Distributed by

Any reference to Raytheon or

RTN in this manual should be
interpreted as Raymarine.
The names Raytheon and RTN
are owned by the
Raytheon Company.

Installation & Operating Handbook

Nautech Limiied, Anchorage Park, Portsmouth

Hampshire, PO3 STO, England.
Telephone (0705) 693611, Telex 86384 NAUTEC G.

CONTENTS

1.
1.1.1
1.1.2
1.1.3
1 .1.4
1.1.5
1 .1.6
1.2
1.2.1
1.2.2

General Description
Course Computer
Control Unit
Fluxgate Compass
RuddepReference
Transducer
Auxiliary Alarm
Radio Navigation Interface
Hydraulic Drive Units
Type 0 Hydraulic Drive
Type 1 Hydraulic Drive

2.
Installation
2.1 .l Course Computer
2.1.2 Control Units and Radio
Navigation Interface
2.1.3 Fluxgate Compass
2.1.4 Rudder Reference Transducer
2.1.5 Accessories
Hydraulic Drive Unit
2.2
2.2.1 Type 0 Installation
2.2.2 Type 1 Installation
2.3
Cabling and Power Supplies
2.3.1 Signal Cabling
2.3.2 DC Power Supplies

Page
2
3
3
3
4
4
4
5
5
5
6
7
7
9
10
11
12
13
13
14
14
15

Operation
Basic Principles
Controls
Fixed Control Unit
Hand Held Control Unit
Operating Mode Indication
and Course Display
3.2.4 Off-Course Alarm
Functional Test Procedures
3.3
3.3.1 Setting Up
3.3.2 Functional Test Procedure
3.3.3 Drive Unit Test Procedures

17
17
18
18
19

4.
4.1
4.2

Sea Trials
First Sea Trials
Rudder Control Adjustment

23
23
24

5.
5.1

Operating Hints
Unsatisfactory Steering
Performance

25

3.
3.1
3.2
3.2.1
3.2.2
3.2.3

20
21
21
21
21
22

25

6.

Maintenance

26

7.

Fault Location Procedure

27

8.

Warranty, After Sales

Service

28

U.K. Service Centres

30

9.
10.

Overseas Representatives 31

1. GENERAL DESCRIPTION
Congratulations on choosing the
Autohelm PowerPilot. It offers
outstanding self steering capability for a
wide range of modern powercraft
equipped with hydraulic steering.
The PowerPilot uses microprocessor
based technology and easy to use control
pads to give you total command under
autopilot control without the need for
constant adjustments.
The PotierPilot is manufactured by the
worlds largest producer of Marine
autopilots with Technical Advice, Service
and Support ready to help you get the
most from your Autohelm.

FLUX GATE

The PowerPilot is modular and designed

for easy installation with flexibility to cope
with the variation of individual craft and
owner specifications. It is supplied as
standard with the course computer, one
control unit, fluxgate compass, hydraulic
drive unit, and rudder reference
transducer. The basic Autohelm
PowerPilot
can be extended to suit
individual requirements. The basic system
is illustrated below in Figure 1.

1.1 .l Course Computer

The course computer houses the
microprocessor, electronic control circuitry
and power amplifier to drive the hydraulic
pump.
The course computer is splash proof
only and must be mounted in a dry and
protected position.

1 .1.2 Control Unit

The six button control unit is fully
waterproof and is mounted close to the
steering position. It is designed for surface
mounting, or alternatively can be bracket
mounted if required (bracket mounting kit
Cat. No. D105).
A second control unit (Cat. No. 2054)
and a hand held control unit (Cat. No.
2056) can be added to the system. The
hand held control unit is fitted with a 6m
(19ft) wander lead and plugs into a
bulkhead mounted waterproof socket.

1.1.3 Fluxgate
Fig. 1 BASIC SYSTEM

288mm (11.4in)

II

92mm (3.6in)

Compass

The fluxgate compass has been especially

developed for marine application. The
compass contains a gimbal mechanism to
permit accurate readings with pitch and
roll movements up to t40. The compass
is bulkhead mounted below decks and
connects directly to the course computer.

1.1.4 Rudder Reference

Transducer

213mm (8.37in)

The rudder reference transducer provides

the course computer with a precise
rudder position. It is mounted on a
suitable base adjacent to the rudder
stock. The interconnecting cable connects
directly to the course computer connector
unit.

-1

82Smm

1.1.5 Auxiliary Alarm

(Cat. No. 2035)

The autopilot is provided with an
automatic off course alarm system which
sounds from all control units and provides
sufficient audible warning under most
conditions. In cases where a high power
alarm is necessary, an auxiliary alarm can
be fitted. The auxiliary alarm is connected
to the main connector unit via a two
core cable.

(3.2%)

1.2 HYDRAULIC DRIVE UNITS

1.2.2 Type 1 Hydraulic Drive

The PowerPilot is available with one of

two hydraulic drive units, depending on
the size of the vessel and the
displacement of the ram.
The vessel size and displacement
recommendations given below apply to
directly driven steering systems. When a
power steering system is fitted the vessel
size and displacement recommendations
can be ignored.

The hydraulic drive unit consists of a

precision gear pump with integral valve
block driven by a continuously rated servo
motor. The pump drive motor is connected
directly to the course computer which also
regulates peak pump pressure and
eliminates the need for end stroke limit
switches.

1.2.1 Type 0 Hydraulic Drive

Maximum Vessel Size

The type 0 hydraulic drive unit consists of

a twin cylinder piston pump powered by a
small but powerful reversing electric
motor.
The high volumetric efficiency of the
piston pump provides precise control,
with the twin pistons offering smoother
and quieter operation than would be
found with a single cylinder design.
Descriotion
Maximum Vessel Size
Maximum Vessel
Displacement
Maximum Ram Capacity

1.1.6 Radio Navigation Interface

(Cat. No. 2057)
The PowerPilot
can be interfaced to any
Loran, Decca or Satellite Navigation
receiver having a suitable cross track error
output to NMEA0180/0182/0183. The
radio navigation interface computes the
course adjustments to enable the
PowerPilot
to steer to a selected waypoint.
The unit is waterproof and designed for
surface mounting (normally adjacent to
the Loran/Satellite Navigation receiver). If
required the unit can be bracket mounted
using the bracket mounting kit
(Cat. No. D104).
4

Size

5Occ (3in)

Type

5500 Kg (12000 Ibs)

Maximum Ram Caoacitv

23Occ (14in)

Minimum Ram Capacity

13Occ (8inj)

Reaulated Peak Pressure

50 bar (75ODs.i)

Peak Flow Rate

(Unloaded)

