Operator Manual

Kongsberg cPos (OS)

Dynamic Positioning System
(Rel. 6.2)

301577/A
April 2006
The reader
This operator manual is intended as a reference manual for the system operator. This
manual is based on the assumption that the system operator is an experienced DP
operator with a good understanding of basic DP principles and general DP operation. If
this is not the case, then the operator should first attend the appropriate Kongsberg
Maritime training courses.

Note
The information contained in this document remains the sole property of Kongsberg
Maritime AS. No part of this document may be copied or reproduced in any form or by
any means, and the information contained within it is not to be communicated to a third
party, without the prior written consent of Kongsberg Maritime AS.
Kongsberg Maritime AS endeavours to ensure that all information in this document is
correct and fairly stated, but does not accept liability for any errors or omissions.

Warning
The equipment to which this manual applies must only be used for the purpose for
which it was designed. Improper use or maintenance may cause damage to the
equipment and/or injury to personnel. The user must be familiar with the contents of
the appropriate manuals before attempting to operate or work on the equipment.
Kongsberg Maritime disclaims any responsibility for damage or injury caused by
improper installation, use or maintenance of the equipment.

Kongsberg Maritime A.S Telephone: (47) 32 28 50 00

P. O. Box 483 Telefax: (47) 32 28 50 10
N-3601 Kongsberg Service: (47) 815 35 355
Norway http://www.kongsberg.com
 Document revisions
Written by Checked by Approved by
Rev Date Sign Date Sign Date Sign
A 23.02.06 PLB 03.04.06 JR 21.04.06 ØL
B
C
D
E
F
The original signatures are recorded on the company’s logistic data system.

Document history
Rev. A This version describes the operation of the cPos (OS) system at SDP basis
software release 6.2.0.

To assist us in making improvements to the product and to this manual, we welcome

comments and constructive criticism. Please send all such, in writing, to:
Kongsberg Maritime AS
Att: Documentation Department
P. O. Box 483
N-3601 Kongsberg
Norway

e-mail: [email protected]

301577/A cPos (OS) Operator Manual 3

 Glossary

Abbreviations
ARP Alternative Rotation Point
AP Autopilot (a device for automatic heading control)
BIST Built-In Self Test
BITE Built-In Test Equipment
cPos Kongsberg Compact Dynamic Positioning
CCW Counter-clockwise
CG Centre of Gravity
COG Course Over Ground
CW Clockwise
DGPS Differential GPS
DP Dynamic Positioning
DPC DP Controller
DQI Differential Quality Indicator
EBL Electronic Bearing Line
GPS Global Positioning System
HDOP Horizontal Dilution Of Precision
HPR Hydroacoustic Position Reference
I/O Input/Output
IMO International Maritime Organisation
KM Kongsberg Maritime
LTW Light-weight Taut Wire
MOB MOBile transponder
OS Operator Station
OT Operator Terminal
PMS Power Management System
PS Process Station
RIO Remote Input - Output
rms root mean square
ROT Rate Of Turn

4 Kongsberg Maritime 301577/A

ROV Remotely Operated Vehicle
RPM Revolutions Per Minute
SDP Kongsberg Dynamic Positioning
UPS Uninterruptible Power Supply
UTC Universal Time Coordinated
UTM Universal Transverse Mercator
VRS Vertical Reference System
WGS World Geodetic System
WOP Wheel Over Point
WP WayPoint
WT Wing Terminal

301577/A cPos (OS) Operator Manual 5

General terms
Apparent wind
See Relative wind.
Bearing
The horizontal direction of one terrestrial point from another, expressed as the
angular distance from a reference direction, clockwise through 360°.
Blackout prevention
A method of preventing a power failure due to overloading of the supply generators.
Cartesian coordinate system
A coordinate system where the axes are mutually-perpendicular straight lines.
Command group
A group of functions that reflect the way the system will operate for a specific process
area, for example, Propulsion and Propulsion Simulation.
Controller group
A group of one or more controller process stations.
Course
The horizontal direction in which a vessel is steered or is intended to be steered,
expressed as angular distance from north, usually from 000° at north, clockwise
through 360°. Strictly, this term applies to direction through the water, not the
direction intended to be made good over the ground. Differs from Heading.
Crab angle
The angle between the vessel heading and the track.
Cross-track error
The distance from the vessel’s present position to the closest point on the track.
Datum
Mathematical description of the shape of the earth (represented by flattening and
semi-major axis as well as the origin and orientation of the coordinate systems used
to map the earth).
Dead reckoning
The process of determining the position of a vessel at any instant by applying to the
last well-determined position the run that has since been made, based on the recent
history of speed and heading measurements.
Destination
The immediate geographic point of interest to which a vessel is navigating. It may
be the next waypoint along a route of waypoints or the final destination of a voyage.

6 Kongsberg Maritime 301577/A

Feedback
Signals returned from the process (vessel) and used as input signals to the Vessel
Model.
Gyrocompass
A compass having one or more gyroscopes as the directive element, and which is
north-seeking. Its operation depends on four natural phenomena: gyroscopic inertia,
gyroscopic precession, the earth’s rotation and gravity.
Heading
The horizontal direction in which a vessel actually points or heads at any instant,
expressed in angular units from a reference direction, normally true north, usually
from 000° at the reference direction clockwise through 360°. Differs from Course.
International Maritime Organisation
Formally called IMCO, the IMO is the specialised agency of the United Nations
responsible for maritime safety and efficiency of navigation.
Kalman filter
The Kalman filter is a set of mathematical equations that provides an efficient
computational (recursive) solution of the least-squares method. The filter is very
powerful in several aspects; it supports estimations of past, present and even future
states, and it can also do so, even when the precise nature of the modelled system is
unknown.
Leg
The straight line between two waypoints.
Log
An instrument for measuring the speed or distance or both travelled by a vessel.
Navigation leg
The leg of a voyage on which the vessel is currently travelling.
Process Station
One Central Processing Unit (CPU) plus I/O interfaces, possibly shared with
other CPUs in redundant configurations. A physical PS may be single, part of a
dual-redundant-physical PS or part of a triple-redundant-physical PS. The PS
utilises RCU, SBC or PC hardware.
Reference origin
The reference point of the first position-reference system that is selected and
accepted for use with the system. The origin in the internal coordinate system.
Relative bearing
The bearing of an object relative to the vessel’s heading.
Relative wind
The speed and relative direction from which the wind appears to blow with reference
to the moving vessel.

301577/A cPos (OS) Operator Manual 7

Route
A planned course of travel, usually composed of more than one navigation leg.
Surge
Vessel movement in the fore-and-aft direction.
Sway
Vessel movement in the transverse direction.
Thruster
In this document, this is used as a general term for any element of the vessel’s
propulsion system, such as an azimuth thruster, tunnel thruster, main propulsion or
rudder.
Track
The intended or desired horizontal direction of travel with respect to the earth.
Transponder
In this document, this is the physical reference of a position-reference system. For
example: for an HPR system this means any deployed transponder; for an Artemis
system, the Fixed Antenna unit/beacon; for a Taut Wire system, the depressor weight.
True bearing
Bearing relative to true north.
Unavailable
Describes a status indication or entry field that is shown but appears dimmed. An
unavailable entry field cannot be changed.
Vessel Reference Model
A mathematical model of the vessel which makes it possible to simulate vessel
movements and behaviour in the horizontal plane (surge, sway and yaw).
Waypoint
A defined position or reference point on a track.
Wheel-over point
The point where a vessel is commanded to change heading before a waypoint.
Yaw
Vessel rotation about the vertical axis (change of heading).

8 Kongsberg Maritime 301577/A

 Table of contents
1 CPOS SYSTEM THEORY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1
1.1 The cPos system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2
1.2 Basic forces and motions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-3
1.3 cPos system principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
The Kalman Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
The Controller . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7
Thruster allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
2 USER INTERFACE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1
2.1 Operator station . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-2
2.2 Operator panel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3
2.3 Controls and indicators . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Panel indicators and reset button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Command control buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Views buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-4
Panel buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Message system buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Dialog select buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5
Operational mode buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-6
Joystick buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-7
Three-axis joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Input wheel and buttons . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8
Position button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9
2.4 Display layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10
Title bar . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Message line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Sensor status area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11
Power area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13
Heading area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-14
Position area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-16
Force balance area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20
System operation area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-22
Operational status area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-24
Trend area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
View area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-28
2.5 Dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Displaying dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Page and entry field state identification . . . . . . . . . . . . . . . . . . . . . . . . 2-29
Dialog navigation, and changing and entering parameter values and
options . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30
Closing dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31
Basic rules for dialogs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-31

301577/A cPos (OS) Operator Manual 9

 2.6 Display views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Orientation of the operator station . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Available views . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-33
Selecting a display view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-34
View control dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-35
3 MESSAGE SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-1
3.1 System diagnostics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-2
3.2 Operational checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
Audible and visual indications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-3
3.3 Types of message . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-4
3.4 Presentation of messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-6
3.5 Acknowledging messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Message line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Event List window . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-9
Silence button . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-10
3.6 Alarm indicator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-11
3.7 Messages on the printer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-12
3.8 Operator advice messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-13
3.9 Critical system messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Controller process station response . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-14
Software inconsistency . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3-15
4 STARTING OPERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-1
4.1 System start-up and shut-down . . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
Operator station computer shut-down . . . . . . . . . . . . . . . . . . . . . . . . . 4-2
4.2 Command transfer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Taking command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
Giving command . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4-3
5 SYSTEM SETTINGS AND STATUS INFORMATION . . . . 5-1
5.1 Panel test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-2
5.2 Panel dimming . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-3
5.3 Day and night palettes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-6
5.4 System status . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
General Setup dialog - Status page . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-7
5.5 System date and time . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
General Setup dialog - Misc page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-9
5.6 Display units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
General Setup dialog - Misc page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-10
5.7 System software information . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
General Setup dialog - Info page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-11
5.8 Resetting the controller process station and operator station
computer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12
General Setup dialog - Reset page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-12

10 Kongsberg Maritime 301577/A

 5.9 Controller gain level . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
Auto Setup dialog - Control page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-14
5.10 Warning and alarm limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Heading deviation limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Position deviation limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-16
Auto Setup dialog - Limits page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-17
5.11 Rotation centre for automatic control . . . . . . . . . . . . . . . . . . . . 5-18
Auto Setup dialog - Rotation page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-18
Additional information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5-19
6 JOYSTICK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-1
6.1 Joystick calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-2
Additional information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-4
6.2 Joystick settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
Auto Setup dialog - Joystick page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-5
6.3 Setting the joystick thrust . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-7
6.4 Selecting the vessel rotation centre . . . . . . . . . . . . . . . . . . . . . . . 6-8
Additional information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-9
7 SENSORS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-1
7.1 Gyrocompasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Sensors dialog - Gyro page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-2
Displayed heading information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Rejection of heading measurements . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Faulty gyrocompasses . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-3
Heading dropout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-4
7.2 Wind sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Sensors dialog - Wind page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-6
Displayed wind information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Faulty wind sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-7
Rejection of faulty wind data . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-8
Operating without wind sensor input . . . . . . . . . . . . . . . . . . . . . . . . . . 7-9
7.3 Vertical reference sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Sensors dialog - Vrs page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-10
Displayed VRS information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
Faulty VRS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-11
7.4 Speed sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Sensors dialog - Speed page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-13
Displayed Speed information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-14
7.5 Draught sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
Sensors dialog - Draught page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-15
7.6 Rate Of Turn sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16
Sensors dialog - RoT page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7-16

301577/A cPos (OS) Operator Manual 11

8 POSITION INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-1
8.1 Position-reference systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Position-reference System dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-2
Displayed position-reference system information . . . . . . . . . . . . . . . . 8-3
8.2 Coordinate systems . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
System datum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
Reference origin . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-4
8.3 Tests on position-reference systems . . . . . . . . . . . . . . . . . . . . . . . 8-6
Standard deviation of position measurements . . . . . . . . . . . . . . . . . . . 8-6
Freeze test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-6
Variance, weight and the Variance test . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Prediction test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-7
Divergence test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-8
Median test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-9
8.4 Enabling position-reference systems . . . . . . . . . . . . . . . . . . . . . . 8-11
Enabling the first position-reference system . . . . . . . . . . . . . . . . . . . . 8-11
Enabling other position-reference systems . . . . . . . . . . . . . . . . . . . . . . 8-12
8.5 Changing the reference origin . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-13
8.6 Position dropout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8-14
9 THRUSTERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-1
9.1 Enabling thrusters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Thruster Enable dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-2
Displayed thruster information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-3
9.2 Thruster allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Auto Setup dialog - Control page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-4
Selecting the thruster allocation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9-5
10 MAIN MODES AND OPERATING
PROCEDURES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-1
10.1 Standby mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-2
Returning to Standby mode/manual levers . . . . . . . . . . . . . . . . . . . . . 10-2
10.2 Joystick mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
From Standby mode to Joystick mode . . . . . . . . . . . . . . . . . . . . . . . . . 10-4
Joystick control of position and heading . . . . . . . . . . . . . . . . . . . . . . . 10-5
Heading and position information . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-5
Joystick electrical failure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Mixed Joystick/Auto modes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-6
Joystick mode with automatic heading control . . . . . . . . . . . . . . . . . . 10-6
Joystick mode with automatic position control in both surge and sway 10-7
Joystick mode with automatic stabilisation . . . . . . . . . . . . . . . . . . . . . 10-9

12 Kongsberg Maritime 301577/A

 10.3 Auto Position mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-11
From Joystick mode to Auto Position mode . . . . . . . . . . . . . . . . . . . . 10-11
10.4 Autopilot mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
Pilot Setup dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-13
Speed control from the joystick . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-18
Speed control from external levers . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-19
Changing heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
Leaving the Autopilot mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-20
10.5 Follow Target mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-21
Target Setup dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-22
Entering Follow Target mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-26
Heading control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-27
Rate Of Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-27
Position control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-27
Speed control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-27
10.6 Track Line mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-28
Available functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-29
Line Setup dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-30
Course dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-37
Entering Track Line mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-38
Changing course (normal turn) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-39
Altering a course change (turn-in-turn) . . . . . . . . . . . . . . . . . . . . . . . . 10-41
Stop on line . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10-43
11 CHANGING THE HEADING SETPOINT . . . . . . . . . . . . . . . . 11-1
11.1 Stopping a change of heading . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-2
11.2 Entering a new heading setpoint . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Heading Setpoint dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-3
Changing the vessel’s heading . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-4
11.3 Setting the Rate Of Turn . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
Auto Setup dialog - Control page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11-5
11.4 Selecting the minimum power heading . . . . . . . . . . . . . . . . . . . . 11-7
12 CHANGING THE POSITION SETPOINT . . . . . . . . . . . . . . . 12-1
12.1 Stopping a change of position . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-2
12.2 Entering a new position setpoint . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Position Offset dialog . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-3
Changing the vessel’s position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-5
12.3 Setting the vessel speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8
Auto Setup dialog - Control page . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12-8

301577/A cPos (OS) Operator Manual 13

13 POWER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-1
13.1 Power monitoring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13-2
13.2 Power load monitoring and blackout prevention . . . . . . . . . . . 13-3
14 DISPLAY VIEWS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-1
14.1 Position Plot view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-2
Track Line mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-7
View controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-9
14.2 Position-reference System view . . . . . . . . . . . . . . . . . . . . . . . . . . 14-11
14.3 Power Consumption view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-14
14.4 Sensor view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-16
14.5 Setpoint/Feedback view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-18
14.6 Thruster view . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-20
Autopilot mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-22
Track Line mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14-23
15 BUILT-IN TRAINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-1
15.1 Trainer functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-2
15.2 Starting-up and using the trainer . . . . . . . . . . . . . . . . . . . . . . . . 15-3
General Setup dialog - Trainer page . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
Starting-up and configuring the trainer . . . . . . . . . . . . . . . . . . . . . . . . 15-4
15.3 Leaving the trainer . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5
APPENDIX A - MESSAGE EXPLANATIONS . . . . . . . . . . . . . . . . . A-1

14 Kongsberg Maritime 301577/A

1 cPos SYSTEM THEORY
This Chapter contains the following sections:
1.1 The cPos system
1.2 Basic forces and motions
1.3 cPos system principles

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cPos system theory

1.1 The cPos system

The cPos system is a computerised DP control system for
automatic position and heading control of a vessel.
To control the vessel’s heading, the DP control system uses data
from one or more gyrocompasses, while at least one
position-reference system (for example, DGPS, microwave or
hydroacoustics) enables the DP control system to position the
vessel.
Deviations from the desired heading or position are
automatically detected and appropriate adjustments are made by
the system.
Setpoints for heading and position are specified by the operator
and are then processed by the DP control system to provide
control signals to the vessel’s thruster and main propeller
systems. The DP control system always allocates optimum
thrust to whichever propulsion units are in use.
The DP control system also provides a manual joystick control
which may be used for joystick control alone or for combined
manual/auto control.
Without a position-reference system, the DP control system can
provide automatic stabilisation and control of the vessel heading
using the gyrocompass as the heading reference.

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 Basic forces and motions

1.2 Basic forces and motions

A seagoing vessel is subjected to forces from wind, waves and
current, as well as from forces and moments generated by the
vessel’s propulsion system.
The term “forces” in the following sections includes both forces
and yawing moments, unless otherwise stated. The vessel’s
responses to these forces are measured by position-reference
systems, gyrocompasses and vertical reference sensors.
Reference system readings are corrected for roll and pitch using
readings from the vertical reference sensors. Wind speed and
direction are measured by the wind sensors.
The DP control system calculates the forces that the thrusters
must produce in order to control the vessel’s motion in three
degrees of freedom - surge, sway and yaw - in the horizontal
plane.

Figure 1 Forces and motions

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cPos system theory

The vessel also moves in three vertical degrees of freedom:

pitch, roll and heave.

Pitch Roll Heave

(+ = bow up) (+ = starboard down) (+ = down)

Figure 2 Pitch, roll and heave

The pitch and roll motions are not controlled by the cPos
system. However, in order to allow the position-reference
system to correct for these motions, the system must have
information about them. This information is received from
vertical reference sensors.
The cPos system does not control or require information about
the heave motion, but the motion can be measured and
displayed.

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 cPos system principles

1.3 cPos system principles

A simplified block diagram of the cPos system is shown in
Figure 3, and described in the sections that follow.

Figure 3 cPos system block diagram

The cPos system relies on a vessel model which includes
hydrodynamic characteristics such as drag coefficients and
virtual mass data. This model, called the Mathematical Vessel
Model, describes how the vessel responds to an applied force,
e.g. wind and thrusters.

The Kalman Filter

The Kalman Filter estimates the vessel’s heading, position and
velocity in each of the three degrees of freedom - surge, sway
and yaw. It also incorporates algorithms for estimating the effect
of sea current and waves.

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cPos system theory

The Kalman Filter uses a mathematical model of the vessel. The

mathematical model itself is never a 100% accurate
representation of the real vessel. However, by using the Kalman
filtering technique, the model can be continuously corrected.
The vessel’s heading and position are measured using the
gyrocompasses and position-reference systems, and are used as
input data to the cPos system. These measurements are
compared with the predicted or estimated data produced by the
mathematical model, and the differences are then used to correct
the model.

Individual Thruster
Commands

Thruster
Allocation
Forces and
Moment Demand

Wind
Controller Wanted Heading
Position and Speed

Heading, Position and Speed Estimates Measurements from

- + Sensors and
Position-
Reference System
Thruster Mathematical
Feedback Vessel Model

Sea Current
Estimate

Kalman Filter
(CD2879A)

Figure 4 Block diagram showing the Kalman filter

The Kalman Filter provides the following advantages:
· Optimum combination of data from the different
position-reference systems. The system calculates a variance
for each position-reference system in use, and places
different weighting on their measurements according to each
system’s individual quality.
· In the absence of position measurements, the model provides
a “dead-reckoning” mode. This means that the system is able
to perform positioning for some time without position
updates from any position-reference systems.

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 cPos system principles

In the Kalman Filter, the Mathematical Vessel Model’s

reliability and the noise level of the position measurement are
the basis for deciding how much to trust each measurement. As
time elapses the model reliability will increase through
continuous updates from measured vessel response.
The process is adaptive. If, for example, only one
position-reference system is active and it has a low update rate,
the model reliability will decrease in the periods between
measurements, and the vessel model will therefore be heavily
updated with each measurement.
Offshore trials have verified that the cPos system principles
give:
· Improved suppression of noise in position measurement with
a better station-keeping performance.
· Reduced power consumption and wear and tear on the
thrusters due to improved suppression.
· A more robust handling of combined high and low update
rate position sensors, such as DGPS and traditional Long
Base-Line hydroacoustic positioning.
A Kalman Filter is also used for the heading information based
on measurement from the actual gyrocompass in use.
Additional advantages can be obtained by use of speed
measurements. These can be used as an addition to position
measurements to improve the vessel speed control, and to make
calibration of position measurements faster when sailing at high
speed.
A combination of speed measurement and a position-reference
system will be better able to handle drop out of position
measurements during sailing.
The speed measurement interface can be DGPS or Doppler Log.

