose and operating condition. Rudder Limit in INFO LOOP 1 Max.OFF indicates that there is no trim effect. The effect increases gradually when higher number is selected.This function gives a course to steer offset based upon the average track offset. The settings in INFO-loop II are intended to be used to adapt the control Note.https://www.jesuseslaroca.org/wp-content/plugins/formcraft/file-upload/server/content/files/162864d303247b---c280-repair-manual.pdfTo select desired language press the INCREASE button. Rudder deadband. The service speed is used to reference the scaling of the rudder gain set by the SPEED SENS. Note that the software will read the VTG speed sentence from the GPS in all modes, (not only NAV). If “THRUSTER” is Note.It contains addresses and values in hexadecimal figures. Verify (by reading the rudder stock scale) that the rudder moves to 10 degrees Port (Stbd).Linear function The typical tunnel thruster characteristic illustrated by the following 100 Thrust graph: 100 The illustration shows that in order to obtain 50 thrust, the control signal must be nearly 8V (appr. The control signal will stay at zero until the heading error Min. Thrust 20 exceeds 2 degrees. Be aware that the internal PCB's are interconnected by plugs, thus care must be shown when putting the two halves together again. Make sure that the internal dip switches, SW1-2 are correctly set according to the list below. The sea state must be calm. 1. Switch on the autopilot by selecting HELMSMAN to provide mains to the heading sensor. Observe the rudder commands and rudder amount required to maintain the selected heading. Minimize the Weather and Counter Rudder as much as possible for optimum steering performance with minimum rudder commands and rudder amount. In order to select the proper Rate of Turn parameter value, the following procedure can be used. Fine adjust the performance by the Rudder and Counter Rudder for best possible result. The alarm is then activated and the AP9 MK3 shows WAYPOINT ARRIVAL or NAVDATA INVALID. (This assumes that the receiver either gives an alarm signal or ceases data transmission near destinations. The alarm is automatically reset when the vessel is back within the limit or cancelled by pressing Alarm reset button. The reason can be a malfunction of the steering gear, or simply that the steering gear is not switched on.cookstownauto.com/uploads/userfiles/files/commodore-64-online-user-manual.pdf FAIL SELECT COMPASS One of these alarms will be given when the autopilot is unable to detect a proper signal from the selected heading sensor. The watch alarm warning signal is repeated every four minutes and must be reset within one minute to avoid energizing the externally connected main alarm (if any). Eventually check that the Thruster switch closes J4-11 to 13. KG Simrad AS Marine Parts AUSTRIA Dithmarscher Strasse 13 Joh. Great care has been paid to simplify operation and set-up of the Robertson AP300X, however, an autopilot is a complex electronic system. It is affected by sea conditions, speed of the vessel, hull shape and size. Please take time to read this manual to get a thorough understanding of the operation and system compon ents and their relation ship to a complete AP300X autopilot system. Other do cumentatio n materials that is p rovided with you r system include a warranty card. This must be filled out by the authorized dealer that performed the installation an d mailed in to activate the warranty. 1.3 System components A basic AP300X autopilot system consists of: Control Unit(s), Junction Unit, Rudder Feedback Unit, Electronic Fluxgate Compass and Drive Unit.We're committed to dealing with such abuse according to the laws in your country of residence. We'll get back to you only if we require additional details or have more information to share. Note that email addresses and full names are not considered private information. Please mention this; Therefore, avoid filling in personal details. The manual is 4,68 mb in size. If you have not received an email, then probably have entered the wrong email address or your mailbox is too full. However, our eq uipment is continuously being improved and updated, so we cannot assume liab ility for any errors which may occur. The information contained within this document remains the sole property of S imrad Egersund A S.https://www.christinemartin.co.uk/wp-content/plugins/formcraft/file-upload/server/content/files/162864d3f9476b---C2848a-service-manual.pdf N o part of this document may b e copied or reproduced in any form or by any means, and the information contained within is not to be passed on to a third party, without the prior written consent of S imrad Egersund A S. Warning The equipment to which this manual applies must only be used for the purpose for which it was designed. Improper use o r maintenance may cause damage to the equipment or injury to perso nnel. The user must be familiar with the contents of the appropriate manuals before atte m pting to o perate o r w o rk o n the equip m ent. Simrad Egersund AS disclaims