11 OOcdmin)
(67inYmin

Poher Consumption
(Typical Average)
Ram Type

3.5-6

amps

Single or Double Ended

(unbalanced or balanced)

13Occ (8.0ina)

30 bar (450lb in?)

km

1 lm (36f~)

3000 Kq (6600 Ibs)

Regulated Peak Pressure

Power Consumption
(Typical Averaqe)

Size

Maximum Vessel
Displacement

8m (26ft)

Minimum Ram Capacity

Peak Flow Rate (Unloaded)

Description

4 9 0 c d m i n (30inYmin1
1 . 5 - 2 . 5 amps
Double Ended (Balanced)

I-

190mm (7.5in)

2. INSTALMTION
WARNING

The Autohelm
PowerPilot requires correct
installation if it is to provide accurate safe
self steering. Whilst designed for simple
installation we strongly recommend that
the system should be installed

professionally or alternatively professional

advice be obtained if you intend to install
the system yourself.
The manufacturers can accept no
liability for any claims arising from
incorrect installation or product useage.

2.1.1 Course Computer

Mounting Position - Below Deck
The course computer should be positioned
in a dry protected area of the vessel free
from high operating temperatures and
excessive vibration. It can be mounted in
any attitude. Care must be taken to allow
at least 15mm (6in) clearance all round to
aid heat dissipation from the power
amplifier in the unit. Do not mount in the
engine room.
DO NOT position the course computer
so that it will:
l Receive any direct water splash/spray
(from Bilge/Hatch etc).
l Be liable to physical damage from heavy
items.
0 Be covered by other equipment or
onboard gear.
l Be close to major sources of
transmitted energy (Generators/S%
radios, Aerial Cables etc).

in use we strongly recommend the use of a

protective cover (optional extra
Cat. No. DlOl).
WARNING

Safe operation of the PowerPilot requires

that the control unit be mounted within
easy reach of the helmsman when in the
normal steering position. Position the
control unit to ensure this requirement is
met.
Mounting Instructions

The unit is attached with reusable positive

locking pads. In most cases, the pads may
be stuck directly onto the mounting
surface.
l
Using the template supplied, select the
control unit position, mark off and drill
the 17mm (5/8in) hole for the
interconnect cable.
l Attach the positive-lock pads to the rear
of the control unit (Fig. 4).

Mounting Instructions
l
l
l
l

l
l

Remove Terminal box lid (Fig. 2).

Unscrew two internal thumb retaining
nuts (Fig. 2).
Unplug terminal box and mounting
spine.
Position terminal box and mounting
spine in correct location, mark off and
pilot drill for the 5 self tapping screws
supplied (Fig. 3).
Screw terminal box and mounting spine
into place.
Plug course computer unit to terminal
box. Retighten thumb retaining screws.

The course computer is now ready for

wiring (see 2.3).

2.1.2 Control Units

Mounting Position - Control units must

be mounted close to the steering stations.

The unit is fully water-proof and suitable
for external location. If the control unit is
permanently exposed when the boat is not

Thoroughly clean the mounting surface

with alcohol (or equivalent) and allow
to dry.
7

Removing a Control Unit

l Using a flat lever gently unlock the
securing pads starting at one corner.
l Do not use excessive force.
0 The unit may be re-attached by
pressing itback onto the security pads.

2.1.3 Fluxgate Compass

Thread the interconnect cable through

the 17mm (518in) hole, peel off the
backing from the pads (Fig. 5).
l
Press the unit onto the mounting
surface maintaining pressure for 30
seconds to ensure a strong bond.
The control unit interconnect cable is
now ready for connection to the course
computer (See 2.3).
l

Where the control unit is to be mounted

to a painted, varnished or untreated wood
surface the carriers supplied should be
used to provide a sound bonding surface
for the mounting pads. (Fig. 6).

Fig.

Instructions
l Using the template supplied mark off
and drill the 17mm (518in) hole and
mark off and pilot drill the fixing holes
for the carriers.
l
Screw the holders inio position using
the self tapping screwS provided.
l
Clean the holder surface with alcohol
(oiequivalent) and stick the positive
lock pads into place (Fig. 6).
l Note An additional foam seal must be
used in this method to provide sealing.
l Carefully align the control unit with the
holders and press firmly into place to
secure a positive attachment.

The fluxgate compass may be attached to

a convenient bulkhead using the self
tapping screws provided. Unscrew the top
cap to release the compass housing from
the mounting bracket (Fig. 7). Screw the
bracket to the bulkhead using the self
tapping screws provided and finally reattachthe compass body to the mounting
bracket.
Correct positioning of the fluxgate is
crucial if ultimate performance from the
autopilot installation is to be achieved.
The fluxgate should ideally be positioned
as near as possible to the pitch and roll
centre of the vessel in order to minimise
gimbal disturbance (Fig. 8).

It is very important to ensure that the

fluxgate is positioned at least 0.8m
(2ft6in) away from the vessels steering
compass in order to avoid deviation of
both compasses. The fluxgate must also
be positioned as far away as possible from
large iron masses, such as the engine and
other magnetic devices which may cause
deviation and reduce the sensitivity of the
sensor. If any doubt exists over magnetic
suitability of the chosen site, the position
may be surveyed using a simple hand
bearing compass. The hand bearing
compass should be fixed in the chosen
position and the vessel swung through
360. Relative differences in reading
between the hand bearing compass and
the vessels main steering compass should
ideally not exceed 5O on any heading.
Fig.

Fig. 7

.
.

0.3c to 0.5L

-I

I
L

+i

When the installation is complete the

fluxgate compass should be
approximately aligned with the vessels
centre line by rotating the body until the
arrows on the joint line face the bows
(Fig. 9).

the rudder reference unit arm and tiller

arm. If it is more convenient, the rudder
reference unit may be mounted upside
down (label downwards), but if this is
done, the red and green wires must be
reversed in the connector unit.
It is important to ensure that
dimensions A and B (fig. 11) are the same
at both points and that when the rudder
is amidships the unit arm is opposite the
cable gland and makes an angle of 90
with the connecting bar.

Fig. 9

Precautions

Correct installation of the course

computer and fluxgate compass is vital to
the successful performance of the
Autohelm Pow&Pilot. The installation
precautions must be heeded if poor
performance or even failure of the
autopilot is to be avoided.

r-l

FLUX GATE
-

12

RUDDER
CONTROL fle =c5

HYDRAULIC
DRIVE UNIT

Radio Navigation
(Cat. No. 2057)

Interface

This is installed using the same procedure

as given for the control unit. (See 2.1.2).
Remote Control Unit

10
8
I

RADIO NAVIGATION
INTERFACE

The rudder reference unit must be

mounted on a suitable base adjacent to
the rudder stock (Fig. 10) using the self
tapping screws provided. The base height
must ensure correct vertical alignment of
TILLER
AR,M

Fig.

y-

2.1.4 Rudder Reference

Transducer

Fig.