The Controller
The controller calculates the resulting force to be produced by
the thrusters/propellers in order for the vessel to remain on
station.
The controller consists of the following parts:

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cPos system theory

· Excursion Feedback
The deviation between the operator-specified
position/heading setpoints and the actual position/heading
data, and similar deviations with respect to the vessel’s
velocity/heading rate, drive the excursion feedback. The
deviations are multiplied by gain factors to obtain a force
setpoint (restoring setpoint and damping setpoint) required to
bring the vessel back to its setpoint values while also slowing
down its movements.
· Wind Feed-Forward
In order to counteract the wind forces as quickly as possible,
the feed-forward concept is used. Based on wind speed and
direction measurements, the wind-induced forces acting upon
the vessel can be calculated. The thrusters/propellers are
ordered to counteract the forces due to wind.
· Current Feedback
The excursion feedback and wind feed-forward are not
sufficient to bring the vessel back to the desired setpoints due
to unmeasured external forces (such as waves and current).
The system estimates these forces over time, and calculates
the force setpoint required to counteract them.

Thruster allocation
The force setpoint in the surge and sway axes (the force
setpoint), and in the yaw axis (the turning moment setpoint), is
distributed to the various thrusters and propellers by the
Thruster Allocation function.
The setpoint is distributed in such a way as to obtain the force
and turning moment required for position and heading control,
while also ensuring optimum thruster/propeller use with
minimum power consumption and minimum wear and tear on
the propulsion equipment.
If it is not possible to maintain both the turning moment and the
force setpoint due to insufficient available thrust, priority is
normally set to obtain the turning moment setpoint (heading).
If a thruster/propeller is out of service or deselected, the “lost”
thrust is automatically redistributed to the remaining
thrusters/propellers.

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2 USER INTERFACE
This Chapter contains the following sections:
2.1 Operator station
2.2 Operator panel
2.3 Controls and indicators
2.4 Display layout
2.5 Dialogs
2.6 Display views

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User interface

2.1 Operator station

The cPos operator station (see Figure 5) comprises the
following:
· A 17” high-resolution colour flat screen TFT display for
monitoring and operation of the system.
· An operator panel with push buttons, indicators, controls and
joystick.
· A maritime computer running Microsoft® Windows® XP.
· A system printer for logging alarm and warning messages,
and printing the display picture.

Figure 5 cPos operator station

The power switch and adjustment controls for the display are
placed below the bottom of the screen. For further details
concerning their use, refer to the Hardware Module Description
for the display.
The power switch for the maritime computer is located on the
front of its case. For further details, refer to the MP5xx
Maintenance Manual for the maritime computer.
Isolation circuit-breakers for the colour display, maritime
computer and system printer are located on the operator station
mounting plate (above the maritime computer). For further
details, refer to the cPos OS Maintenance Manual.

2-2 Kongsberg Maritime 301577/A

 Operator panel

2.2 Operator panel

The cPos operator panel is designed for fully automatic
operations as well as manual and semi-automatic joystick
operations.
The layout of the operator panel (see Figure 6) is divided into
various areas whose controls and indicators are arranged
according to their function.

power

Stand View Alarm Alarm Ref. General

Take Give Views Dim Day/night Test Silence Thrusters Sensors
by control ack. view systems setup
operation

Auto Auto Present Full Set

Joystick
setup position position thrust heading

Pilot Auto Present Auto Fore

setup pilot heading heading pivot Enter

Line Track Stop Auto Center

setup surge pivot Cancel
line on line

Target Follow Min. pow. Auto Aft Change

setup target heading sway pivot position

(CD3058A)

Figure 6 cPos operator panel

The button text or symbol is colour-coded to indicate the button

type as follows:
· White text or symbol on a dark background.
Single-press action button for test, set up, data input and
operation monitoring.
· Dark text on a white background.
Double-press action button for operation control.
· Dark text on an orange background.
Single-press action button for the message system.

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User interface

2.3 Controls and indicators

The controls and indicators on the operator panel are divided
into the following functional groups.

Panel indicators and reset button

power This group comprises two indicators and one button.
· The green power indicator is lit when the operator panel is
operation connected to the maritime computer and its 24 VDC power
supply is switched on.
· The green/red operation indicator shows the current
operational status of the operator panel:
- Steady green
The electronics inside the operator panel are functioning
correctly and communication with the system has been
established.
- Flashing red
An internal error has been detected or the panel has lost
communication with the system.
- Flashing green
A test or setup function is active, i.e. panel test, panel
dimming or joystick calibration.
· The reset button (under the hole at the left-hand side of the
power indicator) allows you to reset the panel processor.

Command control buttons

This group comprises two buttons with green status indicators.
Take Give · The Take button transfers control of the system to the
operator station (see Taking command on page 4-3).
· The Give button enables another operator station, operator
terminal or wing terminal (if installed) to take control of the
system (see Giving command on page 4-3).

Views buttons
This group comprises two buttons.
View
Views
control
· The Views button displays and closes the Views dialog (see
Selecting a display view on page 2-34).
· The View control button displays and closes the View Control
dialog for the display views (see View control dialog on
page 2-35).

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 Controls and indicators

Panel buttons
This group comprises three buttons, one with a green status
Dim Day/night Test indicator.
· The Dim button enables and terminates the panel dimming
function (see Panel dimming on page 5-3).
· The Day/night button toggles the day and night palettes for
the colour display (see Day and night palettes on page 5-6).
· The Test button enables and terminates the panel test function
(see Panel test on page 5-2).
The green status indicator above the button is not used.

Message system buttons

This group comprises three buttons, one with a red alarm
Alarm
ack.
Alarm
view
Silence indicator.
· The Alarm ack. button acknowledges alarms and warning
messages (see Acknowledging messages on page 3-9).
The red alarm indicator above this button (when either
flashing or continuously lit) indicates that alarm and/or
warning states exist in the system (see Alarm indicator on
page 3-11).
· The Alarm view button displays and closes the Event List
window (see Presentation of messages on page 3-6).
· The Silence button stops the audible signal horn from
sounding. (see Silence button on page 3-10).

Dialog select buttons

This group comprises four buttons, three with status indicators.
Ref.
Thrusters systems Sensors
· The Thrusters button displays and closes the Thruster Enable
dialog (see Thruster allocation on page 9-4).
The green status indicator above the button is not used.
· The Ref. systems button displays and closes the
Position-reference System dialog (see Position-reference
System dialog on page 8-2).
The red status indicator above the button is not used.
· The Sensors button displays and closes the Sensors dialog
(see Gyrocompasses on page 7-2, Wind sensors on page 7-6,
Vertical reference sensors on page 7-10, Speed sensors on
page 7-13, Draught sensors on page 7-15 and Rate Of Turn
sensor on page 7-16).
The green status indicator above the button is not used.

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User interface

· The General setup button displays and closes the General

General
setup
Setup dialog (see System date and time on page 5-9, Display
units on page 5-10, System software information on
page 5-11, Resetting the controller process station and
operator station computer on page 5-12 and Starting-up and
using the trainer on page 15-3).

Operational mode buttons

This group comprises sixteen buttons, twelve with green status
indicators.
· The Standby button selects the Standby mode (see Standby
Stand mode on page 10-2).
by

· The Auto setup button displays and closes the Auto Setup
dialog (see Auto Setup dialog - Control page on page 5-14,
Auto
setup
Auto
position
9-4, 11-5 and 12-8, Auto Setup dialog - Limits page on
page 5-17, Auto Setup dialog - Rotation page on page 5-18
and Auto Setup dialog - Joystick page on page 6-5).
Pilot Auto
setup pilot
· The Auto position button selects Auto Position mode (see
Auto Position mode on page 10-11).
Line Track
setup line · The Pilot setup button displays and closes the Pilot Setup
dialog, provided that the Autopilot option is available in the
Target Follow
system (see Pilot Setup dialog on page 10-13).
setup target
· The Auto pilot button selects Autopilot mode provided that
this option is available in the system (see Autopilot mode on
page 10-13).
· The Line setup button displays and closes the Line Setup
dialog, provided that the Track line option is available in the
system (see Line Setup dialog on page 10-30).
· The Track line button selects Track Line mode provided that
this option is available in the system (see Track Line mode on
page 10-28).
· The Target setup button displays and closes the Target Setup
dialog, provided that the Follow target option is available in
the system (see Target Setup dialog on page 10-22).
· The Follow target button selects Follow Target mode
provided that this option is available in the system (see
Follow Target mode on page 10-21).

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 Controls and indicators

· The Present position button selects the present position (see

Stopping a change of position on page 12-2).
Present
position · The Present heading button selects the present heading (see
Stopping a change of heading on page 11-2).
Present · The Stop on line button selects the present position when in
heading
Track Line mode, provided that the Track line option is
available in the system (see Stop on line on page 10-43).
Stop · The Min. pow. heading button selects the minimum power
on line
heading in when the vessel is under automatic heading
control (see Joystick mode with automatic heading control on
Min. pow. page 10-6 and Selecting the minimum power heading on
heading
page 11-7) and in the optional Follow Target mode (see
Heading control on page 10-27).
· The Joystick button selects the Joystick mode (see Joystick
mode on page 10-4).
Joystick
· The Auto heading button selects automatic heading control
(see Joystick mode with automatic heading control on
page 10-6).
Auto
heading
· The Auto surge button selects automatic surge control (see
Joystick mode with automatic position control in both surge
Auto
and sway on page 10-7).
surge
· The Auto sway button selects automatic sway control (see
Joystick mode with automatic position control in both surge
Auto and sway on page 10-7).
sway

Joystick buttons
This group comprises four buttons with green status indicators
· The Full thrust button toggles the joystick thrust setting
Full
thrust between Full and Reduced (see Setting the joystick thrust on
page 6-7).
Fore · The Fore pivot button selects the fore part of the vessel as the
pivot
rotation centre in Joystick mode (see Selecting the vessel
rotation centre on page 6-8).
Center · The Centre pivot button selects the centre part of the vessel as
pivot
the rotation centre in Joystick mode (see Selecting the vessel
rotation centre on page 6-8).
Aft
pivot · The Aft pivot button selects the aft part of the vessel as the
rotation centre in Joystick mode (see Selecting the vessel
rotation centre on page 6-8).

301577/A cPos (OS) Operator Manual 2-7

User interface

Three-axis joystick
The three-axis joystick is automatically configured according to
its orientation of the operator terminal relative to the vessel.
This joystick is used to control the thrusters in all three axes
(surge, sway and yaw) when they are selected for joystick
control.
To move the vessel in the surge and sway axes (alongship and
athwartship directions), tilt the joystick. The direction in which
the joystick is tilted determines the direction of applied thruster
force, and the angle of tilt determines the amount of applied
thruster force.
To turn the vessel (the yaw axis), rotate the joystick. The
direction in which the joystick is rotated determines the
direction of the turning force setpoint, and the angle through
which the joystick is rotated determines the amount of applied
turning moment.

Input wheel and buttons

This group comprises an input wheel and five buttons.
Set
heading
· When the change heading function is active, the input wheel
increases and decreases the heading setpoint.
Enter

When a dialog is displayed, the input wheel selects (within

Cancel
the displayed dialog) the page or entry field that is to be in
focus. It also changes the value of the entry field that is in
focus (see Dialog navigation, and changing and entering
parameter values and options on page 2-30 and Basic rules
for dialogs on page 2-31).
The input wheel also selects the display view that is to be
shown in the view area of the colour display (see Selecting a
display view on page 2-34).
· The Set heading button activates and terminates the change
heading function.
· The -- (decrease) button activates the change heading function
and decreases the heading setpoint when the change heading
function is active.
· The + (increase) button activates the change heading function
and increases the heading setpoint when the change heading
function is active.

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 Controls and indicators

For further details concerning the change heading function, see

Entering a new heading setpoint on page 11-3.
· The Enter button confirms and stores changed values and
options in the displayed dialog (see Saving changed values
and options on page 2-31).
· The Cancel button cancels changed values and options in the
displayed dialog. It also closes the displayed input dialog (see
Discarding changed values and options on page 2-31).
The input wheel together with the Enter button is also used
during panel dimming (see Panel dimming on page 5-3) and
joystick calibration (see Joystick calibration on page 6-2).

Position button
This group comprises one button.
Change · The Change position button, located in the below the Cancel
position
button in the input wheel and button group (see Input wheel
and buttons on page 2-8), displays and closes the Position
Offset dialog (see Position Offset dialog on page 12-3).

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User interface

2.4 Display layout

The information shown on the colour display (see Figure 7) is
divided into a number of predefined areas (see Figure 8).

Figure 7 Displayed information

Title bar
Message line

Sensor status
Power area Heading area Position area Force balance area
area

System operation Operational status

area area

View area

Trend area

(CD3074)

Figure 8 Display layout

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 Display layout

Title bar
The title bar (see Figure 9) identifies the operator station, shows
system status and shows the current date and time.

cPos Operator
(application Station Controller
name) name group

Delivery Command Date and

(CD3075-1) name group time

Figure 9 Title bar

When the operator station has command, the background colour

of the Controller group:Command group field is yellow.
In the example shown in Figure 9, the Controller group is
Main: (the one to which the operator terminal is connected) and
the Command group is Propulsion (which the system controls).
When the Trainer is in use the Controller group changes to
MainSimulator: and the flashing red/white text
SIMULATING is displayed to the right of the Command group.

Message line
The message line (see Figure 10) shows the most recent
Emergency, Alarm or Warning message that has not yet been
acknowledged (see Presentation of messages on page 3-6).

Figure 10 Message line

Sensor status area

The sensor status area (see Figure 11) shows the state of the
connected sensors and position-reference systems when they
deviate from normal.
The area will be blank if at least one sensor or position-
reference system of each type is functioning correctly, i.e. the
selected system mode can operate with the available sensor and
position-reference system measurements.

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User interface

Figure 11 Sensor status area

If a sensor, a position-reference system or the propulsion system

is either disabled or not functioning correctly, a status indicator
that changes colour followed by the type of the sensor,
position-reference system, function is displayed.
The colours shown by the Gyro, Wind, VRS, Spd GPS and
Spd DOP status indicators are:
Orange Measurements available, but are not being used.
This may be because they are not being accepted
by the system or they are not enabled.
Red No measurements available.
The Refs status indicator is only shown when the current system
mode requires a position-reference and none are enabled and/or
accepted by the system.
The colours shown by the Refs status indicator are:
Orange Calibrating.
Red Not enabled and/or not accepted.
Grey Not available.
The Thrust status indicator is only shown when one or more of
the vessels three axis (surge sway or yaw) are under automatic
control and the thrust being provided by the propulsion system
is insufficient to maintain automatic control.
The colours shown by the Thrust status indicator are:
Orange Insufficient thrust in one axis.
Red Insufficient thrust in two or all three axes.

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 Display layout

Power area
The power area (see Figure 12) contains one or more vertical
bargraphs that show the consumed power for each main bus as a
percentage of the available power for that bus. In this case the
available power is defined as the accumulated generator
capacity feeding the bus.

Figure 12 Power area

There will be a separate bargraph displayed for each main bus

(A, B, C etc.). This means that the number of displayed
bargraphs will be automatically adjusted to reflect the vessel’s
current power bus configuration, i.e. when it changes due to bus
tie breakers being opened and closed.

The height of each bargraph is scaled to represent the generator

capacity of the corresponding bus as shown in the example in
Figure 12. In this case, Bus A has a larger generator capacity
than Bus B.

Each bargraph has a green bar and two predefined power

consumption limits (one for warning and one for alarm) that are
shown as dashed horizontal lines.

If the lower (warning) limit (typically 60%) is exceeded the

colour of the bar changes from green to orange.

If the upper (alarm) limit (typically 80%) is exceeded the colour

of the bar changes from orange to red.

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User interface

Heading area
The heading area (see Figure 13) shows numerical and graphical
information relevant for manual and automatic heading control
functions. This area is automatically arranged according to the
current system state.

Figure 13 Heading area

The vessel heading (either, as estimated by the Vessel Model or

from the gyrocompass in use) is shown graphically against a
rotating compass rose and as a numeric value.

The heading setpoint is shown graphically on the compass rose

as a vertical purple line.
The left (pink) and right (pale green) arrows indicate the
direction in which the vessel is turning; Port (left pink arrow) or
Starboard (right pale green arrow).
When the system is in Joystick mode (with or without automatic
heading control selected), Auto Position mode, the optional
Track Line mode or optional Follow Target mode, the displayed
vessel heading is as estimated by the Vessel Model. This is
indicated by the text Model being shown under the right (pale
green) arrow.

When the system is in the optional Autopilot mode or optional

Track Line mode at high , the displayed vessel heading is from
the gyrocompass in use. This is indicated by the name of the
gyrocompass being shown under the left (pale green) arrow.

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 Display layout

If no gyrocompasses are enabled, or the gyrocompass

measurements are invalid, the vessel heading as estimated by the
Vessel Model, based on the last known measured heading from
the gyrocompass, is displayed. This is indicated by the colour of
the numeric value for the vessel heading changing to red and the
red text Model being shown under the right (pale green) arrow.
The vessel’s Rate Of Turn (ROT) is indicated by a
two-directional bar and shown numerically in degrees per
minute to port or starboard. The colour of the bar is pale green
when the ROT is to starboard and pink when the ROT is to port.

Joystick heading control

When the system is under joystick heading control in Joystick
mode, the turning force setpoint and the resulting vessel
response is shown by two, two-directional bars and a numeric
value.
The rotation of the joystick is indicated by the upwards pointing
(purple) arrow.
The turning force setpoint is indicated by the upper (purple)
two-directional bar.
The obtained turning moment is indicated by the lower (green)
two-directional bar and the numeric value (in percent port or
starboard). With full thrust selected, the range is 100% port to
100% starboard whereas with reduced thrust selected, the range
is typically, 50% port to 50% starboard.
When the system is under joystick heading control in the
optional Autopilot mode, the steering angle for each of the
vessel’s rudders is shown by two, two-directional bars and a
numeric value.
The rudder steering angle setpoint is indicated by the upper
(purple) two-directional bar.
The obtained rudder steering angle is indicated by the lower
(green) two-directional bar and the numeric value (in degrees
port or starboard).

Automatic heading control

When automatic heading control is selected, the heading
deviation and the turning direction is displayed.
Heading deviation is indicated by a two-directional bar which
represents the deviation from the heading setpoint. The colour
of the bar changes in relation to the heading warning and alarm
limits (if active):

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User interface

Green Within limits

Orange Warning limit exceeded
Red Alarm limit exceeded
Grey No limits active
If the deviation exceeds the available display range (set by the
alarm limit value), a plus (+) sign is displayed in the bar.
The heading deviation is defined as positive in the starboard
direction and negative in the port direction, relative to the
heading setpoint.
An arrow shows whether the estimated heading is moving
towards the heading setpoint (decreasing deviation) or away
from the heading setpoint (increasing deviation). The colour of
the arrow changes to pink for increasing deviation and to green
for decreasing deviation.
When heading warning and alarm limits are active, they are
shown as solid orange and red lines. When inactive, they are
shown as dashed orange and red lines and the colour of the
two-directional, heading deviation bar changes to grey.

Position area
The position area (see Figure 14) shows numerical and graphical
information relevant for manual and automatic position control
functions. This area is automatically arranged according to the
current system state, and the location and orientation of the
operator panel on the vessel.

Figure 14 Position area (Joystick mode)

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 Display layout

Joystick mode
In Joystick mode, the joystick setpoint in surge/sway is shown
graphically and numerically (by a set of four pairs of bars
arranged in a cross formation).
The joystick setpoint is indicated by the purple left or upper bar
and shown as two percentage values (ahead or astern for surge
and port or starboard for sway).
The response to the joystick setpoint (feedback) is indicated by
the green right or lower bar.
The tilt of the joystick is indicated by the filled purple circle and
dashed purple coordinate lines that are positioned relative to the
centre of the cross formation (zero tilt).
Note The joystick setpoint relative to the joystick tilt depends on the
joystick thrust and the active joystick precision settings.
When the joystick is in the zero position for both the surge and
sway axes, the tilt indicator (filled purple circle) is positioned in
the centre of the cross formation.

Mixed Joystick/Auto modes

In Mixed Joystick/Auto modes, the bars for the surge or sway
axis in automatic control are replaced by a position deviation
bargraph.
The joystick setpoint and response for the axis in joystick
control is indicated as described in Joystick mode above.
The direction of the joystick tilt in the axis under joystick
control is indicated by the filled purple circle.

