Simrad simnet manual

This manual represents the product as at the time of printing. Navico Holding AS and its subsidiaries, branches and affiliates reserve the right to make changes to specifications without notice. There is also the option to operate the Tillerpilots remotely using a remote controller. For more details please refer to our website: www. To ensure the best results from your Tillerpilot, it is essential that the unit is installed correctly.

Please read this manual thoroughly before installation. The SimNet system is built around a high-speed bus networking system, that allows the TP22 and TP32 to be easily interconnected to Simrad instruments and navigation equipment. It will also accept wind angle data from the wind transducer for Steer To Wind mode, boat speed data from the Speed instrument, and heading data from the compass transducer. Priority is always given to external compass transducers for heading data.

The two direction LEDs above the Port. Both keys are referenced where applicable. The LED next to this key will stop flashing and remain permanently lit as long as the pilot is in Autopilot mode.

The Tillerpilot has a built-in autotack facility, allowing easy tacking of the vessel when singleor short-handed. An autotack is only possible in Autopilot mode. To confirm the autotack press the Port or Starboard key depending on which direction you wish to tack. The operation of the Tillerpilot will differ during an autotack, depending on whether the pilot is in Steer To Compass or Steer To Wind mode:. The Tillerpilot will tack the vessel through to the same apparent wind angle, but on the opposite tack.

As the Tillerpilot will be steering directly to a waypoint, the autotack facility is disabled while in Nav mode. If it is necessary to perform an autotack, disengage Nav mode by pressing the NAV key then perform the autotack.

Warning: Ensure that the boat is on the correct tack before re-engaging Nav mode. Some Simrad products use SimNet proprietary connectors, but are compatible via adaptor cables. A single drop cable has a maximum length of 6 m 20 ft. The total length of all drop cables combined should not exceed 78m ft A NMEA network has a maximum cable length of m ft , between any two points A NMEA network needs to have a terminator at each end of the backbone.

The drawing below demonstrates a typical small network. The backbone is entirely made up of T-piece joiners, which are terminated at each end. The only exception is AIS data. Each display can be setup for outputting different NMEA sentences. If this nominated display is turned off, no data will be displayed, until the display is turned on or another display is selected to bridge the data.

If more than one source is available for each data type, the NSS will automatically select from an internal priority list. Make sure all devices are connected and are turned on before selecting the Auto Select option. Manual source selection Manual selection is generally only required where there is more than one source for the same data, and the automatically selected source is not the one desired.

This will only include products set to a Group mode. In some cases it may be desired that an NSS on a network receives the same type of data, but from different sources to that of the rest of the network devices. To do this set the data Group setting to None, and select a source for the data Advanced source selection This allows the most flexible and precise manual control over which devices provide data to the NSS Some data sources, such as those for fuel level, or engine RPM, can only be changed via the Advanced menu.

An example of this is where twin installations with NMEA compliant engines are not programmed with unique instance numbers. Network Groups It is also possible to group certain settings so they are duplicated across the network on multiple displays.

Navico Ethernet network cables have orange connectors that are retained by a bayonet type locking collar. Connecting directly to a single device The Ethernet port is auto sensing, meaning that the NSS can connect to one Network module directly with out the use of a cross over cable or switch.

If more than three modules need connection, use the optional network expansion port NEP BSM-1 will automatically start working, and relay data between the two devices. Diagnostics The UDB User Data Base tab on the diagnostics page, provides information on Ethernet activity, which is presented in two tables as shown below. Each unit stores the database locally, so that all information is available if the device is run in standalone.

Databases can become unsynchronised when one or more displays in a multi display network are not powered up while other displays are being operated. Creation of waypoints, routes, tracks, and altering global settings all affect databases.

The tickbox should clear within seconds of both devices being powered up, and the databases synchronising. If it does not clear, it is recommended that all devices have the power cycled. IP addresses The lower table shows the IP address of the display being viewed top of list , the Master display with a tick next to it , and any other displays in a multi display network.