Accessories

Fig. 11

Installation

2.1.5

The most comprehensive installation is

illustrated below in Fioure 12.

400

Having selected a suitable position

(Fig. lo), the interconnecting link A may
be cut to length and the linkage fastened
ensuring that the locking nuts B are
secure. The tiller arm should be tapped
M6 to a depth of 2Omm (13/l 6in) or
through drilled to accept the ball joint
supplied. The rudder should then be
moved from side to side to ensure the
linkage is free from any obstruction,

The remote control socket is pre-wired

with the interconnecting cable. A 22mm
(7/8in) diameter hole should be bored
through the mounting panel and the
socket screwed into position using the
four self tapping screws provided (Fig. 13).

Auxiliary Alarm (Cat. No. 2035)

The auxiliary alarm unit is waterproof and

may therefore be mounted in any
position. The alarm unit is supplied with a
terminal block to connect a two core
interconnection cable to the course
computer. A 22mm (718in) hole should.be
bored through the mounting panel/deck
to pass through the two way connector
block and interconnecting cable (Fig. 14).
Finally, the alarm unit should be
screwed into position using the four self
tapping screws provided. A foam seal on
the alarm mounting flange will ensure a
watertight joint to the mounting surface.
Fig. 14

11

2.2 HYDRAULIC DRIVE UNIT

General guidelines
The hydraulic drive unit should be
mounted clear of spray and the possibility
of immersion in water. It should be
located as near as possible to the
hydraulic steering cylinder. It is important
to bolt the hydraulic drive unit securely to
a substantial member to avoid any
possibility of vibration that could damage
the inter-connecting pipework.
There are three basic types of hydraulic
steering system, and these are illustrated
in Fig. 15. Typical connection points for
the drive unit are shown in each case. In
all cases it is strongly recommended that
the steering gear manufacturer be
consulted.
Minimisation of hydraulic fluid loss
during connection of the drive unit will
help to reduce the time and effort
required later to bleed the system of
trapped air. Absolute cleanliness is
essential since even the smallest particle
of foreign matter could interfere with the
correct function of precision check valves
in the steering system.

When the installation has been

completed the hydraulic pump may be
operated by switching the control unit to
Auto and operating the + 10 and - 10
course change buttons. Greater motor
movements will be obtained if the rudder
control is set to maximum.
The hydraulic steering system should be
bled according to the manufacturers
instructions. From time to time during the
bleeding process the drive unit should be
run in both directions to clear trapped air
from the pump and inter-connecting pipe
work.
If the air is left in the system the
steering will feel spongy particularly when
the wheel is rotated to the hardover
position. Trapped air will severely impair
correct operation of the autopilot and the
steering system and must be removed.
During the installation of the system it
has not been necessary to keep track of
the connection sense to the hydraulic
steering circuit since operating sense of
the autopilot can be corrected if necessary
by reversing the pobrity of the pump drive
motor connections (see section 3.3.1).

2.2.1 Type 0 Installation

The Type 0 pump must be mounted
vertically with the mounting flange bolted
to a suitable horizontal surface using four
6mm (114in) bolts.
All ports are tapped 1/8in B.S.P. Three
1/8in B.S.P. to 1/4in N.PT. adaptors are
included to convert to N.PT. where
required. The sealing washers supplied
should be placed between the fitting and
the pump (Fig. 16).
It is recommended that 1/4in fittings or
larger are used throughout to minimise
transmission losses.
Fig. 16
STEERING
CYLINDER PORTS
l/h B.S.P.

Ensure all hoses are filled with oil

Prime the pump ports with oil
When operating the hydraulic pump to
bleed the system, turn the helm pump in
opposition. This will help any air expelled
from the hydraulic pump rise to the helm
pump reservoir.
l
l

2.2.2 Type 1 Installation

The Type 1 pump should be mounted on a
suitable horizontal surface.
All ports are tapped 1/4in B.S.P. Three
114in B.S.P. to 114in N.PT. adaptors are
included to convert to N.PT. where
required (Fig. 17). The sealing washers
supplied should be placed between the
fitting and the pump (Fig. 18).
Fig. 17

SEALING

l/din N.P.T. FirriNG

N.PT.

Fig. 15
T.40 Line
System

%
RESERVOIR

r(

The two cylinder ports are positioned

opposite one another on the pump body.
The reservoir port is marked R and is at
45. All connections to the pump should
be made with flexible hose.
Important Note
All connections in the reservoir line
must be sound as any air introduced
to this line will seriously degrade
pump performance.
Bleeding

The type 0 pump is sensitive to trapped

air, and care must be taken during
installation and commissioning to remove
it. Before connecting the hoses to the
pump:

ADAPTOR

SEALING

WASHER

2.3 CABLING AND POWER

SUPPLIES
2.3.1 Signal Cabling
Cable interconnections between all sub
system modules are shown schematically
(in Figs 1 and 12). All peripheral units

connect to the connector unit where they

are permanently hard wired to colour
coded connector blocks situated on a
central printed circuit board (Fig. 19).
The end face of the connector unit is
fitted with ten blanking discs (Fig. 20).
which are easily pressed out and replaced
by the special rubber grommets supplied
with each peripheral _unit
, _ fixing kit

/T
-----T

40mm

Fig. 21

KEY
0 WHlTE

(Fig. 2 1). After cutting the

interconnecting cable to length (Fig. 21),
it may be passed through the inserted
rubber grommet and prepared for
connection to the relevant connector
block (Fig. 19).
Each connector block is clearly
identified on the printed circuit board and
each wire position is identified by
coloured dots which match the individual
wire colours. The cable screen should be
connected to terminals identified by a
white dot.
Each peripheral unit is supplied with 6m
(20ft) of interconnecting cable. Additional
cabling can be supplied in 12m (4Oft) cut
lengths as follows:Cat. No.

Used On

DO06
(Two core unscreened)

Alarm, Electronic
power supply and
Clutch

DO87
flhree core screened)

Control units, and

Radio Navigation
Interface

DO88
(Four core screened)

Fluxgate Compass

0 YELLOW
0 GREEN
@RED
e BROWN

The total length of screened core cable

connected to the serial bus (connectors
Al -A5) should not exceed 30m (1 OOft).
Similarly, the total length of
interconnecting cable to the fluxgate
should not exceed 2Om (60ft). If it is
necessary to exceed the above maximum
length recommendations, please consult
Nautechs Product Support Department
for specific advice. In general the length
of interconnecting cables should be kept
to an absolute minimum to reduce the
possibility of interference by other
electronic equipment.
All cables should be run at least 1 m
(3ft) from existing cables carrying radio
frequency or pulsed signals, and should
be clamped at 0.5m (1 .Sft) intervals.