Position deviation in the axis under automatic control is

indicated by a single two-directional bar which represents the
deviation from the position setpoint. The colour of the bar
changes in relation to the position warning and alarm limits:
Green Within limits
Orange Warning limit exceeded
Red Alarm limit exceeded
Grey No limits active

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User interface

If the deviation exceeds the available display range (set by the

alarm limit value), a plus (+) sign is displayed in the bar. If the
deviation exceeds 999.9 metres (or the equivalent in feet), then
?? m (or ??? ft) is displayed.
An arrow shows whether the estimated position is moving
towards the position setpoint (decreasing deviation) or away
from the position setpoint (increasing deviation). The colour of
the arrow changes to pink for increasing deviation and to green
for decreasing deviation.
The deviation from the position setpoint is shown numerically,
either at the side of the position deviation bar (for surge) or
below the bar (for sway).
When position warning and alarm limits are active, they are
shown as solid orange and red lines. When inactive, they are
shown as dashed orange and red lines and the colour of the
two-directional, position deviation bar changes to grey.

Auto Position mode

In Auto Position mode, a position deviation symbol is displayed.
The red line extending out from the centre of the symbol (on the
north/south, east/west axes) indicates the direction of north.
Position deviation is indicated by a filled circle whose radius
represents the deviation from the position setpoint. The colour
of the circle changes in relation to the position warning and
alarm limits:
Green Within limits
Orange Warning limit exceeded
Red Alarm limit exceeded
Grey No limits active
If the deviation exceeds the available display range (set by the
alarm limit value), a plus (+) sign is displayed in the centre of
the symbol.
An arrow shows whether the estimated position is moving
towards the position setpoint (decreasing deviation) or away
from the position setpoint (increasing deviation). The colour of
the arrow changes to pink for increasing deviation and to green
for decreasing deviation. The location of the arrow symbol
indicates the relative direction of the deviation.
When position warning and alarm limits are active, they are
shown as orange and red solid-line circles. When inactive, they
are shown as orange and red dashed-line circles and the colour
of the filled position-deviation circle changes to grey.

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 Display layout

Autopilot mode
In the optional Autopilot mode, the joystick setpoint and
joystick response for the surge axis is indicated as described in
Joystick mode on page 2-17.
The direction of the joystick tilt is indicated as described for the
axis under joystick control in Mixed Joystick/Auto modes on
page 2-17.

Track Line mode

In the optional Track Line mode, a cross track error symbol,
which shows position deviation from the track line, is displayed.
This position deviation (cross-track error) is indicated as
described for the axis under automatic control in Mixed
Joystick/Auto modes on page 2-17.
If automatic surge control is disabled, the joystick setpoint and
joystick response for the surge axis is indicated as described in
Joystick mode on page 2-17.
The direction of the joystick tilt is indicated as described for the
axis under joystick control in Mixed Joystick/Auto modes on
page 2-17.

Follow Target mode

In the optional Follow Target mode, a position deviation
symbol, which shows the deviation from the position window
relative to the target, is displayed.
This deviation is indicated in the same way as described for
position deviation in Auto Position mode on page 2-18.

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User interface

Force balance area

The Force balance area (see Figure 15) shows, by means of
dynamic colour-coded graphical symbols, the different forces
acting on the vessel.

Figure 15 Force balance area (normal operation)

The dashed red line extending out from the centre of the static
vessel symbol (on the north/south, east/west axes) indicates the
direction of north.
The colour-coding and the information shown by the dynamic
force symbols is as follows:
Green: Force Direction and magnitude of the
thruster turning moment, and thruster
force.
Purple: Wind Wind direction and magnitude.
Blue: Current Sea current direction and magnitude.
The direction and magnitude of the thruster turning moment is
indicated by the green, two-directional bar located at the top of
the area. The centre of this bar is relative to the fore/aft axis of
the vessel.
If the yaw axis is under automatic control and the thruster force
being used to maintain the vessel on the wanted heading exceeds
predefined limit values for percentage of available thruster
force, the colour of the green, two-directional bar changes:
Orange 60% to 80%.
Red 80% to 100%.

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 Display layout

The direction of the thruster force, relative to the fore/aft and

port/starboard axes of the vessel is indicated by a green
arrowhead that points out from the centre of the vessel symbol.
The calculated magnitude of the thruster force is represented by
the shape and size (width) of the green arrowhead.
If the surge and/or sway axes are under automatic control and
the thruster force being used to maintain the vessel at the wanted
position in the selected axes exceeds predefined limit values for
percentage of available thruster force, the colour of the
arrowhead and the text Force changes:
Orange 60% to 80%.
Red 80% to 100%.
The direction the wind comes from, relative to the fore/aft and
port/starboard axes of the vessel is indicated by a rotating purple
arrowhead with a black outline that points in towards the centre
of the vessel symbol. The magnitude of the wind force is
represented by the shape and size (width) of the purple
arrowhead.
The identification of the wind sensor in use is shown by the
number following the purple text Wind.
If all of the wind sensors are disabled or become unserviceable
the last known valid wind sensor measurement is used. The
identification number of the wind sensor in use is removed and
the word Manual (in blue) is displayed under the text Wind.

The direction the sea current comes from, relative to the fore/aft
and port/starboard axes of the vessel is indicated by a rotating
blue arrowhead with a black outline that points in towards the
centre of the vessel symbol. The magnitude of the sea current
force is represented by the shape and size (width) of the blue
arrowhead.
This current is not shown when the system is in Standby mode
or the optional Autopilot mode.

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User interface

System operation area

The system operation area (see Figure 16) shows the current
system operation for the selected main mode.

Figure 16 System operation area (Auto Position mode)

Apart from vessel Speed (at the bottom of the area) the
displayed information reflects the settings selected in the system
mode setup dialogs.
Main Mode The selected system main mode.
Thruster Allocation The selected thruster allocation mode for azimuth thrusters.
Mode This field is not shown in Standby mode.
In the optional Autopilot mode and optional Track Line mode at
high speed, this field is replaced by a mode specific field.
Controller Gain The selected controller gain level.
This field is not shown in Standby mode and Joystick mode
when automatic control of the surge, sway and yaw axes is not
selected.
In the optional Autopilot mode and optional Track Line mode at
high speed, this field is replaced by a mode specific field.
Wanted Speed The speed set for the wanted vessel speed.
This field is not shown in Standby mode, Joystick mode when
automatic control of the surge and sway axes is not selected, and
the optional Autopilot mode.
Wanted ROT The Rate Of Turn set for change heading operations.
This field is not shown in Standby mode and Joystick mode
when automatic control of the yaw axis is not selected.

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 Display layout

Speed The vessel’s speed in the fore/aft (surge) and port/starboard

(sway) directions
The background colour of these arrows in the port/starboard
(sway) direction are colour-coded as follows:
Pink Port/Astern
Pale green Starboard/Ahead
This field is not shown in Standby mode.
Standby mode
In Standby mode, only the Main Mode field is shown.
Joystick mode
In Joystick mode, the Controller Gain, Wanted Speed and
Wanted ROT fields are only shown in Mixed Joystick/Auto
modes.
The Controller Gain field is only shown when automatic
heading or position control is selected, i.e. at least one of the
yaw, surge or sway axes is under automatic control.
The Wanted Speed field is only shown when automatic
stabilisation is selected, i.e. the surge and sway axes are both
under automatic control.
The Wanted ROT field is only shown when automatic heading
control is selected, i.e. the yaw axis is under automatic control.
Autopilot mode
In the optional Autopilot mode, the Thruster Allocation Mode
and the Controller Gain fields are replaced by mode specific
fields (see Figure 17).

Figure 17 System operation area (optional Autopilot mode)

Main Mode This field is shown as unavailable when automatic heading
control is not selected, i.e. the yaw axis is not under automatic
control.
Steering Mode If applicable, the selected autopilot steering mode, i.e. the vessel
has two or more steering units (rudders and/or azimuth
thrusters).

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User interface

Steer Group If applicable, the selected autopilot steering group, i.e. the
system is configured with two or more steering groups.
Track Line mode
In the optional Track Line mode at high speed (default greater
than 2 m/s or 3.9 kts), the Thruster Allocation Mode and the
Controller Gain fields are replaced by mode specific fields (see
Figure 18).

Figure 18 System operation area (optional Track Line mode)

Steering Mode If applicable, selected track line steering mode, i.e. the vessel
has two or more steering units (rudders and/or azimuth
thrusters).
Steer Group If applicable, the selected track line steering group, i.e. the
system is configured with two or more steering groups.

Operational status area

The operational status area (see Figure 22) shows the current
system operational status for the selected main mode.

Figure 19 Operational status area (Auto Position mode)

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 Display layout

Apart from the position-reference system performance plot (at

the bottom of the area) the displayed information reflects the
settings selected in the system mode setup dialogs.
Rotation Center The currently-active vessel rotation centre, which can be either
predefined (Fore, Midships or Aft) or manually entered (User
Defined).
If the Fore, Aft or a User Defined rotation centre is selected,
the coordinates of its location (Ahead or Astern and Port or
Stbd), relative to the centre of the vessel along the fore/aft
(surge) and port/starboard (sway) axes, are displayed at the
right-hand end of the Rotation Center field text (see Figure 20
and Figure 21).
No location coordinates are displayed when Midships is
selected vessel rotation centre.
Note When a rotation centre is located at the centre of the vessel
along the fore/aft axis (coordinate value 0.0), the Ahead or
Astern text changes to Surge. Similarly, when a rotation centre
is located at the centre of the vessel along the port/starboard
axis (coordinate value 0.0), the Port or Stbd text changes to
Sway.

Figure 20 Rotation Center field (Fore and Aft rotation centres)

Figure 21 Rotation Center field (User Defined rotation centre)

This field is not shown in the optional Autopilot mode.
This is the position-reference system performance plot.
The range of the plot, which is scaled automatically to suit the
magnitude of the received position measurements, is shown in
the top right-hand corner.
The centre of the plot is the present vessel position.
The red line extending out from the centre of the vessel symbol
(on the north/south, east/west axes) indicates the direction of
north.
The large circle, whose radius equals the range shown in the top
right-hand corner, is centred on the present vessel position.

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User interface

The colour-coded capital letters with and without circles around

them represent measurements from the active (enabled and
accepted) position-reference systems.
A capital letter without a circle around it represents the last raw
position measurement from a particular position-reference
system.
A capital letter with a circle around it represents the filtered
position measurement from a particular position-reference
system.

Standby mode
In Standby mode this area is blank (empty).

Joystick mode
In Joystick mode the Rotation Center field is kept, a joystick
specific field is added (see Figure 22) and the position-reference
system performance plot is kept provide that at least one
position reference system is enabled.

Figure 22 Operational status area (Joystick mode)

Rotation Center The selected vessel rotation centre (see Operational status area
on page 2-24).
Joystick Mode Shows if joystick wind compensation is enabled (ON) or
Wind Compensation disabled (OFF).
When wind compensation is enabled and one of the surge sway
or yaw axes is placed under automatic control, MIXED is
displayed in the field.

Autopilot mode
In the optional Autopilot mode the Rotation Center field and
position-reference system performance plot are removed and
replaced by four mode specific fields (see Figure 23).

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 Display layout

Figure 23 Operational status area (optional Autopilot mode)

AutoPilot Weather Shows if autopilot weather compensation is turned on (enabled)

Compensation or off (disabled).

AutoPilot Gain Level The gain level applied to the yaw axis for the autopilot control
function.

AutoPilot Counter The gain set for the autopilot counter rudder function.
Rudder

AutoPilot Auto Trim The gain set for the autopilot auto trim function.
The AutoPilot Weather Compensation, AutoPilot Gain
Level, AutoPilot Counter Rudder and AutoPilot Auto Trim
fields are not displayed if automatic heading control is not
selected, i.e. the yaw axis is not under automatic control.

Track Line mode

In the optional Track Line mode at low speed, the Rotation
Center field is kept and the position-reference system
performance plot is removed (see Figure 24).

Figure 24 Operational status area (optional Track Line mode

at low speed)

In the optional Track Line mode at high speed, the Rotation

Center field is replaced by three mode specific fields (see
Figure 25).

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User interface

Figure 25 Operational status area (optional Track Line mode

at high speed)
AutoPilot Gain Level The gain level applied to the yaw axis for the track line high
speed control function.
AutoPilot Counter The gain set for the track line counter rudder function.
Rudder
AutoPilot Auto Trim The gain set for the track line auto trim function.

Trend area
The trend area (see Figure 26) shows a short term history plot
(2 minutes) of the standard deviation for each active (enabled
and accepted) position-reference system.

Figure 26 Trend area

The plots for the active position-reference systems are
colour-coded as an aid to easy identification, i.e. each plot is
drawn a different colour.
The scale of the Y-axis is automatically adjusted to suit the
magnitude of the standard deviations.
Note The short term history plot is not displayed if no position-
references are enabled.

View area
The view area is used to show operator selectable display views
(see Display views on page 2-33 and page 14-1).

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 Dialogs

2.5 Dialogs
You can enter data into the system and select display views
using setup and view dialogs.
A dialog (see Figure 27) comprises a menu line with a separate
page for each menu entry. The menu line lists the names of the
pages available in the dialog and the displayed page depends
upon which menu entry (page name) is selected. As such the
dialog resembles a Microsoft® Windows® property sheet
(dialog box with tabbed pages).

Menu line Page

name

Page

Parameter/
option
name
Parameter
value/option
entry fields
Status
indicator

Changed
value/option
indicator

Status
field

(CD3077-1)

Figure 27 Dialog components

Displaying dialogs
Dialogs are opened and displayed, superimposed in a fixed
location over the upper part of the system operation and
operational status areas, by pressing dedicated setup and view
buttons on the operator panel (see Views buttons on page 2-4,
Dialog select buttons on page 2-5 and Operational mode buttons
on page 2-6).
If a dialog is being displayed when a setup or view button (other
than the one that was used to open the displayed dialog) is
pressed, the displayed dialog is closed.

Page and entry field state identification

The current status of a dialog is indicated by the background
colour of the page names in the menu line and entry fields
within the displayed page.
As default all page names and entry fields have black values or
text on a white background.

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User interface

When a dialog is displayed, the name (in the menu line) of the
page that is “in focus” (currently being displayed) has a yellow
background.
If a page is “active”, i.e. changes can be made to the parameters
values and options in its entry fields, its name (in the menu line)
has a dark grey background.
When an entry field is “in focus” (selected) its background is
steady yellow and when it is “active”, i.e. changes can be made
to its content, its background flashes yellow.
If an entry field is unavailable, for example, because it is
dependent on the currently selected system mode, its
background is grey.
Option entry fields that contain two-state options (Yes/No or
On/Off) which are critical for system operation have their
background colour changed to green when their active option
(Yes or On) is selected.

Dialog navigation, and changing and

entering parameter values and options
Dialog navigation is performed using the input wheel, and
parameter values and options are changed and entered into the
system using the input wheel and the Enter button.
To be able to operate within a dialog page and make changes to
entry fields, the page and the entry field concerned have to be
“in focus” and they also have to be “active”.
When a dialog is displayed you change the focus from one page
to another by rotating the input wheel. If you wish to make
changes to a page, press the input wheel while its name is in
focus (yellow background). The page becomes active (page
name background changes from yellow to dark grey) and the
first entry field in the page is put in focus (background changes
to yellow).
You can now move the focus from one entry field to the next by
rotating the input wheel. If you wish to activate an entry field,
press the input wheel while it is in focus (yellow background).
The entry field becomes active (flashing yellow background)
and the parameter value or option in the field can be changed by
rotating the input wheel. When the required value or option has
been selected, entry field activation is terminated (without
moving the focus) by pressing the input wheel. An asterisk (*) is
placed after the name of the parameter or option in the page, and
after the name of the page in the menu line to indicate that a
parameter value or option has been changed.

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 Dialogs

Note It is not possible to move the focus within a page when an entry
field is active.

Saving changed values and options

To save any changed parameter values and options, press the
Enter button.
The changed parameter values and options are saved and the
asterisks (*) after the name of all changed parameters and
options, and after the name of the page in the menu line are
removed.
Note Pressing the Enter button does not close the dialog.

Discarding changed values and options

To discard any changed parameter values and options, and close
a dialog, press the Cancel button.

Closing dialogs
A dialog can be closed by:
· Pressing the Cancel button.
· Pressing the same button that was used to open it.
· Pressing any other dialog button.
If the Enter button has not been pressed, prior to performing one
of the above, the dialog will be closed and all changes
discarded.
Note Changing mode when a dialog is open will cause the dialog to
close.

Basic rules for dialogs

The use of dialogs has been simplified by applying the
following basic rules consistently through the system:
· Page name with yellow background:
The page is in focus.
· Page name with dark grey background:
The page is active.
· Entry field with yellow background:
The field is in focus.
· Entry field with flashing yellow background:
The field is active.
· Entry field with grey background:
The field is unavailable.

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User interface

· Pressing the input wheel when an entry field is in focus:

Makes the field active for changes.
· Pressing the input wheel when an entry field is active:
Deactivates the field and returns it to in focus.
· Pressing the input wheel twice when an entry field in a
multi-page dialog is active:
Deactivates the field and returns the page to in focus (this
assists fast activation of the next page).
· Rotating the input wheel clockwise:
Moves the focus to the next page name, moves the focus to
the next entry field or increases the value in an entry field.
· Rotating the input wheel counter-clockwise:
Moves the focus to the previous page name, moves the focus
to the previous entry field or decreases the value in an entry
field.
· Page name followed by an asterisk (*):
One or more parameter values and/or options within the page
have been changed but not saved.
· Parameter or option name followed by an asterisk (*):
The parameter value or option has been changed but not
saved.
· Pressing the Enter button:
Saves and makes all changed parameter values and/or options
in all pages effective, and removes all asterisk indications
(the currently active page and entry field both remain active).
· Pressing the Cancel button:
Resets any changed parameter values and/or options in all
pages with asterisk indications, removes the asterisk
indications and closes the dialog.
· Pressing any dialog button when a dialog is displayed:
Closes the dialog and discards all changes.
· When a dialog page is made active:
The entry field that was in focus the last time the page was
active becomes the field in focus.
· When a dialog is with only one page is displayed:
The page is automatically made active and the first entry
field is automatically put in focus.

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 Display views

2.6 Display views

Display views present you with information about (and related
to) the operation of the system.

Orientation of the operator station

Several of the display views show information relative to a
diagram of the vessel; for example, thrusters are shown on the
Thrusters view in their relative positions on the vessel diagram.
The orientation of the vessel diagram is configured to suit the
orientation of the operator station, so that it is easier to interpret
what is seen on the screen. There are four possible orientations
which are generally used in the following situations:
· The operator is facing forward in the vessel when looking at
the display screen. The vessel diagram is displayed “bow up”
on the display.
· The operator is facing to starboard in the vessel when looking
at the display screen. The vessel diagram is displayed “bow
left” on the display.
· The operator is facing aft in the vessel when looking at the
display screen. The vessel diagram is displayed “bow down”
on the display.
· The operator is facing to port in the vessel when looking at
the display screen. The vessel diagram is displayed “bow
right” on the display.
In this manual, the example display views show the vessel
diagram “bow up”. For other orientations, the displayed
information in each view is the same, but it may be arranged
differently.

Available views
The following display views are available (in alphabetic order):
· Position Plot view (see page 14-2).
Shows the vessel’s position and heading.
· Position-reference System view (see page 14-11).
Shows the status for each position-reference system.
· Power Consumption view (see page 14-14).
Shows available power for each main bus in numerical form,
and also consumed power for each main bus both in
numerical and graphical form.
· Sensor view (see page 14-16).
Shows the performance and state of some subset of the
vessel’s sensors, such as gyrocompasses, wind sensors and
vertical reference sensors.

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User interface

· Setpoint/Feedback view (see page 14-18).

The Setpoint/Feedback view shows setpoint and feedback
data for all the thrusters.
· Thruster view (see page 14-20).
Shows how the system is using the available thrusters to
provide the required thrust setpoint.

Selecting a display view

Display views are selected and displayed using the Views dialog
and the input wheel.
To display the Views dialog (see Figure 28) press the Views
button.

Figure 28 Views dialog

Note Selections within this dialog have immediate effect and do not
require the input wheel or Apply button to be pressed.
To select and display a display view, proceed as follows:
1 Press the Views button.
- The Views dialog is displayed.
2 Rotate the input wheel to move the focus to the required
display view name.
- The selected display view (i.e. the one that has its name
in focus) is shown in the view area of the colour
display.
3 Close the Views dialog by pressing the input wheel, Enter
button, Cancel button or Views button.

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 Display views

View control dialog

Some of the display views have a View Control dialog for
selecting displayed information and/or controlling presentation
and features of the view.
If a display view has a View Control dialog (see Figure 29), it is
displayed by pressing the View control button.