The function of the Master is invisible to the end user - It manages database synchronisation, however this task automatically shifts to another display if the current master is shut down. The IP address list only refreshes after all devices on the network have been powered down - a single device that is shutdown on the network will not be removed from the table shown on other devices.

It is preferable to have all UDB versions the same. No light indicates no connection. A rapidly blinking green LED means the network module is communicating with another device.

The auto select process may also be used if the list of data sources needs to be updated when a unit has been physically replaced.

Commissioning the autopilot When the autopilot installation is completed, the commissioning procedures must be performed. Failure in setting up the autopilot correctly may prohibit the autopilot from functioning properly. The following sections describe how you configure the autopilot from the NSS unit.

If you connect the NSS to an already commissioned autopilot system, you only have to do an automatic source selection as described above before the autopilot is ready to be used. Dockside setup Initiating the required dockside setup is done from within the Commissioning dialog. Completed procedures are labelled with a tick. All steps in all commissioning procedures are clearly described on-screen, and you will be guided step by step through the process.

It will also affect available autopilot features. This calibration is used to ensure that the physical rudder movement corresponds to the rudder angle displayed on the NSO unit. This function is designed for vessels up to 40 ft.

The Virtual Feedback option will only be available when there is no feedback unit connected at first time turn on, or at turn on after an autopilot reset.

Unless impractical or impossible, a rudder feedback unit should be installed. When this test is started the autopilot computer will issue a series of PORT and STBD rudder commands and automatically verify correct rudder direction. The system will also detect whether the drive unit is a reversible motor or if a solenoid valve is operated.

Rudder drive setup The rudder drive setup controls how the autopilot computer controls the steering system. Drive voltage Voltage specified for your drive unit. Hence, the output voltage to the solenoids will be the same as the input voltage. The reading is obtained from the Rudder test.

The automatically set value may be increased or decreased. Rudder deadband This parameter is used to prevent the rudder from hunting. The reading is obtained from the Rudder test which optimizes the deadband to the speed of the boat and the pressure on the rudder. If the auto-setting does not perform properly due to high inertia from the wheel or a loose steering gear, it can be adjusted manually.

Find the lowest possible value that will prevent the rudder from continuous hunting. A wide deadband will cause inaccurate steering. Seatrials A seatrial can only be performed if the dockside settings are completed and confirmed. The seatrial must always be performed in open waters at a safe distance from other traffic. The calibration should be done in calm sea conditions and with minimal wind to obtain good results.

Follow the on-screen instruction, and use about seconds to make a full circle. During the calibration, the compass will measure the magnitude and direction of the local magnetic field. The local field angle will guide you to the local interfering magnetic object. Direction of local field with respect to lubber line. It can also be on the reciprocal. Find the bearing from the boat position to a visible object. Use a chart or a chart plotter 2. Steer the boat so that the center line of the boat is aligned with the bearing line pointing towards the object 2.

Change the offset parameter so that the bearing to the object and the compass readout becomes equal. On power boats it is recommended that you set a value that represents the speed where the hull begins to plane or the speed where you change from slow to cruising speed. On sailboats the transition speed should be set to around knots to give the best response in a tack.

Autotune is not required for the autopilot to function, as it is preset with steering parameters that should steer most boats in the foot range. You can manually adjust all parameters that are set during autotuning. Seastate filter The Seastate filter is used to reduce rudder activity and autopilot sensitivity in rough weather. This is default Reduces rudder activity and autopilot sensitivity in rough weather by an adaptive process. The AUTO setting is recommended if you want to use the seastate filter Linked to the steering response control settings described previously.

This will give single-handed sailors time to handle the boat and the sails during a tack. A turn performed without shifting wind side, will also be made at a controlled turn rate.

Auto is default and recommended for cruising. When the boat is running or on a broad reach, there is a heightened chance it will surf on the waves. This may lead to significant changes in boat speed, and thereby changes in apparent wind angle. True wind steering is therefore used to prevent undesired corrections by the autopilot when heading downwind or close to , while steering to apparent wind is used when beating or reaching.