any responsibility for damage or injury caused by improper installation, use or maintenance o f the equipment.New ru dder fe edback RF45 included. January 1996 Updated to softw are ve rsion V1R4. Majo r exten sions of se ction 3 and 5. RI40 substitutes RI45. G 45 include d. Septembe r 1997 Modificatio ns due to impro ved p rotectio n against ele ctro magn etic interf erence, page 5- 1, 5-2, 5-17 and 8- 1. J45A grou nding p age 5-21. Mo dification on fig. 5-29. “Soft s tart” function incl uded on page 3-6. Correct ed number of bushings on page 5- 26 and page 5-28. Missing le ngth g roup 60- 100 ft include d on p age 6-4. Co rrected text in fig. 6-2. Page 5-33: Switch po sition 8 and 9 change d to NMEA 0183. RF45 substitute d by RF45X. S3 substituted by S35. Remov ed the NMEA0180, inve rse po larity. RFC250 substitute d by RFC35NS. Ne w distributo r list. June 2002 Note o n page 5-31 includ ed. To ass ist us i n making improvement s to this manual, we would wel come comments and const ructive criticisms. Ple ase sen d all such comm ents, in w riting to: Simrad Egersund AS Documentati on Department P.O. Box 55, N-4379 Ege rsund Norway A n autop ilot is a very usefu l navigatio nal aid, bu t DOES NO T unde r any circumstance replace a human navigator.The company ’s invo lveme nt in auto pilots be gan in 1953 with equ ipmen t for the North Sea fishin g flee t.http://xn--80akij1ajew.xn--p1ai/wp-content/plugins/formcraft/file-upload/server/content/files/162864d430dbb7---c2r-gm11-manual.pdf In 1982 the w orld's first micro proce ssor based autopilo t, the Robertso n AP100, was introdu ced an d shor tly after th e AP9 and AP40 sy stems f ollow ed. The AP 45 aut opilot descri bed in this document is based on the experi ence with the AP40 and the A P9 models. A series of improvements b ased upon this experience has been i mplemented in t he new model and speci al att ention has been paid to simplified o peratio n. The st andard AP4 5 syst em consist s of the fol lowing units (refer to Fig. 1 -1): 1. AP45 Control Unit with access ories 2. Heading senso r 3. Rudde r Feedback U nit with transmissio n link 4. Junction Unit Fig. 1-1 AP45 System layout - Basic system with op tions All settings an d op eration of the autop ilot take p lace on the contr ol u nit. I n additio n to pu sh butto ns it has two LCD- display s and a cour se se lecto r kn ob on the front panel. The cont rol unit is made of seawa ter resis tant al uminium and has a polyest er coating t o protect it a gainst the environment. The main electronic s are located in the control unit, and connection to other sys tem components are by high quality con nectors to facilitate re liability and e asy mainten ance. The AP4 5 autopil ot can be us ed with one of three different types of heading senso rs: Introducti on System descri ption AP45 Control Unit Heading Sensors The compass has a 0,3 m ”pigtail” cable. RFC35NS substitute s the RFC250 Flux gate co mpass. G40A to be u sed with stepp er or g eared synchr o signal. G 45 to be u sed with synchr o 1:1 sign al. RF45X Rudder Fe edback Un it This unit t ransmit s two elect rical signals proportional to the rudder angle. One signal operates as a feedb ack for the a utopilot, the other as drive signa l for rudder angle indica tors. T he unit is mount ed close to t he rudder stock a nd is mechanical ly connected to the rudder by the T45 T ransmission link.contratacionestatal.com/aym_image/files/commodore-64-microcomputer-user-manual.pdf RF14XU Rudde r Feedback U nit This uni t can repla ce the RF45 Rudder Feedbac k Unit in ins talla tions where a more rugged construct ion of the feedbac k unit is preferred. Besides electronic circuitry to generate feedback signals for the autopilot and rudder angle indicators it has b een provided with 2 s ets of li mit swi tches. RF 14XU ca n not drive the RI1 01 Rudder Angle Indicator, but all other types of Robert son indicators. Rudder Fee dback Units J45S Junction unit The J45S Junction Unit will operate continuously running hydraulic power units with di rectional valves as Roberts on RPU3 or si milar. The unit contains a printed circuit board w ith terminal blo ck, fuse, galvanic isolated solid state ou tput to switch the soleno ids and start re lay for th e Powe r Unit. All mo unted in an aluminium cabine t with po lyester co ating. J45A Electronic Ju nction U nit The unit provi des varia ble speed control of reversibl e hydraulic power units (e.g. Robertson RPU80, RPU100 RPU160 o r RPU200) and me chanical powe r units (MRD100 or HLD2000). The u nit consists of a printe d circuit board with terminal block, fuse and dri ve electronics, mounted in the s ame type of al uminium cabi net as the J45S. A series of options a re avail able for the b asic A P45 s ystem. S9 Non-foll ow-up (NFU) steering l ever S9 is a spla sh proof steeri ng lever for bul khead or console mount ing. The uni t is constructed of a machine d aluminiu m housing. Th e intern al mechanism of the S9 permits l ocking of the lever i n the mid-position to avoid inadvertent operation. When connected t o