Figure 29 View Control dialog - Position Plot view

For further details concerning specific View Control dialogs,

refer to the corresponding display view section (see Display
Views on page 14-1).
If the View control button is pressed for a display view that
doesn’t have a View Control dialog, the following operator
advice message (see Operator advice messages on page 3-13) is
displayed.

Figure 30 Operator advice message - Not Applicable for this

View

301577/A cPos (OS) Operator Manual 2-35

3 MESSAGE SYSTEM
This Chapter contains the following sections:
3.1 System diagnostics
3.2 Operational checks
3.3 Types of message
3.4 Presentation of messages
3.5 Acknowledging messages
3.6 Alarm indicator
3.7 Messages on the printer
3.8 Operator advice messages
3.9 Critical system messages

301577/A cPos (OS) Operator Manual 3-1

Message system

3.1 System diagnostics

The following methods are used for fault detection:
· Built-In System Test (BIST) that performs a comprehensive
system test at power-on.
· Built-In Test Equipment (BITE) that continually checks for
internal system faults when the system is running.
· Additional self-checking facilities for system components
such as I/O cards.
· Supervision of the controller process station fan and
temperature.
· Comparison of data with preset maximum and minimum
limits.
· Consistency checking of input measurements (e.g. input from
triangular potentiometer).
· Supervision of serial lines (e.g. timeout, baud rate, framing
error, checksum and format).
Any faults are reported.

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 Operational checks

3.2 Operational checks

The following checks are continuously carried out during
system operation:
· Detection of possible degraded performance of the system
(e.g. thruster not ready, insufficient thrust, demand reduced
by blackout prevention, position out of limits, etc.).
· Logical checking of information (e.g. taut wire, difference
between measured and expected wire length).
· Comparison of data with preset maximum and minimum
limits.
· Comparison of received data with expected values calculated
by the mathematical model.
· Comparison of thruster setpoint and feedback signals.
Discrepancies exceeding preset limits are handled as a fault.
· Consistency checking between similar sensors, both with
respect to interface and sensor failures.
Detected faults, discrepancies and advice are reported to the
operator, enabling the appropriate operational actions to be
taken and, if necessary, initiation of relevant repair procedures.

Audible and visual indications

All messages are presented as text in dedicated display areas.
Audible signals and flashing panel indicators are used for alarm
messages. A view showing the current active messages in the
system can be selected at any time and audible signals may be
silenced without acknowledgement of the associated message.

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Message system

3.3 Types of message

There are four categories for messages, depending on their
severity:

· Emergency messages

Emergency messages are generated in response to critical

system faults such as over-temperature or power supply
failure.

All Emergency messages must be critically examined to

determine their cause and effect.

· Alarm messages
Alarm messages are generated when conditions are detected
that critically affect the capability or performance of the
system (such as a system fault or a defined alarm limit
exceeded).

All Alarm messages must be critically examined to determine

their cause and effect.

· Warning messages
Warning messages inform you of the occurrence of
conditions in the system that, if ignored, could result in
unwanted system response or eventual failure (such as
incorrect operator actions, intermittent position-reference
system data or a defined warning limit exceeded).

· Information messages

Information messages inform you of conditions that are

noteworthy, but that have no serious effect on the
performance of the system.

Emergency and Alarm messages are accompanied by an audible

signal which continues until you acknowledge the message.
There are no audible signals associated with Warning or
Information messages.

Emergency, Alarm and Warning messages are accompanied by

the red alarm indicator above the Alarm ack. button flashing.
This indicator continues to flash until all active Emergency,
Alarm and Warning messages have been acknowledged.

Information messages are only displayed in the Event List

window (see Presentation of messages on page 3-6).

3-4 Kongsberg Maritime 301577/A

 Types of message

If the system tests do not report the same message within a

timeout period (usually 20 seconds), the message becomes
inactive.
· Inactive Emergency, Warning and Alarm messages must be
acknowledged before they are removed from the Message
Line and the Event List window (see Presentation of
messages on page 3-6).
· Inactive information messages are automatically removed
from the Event List window.

301577/A cPos (OS) Operator Manual 3-5

Message system

3.4 Presentation of messages

System messages are colour coded in the following way:
· Emergency messages are displayed on magenta background.
· Alarm messages are displayed on red background.
· Warning messages are displayed on yellow background.
· Information messages are displayed on grey background.
The messages are presented in two different displays:
· The Message line (see Figure 31), always shows the most
recent Emergency, Alarm or Warning message that has not
yet been acknowledged.

Figure 31 Message line

· The Event List window (see Figure 32) contains a list of all
the currently active system messages.
To display the Event List window, press the Alarm view button.

Note When this window is displayed, it covers the System operation,

Operational status, Trend and View areas of the colour display.

Figure 32 Event List window

3-6 Kongsberg Maritime 301577/A

 Presentation of messages

(First column) Identifies the acknowledge status of the message:

· An asterisk (*) with its background colour flashing is
displayed for an unacknowledged message that is in a
command group over which the operator station has control.
· A vertical bar (|) is displayed for an unacknowledged
message that is in a command group over which the operator
station does not have control.
· An empty (blank) space in any other situation.
Originator Identifies the originator (source) of the message:
cJoy-OT# cJoy Operator Terminal
WT# cJoy Wing Terminal
cPos-OS# cPos Operator Station
DpMain Main cPos controller process station
DpM_Sim Main cPos Simulator
DpBackup Backup cPos controller process station
BackupSim Backup cPos Simulator
Equipment Equipment monitoring system
Member Members of the originator of the message (not relevant when
the originator is an operator station or terminal, or a controller
group with only one member).
If the message is from a controller process station, this column
will contain one of the following:
A The message was reported by the controller process
station.
- The message was reported by the controller process
station and is now inactive (but not acknowledged).
Name Identifies the originator (source) of system events (e.g.
Command Control and Equipment).
Time Time when the message was first reported
(hour:minute:second).
Prior The priority of the message:
A Alarm
W Warning
I Information
E Emergency

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Message system

State The event state for the message:

HS High Scale (above the maximum measurement range
value)
HH High High
H High
- Normal (indicates that the alarm or warning condition
is no longer present)
L Low
LL Low Low
LS Low Scale (below the minimum measurement range
value)
On Active digital alarm
Text Message text.
Info Additional information. Up to three blocks of additional data
may be included in the message. The meaning of this additional
data varies for each message.
For further information concerning the meaning of this
additional information, refer to the message explanations in
Appendix A at the end of this manual.

3-8 Kongsberg Maritime 301577/A

 Acknowledging messages

3.5 Acknowledging messages

You can either acknowledge the message currently being
displayed in the Message line or all messages that are currently
visible in the Event List window.
When a message has been acknowledged, and the message is
reported as inactive by the controller process station, it is
removed from the message list. If this results in “gaps” in the
list displayed in the Event List window, you can remove these
“gaps” by closing and then re-displaying the Event List window.
You acknowledge messages by pressing the Alarm ack. button.

Message line
To acknowledge the unacknowledged message currently being
shown in the Message line, press the Alarm ack. button.
The message is removed from the Message line and either
replaced by the next most recent active message or, if all the
active messages have been acknowledged, the Message line is
left empty.

Event List window

To acknowledge the unacknowledged messages currently visible
in the Event List window, proceed as follows:
1 Press the Alarm view button.
- The Event List window is displayed.
2 Press the Alarm ack. button once to acknowledge the
visible messages.
- All inactive acknowledged Emergency, Alarm and
Warning messages together with any Information
messages are removed from the displayed list.
- If there are further unacknowledged messages, the
displayed list is refreshed and refilled with active
messages.
- If all active messages have been acknowledged, the
flashing red alarm indicator above the Alarm ack.
button extinguishes (becomes unlit).
3 If the red alarm indicator above the Alarm ack. button is
still flashing, repeat step 2 as many times as required, until
it changes to continuously lit.
4 Press the Alarm view or Cancel button.
- The Event List window is closed.

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Message system

Silence button
You can press the Silence button at any time to silence the
audible signal (without acknowledging the Emergency or Alarm
message that caused it). The audible signal horn will sound
again if another Emergency or Alarm message is reported.
An audible signal can normally be silenced from any of the
operator stations in question. However, audible signals for
system alarms can only be silenced from the originating
operator station. For example, when an operator station becomes
“not communicational” other operator stations may detect the
situation and notify it by means of an audible signal. The
audible signal must be silenced on every operator station that
notifies the situation.

3-10 Kongsberg Maritime 301577/A

 Alarm indicator

3.6 Alarm indicator

This red alarm indicator above the Alarm ack. button flashes in
response to a software-generated alarm or warning from the
operator station computer initiated by an operational alarm or
warning condition; for example, heading or position deviation
beyond limits or sensor error. These alarms are generated by the
controller process station or another alarm originator (such as
the equipment monitoring system) and do not indicate failures
in the operator station hardware.
A flashing alarm indicator shows that unacknowledged
warnings and/or alarms are active. A continuously lit alarm
indicator shows that all warnings and/or alarms have been
acknowledged but are still active. The alarm indicator will
extinguish three seconds after the last warning or alarm status
has been removed.

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Message system

3.7 Messages on the printer

When an Emergency, Warning or Alarm message is first
reported by the system becomes inactive or is acknowledged, it
is printed out on the system printer connected to the operator
station. The print-out frequency depends on the installed printer
solution: (for example immediately, one message at a time, or
when a batch of messages fills out a whole page).
The format of the printed messages is the same as for the
Message line and the Event list window (see Presentation of
messages on page 3-6), except that each message is preceded by
a sequence number. Each new message is given a new sequence
number. Whenever a message changes state, it is printed again
with the same sequence number.

3-12 Kongsberg Maritime 301577/A

 Operator advice messages

3.8 Operator advice messages

As and when applicable, operator advice messages are
superimposed across the centre of the colour display in a pop-up
window.
These messages are displayed if an operator panel button is
pressed when the operator station is not in command of the
system or an attempt is made to select a function that is not
allowed in the current system mode or with the currently
displayed input dialog.
There are three categories of operator advice messages:

· Alarm (Stop), indicated by the following icon:

· Warning, indicated by the following icon:

· Information, indicated by the following icon:

A typical example of each type of operator advice message is

shown below:

Figure 33 Operator advice message examples

301577/A cPos (OS) Operator Manual 3-13

Message system

3.9 Critical system messages

If certain system errors are detected, a critical system message is
superimposed across the centre of the colour display.
These messages are displayed when there is no response from
the controller process station or for some reason an
inconsistency in the system software parameters has been
detected.

Controller process station response

If there is no response from the controller process station, e.g.
communication with the controller process station is lost or it
has a major hardware failure, the critical system message No
network response from Controller PS (see Figure 34) is
displayed.

Figure 34 Critical system message - No network response from Controller PS

It is normal for this message to be displayed when the system is

being started or restarted after the controller process station has
been switched off, e.g. for servicing.
Assuming that the controller process station is serviceable, this
message will be replaced by the message The Controller PS is
now responding (see Figure 35) when the system has been
restarted and the operator station establishes communication
with the controller process station.

Figure 35 Critical system message - The Controller PS is now responding

After a preset time limit (when the Countdown: value reaches

zero) this message is removed from the colour display.
If the No network response from Controller PS message is
not replaced by the The Controller PS is now responding
message within 2 minutes, then try to solve the problem using
the fault finding flowchart in the cPos Maintenance Manual. If
this fails to find the cause of the problem, contact the Kongsberg
Maritime Customer Support department for help.

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 Critical system messages

Software inconsistency
If a software inconsistency occurs, due to an unauthorised
change of the parameters in a software configuration file or, for
some reason the software has become corrupted, a critical
system message is displayed.
Note Normally this message will not be displayed.
Depending on the cause of the inconsistency, this message has
two levels of severity (see Figure 36 and Figure 37).

Figure 36 Critical system message - Warning: Inconsistent system parameters

Figure 37 Critical system message - Alarm: Inconsistent system parameters

If either of these messages are displayed, it may be unsafe to

continue using the system. Therefore, depending upon your
system configuration, it is recommended to do one of the
following.
If your system has only one operator station, place the system in
Standby mode (or shut it down) and then contact the Kongsberg
Maritime Customer Support department for help.
If your system has more that one operator station and/or
terminal, transfer command to another operator station or
terminal and then contact the Kongsberg Maritime Customer
Support department for help.

301577/A cPos (OS) Operator Manual 3-15

4 STARTING OPERATIONS
This Chapter contains the following sections:
4.1 System start-up and shut-down
4.2 Command transfer

301577/A cPos (OS) Operator Manual 4-1

Starting operations

4.1 System start-up and shut-down

The DP controller cabinet and operator station are usually left
with the power on and with the system in Standby mode.
Locations and names of switches and circuit breakers used in
system start-up and shut-down procedures will vary depending
on the hardware installed.
To shut down the system, use the System shut-down procedure
in the Maintenance Manual for the vessel.
If the system has been shut down, use the System start-up
procedure in the Maintenance Manual for the vessel to restart
the system.

Operator station computer shut-down

Prior to switching off the system you should always ensure that
the operator station computer has been shut down in a controlled
manner using the Shutdown option for the cPos-OS (see
General Setup dialog - Reset page on page 5-12).
To shut down the operator station computer in a controlled
manner, proceed as follows:
Caution Before attempting to shut down the operator station
computer, you must ensure that the system is in
Standby mode and does not have control of the
vessel’s propulsion system, i.e. none of the thrusters
and propulsion units are enabled.
1 Display the General Setup dialog - Reset page.
2 Move the focus to the cPos-OS1 Action entry field.
3 Activate the cPos-OS1 Action entry field and change the
option to Shutdown.
4 De-activate the cPos-OS1 Action entry field and the press
the Enter button.
- The option show in the cPos-OS1 Action entry field
reverts back to default (None).
- The cPos application software is shut down.
- When the cPos application software has been shut
down, the operator station computer, operating system
is shut down and the operator station computer
switched off.

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 Command transfer

4.2 Command transfer

Depending on the system configuration, more than one operator
station and remote terminal can be connected simultaneously to
one controller group. For example, the Main controller group
(which in turn controls the vessel’s propulsion system), can be
controlled from an operator station or a remote operator
terminal. All the available information about the propulsion
system is available at all the connected operator stations and
remote terminals, but only one operator station or remote
terminal can be in command at any time.
All operator stations and operator terminals have Take and Give
buttons whereas wing terminals only have Take buttons. At the
operator station, operator terminal or wing terminal that has
command, the Take button status indicator is lit. If an operator
station, operator terminal is in command, then Propulsion is
displayed in the Title bar on the colour display.
There are two methods for transferring command between
operator stations and remote terminals:
· Take Command
· Give Command (not possible at a wing terminal)
The system command configuration determines whether or not
the “Take Command” method can be used. The “Take” and
“Give” actions apply only for the controller group to which the
operator station or remote terminal is connected.

Taking command
To take command of the system at an operator station or remote
terminal, press the Take button twice within four seconds. The
Take button status indicator starts to flash and then becomes
continuously lit when the operator station or terminal has taken
command.

Giving command
To give command of the system from an operator station to a
remote terminal, or from an operator terminal to an operator
station or wing terminal, proceed as follows:
Note At the operator station or terminal in command, the Take button
status indicator will be continuously lit. At all other operator
stations and remote terminals, the Take button status indicator
and (if applicable) the Give button status indicator will not be
lit.

301577/A cPos (OS) Operator Manual 4-3

Starting operations

1 At the operator station or terminal that has command,

press the Give button.
- The audible signal horn sounds and the Take button
status indicator starts to flash.
- At all other operator stations and remote terminals, the
audible signal horn sounds and the Take button status
indicator starts to flash.
2 At the operator station or remote terminal where
command is to be given, press the Take button twice
within four seconds.
- Command is transferred to the operator station or
remote terminal, the audible signal is silenced (at all
operator stations and remote terminals) and the Take
button status indicator becomes continuously lit.
- At the operator station or terminal from which
command was given, the Take button status indicator
stops flashing and becomes unlit.

4-4 Kongsberg Maritime 301577/A

5 SYSTEM SETTINGS AND STATUS
INFORMATION
This Chapter contains the following sections:
5.1 Panel test
5.2 Panel dimming
5.3 Day and night palettes
5.4 System status
5.5 System date and time
5.6 Display units
5.7 System software information
5.8 Resetting the controller process station and operator
station computer
5.9 Controller gain level
5.10 Warning and alarm limits
5.11 Rotation centre for automatic control

301577/A cPos (OS) Operator Manual 5-1

System settings and status information

5.1 Panel test

The buttons, indicators and audible signal horn on the operator
panel can be tested by means of the panel test function.
Note System operation is blocked when the panel test is enabled. It is
therefore recommended to test the panel in Standby mode or
before taking command at the operator station.

The panel test is automatically terminated if no buttons are

pressed within a preset time limit.
To perform the panel test, proceed as follows:
1 Press the Test button.
- The panel test function is enabled.
- All the button status indicators flash green/red.
- The audible signal horn sounds.
- The operation indicator flashes green/red.
2 Press the Silence button to stop the audible signal horn
from sounding.
3 Press each button (except for Test), one at a time.
- If applicable, the status indicator associated with the
pressed button is extinguished.
4 To terminate the panel test, press the Test button.
- The panel test function is terminated.
- The operation indicator changes to continuously lit
green.

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 Panel dimming

5.2 Panel dimming

The operator panel stores two palettes for the colour display,
one for day operation and the other for night operation. Both of
these palettes contain parameters whose level values adjust the
brightness of the button status indicators, the intensity of the
button background lighting and the volume of the audible signal
horn.
The parameter values for these palettes are changed by means of
the Panel dimming function.
Note System operation is blocked when the panel dimming function is
enabled. If a button not used by the panel dimming function is
pressed (i.e. all buttons except for +, - and Enter) when the
function is enabled, the function is automatically terminated.

The panel dimming function is also automatically terminated if

no buttons are pressed within a preset time limit.

Toggling between day and night settings is performed by means

of the Day/night button (see Day and night palettes on
page 5-6).
To perform panel dimming for the currently selected palette
(day or night), proceed as follows:
Note Use the + (increase) and - (decrease) buttons to adjust level
values and use the Enter button to navigate down to the next
setting. Any adjustments made with the + (increase) and -
(decrease) buttons take effect immediately.
1 Press the Dim button.
- The panel dimming function is enabled.
- The operation indicator starts flashing green/red.
- The Dim Settings dialog, with the Button Indicator
bargraph selected (green level indicator), is displayed
in the centre of the colour display.

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System settings and status information

2 Adjust the brightness level of the button status indicators

as required.
3 Press the Enter button.
- The level indicator of the Button Indicator bargraph
changes back to grey.
- The Button Backlight bargraph is selected (green level
indicator).

4 Adjust the intensity level of the button background

lighting as required.
5 Press the Enter button.
- The level indicator of the Button Backlight bargraph
changes to grey.
- The Volume bargraph is selected (green level
indicator).

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 Panel dimming

6 Adjust the volume level of the audible signal horn as

required.
7 Press the Enter button.
- The panel dimming function is terminated.
- The Dim Settings dialog is closed.
- The level indicator in the Volume bargraph changes to
grey (not visible until next time the Panel Settings
dialog is opened and displayed).
- The operation indicator changes to continuously lit
green.

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System settings and status information

5.3 Day and night palettes

Two palettes are available, one for day use and one for night use
that can be changed (toggled) by means of the Day/night button.
Note The night palette is configured as default.
To change (toggle) the day and night palettes, press the
Day/night button. The palettes are toggled (from day to night or
from night to day) and applied to the operator panel.

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 System status

5.4 System status

You can view the operational status of the system hardware, i.e.
all configured operator station, printers and controller process
stations.

General Setup dialog - Status page

The operational status of the system hardware is displayed using
the General Setup dialog - Status page (see Figure 38).
To display this page, press the General setup button and, if
necessary, select (change the focus to) the Status page.

Figure 38 General Setup dialog - Status page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

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System settings and status information

Station The station name (i.e. station type and number):

cPos-OS# cPos Operator Station
printer# cPos system printer
cJoy-OT# cJoy Operator Terminal
WT# cJoy Wing Terminal
DpPs# Dynamic Positioning Process Station (controller)
DpHs# Dynamic Positioning History Station (SDP
Recorder)
If a warning or alarm condition occurs, the background of this
field changes colour and starts to flash. It continues to flash until
the applicable warning or alarm is acknowledged.
When no warning or alarm conditions are active, the
background colour of the field is white.
Status The current operational status of the station:
Not Reported No status has been reported.
Booting Booting (loading configuration).
Rebooting Rebooting due to an error.
Halt Stopped due to an error.
Operational Operating normally.
Not Communicational A status has been reported, but
communication is not possible.
Stopped Not switched on.
Error The number of detected errors in the station.
Reported The time stamp of the last communication with the station
(hour:minute:second).
Master Not used.

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 System date and time

5.5 System date and time

You can change the date and time of the system clock. The time
that you set at any operator station is automatically applied to all
the available operator station, remote terminals and controller
process station.