2.3.2 DC Power Supplies

(Fig. 22).
Flexible connection tails fitted with
insulated spade connectors are SUpplicd
with the course computer to connect ttle
main power supply (Blue and Brown) and
drive unit motor connections (Red a111j
Black).
All four flexible wire tails are
preconnected
to a four-way heavy duty
terminal block for connection to the main
power cabling. Similarly, the drive Ullil iS
supplied with flexible tails for the motor
power connection (Red and Black).
Before commencing power cabling, all
interconnecting terminal blocks should be
screwed into a position where they will
remain dry and protected. When pl,~nning
the position of the course computer
(ref.2.1.1). it is important to reduce the
overall length of heavy power cable
between the drive unit and the vessels
central power distribution panel to a
minimum.
Excessive lengths will generate losses in
the cable and will reduce system
performance. In addition, the cable length
between the course computer and drive
unit must be less than 5m (16ft).
Having sited the course computer,
measure the total cable length between
the drive unit and the vessels central
distribution panel and select the
appropriate cable size from the table
below.
Total
Cable
Length

Cable
Type

Up to 7m
Up to 1 Om
Up to 16m

Copper
Area

Cable
Gauge

5010.25

2.5mm

14 f!JsrG

5610.3

4.0mmz

12 AV&

8410.3

6.0mml

lOAWG

3. OPERATION
The power supply must be led from the
main distribution panel and protected by
means of a 25 amp fuse or current
overload trip switch. A separate 5 amp
fuse must be fitted in the electronic
power supply cable.

It is very important that both the

electronic and heavy duty power supplies
are isolated by a switch in the positive
supply line.
When connecting the power supplies to
the main distribution panel and to the
course computer spade connectors, it is
essential that the polarity is correct
(Brown positive, Blue negative).

ELECTRONIC
POWER
SUPPLY

Fig.

22

CIRCUIT BREAKER
25AMP- 12V

H E A V Y DUTY
POWER SUPPLY
OUTPUT
TO MOTOR

16

3.1 BASIC PRINCIPLES

1
J

The following description of the

Autohelm PowerPilots principle of
operation will help you to fully understand
its controls.
Deviation from course is continuously
monitored by a sensitive fluxgate compass
and corrective rudder is applied by the
drive unit to return the vessel to course.
The applied rudder is proportional to
course error at any time and thus when
the course is restored the rudder will be
neutralised. The amount of rudder
applied for a given off-course error must
match both the steering characteristics of
the vessel and speed through the water. A
vessel with a small rudder for example,
will require more corrective helm than a
similar sized vessel with a larger rudder.
Similarly, a high speed power boat will
require considerably less corrective helm
at planing speeds than it will at lower
displacement speeds.
When changes in vessel trim occur due
to variations in wind pressure or engine
throttle setting the course can only be
maintained by the application of
permanent rudder.off-set
(standing helm)
to restore balance. If permanent rudder
off-set is not applied to restore balance
the vessel will bear on to a new heading.
Under these circumstances the Autohelm
PowerPilot detects that the original course
is not being restoredand continues to
apply additional rudder off-set in the
appropriate direction until the vessel
returns to the original heading. Automatic
trimming capability ensures that the
originally set course is held irrespective of
any changes in balance that may occur
during the course of a passage.
Autohelm PowerPilots central
computer also continuously monitors the
pattern of applied rudder correction and
can distinguish unnecessary repetitive
corrections caused by pitch and roll of the

vessel from those necessary to maintain

the selected heading. If unnecessary
repetitive corrections continue the
computer will automatically neglect them
so that autopilot activity and power
consumption is continuously optimised at
minimum levels.
The high degree of control automation
made possible by the systems central
micro computer simplifies user control to
a series of push button operations.

17

3.2.3 Operating Mode indication

and Course Display

3.2.4 Off-Course Alarm

When the autopilot is set to Auto mode a
built in off-course alarm is automatically
set up. The off-course alarm will sound
from all control units when the vessel
deviates for any reason from the original
course by more than 15 for over 20
seconds. If an auxiliary alarm is fitted this
will also be sounded after a one minute
delay to allow the watchkeeper to take
corrective action.
The alarm will be silenced if the vessel
returns to within 1 So of the original
course. If the vessel does not return within
course limits the alarm can only be
silenced by disengaging the autopilot and
resetting a new course.

The operating mode of the autopilot is

indicated by a flashing red LED, as
summarised below:-

OPERATING

LED FLASHING CODE

MODE

STAND BY
Autopilot switched on but
not engaged

f$j

y?J

)j

3.3 FUNCTIONAL TEST

PROCEDURES
The following functional tests and set up
procedures must be carried out before
sea trials are attempted.

AU-t-0
Autopilot engaged to steer
compass heading

3.3.1 Setting Up

MANUAL
Hand held control power
steering in operation

ii@

ON

Switch On
Switch on the electrical supply from the
main panel. All control units will emit a
short beep tone to indicate that the
computer is now active. The autopilot will
start up in Stand By mode.

~~@j~fzJjj@

OFF

SECONDS

L;

Operating Sense
The operating sense of the autopilot can
be checked as follows:* Select Auto
l
Select + 10 which should move the
rudder a few degrees to produce a turn
to starboard.
If this does not occur, correct operating
sense can be restored as follows:* If the rudder immediately drives hard
over to starboard, the red and green
wires of the rudder reference
transducer should be reversed in the
connector unit.

20

If the rudder immediately drives hard

over to port, the motor connections
between the course computer and
drive unit should be reversed.
l
If the rudder drives a few degrees to
port, reverse the motor connections,
and reverse the red and green wires of
the rudder reference transducer.
N.B. Reversal of the motor connections
should be permanently made at one of
the main terminal blocks and not by
reversing the spade connector flying leads
to the course computer.