Apparent wind steering is preferred when you want to maintain maximum boat speed without continuous trimming of the sails. When selected the function will be active for 5—10 minutes after a new wind angle has been set and only when beating. If the XTE from the navigator exceeds 0. Manually adjusting steering parameters The autotune function in the autopilot is so refined that the majority of boats will need no further adjustments of the steering parameters.

On some boats however, or in particular sea conditions, fine tuning of the steering parameters may improve the performance of the autopilot. Transition speed Refer previous description. Rudder This parameter determines the ratio between commanded rudder and the heading error.

The higher rudder value the more rudder is applied. If the value is too small it will take a long time to compensate for a heading error, and the autopilot will fail to keep a steady course. If the value is set too high the overshoot will increase and the steering will be unstable. Counter rudder Counter rudder is the amount of rudder used to try to prevent the boat from yawing around the set course. Higher counter rudder settings result in more rudder being applied.

The best way of checking the value of the Counter rudder setting is when making turns. The figures illustrate the effects of various Counter Rudder settings; A: Counter rudder too low; overshoot response B: Counter rudder too high; sluggish and creeping response C: Correct setting or counter rudder; ideal response A B C Auto trim This parameter defines how fast the autopilot shall correspond after having registered a heading error.

The standard value is 40 seconds which should work well on most boats. On boats operating on VRF the value should be set to 20 seconds. Rate limit Sets the maximum allowed rate of turn. The value should be kept at 6.

Minimum rudder This parameter filters small rudder commands to prevent high rudder activity. This will however increase the rudder activity. Minimum wind angle to port and starboard These parameters should be set identical to the minimum apparent wind angle that will keep the sails from stalling and maintain boat speed. The parameters will vary from boat to boat. The settings are used for the tack-prevent function.

They also apply when the autopilot is operating in WindNAV mode. To exit C-turn mode, press any of the mode buttons. When pressing the AUTO button, the new set course is shown in the upper portion of the display.

The spiral turn feature may also be used for circling fish or when searching a particular object on the seabed. Spiral-turn makes the boat turn in a spiral with a decreasing or increasing rate of turn. The user decides whether the spiral-turn should be made to Port or Starboard. Ensure that the Spiral-turn pattern has been selected under the User Set-up 2 menu. To exit spiral-turn mode, press any of the mode buttons. Ensure that the zigzag-turn pattern has been selected under the User Set-up 2 menu.

An arrow shows the direction of the course change. To exit zigzag-turn mode, press any of the mode buttons. Ensure that the Square-turn pattern has been selected under the User Set-up 2 menu. When the square turn is selected you can change the time between each course change min. While you are on the leg you can also change the time and thus change the shape of the pattern. You can also at any time change the set course.

Boat turning to starboard To exit square-turn mode, press any of the mode buttons. The user decides whether the initial turn should be made to Port or to Starboard. Ensure that the lazy S-turn pattern has been selected under the User Set-up 2 menu. An arrow shows the direction of the turn. Main course. To exit Lazy S-turn mode, press any of the mode buttons.

Steering to a depth contour is also an AUTO mode feature. With input from an echo sounder, the autopilot can be set to steer the boat to a set depth. This is very useful if you want to follow a depth contour. Do not use this feature unless the seabed is suitable. Do not use it in rocky waters where the depth is varying significantly over a small area.

Ensure that the depth-turn pattern has been selected under the User Set-up menu. Make sure you have depth reading available in the system. The actual depth reading is shown on the display.

Select depth slope with the course knob. Steer the boat to the depth you want to track and in the direction of the depth contour main course. The reference depth is captured when the Depth pattern is activated. The autopilot is tracking the depth by computing an x-track error when the boat is off the reference depth. This error automatically adjusts the set course to bring the boat back on track.

Use the gain control to have a firm or smooth response to the variation in depth. This should be the main average direction of the depth contour you want to follow. If the contour line is making a big change in direction, you should manually adjust the set course to the new direction.