General Setup dialog - Misc page

The system date and time is changed using the General Setup
dialog - Misc page (see Figure 39).
To display this page, press the General setup button and, if
necessary, select (change the focus to) the Misc page.

Figure 39 General Setup dialog - Misc page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Hour Min Sec Allows you to change the system time.
Day Month Year Allows you to change the system date.
Units See Display units on page 5-10.

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System settings and status information

5.6 Display units

You can select the type of display units (metric, modified metric
or imperial) that are to be used in display views and for the
parameter values in the dialogs.

General Setup dialog - Misc page

Display units are changed using the General Setup dialog - Misc
page (see Figure 40).
To display this page, press the General setup button and, if
necessary, select (change the focus to) the Misc page.

Figure 40 General Setup dialog - Misc page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Hour Min Sec See System date and time on page 5-9.
Day Month Year
Units Allows you to select the type of units (Modified Metric,
Metric Units or Imperial Units) that are to be used in display
views and dialogs.
Note Modified Metric is basically the same as Metric Units except
that all speed values are in nautical miles per hour (kts), not
metres per second (m/s).

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 System software information

5.7 System software information

You can view system software information, i.e. the system IP
address and the versions of the various system software and
firmware components. This information can be useful for you to
have available when contacting Kongsberg Maritime for help in
case of problems with the system.

General Setup dialog - Info page

The system software information is displayed using the General
Setup dialog - Info page (see Figure 41).
To display this page, press the General setup button and, if
necessary, select (change the focus to) the Info page.

Figure 41 General Setup dialog - Info page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

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System settings and status information

5.8 Resetting the controller process station and

operator station computer
You can reset the controller process station and you can shut
down and restart the operation station computer, for example, in
the unlikely event of a software failure.
Caution Before attempting to reset either of these two items of
equipment, you must ensure that:

The system is in Standby mode and does not have

control of the vessel’s propulsion system, i.e. none of
the thrusters and propulsion units are enabled.

The Manual/DP selector switch is not set to DP, i.e. it is

set to Manual (or its equivalent).

General Setup dialog - Reset page

The controller process station can be reset and the operator
station computer can be shut down and restarted using the
General Setup dialog - Reset page (see Figure 42).
To display this page, press the General setup button and, if
necessary, select (change the focus to) the Reset page.

Figure 42 General Setup dialog - Reset page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

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 Resetting the controller process station and operator station computer

DP PS A Action Allows you to reset the corresponding controller process station.

If the reset option (ReStart) is selected and activated the
controller process station is shut down and then restarted
automatically.
When the ReStart option is activated the DP PS A Action entry
field reverts back to default (None).
When the controller process station is restarted, the critical
system message No network response from Controller PS
followed by the message The Controller PS is now
responding will be displayed (see Controller process station
response on page 3-14).
cPos-OS1 Action Allows you to shut down and reset the operator station
computer.
If the shut down option (Shutdown) is activated, the application
software and computer operating system is shut down in a
controlled manner, and the operator station computer switched
off.
When the Shutdown option is activated the cPos-OS1 Action
entry field reverts back to default (None).
If the reset option (ReStart) is activated, the application
software and computer operating system is shut down in a
controlled manner, the operator station computer is shut down
and then restarted automatically, and the application software is
reloaded.
When the ReStart option is activated the cPos-OS1 Action
entry field reverts back to default (None).

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System settings and status information

5.9 Controller gain level

There are three predefined controller gain levels available, High,
Medium and Low. The selected gain level applies to any of the
surge, sway and yaw axes when they are under automatic
control.
Different gain factors for each of the three gain levels are
defined to suit the characteristics of the vessel. The deviations in
position, speed, heading and turning rate are multiplied by the
selected gain factor to obtain the required force setpoint.
The most suitable gain level depends on the vessel
characteristics, the weather conditions and the required
positioning accuracy. Operational experience plays a large part
in determining the optimum gain level, but the following
general points should also be noted:
· High gain provides the quickest vessel response, the most
accurate manoeuvring, and the smallest positioning window.
· Medium gain provides a slower vessel response than high
gain.
· Low gain provides the slowest vessel response and the largest
positioning window.
For all three predefined controller gain levels, the gain factors
are reduced when the position deviation is close to zero. Under
ideal conditions (optimum Vessel Model and constant
environmental forces), there will be little difference between the
effect of the various gain levels since the position deviation will
be minimal.
Under less than ideal conditions there can be some variation in
the vessel position, and you should set the gain level to control
the speed and extent of the variation according to the general
comments given above.

Auto Setup dialog - Control page

The controller gain level is selected using the Auto Setup dialog
- Control page (see Figure 43).
To display this page, press the Auto setup button and, if
necessary, select (change the focus to) the Control page.

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 Controller gain level

Figure 43 Auto Setup dialog - Control page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Thruster Alloc See Auto Setup dialog - Control page on page 9-4.
Speed See Auto Setup dialog - Control page on page 12-8.
Rate Of Turn See Auto Setup dialog - Control page on page 11-5.
Gain Level Allows you to select the controller gain level (Low, Medium or
High) for the automatic heading and automatic position control
functions.
This entry field is unavailable (without an option shown, i.e.
--------) in the optional Autopilot mode.

In the optional Autopilot mode, the controller gain level is

selected using the Steer page of the Pilot Setup dialog (see Steer
page on page 10-13).

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System settings and status information

5.10 Warning and alarm limits

Warning and alarm limits can be turned on and off, and set for
heading deviation and position deviation.

Heading deviation limits

Warning and alarm limits for heading deviation can only be
active when the yaw axis is under automatic control, i.e. the
system is in a mode where automatic heading control is
possible.
When the vessel’s actual heading differs from the heading
setpoint by more than the warning limit, a warning message is
displayed. When the vessel’s actual heading differs from the
heading setpoint by more than the alarm limit, an audible signal
horn sounds and an alarm message is displayed.
These limits are shown as solid lines (when active) and as
dashed lines (when inactive) in the heading area of the colour
display (see Automatic heading control on page 2-15).
Note In all modes, the heading limits are inhibited until a requested
change in heading is completed.

Position deviation limits

Warning and alarm limits for position deviation can only be
active when the surge and/or sway axis is under automatic
control, i.e. the system is in a mode where automatic position
control is possible.
When the vessel’s actual position differs from the position
setpoint by more than the warning limit, a warning message is
displayed. When the vessel’s actual position differs from the
position setpoint by more than the alarm limit, an audible signal
horn sounds and an alarm message is displayed.
In Mixed Joystick/Auto modes, these limits are shown as solid
lines (when active) and as dashed lines (when inactive) in the
position area of the colour display (see Mixed Joystick/Auto
modes on page 2-17).
In Auto Position mode, these limits are shown as solid circles
(when active) and as dashed circles (when inactive) in the
position area of the colour display (see Auto Position mode on
page 2-18).
Note In all modes, the position limits are inhibited until a requested
change in position is completed.

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 Warning and alarm limits

Auto Setup dialog - Limits page

The warning and alarm limits for automatic heading and
position control are enabled and disabled, and their values set
using the Auto Setup dialog - Limits page (see Figure 44).
To display this page, press the Auto setup button and, if
necessary, select (change the focus to) the Limits page.

Figure 44 Auto Setup dialog - Limits page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Note The value of the heading alarm limit defines the range of the
heading deviation shown in the Heading area of the colour
display (see Automatic heading control on page 2-15).

The value of the position alarm limit defines the range of the
position deviation display shown in the Position area of the
colour display (see Mixed Auto/Joystick modes on page 2-17
and Auto Position mode on page 2-18).
Active Allows you to turn on (Yes) or turn off (No) a warning or alarm
limit.
Limit Allows you to set the value of a warning or alarm limit.
Heading Limits (Warning and Alarm):
Within the configured range the value can be increased and
decreased in 0.5 degree steps.
Position Limits (Warning and Alarm):
Within the configured range the value can be increased and
decreased in 1 metre or 1 foot steps.

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System settings and status information

5.11 Rotation centre for automatic control

This rotation centre is used when both the vessel heading and
position is under automatic control. The location coordinates of
the rotation centre can be either predefined or manually entered.
A manually entered rotation centre can be located anywhere,
even outside the vessel itself.

Auto Setup dialog - Rotation page

The rotation centre for automatic control is selected using the
Auto Setup dialog - Rotation page (see Figure 45).
To display this page, press the Auto setup button and, if
necessary, select (change the focus to) the Rotation page.

Figure 45 Auto Setup dialog - Rotation page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Rotation Center Allows you to select a predefined (Fore, Midships or Aft) or
Coordinates a manually entered (User Defined) rotation centre.
The coordinates of the selected rotation centre are measured
from the centre of the vessel along the fore/aft (surge) and
port/starboard (sway) axes and identified relative to their
location on the vessel, i.e. Surge (0.0), Ahead or Astern and
Sway (0.0), Port or Stbd.
If Fore, Midships or Aft is selected, the coordinates of its
location are displayed (as unavailable) in the Surge (Ahead or
Astern) and Sway (Port or Stbd) entry fields.

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 Rotation centre for automatic control

Alternatively, if User Defined is selected, the location

coordinates of the required rotation centre can be entered
directly in the Surge (Ahead or Astern) and Sway (Port or
Stbd) entry fields.
Note When the vessel’s rotation centre is set to a location other than
Midships and the speed setpoint is to zero, it will not be possible
to perform a change of heading.

This is because a heading change with a rotation point other

than Midships implies a change of position which requires a
speed set point that is not zero.

In Use The Surge (Ahead or Astern) and Sway (Port or Stbd) status
fields show the coordinates of the currently-active rotation
centre.

Additional information
When automatic position control is active, the rotation centre
can only be changed when the vessel is on the present heading
and at the present position (the status indicators above the
Present heading and Present position buttons continuously lit).
On the Position Plot view, the location of the currently-active
rotation centre is shown as a small purple circle (see Position
Plot view on page 14-2).
In Joystick, Auto Position and Follow Target modes, the name
of the currently-active rotation centre together with its location
coordinates, if applicable, are shown in the operational status
area of the colour display (see Operational status area on
page 2-24).
This information is also shown in Track Line mode at low speed
in the operational status area of the colour display (see Track
Line mode on page 2-27).

301577/A cPos (OS) Operator Manual 5-19

6 JOYSTICK
This Chapter contains the following sections:
6.1 Joystick calibration
6.2 Joystick settings
6.3 Setting the joystick thrust
6.4 Selecting the vessel rotation centre

301577/A cPos (OS) Operator Manual 6-1

Joystick

6.1 Joystick calibration

The operator panel stores a set of parameters for the joystick
calibration that can be updated at any time by means of the
Joystick calibration function, provided that; the operator station
is not in command of the system or, if the operator station is in
command of the system, Standby mode is selected.
Note If a button not used by the joystick calibration function is
pressed (i.e. all buttons except for Enter) when the function is
enabled, the function is automatically terminated without saving
any calibration data.

The joystick calibration function is also automatically

terminated if the joystick is not moved or no buttons are pressed
within a preset time limit.
To calibrate the joystick, proceed as follows:
1 Press, within 10 seconds, the Full thrust, Auto sway,
Joystick and Aft pivot buttons in the sequence listed.
- The Joystick calibration function is enabled.
- The operation indicator starts flashing green/red.
- The Joystick Calibration dialog is displayed in the
centre of the colour display.

2 Set the joystick to the centre (zero input) position and then
press the Enter button.
- The following indicators are displayed on the Joystick
Calibration dialog:
* A red, joystick rotation reference line at the top of
the vertical (X) axis.
* A red, joystick movement, reference cross in the
centre of the vertical and horizontal (X/Y) axes.
* Black maximum movement lines at the ends of the
vertical and horizontal (X/Y) axes.

6-2 Kongsberg Maritime 301577/A

 Joystick calibration

3 Move the joystick to the maximum in the forwards and

backwards direction (X), then in the left and right
direction (Y) and then in the clockwise and
counter-clockwise rotate direction (Z).
- The movement of the joystick in the X and Y directions
is indicated by horizontal and vertical lines in each
quadrant of the Joystick Calibration dialog.
- The rotation of the joystick in the Z direction is
indicated by a semicircle in upper two quadrants of the
Joystick Calibration dialog.

- The current position of the joystick (with respect to the

centre position) is indicated by a black cross.
- The current direction and amount by which the joystick
has been rotated (with respect to the centre position) is
indicated by a black line within the semicircle.
4 Press the Enter button.
- The joystick is calibrated.
- The joystick calibration function is disabled and
calibration terminated.
- The Joystick Calibration dialog is closed.
- The operation indicator changes to continuously lit
green.
5 Check the joystick is functioning correctly by comparing:
a The rotation of the joystick with the movement of the
joystick rotation indicator (upwards pointing arrow on
the upper two-directional bar) in the Heading area (see
Joystick heading control on page 2-15).
b The tilt of the joystick with the movement of the
joystick tilt indicator (filled purple circle with a white
outline and purple dashed coordinate lines) in the
Position area (see Joystick mode on page 2-17).

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Joystick

Additional information
Calibration of the joystick ensures that a certain deflection of
the joystick corresponds to a specific thruster power depending
upon the selected thrust, e.g. Full or Reduced.
It is necessary to calibrate the joystick when:
· New hardware has been installed or parts of the hardware
(for example the operator panel) have been changed.
· New software has been installed or the software has been
reinstalled from a CD.

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 Joystick settings

6.2 Joystick settings

You can select the joystick precision, and enable and disable
joystick wind compensation.

Auto Setup dialog - Joystick page

Joystick precision is selected and joystick wind compensation
enabled and disabled using the Auto Setup dialog - Joystick
page (see Figure 46).
To display this page, press the Auto setup button and, if
necessary, select (change the focus to) the Joystick page.

Figure 46 Auto Setup dialog - Joystick page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Wind Comp Allows you to enable (On) or disable (Off) joystick wind
compensation, provided that at least one wind sensor is enabled.
Joystick control can be combined with wind compensation in
each of the three axes. The system then automatically
compensates for the wind forces acting on the vessel by
providing the thrusters with the necessary extra thrust in the
appropriate direction.
When position-reference system measurements are available the
system will calculate the unknown forces, including sea current
and wave forces, which are acting on the vessel (collectively
referred to as “current”). The system performs automatic
compensation for these forces.

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Joystick

Wind compensation is always performed when enabled, but the

compensation due to “current” forces is zero if no position-
reference system has been enabled and accepted.
If wind compensation is enabled and one of the surge sway or
yaw axes is placed under automatic control, the text Mixed is
displayed in the Wind Comp entry field.
The Wind Comp entry field, which is only available in Joystick
mode, becomes unavailable (in Joystick mode) when both the
surge and sway axes are placed under automatic control.

Additional information
In Joystick mode, the enabled/disabled state of the joystick
mode wind compensation is displayed in the operational status
area of the colour display (see Joystick mode on page 2-26).

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 Setting the joystick thrust

6.3 Setting the joystick thrust

There are two settings for joystick thrust:
· Full
The maximum force available from all thrusters can be used.
This increases the vessel’s response to movement of the
joystick compared to the Reduced setting.
· Reduced
The maximum applied thruster force for axes that are under
joystick control is limited to about 50% of the available force
from all thrusters.
The difference between these two settings is shown in
Figure 47.

Thruster
force
(in %)
100

50

Joystick
0 movement
(CD3038)
100 (in %)

Figure 47 Joystick movement for Full and Reduced thrust

To change the joystick thrust, press the Full thrust button twice
within four seconds.
The status indicator above the Full thrust button is continuously
lit when full thrust is selected and unlit when reduced thrust is
selected.

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Joystick

6.4 Selecting the vessel rotation centre

When the vessel is in Joystick mode or a Mixed Joystick/Auto
mode, it is possible to specify that the vessel should rotate about
the fore or aft part of the vessel instead of the centre part which
is the default. This feature can be useful when leaving or
approaching another vessel or a fixed structure such as a quay.
There are three different rotation centres (Fore Pivot, Centre
Pivot and Aft Pivot) that can be selected for the vessel.
· With Fore Pivot selected the rotation centre is at the fore part
of the vessel. Only thrusters at the aft will be used to turn the
vessel.
· With Centre Pivot selected rotation centre is at the centre part
of the vessel. Thrusters at the fore and aft will be used to turn
the vessel.
· With Aft Pivot selected rotation centre is at the aft part of the
vessel. Only thrusters at the fore will be used to turn the
vessel.
Note In Joystick mode the vessel will not pivot accurately around the
selected rotation centre, since the system will not use data from
the position-reference systems for the vessel axes under joystick
control.
For example, when manoeuvring alongside a quay which lies to
starboard, you may want to move the stern of the vessel in
towards the quay without the bow moving out, while at the same
time applying a small thrust to starboard. This would be difficult
when using the centre part of the vessel as the rotation centre.
By selecting the fore part of the vessel as the rotation centre,
you can easily use the joystick both to turn the vessel
counter-clockwise about the bow and to move the vessel to
starboard as illustrated in Figure 48.

Figure 48 Vessel movement with Fore pivot rotation centre selected

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 Selecting the vessel rotation centre

Only rotation centres that are intended for use during joystick
manoeuvring can be activated in Joystick mode. However, a
User Defined rotation centre can be selected in Joystick mode,
but the selection will not be effective until a full automatic
mode (Auto Position or optional Follow Target) is selected
A suitable configuration of thrusters must be enabled. For
example, if you want the vessel to rotate about the aft part of the
vessel, there must be at least one thruster enabled forward of the
vessel centre.
The rotation centre in use is automatically changed if the
selected rotation centre no longer can be applied.
To change the vessel rotation centre, proceed as follows:
1 Ensure that the system is in Joystick mode.
2 Ensure that a suitable configuration of thrusters is enabled
- For example, if you want the vessel to rotate about the
aft part of the vessel, there must be at least one thruster
enabled in the fore section
3 Press the required Fore pivot, Centre pivot or Aft pivot
button twice within four seconds.
- The corresponding button status indicator starts to flash
and then becomes continuously lit when the new
rotation centre is selected.

Additional information
On the Position Plot view, the location of the currently-active
rotation centre is shown as a small purple circle (see Position
Plot view on page 14-2).
In Joystick mode, the selected joystick rotation centre is
displayed in the operational status area of the colour display (see
Joystick mode on page 2-26).

301577/A cPos (OS) Operator Manual 6-9

7 SENSORS
This Chapter contains the following sections:
7.1 Gyrocompasses
7.2 Wind sensors
7.3 Vertical reference sensors
7.4 Speed sensors
7.5 Draught sensors
7.6 Rate Of Turn sensor

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Sensors

7.1 Gyrocompasses
At least one gyrocompass should be enabled at all times to
provide heading information to the system for automatic control
of heading.

Sensors dialog - Gyro page

Gyrocompasses are enabled and disabled, and the one that is to
be used to provide the system with heading information is
selected using the Sensors dialog - Gyro page (see Figure 49).
To display this page, press the Sensors button and, if necessary,
select (change the focus to) the Gyro page.

Figure 49 Sensors dialog - Gyro page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Gyro The identification of each gyrocompass.
Ready Shows if a gyrocompass is available for use by the system.
Green Available
Red Not available
Enable Allows you to enable (On) and disable (Off) the signals from a
selected gyrocompass which must be available for use (green
Ready indicator) before it can be enabled.
The system will automatically disable gyrocompasses that are
not available for use (red Ready indicator).

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 Gyrocompasses

Used Shows which gyrocompass is being used by the system to

calculate the vessel’s heading.
Preference Allows you to select which gyrocompass (1, 2 or 3) is preferred
for use by the system.

Displayed heading information

You can examine in more detail, the status and measured values
for all gyrocompasses on the Sensor view (see Sensor view on
page 14-16).

Rejection of heading measurements

Normally, all the available gyrocompasses will be running and
enabled for use. The system then receives and compares the
signals from all the gyrocompasses, but uses only one of them to
calculate the vessel’s heading. You can define which
gyrocompass is preferred for use by the system:
· When two gyrocompasses are enabled, the system will use
the preferred gyrocompass. If the difference between the
measurement read from a gyrocompass and the model value
exceeds a predefined limit, an alarm message is displayed,
for example:
Gyro 1 prediction error
If this error is for the gyrocompass that is in use, the system
will change automatically to the other gyrocompass.
Note In the event of a “Gyro prediction error”, you should always
check the values from the gyrocompasses on the Sensors view
and compare with an alternative source of heading information
to confirm which gyrocompass is faulty.
· When three gyrocompasses are enabled, the system will
normally use the preferred gyrocompass. If the difference
between the measurement from one of the gyrocompasses
and the median value exceeds a predefined limit, the
measurements from this gyrocompass are rejected and an
alarm will be given. If necessary, the system will change to
another gyrocompass.