3.3.2 Functional Test Procedure

l

Switch on and note that all control

units are live and signalling Stand by
mode.
0 Key Auto on any fixed control unit and
note that Auto mode is indicated on
all control units.
l Key course change commands from all
control units noting that
corresponding helm movements occur.
0 Key Manual on the hand held control
unit (if fitted) and note that Manual
mode is signalled from all control units.
l Key power steer commands via the
course control keys of the hand held
control unit and note that
corresponding incremental helm
movements occur.
l Key Stand by
The automatic trimming capability of
the autopilot can be observed by the
following test:
Key Auto followed by a 1 O course
change to starboard. This effectively
simulates a condition where the need for
standing helm has developed and the
vessel is not returning to course. You will
notice that an initial fixed helm movement
is applied and that after a short interval
the drive unit will continue to apply
further incremental helm movements. If
21

4. SEA TRIALS

left in this condition the rudder will

eventually be driven hard over. If, however,
the vessel were moving through the
water, the progressive application of
additional helm would eventually return
the vessel to the correct course with the
necessary standing helm applied. Return
to course can be simulated by keying - 10
(to return to the current heading). The
progressive application of standing helm
will cease when the fluxgate senses that
the course error has been removed.

3.3.3 Drive Unit Test Procedures

Before attempting sea trials it is important
to check that the vital link with the
steering system provided by the hydraulic
pump and rudder reference transducer
are free from obstruction and operating
correctly.
Warning
When the steering system is being moved
manually or under drive from the
autopilot do not touch any part of the
system. The forces exerted are
considerable and could cause injury.
With an assistant to turn the main
steering wheel get into a position where
the tiller and rudder reference transducer
can be seen.
l With the autopilot in Stand by turn
the sheering wheel from hard over to
hard over.
l
Check that the rudder reference
transducer and linkage do not foul any
part of the steering mechanism or
vessels structure.
0 Select Auto and use the + 10 button
to drive the rudder hard over (use
maximum rudder setting).
l Use the - 10 button to drive the
rudder hard over in the opposite
direction.

22

Check that the steering ram moves

smoothly and that there is no excessive
play.
0 Check that all unions are tight and
there is no seepage of hydraulic fluid.
l

Current Limit and Cutout

When the rudder is driven onto end stops
drive to the hydraulic pump may cut out
after a few seconds. This is normal. Drive
will only be restored if the rudder moves
away from the end stop or if drive is
required in the opposite direction.
The performance of the Autohelm
PowerPilot
will only reach the designed
levels if the installation of the hydraulic
pump and rudder reference transducer is
correctly engineered and adjusted. It is
strongly advised that these be checked
before sea trials.

Initial sea trials should be carried out in

calm conditions with plenty of sea room.
The previously conducted functional test
will have verified that the autopilot is
operating correctly and that you are
familiar with all of its controls.
Set the rudder control on all control
units to minimum.
Initial sea trials on fast planing vessels
should be conducted at no more than half
engine speed. Minimum setting of the
rudder control should provide stable
steering performance.
Fine setting of the rudder control is
discussed later (4.2).

4.1 FIRST SEA TRIALS

During first sea trials, the vessel will be
constanfly changing heading, and it is,
therefore, very important to maintain a
constant look-out. The following initial
trial procedure is recommended:@ Steer on to a compass heading and
hold the course steady.
0 Press Auto to lock on to the current
heading. In calm sea conditions a
perfectly constant heading will be
maintained.
0 Alter course to port or starboard in
multiple increments of 1 and 10
degrees from any control unit. Course
changes should be prompt and
without any sign of overshooting.
l If a hand held control unit is fitted key
Manual to change over to remote
power steering. Practice power
steering using the four course control
keys..
0 Press Stand by to disengage the
autopilot for return to hand steering.
Automatic Sea State Control
During the sea trial, the operation of the
automatic sea state control can be
observed. When the autopilot is initially
engaged in Auto mode the autopilot will
respond to all pitch and roll movements.

During the first minute of operation, it will

be noticed that repetitive movements of
the vessel are gradually neglected until
finally the autopilot will respond only to
true variations in course.
To ensure precise course adjustments
the sea state control is automatically reset
whenever a 1 O0 course change is
selected.
Automatic Trim Control

The Autohelm PowerPilot automatically

corrects for trim. No adjustment of the
pilot is necessary.
After each course change the
Automatic Trim is cancelled and the
Autohelm PowerPilot will re-establish the
correct trim for the new heading. This
process takes approximately one second
per degree of course change. It should be
noted that if a large course change is
keyed in (greater than 60) the pilot will
not assume the final selected course
immediately. The vessel will come to
within say 10 of the desired course and
will only settle onto course when the
Automatic Trim has been fully established.
It is recommended the following
procedure is adopted for large course
changes.
l
Note required new heading
l
Select Stand by and steer manually
l
Bring vessel onto new heading
0 Select Auto and let vessel settle onto
course
l Bring to final course with 1 0
increments.
It is sound seamanship to make major
course changes only whilst steering
manually. In this way any obstructions or
other vessels may be cleared properly and
due account taken of the changed wind
and sea conditions on.the new heading
prior to engaging the pilot.

23

5. OPERATING HINTS
4.2 RUDDER CONTROL
ADJUSTMENT
The rudder control setting recommended
on page 22 will provide stable control for
initial sea trials. However, power craft can
vary widely in their response to the helm
and further adjustment of the rudder
control setting may improve the
Autohelms steering characteristics.
An excessively high rudder control
setting results in oversteer which can be
recognised by the vessel swinging from
side to side of the automatic heading
accompanied by excessive rudder
movement. In addition, distinct overshoot
will be observed when the course is
changed. This condition can be corrected
by reducing the rudder control setting
(rotating rudder control anticlockwise).
Similarly, an insufficient rudder control
setting results in understeer which gives
sluggish steering performance and is
particularly apparent whenchanging
course. This is corrected by increasing the
rudder control setting (rotating rudder
control clockwise). These tendencies are
most easily recognised in calm sea
conditions where wave action does not
mask basic steering performance. The
rudder control setting is not over critical
and should be set to the lowest setting
consistent with accurate course keeping.
This will minimise actuator movements
and hence reduce power consumption.
It may be noticed that the autopilot
tends to be a little less stable on northerly
headings in the higher latitudes of the
northern hemisphere (and converse!y
southerly headings in the southern
hemisphere). This is caused by the
increasing angle of dip of the earths
magnetic field at higher latitudes which
has the effect of amplifying rudder
response on northerly. headings. The
tendency towards northerly heading
instability is usually more .obvious in
24

higher speed craft and when it occurs can

be corrected by reducing the rudder
control setting. In excess of 30 knots, a
reduction by at least two positions can
often be required within 45 of North.
Planing Craft
On fast planing craft which operate over a
wide speed range, the rudder control
setting often requires reduction at higher
speeds where steering effectiveness is
increased. Oversteer can be extremely
violent at planing speeds and it is
recommended that the rudder control
setting is reduced before opening the
throttle.