This will result in a quicker response from the autopilot. If the course is not adjusted, the autopilot will need more time to turn and steer the boat back to the reference depth.

With this parameter you can make the boat lazy-s across your reference depth. With the CCA set to zero there is no S-ing. The CCA is an angle that is added to or subtracted from the set. The larger the CCA the bigger the turn. Dodging is useful in situations where you need to quickly take control of the helm to steer around an obstruction, and then resume the previous set heading.

When in DODGE mode the displayed set course is the last one set prior to activating the dodge function. On manual steering STBY mode the clutch or bypass valve in the drive unit will be disengaged. Manually steer the boat by the wheel:. If the boat is equipped with an appropriate thruster page 13 , it can be connected to the AP25 system and the boat can then be controlled by rudder and thruster. A thruster icon below the mode index confirms that a thruster is connected to the system via TI25 Thruster Interface.

From the User Set-up Menu page 52 you can switch the thruster on and off. When the thruster is switched on, both rudder and thruster is used to maintain the heading. If the boat speed exceeds 6 knots the thruster is automatically disabled. The switch will shut off the motor if it is overheating and re-engage it when it has cooled down. The water temperature also affects the running time. The tack function is only available in sailboats when the system is set up for SAIL boat type in the installation setup.

Tacking should only be performed into the wind and must be tried out in calm sea conditions with light wind to find out how it works on your boat. Due to a wide range of boat characteristics from cruising to racing boats the performance of the tack function may vary from boat to boat. Except for the fixed course change and the difference in displays, the procedure is similar to that of the U-Turn described on page The source when operating in NoDrift mode is the Position Pos source.

The NoDrift mode is an alternative to route steering in NAV mode, and is automatically entered when you press the. Unlike when in Auto mode the vessel will steer a course equal to the bearing line unaffected by wind and current no drift. The course to steer to bearing line can be changed the same way as when changing course in Auto mode.

The AP25 has the capability to use steering information from an external navigator GPS, Chart Plotter to direct the boat to a specific waypoint location, or through a route of waypoints. The information received from the navigator alters the set course to keep the boat on the track line and direct the AP25 to the destination waypoint.

Navigational steering should only be used in open waters. By selecting the NAV mode, the AP25 is set for automatic steering on the current set course and then waits for the user to accept the course change to the track line or destination waypoint. To obtain satisfactory navigation steering, the following points must be fulfilled prior to entering the NAV mode:. This combines the straight steering capability of cross track error XTE steering in conjunction with the turning capability of bearing mode steering Course To Steer, CTS and automatic Waypoint shift.

If the AP25 is connected to a navigation receiver that does not transmit a message with bearing to next waypoint, it will pick a XTE message and steer on Cross Track Error only. In that case you have to revert to AUTO mode at each waypoint and manually change set course to equal bearing to next waypoint and then select NAV mode again. The prompt display shows the name or number of the next waypoint WP , the bearing of the track line BWW from the previous waypoint to the destination waypoint, the required course change CHG and the direction in which the boat will turn.

If only one waypoint has been entered the bearing will be from the present position to the destination waypoint. The lower left portion shows the compass heading and the lower right portion shows the rudder angle and speed. Press the NAV button again to accept the waypoint as the location to steer towards. The autopilot turns the boat onto the track line.

Three decimals give a more accurate track keeping. When operating the AP25 in NAV mode to steer through a route of waypoints, the AP25 will steer to the first waypoint in the route after you accept the first waypoint as the location to steer towards. When you arrive at the waypoint, the AP25 will output an audible warning, display an alert screen with the new course information, and automatically change course onto the new leg.

The arrival circle should be adjusted according to boat speed. The higher speed, the wider circle. The intention is to make the autopilot start the heading change in due time to make a smooth turn onto the next leg. Example: With the speed of 20 knots you should use a waypoint circle with radius 0.