Faulty gyrocompasses
If measurements from a gyrocompass are not accepted by the
system, a message is given with information about the failure.
The message may define the faulty compass directly, for
example:
Gyro 1 not ready

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Sensors

Alternatively, it may indicate only that there is a difference

between the measurements from the available gyrocompasses.
In the latter case, you must try to find the faulty compass by
comparing the received measurements with an alternative source
of heading information.
In the following examples it is assumed that two gyrocompasses
are available, that both gyrocompasses are enabled and that
Gyro 1 is in use:
· If there is a failure on Gyro 2 (the gyrocompass that is not in
use), disable the signals from Gyro 2 and rectify the fault.
· If a fault is detected on Gyro 1 (the gyrocompass that is in
use), the system will switch to Gyro 2 automatically if
Gyro 2 is enabled. Disable the signals from Gyro 1 and
rectify the fault.
· If there is a failure on a gyrocompass and the system cannot
detect which compass is faulty, for example:
Gyro difference
If a gyrocompass is thought to be faulty, perform the following:
1 Check the measured values from the gyrocompasses on
the Sensors view and use an alternative compass to find
which gyrocompass is faulty.
2 Disable the faulty gyrocompass and rectify the fault.
When a faulty gyrocompass is repaired, you should enable it
again.

Heading dropout
If the vessel heading that is estimated by the Vessel Model
differs significantly from the measured vessel heading, the
following message is displayed:
Heading prediction error
If this continues for more than two seconds, the system will
assume that the information from the gyrocompasses is
unreliable and will stop updating the Vessel Model with the
measured heading. In this situation the following alarm message
is displayed:
Heading dropout
The same alarm will occur if no gyrocompasses are enabled, or
if there is a total gyrocompass malfunction.
It is not possible to operate with automatic heading or position
control in a Heading dropout situation.

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 Gyrocompasses

Go to Standby mode to reset the estimated heading from the

Vessel Model to the measured gyrocompass heading.
Check that the gyrocompasses are ready, whether the readings
are drifting or if other error messages indicate interface errors.

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Sensors

7.2 Wind sensors

At least one wind sensor should be enabled at all times to
provide the system with wind speed and direction information.
Normally, input from all the available wind sensor will be
enabled. The system then receives and compares the signals
from the sensors, but only uses one of them to calculate the
wind force acting on the vessel.
The raw measurements of wind speed and direction are filtered
internally (using a Kalman filter with both low and high
frequency parts), to estimate the most reasonable speed and
direction values to be used by the system.
You can define which wind sensor is preferred for use by the
system. If no errors are detected in the wind sensor
measurements, the system will always use the operator-preferred
sensor.

Sensors dialog - Wind page

Wind sensors are enabled and disabled, and the one used that is
to be used to provide the system with wind speed and direction
information is selected using the Sensors dialog - Wind page
(see Figure 50).
To display this page, press the Sensors button and, if necessary,
select (change the focus to) the Wind page.

Figure 50 Sensors dialog - Wind page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

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 Wind sensors

Wind The identification of each wind sensor.

Ready Shows if a wind sensor is available for use by the system.
Green Available
Red Not available
Enable Allows you to enable (On) and disable (Off) the signals from a
selected wind sensor which must be available for use (green
Ready indicator) before it can be enabled.
Used Shows which wind sensor is being used to by the system to
calculate the wind forces acting on the vessel.
Preference Allows you to select which wind sensor (1, 2 or 3) is preferred
for use by the system.

Displayed wind information

An indication of the measurements from the preferred wind
sensor is shown in the Force balance area of the colour display
(see Force balance area on page 2-20) and on the Position Plot
view (see Position Plot view on page 14-2).
You can examine in more detail, the status and measured values
for all wind sensors on the Sensor view (see Sensor view on
page 14-16).

Faulty wind sensor

If measurements from the wind sensor are not accepted by the
system, a message is given with information about the failure,
for example:
Wind 1 not ready
When the wind sensor has been repaired, you should enable it
again.
Alternatively, it may indicate only that there is a difference
between the measurements from the available sensors. The
difference may be due to a faulty wind sensor. In the latter
situation, you must try to find the faulty sensor by comparing
the received measurements with an alternative source of wind
information.
In any case you should use an alternative source of wind
information to determine which wind sensor that provides the
wind measurements that is most representative for the wind
forces acting on the vessel.

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Sensors

In the following examples it is assumed that two wind sensors

are available, both sensors are enabled and Wind 1 is in use:
· If there is a failure on Wind 2 (the sensor that is not in use),
disable the signals from Wind 2 and rectify the fault.
· If a fault is detected on Wind 1 (the sensor that is in use), the
system will switch to Wind 2 automatically. Disable the
signals from Wind 1 and rectify the fault.
· If there is a failure on a wind sensor and the system cannot
detect which sensor is faulty; for example:
Wind difference
If a wind sensor is thought to be faulty, perform the following:
1 Check the measured values from the wind sensors on the
Sensors view and use an alternative source of wind
information to find which sensor is faulty.
2 Disable the faulty sensor and rectify the fault.
When a faulty wind sensor is repaired, you should enable it
again.
Note A wind measurement will be influenced by the location of the
sensor. Differences in measurements can arise naturally. It is
important to use the sensor that is most representative for the
wind forces acting on the vessel.

Rejection of faulty wind data

A fault causing jumps in readings from the wind sensor could
lead to an unwanted change in thrust demand.
To avoid this, the system performs the following test:
· A wind speed measurement is rejected by the system if the
wind speed is above a predefined limit (for example 15 m/s)
and increases by more than a predefined value (for example
10 m/s).
· A wind direction measurement is rejected by the system if
the wind speed is above a predefined limit (for example
10 m/s) and the wind direction changes by more than a
predefined value (for example 60 degrees).
The wind sensor will be rejected if more than a predefined
number (for example 15) of consecutive readings are rejected
according to the limits described in the previous paragraphs. If
this happens, the following alarm message is displayed:
Wind 1 rejected <current speed/direction>

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 Wind sensors

In order to adapt quickly to dynamic change in wind, the input

data to the test is the difference between new measurements, and
low pass filtered speed data with a small time constant
(5 seconds).
The filter is reset on three different conditions:
· Continuously reset in Standby mode.
· When the sensor Enable changes from Off to On.
· If there is a long time (5 minutes) since a Ready signal was
received from the wind sensor.
Note The wind sensor(s) will be rejected if speed is increasing with
more than 10m/s in Trainer mode (and not in Standby mode).
The situation is resolved by disabling/enabling the rejected
sensor.

Operating without wind sensor input

There can be situations where you want to temporarily stop
using the input from the wind sensor, such as during helicopter
operations or when operating close to another large structure
where there may be sudden disturbances of the measured wind.
If you disable the wind sensor, the system continues to use the
wind speed and direction values that were measured just before
the wind sensor was disabled.

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Sensors

7.3 Vertical reference sensors

At least one vertical reference sensor (VRS) should be enabled
at all times to provide the system with pitch and roll
information.
This information is used to adjust the measurements received
from the position-reference system for the vessel’s roll and pitch
motions. If a VRS is equipped with a heave sensor, the heave
information is used for monitoring purposes only.
If VRS information is lost, the system will be unable to
compensate the received position measurements for vessel
motion. The positioning capability of the system can then be
degraded.
Normally, all the available vertical reference sensors will be
enabled for use. The system then receives and compares the
signals from all vertical reference sensors, but uses only one of
them. You can define which VRS is preferred for use by the
system. If no errors are detected in the VRS measurements, the
system will always use the preferred sensor.

Sensors dialog - Vrs page

Vertical reference sensors are enabled and disabled, and the one
used that is to be used to provide the system with pitch and roll
information is selected using the Sensors dialog - Vrs page (see
Figure 51).
To display this page, press the Sensors button and, if necessary,
select (change the focus to) the Vrs page.

Figure 51 Sensors dialog - Vrs page

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 Vertical reference sensors

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
VRS The identification of each VRS.
Ready Shows if a VRS is available for use by the system.
Green Available
Red Not available
Enable Allows you to enable (On) and disable (Off) the signals from a
selected VRS which must be available for use (green Ready
indicator) before it can be enabled.
Used Shows which VRS is being used by the system to calculate the
vessel’s pitch and roll.
Preference Allows you to select which VRS (1, 2 or 3) is preferred for use
by the system.

Displayed VRS information

You can examine in more detail, the status and measured values
for all vertical reference sensors on the Sensor view (see Sensor
view on page 14-16).

Faulty VRS
If measurements from a VRS are not accepted by the system, or
if at least one of the channels for a VRS is faulty, a message is
displayed with information about the failure. The message may
define the faulty VRS directly, for example:
VRS 1 not ready
Alternatively, it may indicate only that there is a difference
between the measurements from the available vertical reference
sensors. In the latter situation, you must try to find the faulty
sensor by comparing the received measurements with an
alternative source of VRS information.
In the following examples it is assumed that two vertical
reference sensors are available, that both are enabled, and that
VRS 1 is in use:
· If there is a failure on VRS 2 (the VRS that is not in use),
disable the signals from VRS 2 and rectify the fault.
· If a fault is detected on VRS 1 (the VRS that is in use), the
system will switch to VRS 2 automatically. Disable the
signals from VRS 1 and rectify the fault.
· If there is a failure on a VRS and the system cannot detect
which VRS is faulty, for example:
VRS difference

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Sensors

If a VRS is thought to be faulty, perform the following:

1 Check the measured values from the vertical reference
sensors on the Sensors view and use alternative VRS
information to find which VRS is faulty.
2 Disable the faulty VRS and rectify the fault.
When a faulty VRS is repaired, you should enable it again.

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 Speed sensors

7.4 Speed sensors

Speed measurements can be used as an addition to position
measurements to improve the vessel speed control in the
optional Autopilot mode and at high speed in the optional Track
Line mode.
The speed information is received from two sources, Doppler
Log and GPS speed sensors. You can select available speed
sensors or enter a manual alongships vessel speed value.
In high speed operations all enabled speed sensors will normally
be in use (unless a sensor has failed) when speed measurements
are used by the system. It is recommended to also enable
manual speed input since the manual value will be updated
based on the sensors in use. Should all sensors be lost, you will
have an initial manual value that reflects the real situation.

Sensors dialog - Speed page

Speed sensors are enabled and disabled and manual speed values
entered using the Sensors dialog - Speed page (see Figure 52).
To display this page, press the Sensors button and, if necessary,
select (change the focus to) the Speed page.

Figure 52 Sensors dialog - Speed page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

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Sensors

Sensor The name and identification number of each speed sensor.

Ready Shows if a speed sensor is available for use by the system.
Green Available
Red Not available
Enable Allows you to enable (On) and disable (Off) signals from a
selected speed sensor which must be available for use (green
Ready indicator) before it can be enabled.
Use Shows which speed sensors or manual speed value are being
used by the system.
Green In use (only shown in high speed modes)
Red Not in use
Manual Spd Allows you to enable (On) and disable (Off) the manual speed
value entered in the Value field.
Value Allows you to enter a manual speed value. Within the
configured range the value can be increased and decreased in
0.10 metre/second or 0.1 knot steps.
This field becomes unavailable and shows the current vessel
speed if a speed sensor is enabled.

Displayed Speed information

You can examine in more detail, the status and measured values
for all speed sensors on the Sensor view (see Sensor view on
page 14-16).

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 Draught sensors

7.5 Draught sensors

For optimum positioning performance, the system must have
accurate information regarding the vessel’s draught at all times.
The vessel draught can be either pre-defined (in software) or set
by the operator.

Sensors dialog - Draught page

Pre-defined and manually entered vessel draughts are selected,
and manual vessel draught values entered using the Sensors
dialog - Draught page (see Figure 53).
To display this page, press the Sensors button and, if necessary,
select (change the focus to) the Draught page.

Figure 53 Sensors dialog - Draught page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Operational The predefined operational draught value.
Transit The predefined transit draught value.
Manual Allows you to enter a manual draught value. Within the
configured range the value can be increased and decreased in
0.1 metre or 0.1 foot steps. If you try to enter a value that is too
high or too low, the value will be rejected by the system and a
message, informing you about the legal range for vessel
draught, displayed.
Select Source Allows you to select the source (Operational, Transit or
Manual) for the draught value that is to be used by the system.

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Sensors

7.6 Rate Of Turn sensor

Rate Of Turn (ROT) measurements can be used to improve the
heading control of the vessel. This is useful when a very
accurate heading control is required during high-speed sailing,
or when the vessel has a hull shape that makes it difficult to
control the heading.
Measurement of the vessel’s Rate Of Turn are received from the
gyrocompasses or, if installed, a dedicated Rate Of Turn sensor.
If a dedicated Rate Of Turn sensor is installed it should be
enabled to allow rate of turn information to be used by the
system.

Sensors dialog - RoT page

The Rate Of Turn (ROT) sensor is enabled and disabled using
the Sensors dialog - RoT page which also shows the vessel’s
Rate Of Turn (see Figure 54).
To display this page, press the Sensors button and, if necessary,
select (change the focus to) the RoT page.

Figure 54 Sensors dialog - Draught page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
RoT The identification number of the Rate Of Turn sensor.
Ready Shows if the Rate Of Turn sensor is available for use by the
system.
Green Available
Red Not available

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 Rate Of Turn sensor

Enable Allows you to enable (On) and disable (Off) the signals from
the Rate Of Turn sensor which must be available for use (green
Ready indicator) before it can be enabled.
Green In use
Red Not in use
Use Shows if the Rate Of Turn sensor is being used by the system to
improve the heading control of the vessel.
This sensor is only used in the optional Autopilot mode.
Rate Of Turn Shows the vessel’s Rate Of Turn.

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8 POSITION INFORMATION
This Chapter contains the following sections:
8.1 Position-reference systems
8.2 Coordinate systems
8.3 Tests on position-reference systems
8.4 Enabling position-reference systems
8.5 Changing the reference origin
8.6 Position dropout

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Position information

8.1 Position-reference systems

At least one position-reference system should be enabled at all
times to provide position information to the system for
automatic control of position.

Position-reference System dialog

The position-reference systems that are to be used to provide the
system with position information are enabled and disabled using
the single page Position-reference System dialog - Refsys page
(see Figure 55).
To display this page, press the Ref. systems button.
Note Because this is a single page dialog, it is always displayed with
the Refsys page and one of the Enable entry fields (on the
Refsys page) in focus.

Figure 55 Position-reference system dialog - Refsys page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
System The name and identification number of each position-reference
system.
Accepted Shows if position data from an enabled position-reference
system has been accepted for use by the system.
Green Accepted
Red Not accepted

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 Position-reference systems

Enable Allows you to enable (On) and disable (Off) position-reference

systems.
If a position-reference system has mobile transponders the
Enable entry field will have an additional enable option (Mob).
Selecting this option (if available) causes mobile transponders
for that position-reference system to be displayed on the Target
Setup dialog - Targets page (see Targets page on page 10-24).

Displayed position-reference system

information
You can examine in more detail, the measurements from the
position-reference systems in the Operational status and Trend
areas of the colour display (see Operational status area on
page 2-24 and Trend area on page 2-28).
You can also examine in more detail, the status and
measurements for all position-reference systems on the
Position-reference System view (see Position-reference System
view on page 14-11).

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Position information

8.2 Coordinate systems

Position information from position-reference systems may be
received by the system in many different forms:
· Global position-reference systems such as GPS provide
position information as Latitude and Longitude in a geodetic
coordinate system. The applicable datum must be known, for
example, WGS84 and ED87.
· Some global position-reference systems provide positions in
the UTM projection (a flat surface projection, defined by a
UTM zone and north and east distances from the 0-point of
this zone). The applicable datum must be known, for
example, WGS84 and ED87.
· Local position-reference systems such as HPR provide
positions in local Cartesian coordinates (defined by
two-dimensional measurement of the north/south (X) and
east/west (Y) distances from a locally defined reference
origin, such as the position of a transponder).
Whatever types of position-reference systems are enabled, all
position input is converted into a geographic system using
WGS84 as a “system datum”.

System datum
The controller always uses an internal geographic coordinate
system, with a specified system datum, WGS84.
· All position information from global reference systems
which use a different datum are converted internally to
WGS84.
· Position information in UTM format is converted to
geographic coordinates.

Reference origin
Each position-reference system provides position measurements
relative to a known reference point specific for that
position-reference system.
The reference point of the first position-reference system
selected and accepted for use with the system, becomes the
reference origin (the origin in the internal coordinate system).
Position information from any other reference systems is then
calibrated according to this coordinate system.

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 Coordinate systems

This coordinate system remains as the reference origin until all

position-reference systems are deselected and a new
position-reference system is selected as the reference origin.
Selecting a particular position-reference system as the reference
origin does not mean that the system treats it as being better or
more reliable than any other position-reference system. It
concerns only the location of the reference origin.
The reference origin selected should be the one most appropriate
to your operational requirements.
The position of the reference origin is indicated on the Position
Plot view (if within the range of the view). The reference
system defining the reference origin is marked with an asterisk
on the Position-reference System view (see Position-reference
System view on page 14-11).
Note Re-calibrating the origin reference system will give new
coordinates for the reference origin system.

Using a local position-reference system (e.g. Artemis) to provide

the reference origin will give you a local position whereas using
a global position-reference system (e.g. GPS) will give you a
global position.

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Position information

8.3 Tests on position-reference systems

The system performs a series of tests on each position-reference
system to check that their position measurements are accurate
enough for use.
The following online tests are performed:
· A freeze test rejects repeated measurements. If the variation
in the measured position is less than a system set limit over a
given period of time, the position-reference system is
rejected.
· A prediction test detects sudden jumps or large systematical
deviations in the measured position. The limit for the
prediction test is a function of the estimated position in the
Vessel Model and the actual measurement accuracy.
· A variance test monitors the measurement variance and
compares the variance value with a calculated limit.
· A divergence test gives a warning of systematic deviations
and/or slow-drift (before the system is rejected by the
prediction test).
· A median test detects position measurements that differ from
the median position value with more than a predefined limit.
This test, which requires a minimum of three active
position-reference systems, is mainly designed to detect
slowly drifting position-reference systems.
If the results of the prediction, median and variance tests suggest
that the position measurements from a particular reference
system are not accurate, then that system’s measurements are
not used.
The characteristics of the active position-reference systems are
shown on the Position-reference System view (see
Position-reference System view on page 14-11).

Standard deviation of position

measurements
For all position-reference systems, the standard deviation of the
measurements of each position-reference system trended and
shown in the trend area of the colour display (see Trend area on
page 2-28).

Freeze test
If a position-reference system has an internal error causing the
same measurements to be continuously sent to the Vessel Model,
the system could, if no precautions were taken, mistake the data
for good and stable measurements.

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 Tests on position-reference systems

The freeze test rejects repeated measurements and the system

treats repeated reports of the same position from one
position-reference system with caution. The position-reference
system is monitored and its input rejected if the variation in its
position measurements is less than a predefined limit over a
given time period. The following alarm message is displayed:
Reference position frozen
You should disable the frozen position-reference system.
Note By configuration, the freeze test is disabled for some
position-reference systems (usually GPS and/or Artemis) due to
the resolution in the data from these position-reference systems.

Variance, weight and the Variance test

The system calculates a variance for each position-reference
system in use. It then assigns different weightings to each
position-reference system, based on its calculated variance. In
this way, the system is able to place more emphasis on the
position-reference systems that are providing the best
measurements. The higher the system’s variance, the lower its
weighting factor.
The following warning message is displayed if the variance of a
position-reference system exceeds a system-set limit:
Reference high noise
The position-reference system is not rejected in this event, but
the system places little emphasis on the position-reference
system in question.
The variance test detects if the variance in the measured values
exceeds the reject limit. The variance reject limit is based on the
expected variance of the position-reference system. The
following warning message is displayed when a
position-reference system is rejected due to too high variance:
Reference high variance
You should disable the position-reference system if the event of
high variance is recurring. No corrective actions are necessary if
the problem is intermittent only.

Prediction test
The prediction test detects sudden jumps in the measured
position, and immediately rejects those that lie outside the limits
as illustrated in Figure 56. The test will also reject data that drift
away from the Vessel Model’s predictions. The limit for the
Prediction test is a function of the actual measurement accuracy
(calculated variance).

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Position information

POSITION N/E

Rejected measurement

Rejection limit

Model prediction

Measurement

Rejection limit

TIME

Figure 56 Prediction test

If the Prediction test limits are exceeded, the following warning

message is displayed:
Reference prediction error
When this warning message is displayed, you should verify that
the correct position-reference system is rejected. You can then
disable the position-reference system that caused the prediction
error.
Irrespective of the accuracy of a position-reference system, the
prediction error limit is usually not set to less than 4 m. This is
done to avoid rejecting accurate position-reference systems.