Autohelm PowerPilots central course

computer continuously optimises
automatic steering performance
eliminating the need for operator
supervision.
It is, however, very important to
understand the effect of sudden trim
changes on steering performance.
At planing speeds, where only a small
proportion of the hull is in contact with
the water, variations in wind speed and
direction can produce significant changes
in trim. Similarly, variations in vessel
attitude and engine settings also produce
trim changes. When a change in trim
occurs the automatic trim compensation
system requires at least 120 seconds to
apply the necessary rudder off-set to
restore the automatic heading. In gusting
conditions, therefore, particularly when
the wind is forward of the beam, the
course may tend to wander slightly.
Passage making under automatic pilot
is a very pleasant experience which can
lead to the temptation of relaxing
permanent watch. This must always be
avoided no matter how clear the sea may
appear to be.

been carried out correctly? Check

again.
l Has the fluxgate compass been
installed in an area free from large
magnetic deviation? If in doubt use a
hand bearing compass to check.
0 If performance has changed recently
has a magnetic influence been
introduced near the fluxgate compass?
- anchor/chain/radio equipment/
loudspeaker/tools/AC. generator, etc.
l Is battery voltage correct? 12~.
l Are fuses intact and of correct rating?
l
Are circuit breakers engaged?
l Is wiring of correct diameter and are
screw connectors firmly tight?
l If pilot fails to hold course - check
rudder setting at control units.
If vessel wanders under pilot control
l Verity that hydraulic pump is correct for
size and type of vessel.
l
Check steering ram and actuator are of
compatible type and bleed system to
remove air.
l
Check rudder reference transducer
linkages for security and correct
alignment.

5.1 UNSATISFACTORY STEERING

PERFORMANCE
If the Autohelm PowerPilot has been
correctly specified, installed in accordance
with the instructions and adjusted
correctly it will provide outstandingly
good steering precision over a very wide
range of wind and sea conditions.
If the performance falls below your
expectations and the pilot appears to be
working correctly the fault will normally
be found by carrying out the simple
checks outlined below. Before reporting
your difficulties to an Autohelm specialist,
please check the following:* Have the test procedures and
adjustments detailed in Section 3.3
25

6. MAINTENANCE

7. FAULT LOCATION PROCEDURE

The autopilot is one of the most used and

hardest working items of equipment on
board, and therefore must receive its fair
share of attention and routine
maintenance.
Regular inspection of the installation is
recommended in the following areas
where applicable.
1. Check that Hydraulic Steering systems
are free from leaks and trapped air.
Bleed when necessary to remove air
from the system.
2. Check that all inter-connecting cable
terminals are fully tightened and
corrosion free.
3. Check that external waterproof sockets
are capped when not in use and
periodically spray with WD40 (or
similar) to protect from corrosion.
4. Check that the heavy power supply
cable connections are tight and free
from corrosion.

Autohelm PowerPilot has been designed

to achieve very high standards of reliability
combined with ease of servicing.
If a fault should appear, please double
check that all connections in the
connector unit are sound and that the
heavy power cable connections are tight
and free from corrosion. If you are
satisfied that all connections are sound,
the simple check procedure tabulated
below will assist you to locate the most
likely fault area.
Since the course computer houses the
majority of the electronic control system
there is a high probability that if an
electronic fault has occured it will be

INSTALLATION
HAVE ONLY ONE

DO RED KEYS
EMIT BEEP TONES
WHEN PRESSED?

26

located in this area. The course computer

unplugs easily for servicing (Section
2.1.1).
Control units are removed using a
suitable lever to separate the pads starting
at one corner. Do not use excessive force.
Disconnect from the connector unit and
withdraw the interconnecting cable
(Section 2.1.2).
The faulty unit should be removed and
returned to your nearest service agent.
If any difficulties arise, please consult
Nautechs Product Support Department in
the U.K. or your own National distributor
who will also be able to provide expert
assistance.

FAULT OCCUR
IN ONE CONTROL

27

8. WARRANTY, AFTER SALES SERVICE

LIMITED WARRANTY
Nautech or its appointed Distributors or
Service Centres will, subject to the
conditions below, rectify any failures in
this product due to faulty manufacture
which becomes apparent within twelve
months of its purchase date.
Equipment used in the country of
purchase should be sent directly to the
authorised Distributor for that country or
its appointed Service Centres. The product
will then be service free of charge and
returned promptly direct to the sender.
Equipment used outside the country of
purchase can be either:a. Returned to the Distributor or Dealer in
whose country of from whom the
equipment was originally purchased -it
will then be serviced free of charge
and promptly returned direct to the
sender, or
b. The product can be returned freight
pre-paid to the authorised Distributor
or its appointed Service Centres in the
country in which the product is being
used. It will then be serviced and
returned direct to the sender on the
basis that the Distributor or Service
Centre will supply any parts used free
of charge but the sender will be
invoiced for the necessary labour and
return shipment at the local rate.
CONDITIONS
The warranty is invalid if:a. The product has been misused,
installed or operated not in accordance
with the standards defined in this
manual.
b. Repairs have been attempted by
persons other than Nautech approved
Service personnel.

28

FULL INTERNATIONAL
WARRANTY
Nautech or its appointed Distributors or
Service Centres will, subject to the
conditions below, rectify any failures in
this product due to faulty manufacture
which become apparent within twelve
months of its purchase date wherever the
vessel and the product may be operated.
CONDITIONS
1. The product must be installed aboard
the vessel in the country of purchase.
2. The product must be installed in
accordance with the recommendations
issued by Nautech Ltd.
3. The installation must be carried out by
an installer approved by Nautech:
alternatively the installation must have
been inspected and approved by
Nautech or its approved installer.
4. The Warranty Registration Card must
be completed by:0 The Owner or User
l
The Dealer supplying the product
0 The Installer
5. The Full International Warranty is
invalid if:(a) The product has been misused, or
installed or operated not in
accordance with standards defined
in this handbook.
(b) Repairs have been attempted by
persons other than Nautech
*approved Service personnel.
(c) The warranty card has not been
completed correctly or is not
accompanied by proof of purchase.

the claim. The product will then be

serviced free of charge and returned
promptly direct to the sender.
2. Nautech,its Distributors and Service
Centres, are not liable for any charges
arising from visits to the vessel not to
attend to the product, whether under
warranty or not, nor for sea trials or
any other work associated with the
installation. The right is reserved to
charge for any such services at the
local rate.