the AP45, the S9 ca n also be us ed to swit ch the mode of the autopilo t when the le ver is pu lled o ut or pu shed in. FU91 F ollow-Up (FU) s teering lever FU91 is a s plash proof s teering lever for b ulkhead or cons ole mounting. T he unit has a 45-0-45 degrees d ial and a Push to take co mmand butto n. By po sitioning the lever, a desired rudder angle can be set wit hout using a rudder angle indicator. Dimensions and design are t he same as t he S9, and it has a mid-pos ition det ent. S35 Non F ollow Up (NFU) St eering Lever S35 i s designed for in door and outdoor bulk head mounting. T he lever is spring loaded to midpos ition. It also ha s a “M ode” butt on that is not used when connected to AP45. It is made of cast seawate r resistant alum inium and f itted wi th a 10 meter ( 30 ft.) cable. F200-40 Remote Co ntrol F200-40 is a multifun ction han d held remote co ntrol with a 4-digit LCD display and a co urse selecto r kno b to se t cour se or rudd er angle. I t has push butto ns f or powe r steerin g, cour se adjustm ent and mo de se lectio n betw een pow er stee ring, dodg ing and auto ste ering. The un it consists of a PC board mo unted in a splash proof aluminium cabinet f itted with a 7m (23 ft) cable co nnectin g to the control unit. Junction units Optional equip ment Remote Controls The scal ing is 2 degrees pr. divi sion. The scale illu mination is ad justable by a knob o n the f ront. The ho using is con structed o f painte d aluminiu m intend ed for either bulkhe ad o r console mounti ng. The spl ash proof const ruction is suit able for exposed mounting locations. RI35 Rudder Angle Indicator RI35 is an analogu e indicato r show ing the rudder p osition at angles up to 45 degrees on each s ide of midship pos ition. The scal ing is fi ve degrees pr. divi sion. A front pan el key is u sed for rud der zero adjustmen t and illumination adjustmen t. The splash p roof constructio n allow s panel, bulkh ead or bracket moun ting in exposed locat ions, s uch as bri dge wings as well as wheel house and engi ne room. RI35 is delive red with a 20 meter (65 f eet) cable. Rudder Ang le Indicators To facilitate op eratio n, the bu ttons are marke d with tex t and symbo ls. The butto ns are backlighted, activated mo de butto ns being brighter th an the o thers. Course sele ction is m ade by the ro tary Co urse Selec tor Kno b. Co urse adj ustmen ts in steps of one degree can be achi eved by the port or s tarboa rd push butt ons. The fron t panel has two LCD disp lays, refe rred to as the inf ormation d isplay (le ft side) and the cou rse display (right sid e). An alarm buzze r and an alarm re set button is also on th e fro nt pan el. All other instructio ns and data required for the opera tion is s tored in th e autopilot a t delivery from Rob ertson. The front panel can be divi ded into three sect ions: Mode sel ection, Paramet er setting an d Cou rse se lectio n. Toge ther w ith the OFF-bu tton and the 4 m ode buttons, th is section also co ntains an alarm buzzer and ALARM RESET-button. MANUAL The MANUA L butt on serves two purpos es. It s witches on the autopi lot and selects manual s teering mode. In t his mode the Cours e Displa y gives a digita l readout of compass he ading, w hile the vesse l can be stee red man ually by h elm o r ste ering lever( s). AUTO The AUTO-mode i s used under normal conditions when the boat i s steered automati cally on a pres et course. General Front Panel Mode se lectio n Rudder commands are indicated by an arrow in the lower left or right corner of the info rmation disp lay dep ending upon which d irection the autopilo t commands the rudder to move. WORK The W ORK-mode is an aut omatic mode to b e used under operationa l conditions different from thos e normally found when a ves sel is under motor power on a preset cou rse. Examp les are trawling, towing, sailing, slo w spee d etc. In WORK-mode the P ORT- and ST BD-buttons can be used for immediate rudder off-set (tri m) if necessa ry. This ma nual off-set compens ates for the built-in autotri m which needs time t o build up the a ppropriate off-set. The Informati on Displa y shows th e off-set valu e when the PORT- or STBD butt on is press ed. Boats under s ail power and s ome trawlers ma y need a rudder off-set when s teered by hand. To avoi d cancellat ion of the rudder off-set when changing to aut omatic steering, the WORK-mode can b e selected direct ly from MANUAL-mode. T his off-set is als o mainta ined when changing from WORK t o NAV mode. If the AUTO-mode i s s elected from M ANUAL-mode, the rudder i s first taken to midposit ion before a s ufficient off-set of the rudder is b uilt-up aut omatical ly (autotri m). A different RUDDE R value may be preferred in WORK-mode as compared to that in AUTO-m ode. Th e WORK- mode value w ill be store d in the AP45 memory f or later use. Note! Pair-trawling that requires manual t rim only, will also require that the autot rim be disabled. Refer to “Disengage of autotrim-function in WORK-mode”, page 6-5, for specific details. NAV NAV-mode i s us ed when a navigat