Divergence test
When two or more position-reference systems are in use, this
slow drift test detects when measurements from one
position-reference system differ from the other(s). The limit is
taken as 70% of the prediction error limit.
The purpose of the test is to give an early indication of
systematic errors before the position-reference system is
rejected by the prediction test. This test only warns the operator,
and does not automatically reject data. The following warning
message is displayed:
Reference high offset
When this warning message is displayed, you should examine
which position-reference system is drifting using the reference
system standard deviation trend (see Trend area on page 2-28).
Re-calibrate or disable the position-reference system that caused
the high offset warning.

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 Tests on position-reference systems

Median test
The median test can be performed when three or more
position-reference systems are in use. The median position is
computed from the filtered measurements that are independent
of the Vessel Model.
This test is primarily intended to reject slowly drifting
position-reference systems. Unlike the prediction test, the
median test is independent of the cPos model. This implies that
a position-reference system can be rejected even though its
measurements do not deviate from the Vessel Model, as can be
the case with slowly drifting position-reference systems.

POSITION Measurement
NORTH from system A

Reject limit
around total
median line
North
Median
line

Measurement
from system B
Measurement
from system C

POSITION
EAST
East Median line

Figure 57 Median test

The Median Test Limit is taken as 80 % of the Minimum

Prediction Error Limit.
The operator may choose to reject an inaccurate
position-reference system, or to only have a warning displayed.
The following warning message is displayed when a
position-reference system is rejected:
Reference median rejected
When this warning message is displayed, you should verify that
the correct position-reference system is rejected. The
position-reference system that is verified to be in error must be
disabled. If the reference system is not disabled, this may lead to
rejection of a potentially more accurate reference system by the
Prediction test.

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Position information

If measurements from more than one position-reference system

are outside the Median test limit, only the system with the
longest distance to the Median position is rejected. This system
will take part in the Median testing in the next sample (unless it
is disabled by the operator).
In a situation with several drifting position-reference systems,
disabling of a reference system may lead to a sudden change in
the Median position.

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 Enabling position-reference systems

8.4 Enabling position-reference systems

Before enabling the first position-reference system, ensure that
the vessel speed is as low as possible.

Enabling the first position-reference

system
If the system has been in Joystick mode for more than a few
minutes without an enabled position-reference system, first go
to Standby mode and then back to Joystick mode to reset the
Vessel Model.
To enable the first position-reference system, proceed as
follows:
1 Display the Position-reference System dialog.
2 If necessary, move the focus to the Enable entry field for
the required position-reference system.
3 Activate the Enable entry field and change the option to
On.
4 De-activate the Enable entry field and then press the Enter
button.
- An initial calibration of the position-reference system is
performed.
- When the position-reference system has been calibrated
and acceptable position measurements are being
received, the Accepted status indicator for the
position-reference system changes to green.
5 Close the Position-reference System dialog.
6 Check on the Position-reference System view that the
Status field on shows Online for the position-reference
system.
- This also indicates that acceptable position
measurements are being received and that the
calibration process was successful.
7 Check that the following information message is displayed
in the Message Line (or, if no longer displayed, in the
Event List window):
Reference origin <system>
- The origin of the position-reference system is now
being used as the reference origin.
8 Allow the Vessel Model to stabilise before enabling any
additional position-reference systems.

301577/A cPos (OS) Operator Manual 8-11

Position information

Enabling other position-reference systems

The other position-reference systems that are enabled can be in
an off-line state. This is indicated in the Status field on the
Position-reference System view showing Offline for the
systems.
To enable other position-reference systems, proceed as follows:
1 Display the Position-reference System dialog.
2 Move the focus to the Enable entry field for the required
position-reference system.
3 Activate the Enable entry field and change the option to
On.
4 De-activate the Enable entry field and then press the Enter
button.
- The position measurements from the position-reference
system are calibrated against the reference origin.
- When the position-reference system has been calibrated
and acceptable position measurements are being
received, the Accepted status indicator for the
position-reference system changes to green.
5 Close the Position-reference System dialog.
6 Check on the Position-reference System view that the
Status field for the position-reference system shows
Online.
- This also indicates that acceptable position
measurements are being received and that the
calibration process was successful.
7 Check that the following information message is displayed
in the Message Line (or, if no longer displayed, in the
Event List window):
Calibration OK <system>
If the variation in the position measurements from an enabled
position-reference system are too high during the calibration
process, the following warning message will be displayed in the
Message Line:
Calibration error <system>
This may be due to an error in the position-reference system or
higher than expected noise value. However, the system will
continue trying to calibrate the position-reference system until it
is disabled.
Continuous measurements of the vessel’s position are essential
for dynamic positioning and it is therefore normal to use several
different position-reference systems.

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 Changing the reference origin

8.5 Changing the reference origin

Each position-reference system provides position measurements
relative to a known reference point specific for that reference
system.
The reference point of the first position-reference system
selected and accepted for use with the system, becomes the
reference origin (the origin in the internal coordinate system).
Position information from any other reference systems is then
calibrated according to this coordinate system.
The reference origin selected should be the one most appropriate
to your operational requirements.
To change the reference origin, proceed as follows:
1 Disable all position-reference systems.
2 Display the Position-reference System view and wait until
Offline is shown in the Status field for the
position-reference system.
3 Enable the position-reference system that is to provide the
reference origin.
4 Allow the Vessel Model to stabilise.
5 Enable additional position-reference systems as required.

301577/A cPos (OS) Operator Manual 8-13

Position information

8.6 Position dropout

If the vessel position is under automatic control and all
position-reference input is lost (e.g. HPR - no response from the
transponder) or rejected, the following warning message is
displayed:
No reference system accepted
After 20 seconds without reference input, the following alarm is
given:
Position dropout
This means that the system is currently using only the estimated
position from the Vessel Model, and that this position has not
been updated with measured positions for at least 20 seconds
(“dead reckoning” mode).
When this message is generated, the setpoint is set automatically
to the current estimated vessel position and the system will try
to re-calibrate the position-reference system(s).
You can remain in Position dropout, but the following points
must be noted:
· The displayed vessel position is the estimated position from
the Vessel Model. After a few minutes, the vessel may begin
to pick up speed in one direction, without this being reflected
on the Position Plot view.
· A calibration of the lost position-reference systems may
occur at any time. This will have no immediate effect, but if
the calibrated system is unreliable or drifting, the vessel may
begin to move. In this event, you must examine the Position
Plot view for any jumps in the displayed vessel position.
The recommended action in Position dropout (if operational
circumstances allow) is:
1 Return the system to joystick control in all axes and use
the joystick to manoeuvre the vessel.
2 When at least one reliable position-reference system is
successfully calibrated, return to the required operational
mode.

8-14 Kongsberg Maritime 301577/A

9 THRUSTERS
The term “thruster” is used throughout this chapter to mean any
element of the vessel’s propulsion system; including main
propulsion, rudders, tunnel thrusters and azimuth thrusters. (The
specific terms for the elements of the propulsion system are
used whenever this enhances the readability of the manual).
This Chapter describes the control functions that are related to
the vessel’s thruster systems and contains the following
sections:
9.1 Enabling thrusters
9.2 Thruster allocation

301577/A cPos (OS) Operator Manual 9-1

Thrusters

9.1 Enabling thrusters

If a thruster can be enabled, it is shown as Running and Ready
on both the Thruster view (see Thruster view on page 14-20)
and on the Thruster Enable dialog (see Thruster Enable dialog
below).
There are generally two criteria for a thruster Ready status:
· The individual thruster must be running without faults.
· The individual thruster must be available for control.
Before a thruster can be enabled, it must be Ready. If a thruster
is enabled and it subsequently loses its Ready status, it is
automatically disabled.
The system uses only those thrusters that are enabled for use by
the system. The thrusters can be manually enabled and disabled
using the Thruster Enable dialog.
Note Changing from Standby to Joystick mode will automatically
enable the thrusters provided that they are ready within a
timeout of 10 seconds.
When a thruster or main propulsion unit is running, the system
reads the feedback signal from the thruster or main propulsion
unit and calculates the resulting thruster force.

Thruster Enable dialog

Thrusters are enabled and disabled using the single page
Thruster Enable dialog - Thrusters page (see Figure 58).
To display this page, press the Thrusters button.
Note Because this is a single page dialog, it is always displayed with
the Thrusters page and one of the Enable entry fields (on the
Thrusters page) in focus.

9-2 Kongsberg Maritime 301577/A

 Enabling thrusters

Figure 58 Thruster Enable dialog - Thrusters page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Running Shows the running status of a thruster or main propulsion unit.
Green Running
Red Not running
Ready Shows if a thruster, main propulsion unit or rudder is available
for control by the system.
Green Available
Red Not available
Enable Allows you to enable (Yes) or disable (No) a thruster, main
propulsion unit or rudder for control, which must be running
and available (green Ready indicator) before it can be enabled.
The system will automatically disable thrusters, main propulsion
unit and rudders that are not available for control (red Ready
indicator).

Displayed thruster information

You can examine in more detail, the status and directional force
for the thrusters and main propulsion units on the Thruster view
(see Thruster view on page 14-20).
You can also examine in more detail, the status, setpoint and
feedback values for each individual thruster and main
propulsion unit in more detail on the Setpoint/Feedback view
(see Setpoint/Feedback view on page 14-18).

301577/A cPos (OS) Operator Manual 9-3

Thrusters

9.2 Thruster allocation

Thruster allocation can be performed in many different ways.
However, this is limited by the thruster allocation modes that are
configured for your vessel.

Auto Setup dialog - Control page

Thruster allocation is selected using the Auto Setup dialog -
Control page (see Figure 59).
To display this page, press the Auto setup button and, if
necessary, select (change the focus to) the Control page.

Figure 59 Auto Setup dialog - Control page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Thruster Alloc Allows you to select the Thruster Allocation mode (e.g.
Variable, Fix, Environ Fix and/or vessel specific) for azimuth
thrusters.
This entry field is unavailable (with the Steering mode option
selected) in the optional Autopilot mode.

Speed See Auto Setup dialog - Control page on page 12-8.

Rate Of Turn See Auto Setup dialog - Control page on page 11-5.
Gain Level See Auto Setup dialog - Control page on page 5-14.

9-4 Kongsberg Maritime 301577/A

 Thruster allocation

Selecting the thruster allocation

For the azimuth thrusters, you can choose between various
thruster allocation modes. The currently-selected thruster
allocation mode is displayed in the system operation area of the
colour display (see System operation area on page 2-22).

Depending on the operational mode, illegal thruster allocation

modes are unavailable in the Auto Setup dialog - Control page.
Typical examples of azimuth thruster allocation modes are:
· Variable
The system automatically changes the angle of the azimuth
thrusters so that the thrust is always angled in the optimum
direction. In order to reduce wear and tear on the azimuth
thrusters due to continuous changes in the azimuth thruster
angles, a dead-band function is incorporated.
Use this thruster allocation mode when the environmental
forces acting on the vessel are large and are not constantly
changing direction.
A set of forbidden zones for each thruster can be predefined
to prevent a particular thruster from interfering with other
thrusters, the hull or other equipment. What happens to the
thrust, when a thruster passes a prohibited zone, can be
predefined for each zone (for example, the thrust can be
reduced).
· Fix
The system automatically selects a fixed angle for each
azimuth thruster. When the environmental force is small and
constantly changing direction, this mode can be used in order
to avoid continuous changes in the azimuth thruster angle.
If disabling and then re-enabling a thruster with a negative
pitch or rpm, the system will automatically turn the thruster
180 degrees.
· Environ Fix
A set of alternative, fixed angles are predefined for each
azimuth thruster from which the system automatically selects
the optimum angles. The system selects the angles for
azimuth thrusters according to the directional force setpoint
when the operator selects this mode.

301577/A cPos (OS) Operator Manual 9-5

Thrusters

If disabling and then re-enabling a thruster with a negative

pitch or rpm, the system will automatically turn the thruster
180 degrees.
· Steering
Azimuth thrusters not used for steering will have predefined
fixed angles for use in the optional Autopilot mode. This
thruster allocation mode is automatically selected when the
system is in the optional Autopilot mode.

Additional information
The configuration and operational requirements of the vessel
determines the thruster allocation modes that are implemented
in the system, as well as the criteria for the automatic mode
switch. Details of the available thruster allocation modes are
provided with the configuration information for each vessel.
For some of the thruster allocation modes (such as Fix and
when available, Environ Fix), a sufficient number of thrusters
must be enabled to select the mode. The system will
automatically switch back to the default thruster allocation
mode (normally Variable mode), if you de-select thrusters or
thrusters lose their Ready status.

9-6 Kongsberg Maritime 301577/A

10 MAIN MODES AND OPERATING
PROCEDURES
This Chapter contains the following:
10.1 Standby mode
10.2 Joystick mode
- Joystick mode with automatic heading control
- Joystick mode with automatic position control
- Joystick mode with automatic stabilisation
10.3 Auto Position mode
10.4 Autopilot mode
10.5 Follow Target mode
10.6 Track Line mode

301577/A cPos (OS) Operator Manual 10-1

Main modes and operating procedures

10.1 Standby mode

The Standby mode is a waiting and reset mode in which the
system is in a state of readiness, but in which no vessel control
commands can be made. It is also the default mode when the
system is first switched on.
In this mode you can prepare the system for operation and you
can put the system into Joystick mode (see Joystick mode on
page 10-4) or start the built-in trainer (see Starting-up and using
the trainer on page 15-3) or start a simulator (see separate
Simulator operator manual).
In this mode you may also:
· Calibrate the joystick (see Joystick calibration on page 6-2).
· Enable the required gyrocompasses (see Gyrocompasses on
page 7-2).
· Enable the required wind sensors (see Wind sensors on
page 7-6).
· Enable the required vertical reference sensors (see Vertical
reference sensors on page 7-10).
· Enable the required speed sensors (see Speed sensors on
page 7-13).
· Enable the required thrusters, propulsion units and rudders
(see Enabling thrusters on page 9-2).

Note Changing from Standby to Joystick mode will automatically

enable the thrusters provided that they are ready within a
timeout of 10 seconds.

Returning to Standby mode/manual levers

To return to Standby mode from any other mode:
1 Press the Standby button twice within four seconds.
- The Standby button status indicator starts to flash and
then becomes continuously lit when the mode is
entered.
2 Disable all position-reference systems.
3 Disable all thrusters, propulsion units and rudders.
4 If you are to use manual levers, switch from DP control to
manual thruster control (usually a switch or a button
located on the main thruster control panel).

10-2 Kongsberg Maritime 301577/A

 Standby mode

Note If Standby mode is not entered before transferring to manual

lever control, various thruster and propulsion unit related
warnings and alarms will be generated unnecessarily.

When switching to manual thruster control, thrusters,

propulsion units and rudders are no longer ready for control
(i.e. they lose their Ready status).

301577/A cPos (OS) Operator Manual 10-3

Main modes and operating procedures

10.2 Joystick mode

In Joystick mode, the operator controls the movement of the
vessel using the three-axis joystick.
The following applies if you are facing forwards or aft when
looking at the colour display screen:
· Tilting the joystick forwards/backwards controls the vessel in
the surge axis.
· Tilting the joystick left/right controls the vessel in the sway
axis.
· Rotating the joystick turns the vessel (the yaw axis).
The following applies if you are facing forwards or aft when
looking at the colour display screen (see also Orientation of the
operator station on page 2-33):
· Tilting the joystick forwards/backwards controls the vessel in
the sway axis.
· Tilting the joystick left/right controls the vessel in the surge
axis.
· Rotating the joystick turns the vessel (the yaw axis).
Refer also to the following sections:
· Joystick settings (see page 6-5).
· Selecting the vessel rotation centre (see page 6-8).
· Thruster allocation (see page 9-4).

From Standby mode to Joystick mode

When the system goes from Standby mode to Joystick mode, it
will enable all ready and running thrusters.
To take the system from Standby mode to Joystick mode,
proceed as follows:
1 Ensure that the required gyrocompasses are enabled (see
Gyrocompasses on page 7-2).
2 Ensure that the required wind sensors are enabled (see
Wind sensors on page 7-6).
3 Ensure that the required vertical reference sensors are
enabled (see Vertical reference sensors on page 7-10).
4 If applicable, ensure that joystick wind compensation is
selected (see Joystick settings on page 6-5).
5 Ensure that the joystick is in the zero position in all three
axes, and that the joystick is calibrated (see Joystick
calibration on page 6-2).

10-4 Kongsberg Maritime 301577/A

 Joystick mode

6 If the vessel has a switch or button to select between

joystick and DP control (usually located on the main
thruster/propulsion unit control panel) set the
switch/button to DP control.
7 Ensure that the required thrusters, main propulsion units
and rudders are enabled (see Enabling thrusters on
page 9-2).

Note If the thruster auto enable function is active, changing from

Standby mode to Joystick mode will automatically enable all
ready thrusters provided that the system has been in Standby
mode for more that 20 seconds.

8 Press the Joystick button twice within four seconds.

- The Joystick button status indicator starts to flash and
then becomes continuously lit when the mode is
entered.
9 Enable the required position-reference systems (see
Enabling position-reference systems on page 8-11 and
Heading and position information below).

Joystick control of position and heading

To move the vessel in the surge and sway axes (alongships and
athwartships directions), tilt the joystick. The direction in which
the joystick is tilted determines the direction of applied thruster
force, and the angle of tilt determines the amount of applied
thruster force.
To turn the vessel (the yaw axis), rotate the joystick. The
direction in which the joystick is rotated determines the
direction of the turning moment setpoint, and the angle through
which the joystick is rotated determines the amount of applied
turning moment.

Heading and position information

It is not essential to enable gyrocompasses or position-reference
systems when operating in Joystick mode. However, the
estimated position, heading and speed provided by the Vessel
Model are meaningless if they have not been adjusted according
to measured information.

Note If no gyrocompasses and position-reference systems are enabled,

you must ignore any displayed heading, position and speed
information.

301577/A cPos (OS) Operator Manual 10-5

Main modes and operating procedures

Joystick electrical failure

Electrical failures affecting the joystick, such as an open loop or
a short circuit, are detected by the system. If the voltage read by
the panel controller is outside predefined limits, the joystick
value for the axis concerned is set to zero (it is no longer
possible to control the vessel in this axis using the joystick), and
the following alarm message displayed:
Joystick electrical failure <surge/sway/yaw>

Mixed Joystick/Auto modes

While remaining in Joystick mode, and provided the required
gyrocompasses and/or position-reference systems are enabled,
you can select either one or two of the surge, sway and yaw axes
for automatic control:
· Select Auto heading for automatic heading control with
joystick control of the surge and sway axes (see Joystick
mode with automatic heading control on page 10-6).
· Select Auto surge and Auto sway for automatic position
control with joystick heading control (see Joystick mode with
automatic position control on page 10-7).
· Select Auto heading and Auto surge for automatic heading
control, automatic stabilisation in the surge axis, and joystick
control of the sway axis (see Joystick mode with automatic
stabilisation on page 10-9).
· Select Auto heading and Auto sway for automatic heading
control, automatic stabilisation in the sway axis, and joystick
control of the surge axis (see Joystick mode with automatic
stabilisation on page 10-9).
If you select all three axes for automatic control, the system
automatically enters Auto Position mode (see Auto Position
mode on page 10-11).

Joystick mode with automatic heading

control
In Joystick mode, and with a gyrocompass enabled, you can
select automatic heading control.
The current vessel heading becomes the heading setpoint and
thrust to maintain this heading is provided automatically by the
system.

10-6 Kongsberg Maritime 301577/A

 Joystick mode

Refer also to the following sections:

· Controller gain level (see page 5-14).
· Warning and alarm limits (see page 5-16).
· Entering a new heading setpoint (see page 11-3).
· Setting the Rate Of Turn (see page 11-5).
· Selecting the minimum power heading (see page 11-7).

Selecting automatic heading control

To select automatic heading control while in Joystick mode,
proceed as follows:
1 Check that none of the status indicators above the Auto
heading, Auto surge and Auto sway buttons are lit.

2 Ensure that the required gyrocompasses are enabled (see

Gyrocompasses on page 7-2).
3 Press the Auto heading button twice within four seconds.
- The Auto heading button status indicator starts to flash
and then becomes continuously lit when automatic
heading control is enabled.
- The current vessel heading becomes the heading
setpoint, and the system automatically maintains this
heading.
- The deviation between the estimated heading and the
heading setpoint is shown in the heading area of the
colour display (see Automatic heading control on
page 2-15).

Returning to joystick heading control

To return to joystick heading control, proceed as follows:
1 Press the Auto heading button twice within four seconds.
- The Auto heading button status indicator starts to flash
and then becomes unlit when automatic heading control
is disabled.
2 Control the vessel’s heading manually using the joystick.

Joystick mode with automatic position

control in both surge and sway
In Joystick mode, with a gyrocompass and an active
position-reference system enabled, you can select automatic
position control in both the surge and sway axes.