AFTER SALES SERVICE

Your Autohelm PowerPilot is designed to
give you long service and reliable
performance wherever you sail. Toensure
that you can always receive prompt and
expert attention in case of any difficulty,
Nautech has established a worldwide
network of AUTOHELM
SERVICE
CENTRES.
Please contact your nearest Service
Centre for assistance. Always have
ready:* Your Warranty Card
l Proof of Purchase

CLAIM PROCEDURE
1. The product should be sent direct to
Nautech or its appointed Distributor or
Service Centre nearest to the vessel.
The completed Warranty Card and
proof of purchase must accompany
29

10.

9. SERUICECENTRES - UK,Eireand Channel Islands

Greenham

Ponsmo;th
Hdmphwe
0705 693611
PortsmouthlChichester
Harbour
Greenham
Marine Ltd
EmrwonhYacht Harbour
Thaney Road
Emsworth
Hampshire
0243378314
Chlchesrer Marina
Chichester

vuest Surseex
0243

511070

Hamble Rlverl
Southampton Water
a K Electra Marine
Ft,; ;;ard

Marine Ltd

COXKk
Pfymwth
0752 228114

190 Dock Street

Fleefwocd
03917 5241

Marine Electronics Sflemr

Putiige
auckfdnd arwer
aideford
Norlh Own
0805 22870

Northern Ireland
Belfast Lough Marine Electronics
55 aelfan Road
Cnickfergur
Co Antrim
0960365565

Ocean Marine Servicer

4 3 afetonride
Pfymwth
0752 23922
Quay Electrfcs
The Sail Loh
Pump seeet
arixham
080 45 3030

(Teignmouth)

Falmouth
Cornwall
0326 74001

Hudson Marine Electronics

MercuryYa~ht Harbour
Sdtchell Lane
Hamble
liampd-lire
0703455129

Sevrrn & Bristol Channel

AN D Electronics

& Lymlngton/Poolr
Greenham
Marine Ltd
Klog Saltems Lane
Lymmgton
Hampshire
0590 75771
Danlea Electronics
Cobk Quay
PO&
DOnet
0202673880
Greenham MarineLtd
Quay West Mama
z&y Quay Road
DO&et
0202676363
aumin Marine Electronics
OS4 8&i 3321

Rider Services
Glenbrook
Passage west
Co Cork
010353 2184 1176

Mylor Marine Electronics

WaMsh
Hampshire
o4a952170

Lecmar Marine Electronics

Arcalta Marine
COWS
low
0983293996

Dublin 11
0001342590

Ltd

Steampacket Building
East Quay
RansPf
Isle of Man
0624 812583
S/W Scotland
Boat Elect& h Electronic

Dene Road
Severnrlde
Trading Estate
Avonmouth
arw0l
0272 821441

Ayrshire
0292315355
western Scotland
Jeff Rutherford
Yacht Electrical and
Electronic Services
targr Yacht Haven
lrvme Road
Largr
AyEhire
0475 686091

Dale Sailing Co Ltd

Ddk
Havedord West

Northern Scotland
a P ln~rument~t~onLtd
Greenbank Road
East TllOS
Aberdeen
0224874003

DY+d

064 6.5 349

&Noh&WestWa~es
i\ Rowlands
Marine
Electronics Ltd
The Outer Harbour
RNllheli
0758613193
Sailtronic Marine
Church Street
Glan Conv.vn
chffl a&
Clwyd
0492 $a 536
Merseyride
Robbins Marine Radio Servicer
Norfh East Cobwg Dock
Lwerpool
OS1 709 5431

scalloway
Shetland
059 588 645
.fi

S/E Scotland
Fonh Area Marine Electronics
Electronics
Centre
PoR Edgar
South Queensferry
Edinburgh
0313314343

Humberside
i/&m Electronicc Marine Ltd
&WM Wrlghl0cck.s
Hull
0482 25163
,&& &;i;;%$e Ltd
Grkgewalk
Wroxham
Norfolk
06053 2238
R 6 J Marine Electronics
2 alrch Avenue
Dcwxoun ady
Harwlch
0255 502819
R 6 J Marine Electronics
c/o Suffolk Yacht Hdrbour
Levington
Iprwich
047 388 737
.A E s s e x
Mantrbrite htarine Electronics
dff 19d Spatal Road
Maldon
ESSex
0621 53003
Heron Marine Services
129 aroddway
dbKent
Herne say
Kent
0227 361255

Channel lrlands
.iq aoatworkr
+
r?>Cartle Emplacement
*. $1 P e t e r POR
GWfWY
0481 26071
Jersey Marine Electronics
umt 2
La we
St n&r
kSey
0534 21603
Mainbrayce Ltd
Inner t4arbour
ar.+e
Alderney
0481822772

OVERSEASREPRESENTATIVES

Argentina
Trimer S.A.
Fray J.5 M. de Ore 2030/40
1425 Buenos Aires
Argrntma
Tel: (010 54 I) 774 3728/4470
Telex: 007 33 23653 TRMER AR
Australia
Solo Marine Pty Ltd
11 Green Street
RwerbyNSW2212
AUSl&
T&(01061 2)7745255
Telex: M)7 71 127045 SOLMAR AA
FIX: (010 61 2) 7745291
Werner Ober-Yachtelektronik
A-6890 Lusrenau
Relchrstrasx 38
Austria
Tel: (0104315577 2419
Fax: (010 43) 5577 24195
Barbados
C.O. Williams Electrical Co. Ltd
Wa,,elW
St Mkherl
Barbddor
Tel:(0101809)4252250
Telex: 007 392 2366 COW Wa
Fax: (010 1809) 424 0374
Belgium
West Diep Yachting Centre SPRL
a.a450 N~euwwon
Louisweg
2
Belgium
Tel: (0103258) 234061
fa.~:(01032 sajsa23924a
Bermuda
Marine
Communications
72 Pntr Bay Road
Pembroke HM 06
Bermuda
T~I: 010 i 809) 295.0558
Telex: 007 290 3795 MARCO aA
Fax: (010 1 809) 292 co79
Brazil
Fast Yachts
Control S A.
lndurtro E. Comerico
P.0 Box 12700
sao Paub - SP
ardril
Tel:~01055)115211944
Telex: CO7 38 11 24612 CNTO RR
Fax: (010 55) 11 5482070
British Virgin Islands
Cay Electronics
P.O. aor 345
Road Town
TOr7&
arbtlrh Wrgin Islands
Tel: (010 1 a09 49) 42400
7&x: 007 255 510 1006891 ESLUD
63~. (010 i a09 49) 44707