ion receiver is connect ed to the aut opilot for automat ic waypoint s teering. T o be able to use the NAV-mode with older AP45 (below s.n. 4000), the main PCB must be e quippe d with th e N40 Navigatio n Interface. When th e NAV-m ode is selecte d, the AP45 automatica lly mo nitor s the sign als from the naviga tion sys tem. If the s ignals a re absent or in a different format than the data f ormat selecte d in the AP45, an alarm w ill be giv en to ale rt th e o perato r. See “Nav igating with the AP45” page 2-5. OFF The autop ilot is switc hed o ff by pre ssing the OFF-bu tton f or 2 se cond s, duri ng which time th e alarm will sou nd. The alarm ceases whe n the AP45 is sw itched o ff. If the OFF-bu tton is re leased befo re tw o se con ds h ave elap sed, the auto pilot will continue to ope rate as bef ore and the alarm sign al is automatically re set. Rudde r commands w ill stop as lo ng as the OFF-butto n is pre ssed. All pre -set parameters in the aut opilot are s tored while the uni t is s witched off. General The middle s ection of the AP4 5 control unit contains 4 push butt ons and an Info rmation Display. The display show s selecte d mo de, d eviatio n from set co urse, parameter sett ings and other user informat ion. When RUDDER or WEATHER buttons ar e pre ssed, the di splay sho ws wh ich butto n has be en activate d and to what leve l the value has been set by th e numbe r of bars as w ell as in p lain figu res. The displ ay returns t o normal read-out, showing the s elected mode one minute after the l ast pres s on one of the b uttons. The text i n the Informati on Displa y can be in one of five select able languages: Englis h, French, German, Spanis h and Norwegian (s ee “Select language”, page 6- 3. Turn o n Turn on the AP 45 by pres sing the M ANUAL but ton. The information displ ay will show for approx. Then p ress the MANUA L button an d the display will again sh ow: When cl ear of obsta cles a nd in open waters, s teer your vess el on course and press the AUTO button. The di splay will n ow sh ow: and the autopilo t will automatically keep your vesse l on cou rse.The v alue is also show n as a graph ical bar. If a bu tton is pr essed fo r more than two second s, the value w ill automatically in crease o r decrease until the button is re leased. RUDDER When th e RU DDER button is pre ssed, th e I nfo rmatio n D isplay show s se lecte d RUDDER value. The RUDDE R valu e sets the rat io between rudder angl e and heading error (p-factor). The correct RUDDER sett ing is dependant upon the s ize and s peed of the vessel. The RUDDER va lue should increase wi th decreasi ng speed. RUDDER sho uld be set separately in WORK -mod e, to o ptimise the auto pilot performance. Examples of incorrect RUDDER sett ings: A value wh ich is too lo w giv es relatively large and slow oscillation s (s-ing) around s et course, and severa l rudder commands are given in the same direct ion before the vessel is back on cour se. A value which is to o high will give quick and in w orst case incre asing oscillations ( s-ing) aro und set cour se. The correct setting o f RUDD ER will be ap proximate ly in the middle o f the se ttings described in A and B abov e. WEATHER The W EATHE R set ting determines the amount of degrees the ves sel may fal l off the set cours e before any response is given from the rudder. In calm weather it should be set to OFF which means th at theor etically the autop ilot allow s no deviati on from set course. T he WEAT HER value s hould be increa sed with increasing sea state. In conditions whe re active steering is required, (e.g. f ollowin g sea con dition), the value shoul d be reduced. The cou rse sele ction se ction o n the au topilo t consists of a course disp lay, a cour se selector knob and two co urse adj ustment bu ttons, PORT an d STBD. The Co urse D isplay g ive s a reado ut of actual ship s head ing in MANU AL-mo de and set c our se in AU TO-, WO RK- and NA V-mo de. Th e sele cted mo de is also shown to the left o n the d isplay by the same letter as on the mod e butto ns. The course selector knob is used for major course changes in AUTO- and WORK- mode. To act ivate t he knob it mus t be press ed down, releas ed, and then turned. Clockwise turns give s a starboard co urse chan ge and vice ve rsa. On e re volutio n o n the course s elector knob i s equal t o a 60 degree cours e change. If the knob is not turne d within 10 seco nds, it has to be pre ssed ag ain. Course selection A B In WO RK- mode however, the buttons are used for manual rudder trim, and course changes can therefore onl y be made by the course selec tor knob. The AP45 has the capability to use steerin g info rmation f rom an e xtern al navigato r (G PS, LORAN, Plotte r) to direct th e boat to a specif ic w aypo int lo cation, or through a route of waypoint s. In the NAV mode, the AP4 5 uses t he heading sensor as it's primary source of hea ding for course keeping. The steering information received from the external navigator alters the set course to direct the AP45 to the d estinatio n wayp oint. Note!