The distance between any waypoints in a route must not be smaller than the radius of the waypoint arrival circle when using automatic waypoint shift. However, the previous set course is stored by the AP When DODGE is flashing on the display, the AP25 is no longer in control of the steering and you must either steer the boat manually or take control using either Non-Follow-up steering or Follow-up steering.

On manual steering, the clutch or bypass valve in the drive unit will be disengaged when dodging. If you have more than one navigation source connected to the AP25, you will be able to choose any for navigation. Refer to page The set course to steer CTS and set wind angle are entered from the compass heading and the wind transducer when at the moment the WIND-mode is selected.

From that point the autopilot will change the course to maintain the wind angle as the wind direction may change. The display will show the set wind angle.

Tacking in WIND mode as compared to AUTO mode can be performed when sailing with apparent or true wind as the reference, and with a true wind angle of less than 90 degrees.

The tacking operation will immediately mirror the set wind angle to the opposite side. A tacking-message will flash on the display for 5 seconds. Any new command given when the message is flashing, will interrupt the tack operation. The main sail should now be hauled. With the main sail safely hauled, the wind side may be changed. The new set wind angle will then become the same as the wind angle set before the gybe operation started. The rate of turn when changing wind side in a gybe will be the highest possible, determined by the performance of the drive unit.

If the sails are unbalanced when beating, yaw forces from the sails can drive the boat into the wind. If the boat is driven beyond the minimum wind angle, the thrust from the sails will suddenly disappear and the boat speed reduced. Then the boat will be even more difficult to steer because the rudder will become less effective.

The tack prevent function in WIND-mode has been implemented to avoid such situations. Additional amount of rudder will be commanded to immediately increase the wind angle. When running, it is difficult to steer the boat with waves coming sideways or from behind. The waves may yaw the boat so that. This can be hazardous for both the crew and the mast.

Additional rudder will be commanded to keep the wind on the same side as the set wind angle. The tack and gybe prevent functions are not a guarantee against getting into a hazardous situation.

Pay particular attention in such situations. In this mode called. The initial course change CHG needed to navigate towards the active waypoint, is calculated by the autopilot. Refer to Figure with references [ ] the associated displays and the criteria bullets below. These calculations are based on the assumption that the set wind angle will be the same or larger after a tack or gybe towards the waypoint [3] [7].

In normal operation control is accessible from every control unit connected to the AP25 system. One control unit is "active" and provides the user with access to all functions. All remaining control units are "inactive" and have no effect on mode changes or course selection. A single press on any of the mode buttons on an "inactive" control unit will allow transfer of command and make it "active". It will disable all control units, including the FU25 Follow-up lever, except for a single user selected control unit location.

When the "lock" function is in use, no transfer of command can take place; only the active control unit stays in command. The display on the active control unit will first show a icon and then the icon will alternate with the mode index. Welcome to ManualMachine. We have sent a verification link to to complete your registration. Log In Sign Up. Forgot password? Enter your email address and check your inbox. Please check your email for further instructions. Enter a new password.

Instruction manual Instruction Manual This manual is intended as a reference guide for operating and correctly installing the AP25 autopilot. Document history Rev. A First edition. B Minor corrections in text. Instruction manual Contents 1 System description Instruction manual 4. Figure AP25 Basic system.

System description 1. RC36 comes as standard with the autopilot. RFC35 can operate as a low cost back-up compass for the AP25 autopilot. RX Remote Control A small handheld remote control with two push buttons for power steering or course selection port and starboard , and one push button with built-in lighted indicator for limited mode change.

Refer to the FU25 manual for more information. Refer to the TI25 manual. Software version Description SW 1. Easy access to NAV source selection. Selectable NAV change limit implemented. Steering parameters can be changed in Auto mode. User Setup menu re-edited. Outboard selectable as boat type in dockside setup. Improvement in Wind mode algorithms. Depth contour pattern implemented. Updated according to NMEA ver. At first time turn on see chapter 4. Autopilot model Software version SimNet no.

Simrad AP25 SW 1. Autopilot computer model Software version Power board revision Main board revision. Simrad AC20 SW 1.