Tom Taylor Co. Ltd

72 Fraser Avenue
Toronto M6K 3El
Ontario
Canada
Tel. LO10 !416)53Olatl
Telex. 007 2 1 06524332 TOMTAYCO TOR
Fax: (010 I 416) 5304345
Canary Islands
Norden
us iuan awista 57
Santa Cruz de Tener,fe
Canary lrldnds
Tel. (010 34 22) 26-t a71
Telex: W7 52 92230 CCKIN E
Fa*:~0103422)287311
CYPNS
Mercury Diven Co. Limited
53 Spyrou Araouzou Street
P.O aor 469
Limarrd
Cyprus
Te~fO1035751)65492
Telex: W7 605 4976 MERCDNE 0
Finland
Oy Maritim Aa
Veneentek~~antie 1
:,-,12 10 Helsinki
;el:(010358)0673331
Telex. 037 57 124788 MARJT SF
Far:(010358)06927917
France
5.0. Marine Electronique
17.25 Rue Barian
78500 5anr0~~~11e
France
Tef.(O1033)139146833
Telex: 007 42 658347 SDMELEC
Fax: (010 33) I 3913 3022
Gibraltar
Bond Innrument~tion
The D&yard
Gibraltar
Te~(OIO35Ol73701
I&<: 007 405 2373 GlaREP GK
Fax: (010 350) 73726
Sale3
H. Sheppard 6 Co.
W.C3pXt
G,braltdr
Tel (010 350) 77183
Telex. 007 405 2324 MARINA GK
G,ee<e
Piraeur Electronic
46 ALU h4oursopoulou
hlarlnd Zear
la5 36 plraeus
GWXe
T&(010301)4531027/41a
1797
T e l e x : 0 0 7 6 0 1 241219DORlGR
Fax (olo301)4la 1091

Holland
Bconwnas Handelmaatxhappij 8.V
P O BorNr.50128
1305 AC Almere Have
H&r!d
Tel- (01031 3240) 11524
Telex: 007 44 70121 GEBONI
Far (010 313240) 11519
Hong Kong
Far East Yacht Specialists limited
M 2 floor
Earkervik House
22 Ice HOuIe street
Hong Kong
Tel: (010852)5 257015/5229394
Tele:: 007 802 65925 KREMA HX
Iceland
&nco Ltd
Lagmula7
125 Reykjavik
kcland
Tel: (0103541)8jO7?
Teler 007 SO1 2334 BOLT-X
fax: (010 354029323

I5

Brim Yacht I Marine Supply

Tel Am P.O. Box 33232
Israel
Tel: (010 972) 320 259913284432
lelcr 265871
(Gu&eret J37AlJR)MONREF
Italy
Deck Marine
Vdc Cerdosa 155
20151 M4am
IldfY
~4: (010 392) joa 7229
Telex: 007 43 353147 DECK I
Fax: (010 392) 301 3398
Japan
J.M.J. Limited
2F lnago Bldg 370
Hayama - bhli
Mum
Kanagawa
Japan
Tel: (01081)46876 1511
Telex: 007 72 3852532 JMJJPN J
Fas 010 81468 76 1044

Marine torail Pacifique

BP 648 Noumea
NewCole&&
Tel: IO10 687) 27 58 46
T&r 007 706 3 120 CONIPANS NM
Fdx: 1010 687) 27 66 43
NewZealand
Lusty 6 Blundell limited
69 Wairau Road
Takamna
Auciland
10
New Zealand
T&(010649)4443675
Telex: W7 74 60324 LUST-Y
fax: (010 64 9) 444 3738

Taiwan
Ing Hai Company Limited
P O Box 9 - Y

NZ

Tel: (010 88 6215312 068

Telex: 007 785 13951 VIRAGO
Fax: (010 88 62) 5376 531

Norway
Seatronic AIS
nardd HaarldgrE54Jl
s
15w Moss
Ncmay
Tel: (010 47)9 2727331231272835
Telex: 007 56 76542 SIRON N
Far:(01047)9274152

Turkey
Turimpex
M. Burhanetlin Tekdag
Haydn Irk&i Cad. I-7
80680 Etiktar
Istanbul
Tel: (010) 16046881161 01 32
Telex: CO7 607 26613 TRIM TR

Portugal
A. Percira Jordao
RuadcloreFakao
152.156
4ooo PortoCc&?*
Ponugal
Tek(o10351 2)209479
Telex: CO7 404 22308 JORDAO P
Far(010351 2)314169

USA
SWVilX
Autohelm
America
New Wh,tBeld Streel
;y;fmd, CT 06437

Slngaporc
Co%micatios Syrtemr
Engineering Pte Lld
67 Ayer Rajah Crescent 07.01
Smgapm 05 I3
Tel. @lOSSI 77 65191
Telex: W7 07 23036 DEBEGPL
Fax:(01065)7766795
Souih Afrlcr
Central Boating Pty Limited
a I Brec 5seet
Cape Tow 8Wl
South Africa
Tel: Ml0 27 21) 248026r7@
Teh: 007955 26712%
Fax~OlO2721)242564

RipardLawan
6 Ripard
156 TaXbier Seafront
Yachttviatia
Maka
Tel: 1010 356) 3559)
Telex: CQ7 406 934 YOTS MW

SpaIn
Sit&
MuntanerM
Eartelona 11
Spain
Tel:1010343)3234315
Tekx: 007 52 542 18 SITf E
Fw(OlO343)3235062

Netherlands Antllles
Radi&+olland Caribbean NV
P.O. Box 146
Phrlipburg
5, thanen
Netheriandr Antilles
Tel. (010 599) 522583
la: (010 599) 5-22589

A x h t d e 6 Hansson
Nya Vdw?l
5.421 71v: Frotunda
SWfden
Tel:~OlO4631)291111
Telex: 007 54 21447 AXHAS
Fax:(0104631)292789

32

Switzerland
Yachting
Systems
General Wdle Slrarre
IO
8002 Zurich Enge
Swuerland
Tel: (01041 I)202 8044
Telex: 007 45 816598 YASH CH
Far:(01041 I)2028064

%i: CO10 I 203) 453 8753

Telex: W7 230 643 804 IMI
Fax:(OlOl 203)4536109
west Gcrmdnv
Ferropilot GM&
2064 R&we
Slemenrtras-se
3s
West Germany
Tel.(010494101)301240
Telex:00741
2189160FERD
Fax:(010494101)301214
West lndln
The Signal Locker
Nelsoon~s Dockyard
Antigua
W-1 India
Tel:(O101809)4631528
Telex:(CO7393)214212ll9
DYRDBHT AKNACHTS AK
Fax:(0101809)4631524
Yugorldvld
Mare Nostrum
Yachting Ccarulting
Eorur CcirbSdin
M.Tira 85
Opdlljd
Yugcriavia
Tel:~0103851)713506
Telex: 007 62 24215 TEHRI YU

4434312