301577/A cPos (OS) Operator Manual 10-7

Main modes and operating procedures

Selection of only one of the surge and sway axes for automatic
control is normally combined with automatic heading (yaw)
control, and is described in Joystick mode with automatic
stabilisation on page 10-9).
Unless there is a specific operational requirement for joystick
yaw control, it is better to use Auto Position mode when
changing position in order to allow the system to maintain a
constant heading during the manoeuvre.
Refer also to the following sections:
· Controller gain level (see page 5-14).
· Warning and alarm limits (see page 5-16).
· Entering a new position setpoint (see page 12-3).

Selecting automatic position control

To select automatic position control while in Joystick mode:
1 Check that the status indicator above the Auto heading
button is not lit.
2 Ensure that the required gyrocompasses are enabled (see
Gyrocompasses on page 7-2).
3 Ensure that at least one position-reference system is active
and enabled (see Enabling position-reference systems on
page 8-11).
4 Press the Auto surge and the Auto sway buttons twice
within four seconds.
- The Auto surge and Auto sway button status indicators
start to flash and then become continuously lit when
automatic position control is enabled.
- The current vessel position becomes the position
setpoint, and the system automatically keeps the vessel
at this position.
- The deviation between the estimated position and the
position setpoint is shown on the position area on the
colour display (see Mixed Joystick/Auto modes on
page 2-17).
Returning to joystick position control
To return to joystick position control:
1 Press the Auto surge and the Auto sway buttons twice
within four seconds.
- The Auto surge and Auto sway button status indicators
start to flash and then become unlit when automatic
position control is disabled.
2 Control the vessel’s position manually using the joystick.

10-8 Kongsberg Maritime 301577/A

 Joystick mode

Joystick mode with automatic stabilisation

In Joystick mode, with a gyrocompass and an active
position-reference system enabled, you can select automatic
stabilisation.
This means that either:
· The yaw and surge axes are under automatic control while
the sway axis remains under joystick control
or
· The yaw and sway axes are under automatic control while the
surge axis remains under joystick control.
Refer also to the following sections:
· Controller gain level (see page 5-14).
· Warning and alarm limits (see page 5-16).
· Entering a new heading setpoint (see page 11-3).
· Setting the Rate Of Turn (see page 11-5).
· Selecting the minimum power heading (see page 11-7).
· Setting the vessel speed (see page 12-8).

Selecting automatic stabilisation

To select automatic stabilisation while in Joystick mode:
1 Check that none of the status indicators above the Auto
surge, Auto sway or Auto heading buttons are lit.

2 Ensure that the required gyrocompasses are enabled (see

Gyrocompasses on page 7-2).
3 Ensure that at least one position-reference system is active
and enabled (see Enabling position-reference systems on
page 8-11).
4 Press the Auto heading button twice within four seconds.
- The Auto heading button status indicator starts to flash
and then becomes continuously lit when automatic
heading control is enabled.
- The current vessel heading becomes the heading
setpoint, and the system automatically keeps the vessel
on this heading.
- The deviation between the estimated heading and the
heading setpoint is shown on the heading area on the
colour display (see Automatic heading control on
page 2-15).

301577/A cPos (OS) Operator Manual 10-9

Main modes and operating procedures

5 Press either the Auto surge or Auto sway button twice

within four seconds.
- The corresponding status button status indicator starts
to flash and then becomes continuously lit when
automatic position control in the selected axis is
enabled.
- The current vessel position in the selected axis becomes
the position setpoint in that axis and the system
automatically keeps the vessel at this position.
- The deviation between the estimated position and the
position setpoint is shown on the position area on the
colour display (see Mixed Joystick/Auto modes on
page 2-17).
6 Manually control the vessel’s movement in the unselected
axis using the joystick.

Returning to joystick control

To return to joystick control in all axes:
1 Press the Auto heading button twice within four seconds.
- The Auto heading button status indicator starts to flash
and then becomes unlit when automatic heading control
is disabled.
2 Press either the Auto surge or the Auto sway button
(whichever one has it status indicator lit) twice within four
seconds.
- The corresponding status button status indicator starts
to flash and then becomes unlit when automatic
position control in the selected axis is disabled.
3 Manually control the vessel’s heading and position using
the joystick.

10-10 Kongsberg Maritime 301577/A

 Auto Position mode

10.3 Auto Position mode

In Auto Position mode, the system automatically maintains the
heading and position of the vessel. This mode requires at least
one gyrocompass and one position-reference system to be active
and enabled.
Refer also to the following sections:
· Controller gain level (see page 5-14).
· Warning and alarm limits (see page 5-16).
· Rotation centre for automatic control (see page 5-18).
· Thruster allocation (see page 9-4).
· Entering a new heading setpoint (see page 11-3).
· Setting the Rate Of Turn (see page 11-5).
· Selecting the minimum power heading (see page 11-7).
· Entering a new position setpoint (see page 12-3).

From Joystick mode to Auto Position mode

To take the system from Joystick mode to Auto Position mode,
proceed as follows:
1 Ensure that at least one gyrocompass is active and enabled
(see Gyrocompasses on page 7-2).
2 Ensure that at least one position-reference system is active
and enabled (see Enabling positioning-reference systems
on page 8-11).
3 Hold the vessel as stationary as possible by using the
joystick to minimise vessel motion and speed.
4 Press the Auto heading button twice within four seconds.
- The Auto heading button status indicator starts to flash
and then becomes continuously lit when automatic
heading control is enabled.
- The Present heading button status indicator becomes
continuously lit when automatic heading control is
enabled.
- The current vessel heading becomes the heading
setpoint, and the system automatically keeps the vessel
on this heading.
- The deviation between the estimated heading and the
heading setpoint is shown in the Heading area of the
colour display (see Automatic heading control on
page 2-15).

301577/A cPos (OS) Operator Manual 10-11

Main modes and operating procedures

5 When the vessel heading has stabilised, press the Auto

surge button twice within four seconds.
- The Auto surge button status indicator starts to flash
and then becomes continuously lit when automatic
position control in the surge axis is enabled.
- The current vessel position in the surge axis becomes
the position setpoint in the surge axis, and the system
automatically keeps the vessel at this position.
- The deviation between the estimated position and the
position setpoint in the surge axis is shown in the
Position area of the colour display (see Mixed
Joystick/Auto modes on page 2-17).
6 When the vessel has stabilised in the surge axis, press the
Auto sway button twice within four seconds.
- The Auto sway button status indicator starts to flash
and then becomes continuously lit when automatic
position control in the sway axis is enabled.
- The system enters the Auto Position mode, and the
Auto position and Present position button status
indicators become continuously lit.
- The current vessel position in the sway axis becomes
the position setpoint in the sway axis, and the system
automatically keeps the vessel at this position.
- The deviation between the estimated heading and the
heading setpoint is shown in the Heading area of the
colour display (see Automatic heading control on
page 2-15).
- The deviation between the estimated position and the
position setpoint is shown on the Position area on the
colour display (see Auto Position mode on page 2-18).
Alternatively, the system can be taken from Joystick mode direct
to Auto Position mode by pressing the Auto position button
twice within four seconds. However, this method is not
recommended as it can place high levels of stress and strain on
the vessel’s propulsion system.
Note No change in position or heading should be attempted during
the first five minutes after entering Auto Position mode in order
to allow the Vessel Model to stabilise. For critical DP
operations or during difficult weather/current conditions, this
initial time period should be extended to at least 15 minutes.

10-12 Kongsberg Maritime 301577/A

 Autopilot mode

10.4 Autopilot mode

The optional Autopilot mode enables the vessel to steer along a
selected course by accurately and automatically controlling the
vessel’s heading. This mode uses the vessel’s propulsion unit(s)
and rudder(s) or azimuth thrusters.
The vessel speed is normally controlled from the joystick on the
operator panel or, if configured, from external thruster levers.
If the vessel’s rotation centre is other than the centre of the
vessel (CG) when entering Autopilot mode, it is automatically
changed to the centre of the vessel and the status indicator above
the Centre pivot button is continuously lit. In addition, the
following message is displayed:
CG as rotation center
Two gyrocompasses should be enabled. If this requirement is
not met, the following message is displayed:
Heading monitor requires 2nd source

Note According to the International Maritime Organisation (IMO)

two gyrocompasses are required for this mode.

One speed sensor should be enabled. If this requirement is not

met, the following message is displayed:
Speed sensor dropout
Refer also to the following sections:
· Joystick settings (see page 6-5).
· Sensors (see page 7-1).
· Thruster allocation (see page 9-4).
· Entering a new heading setpoint (see page 11-3).

Pilot Setup dialog

The operation of Autopilot mode is configured, and heading
warning and alarm limits are enabled and disabled, and their
values set using the Steer and Limits pages Pilot Setup dialog.

Steer page
To display the Pilot Setup dialog - Steer page (see Figure 60),
press the Pilot setup button and, if necessary, select (change the
focus to) the Steer page.

301577/A cPos (OS) Operator Manual 10-13

Main modes and operating procedures

Figure 60 Pilot Setup dialog - Steer page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

Gain Level Allows you to set the gain level (Low, Med for medium and Hi
for high) applied to the yaw axis for the autopilot control
function.
Different gain factors for different gain levels are defined to suit
the characteristics of the vessel. The deviations in heading and
turning rate are multiplied by the selected gain factor to obtain
the required thrust force and moment.
The most suitable gain level depends on the vessel
characteristics, the weather conditions and the required
positioning accuracy. Operational experience therefore plays a
large part in determining the optimum gain level, but the
following general points should be noted:
· High gain provides the quickest vessel response and the most
accurate manoeuvring.
· Medium gain provides a slower vessel response than high
gain.
· Low gain provides the slowest vessel response.

Counter Rudder Allows you to set the gain for the autopilot counter rudder
function. Within the configured range the value can be increased
and decreased in 5 percent steps.

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 Autopilot mode

The counter rudder setting serves two purposes, firstly to give a

smooth transition to a new heading after a major course change,
and secondly to enable the autopilot to stabilise the vessel on a
straight course.
If the counter rudder setting is too low, there may be an
overshoot past the new heading and it may take a long time
before the new heading is stabilised.
If the counter rudder setting is too high, there may be an
over-correction followed by a small overshoot past the new
heading, and the vessel may then tend to oscillate around the
new heading. A typical symptom here is an over-active rudder.

New course
Counter rudder setting too low,
overshoot response.

New course
Counter rudder setting too high,
sluggish and creeping response.

New course
Correct setting of counter rudder,
ideal response.

Figure 61 Effects of counter rudder settings

Auto Trim Allows you to set the gain for the autopilot auto trim function.
Within the configured range the value can be increased and
decreased in 5 percent steps.
Auto trim corrects for static heading deviation due to weather
forces.
· A low auto trim setting (50 %) results in a slower correction
of static heading deviation.
· A high auto trim setting (150 %) results in a faster correction
of static heading deviation.

301577/A cPos (OS) Operator Manual 10-15

Main modes and operating procedures

Weather Allows you to enable or disable (On or Off) the autopilot wind
Compensation compensation function.
When weather compensation (wind forces) is enabled, the vessel
will react much more quickly to sudden changes in wind speed
and direction.
Rate Of Turn Allows you to set the Rate Of Turn for autopilot change heading
operations. Within the configured range the value can be
increased and decreased in 1 degree steps.
Rud.Lim in Auto Allows you to set the maximum rudder angle when automatic
Yaw Control heading control is active. Within the configured range the value
can be increased and decreased in 1 degree steps.
When automatic heading control is selected, the system will not
turn the rudders/azimuth thrusters beyond the specified limit. At
high speed, a relatively small limit such as five degrees is often
used.
If you try to enter angle values beyond predefined limits, a
message instructing you to correct the values will be displayed.
Rud.Lim in Joystick Allows you to set the maximum rudder angle when joystick
Yaw Control heading control is active. Within the configured range the value
can be increased and decreased in 1 degree steps.
When joystick heading control is selected, the system will not
turn the rudders/azimuth thrusters beyond the specified limit.
This limit is usually set to a high value so that the maximum
steering effect can be achieved in an emergency situation. For
example, the maximum physical angle for rudders or 45 degrees
for azimuth thrusters.
If you try to enter angle values beyond predefined limits, a
message instructing you to correct the values will be displayed.
Steer Mode Allows you to select the steering mode (e.g. Synchron,
Async Auto, Async Stbd, Async Port and/or vessel specific)
for the autopilot function.
The steering mode determines how the steering units within the
active steering group are used to steer the vessel, and is not
available if there is only one steering unit.
The standard steering modes (using two steering units) are:
· Synchron (Synchronous)
Both steering units have the same azimuth angle and both
generate the directional force.
· Async Auto (Asynchronous Auto)
Only one steering unit is used to generate the directional
force, while the other is fixed alongships. The steering unit is
selected automatically depending on the turn direction.

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 Autopilot mode

· Async Stbd (Asynchronous Starboard)

The starboard steering unit generates the directional force.
The port steering unit is fixed alongships.
· Async Port (Asynchronous Port)
The port steering unit generates the directional force. The
starboard steering unit is fixed alongships.
Steer Group Allows you to select the steering group (e.g. Propeller, Emerg,
Aux and/or vessel specific) for the autopilot function.
This field is not shown if the system is configured with only one
steering group.
Steering units belonging to groups, which are not selected for
steering, provide only alongships force.

Limits page
To display the Pilot Setup dialog - Limits page (see Figure 62),
press the Pilot setup button and, if necessary, select (change the
focus to) the Limits page.

Figure 62 Pilot Setup dialog - Limits page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Active Allows you to turn on (Yes) or turn off (No) a heading warning
or alarm limit.
Limit Allows you to set the value of a heading warning or alarm limit.
Within the configured range the value can be increased and
decreased in 0.5 degree steps.

301577/A cPos (OS) Operator Manual 10-17

Main modes and operating procedures

Note In Autopilot mode the heading alarm limit cannot be turned off
(de-activated). If you attempt to do this, the following operator
advice message (see Figure 63) will be displayed.

Figure 63 Operator advice message - Alarm limit can not be

deactivated in AutoPilot Mode

Speed control from the joystick

To control the vessel speed from the joystick, proceed as
follows:
1 While still in Joystick or Auto Position mode, manoeuvre
the vessel onto the required heading.
2 Ensure that the required thrusters, main propulsion units
and rudders are enabled (see Enabling thrusters on
page 9-2).
3 Ensure that at least two gyrocompasses are enabled (see
Gyrocompasses on page 7-2).
4 Ensure that at least one speed sensor is enabled (see Speed
sensors on page 7-13) and that the system is prepared for
manual input of speed, i.e. the Manual Spd entry field on
the Sensors dialog - Speed page is set to On (see Sensors
dialog - Speed page on page 7-13).
5 If no speed sensors are available, enter the required vessel
speed manually using the Sensors dialog - Speed page .
6 Select the required autopilot gain level.
7 Set the required counter rudder gain.
8 Set the required auto trim gain.
9 If required, enable weather compensation.
10 Set the required Rate Of Turn.
11 Set the required maximum rudder angle for automatic
heading control.
12 Set the required maximum rudder angle for joystick
heading control.
13 Select the required steering mode.
14 If applicable, select the required steering group.

10-18 Kongsberg Maritime 301577/A

 Autopilot mode

15 Set and enable the required warning and heading alarm

limits.
16 Press the Auto pilot button twice within four seconds.
- The Auto pilot and Auto heading button status
indicators start to flash and then become continuously
lit when Autopilot mode is entered.
- The vessel heading is controlled automatically (see
Changing heading on page 10-20).
- The vessel speed is controlled from the joystick.
17 Move the joystick in the alongship direction until the
required vessel speed is obtained.

Speed control from external levers

To control the vessel speed from external levers, proceed as
follows:
1 While still in Joystick or Auto Position mode, manoeuvre
the vessel onto the required heading.
2 Ensure that the required thrusters, main propulsion units
and rudders are enabled (see Enabling thrusters on
page 9-2).
3 Ensure that at least two gyrocompasses are enabled (see
Gyrocompasses on page 7-2).
4 Ensure that at least one speed sensor is enabled and that
the system is prepared for manual speed (see Speed
sensors on page 7-13).
5 Set the Joystick/DP/Autopilot thruster mode switch (on the
thruster control panel) to the Autopilot position.
- The thruster and main propulsion unit pitch/rpm is
under control of external levers.
- The thruster/rudder azimuth is under control of system.
6 Select the required autopilot gain level.
7 Set the required counter rudder gain.
8 Set the required auto trim gain.
9 If required, enable weather compensation.
10 Set the required Rate Of Turn.
11 Set the required maximum rudder angle for automatic
heading control.
12 Set the required maximum rudder angle for joystick
heading control.
13 Select the required steering mode.

301577/A cPos (OS) Operator Manual 10-19

Main modes and operating procedures

14 If applicable, select the required steering group.

15 Set and enable the required warning and heading alarm
limits.
16 Press the Auto pilot button twice within four seconds.
- The Auto pilot and Auto heading button status
indicators start to flash and then become continuously
lit when Autopilot mode is entered.
- The vessel heading is controlled automatically (see
Changing heading on page 10-20).
17 Use the external levers to control the vessel speed.

Changing heading
There are several ways to change heading in Autopilot mode:
· As described in Entering a new heading setpoint on
page 11-3.
Note When changing the heading setpoint, the turn direction will
depend on the new heading setpoint. The shortest turn is always
used.
· By disabling automatic heading control and manually
controlling the rudder/azimuth angle (steering) directly by
rotating the joystick. When the required heading is reached,
automatic heading control must again be enabled.
Note When automatic heading control is disabled, the Auto heading
button status indicator becomes unlit.

Leaving the Autopilot mode

To leave Autopilot mode, go to Joystick mode by pressing the
Joystick button twice within four seconds.
The Joystick button status indicators start to flash and then
become continuously lit when Joystick mode is entered.
If external levers were used to control the vessel speed, set the
Joystick/DP/Autopilot thruster mode switch (on the thruster
control panel) to the DP position.

10-20 Kongsberg Maritime 301577/A

 Follow Target mode

10.5 Follow Target mode

The optional Follow Target mode (see Figure 64) enables the
vessel to automatically follow a moving target and keeps the
vessel within a “position window” relative to a mobile target.
With multiple moving targets it is possible to keep the vessel
heading within a “heading window”. The moving target must be
equipped with a mobile reference transponder or laser reflector
in order for the system to monitor its relative position. If, for
example, the moving target is an Remotely Operated Vehicle
(ROV), then the vessel must be equipped with a Hydroacoustic
Position Reference (HPR) system in order for the system to
monitor its relative position.
In addition to a mobile reference transponder on the target, an
additional fixed position-reference system (such as GPS) is
required. Alternatively a fixed transponder (deployed on the
seabed) can be used.
You can define a circle of operation within which the target can
move without causing the vessel to move. The vessel only
moves when the moving target reaches the boundary of this
circle. The radius of this circle (the “reaction limit”) can be up
to 100 m.
The vessel moves when
the target reaches the Vessel’s initial position
boundary of the reaction
limit circle

The target reaches the

boundary of the reaction
limit circle which causes Target’s initial position
the vessel to move
The target moves within
the reaction limit circle without
causing the vessel to move

Figure 64 Follow Target mode

301577/A cPos (OS) Operator Manual 10-21

Main modes and operating procedures

Target Setup dialog

The operation of Follow Target mode is configured and
available mobile targets are selected using Reaction and
Targets pages of the Target Setup dialog.

Reaction page
To display the Target Setup dialog - Reaction page (see
Figure 65), press the Target setup button and, if necessary,
select (change the focus to) the Reaction page.

Figure 65 Target Setup dialog - Reaction page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Reaction Limits Position
Allows you to set the radius of the position reaction limit circle
where the moving target may manoeuvre before the vessel will
attempt to follow the target.
Heading
Allows you to set heading-change limit that the moving target
may make before the vessel will attempt to follow the target.

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 Follow Target mode

Operation mode Position

Allows you to make the vessel follow a moving target with
respect to position. The vessel will always have the same
position relative to the moving target, while maintaining the
same absolute heading (setpoint) as shown in the following
illustration (see Figure 66).

(CD3139)

Figure 66 Follow Target - Position mode

Heading
Allows you to make the vessel follow the moving target with
respect to heading. The vessel will always have the same
heading relative to the moving target, while maintaining the
same absolute position as shown in the following illustration
(see Figure 67).

(Cd3140)

Figure 67 Follow Target - Heading mode

301577/A cPos (OS) Operator Manual 10-23

Main modes and operating procedures

Position and Heading

Allows you to make the vessel follow the moving structure with
respect to both position and heading. The vessel will always
have the same position and heading relative to the moving
structure as shown in the following illustration (see Figure 68).

(Cd3141)

Figure 68 Follow Target - Position and Heading mode

Targets page
To display the Target Setup dialog - Targets page (see
Figure 69), press the Target setup button and, if necessary,
select (change the focus to) the Targets page.

Figure 69 Target Setup dialog - Target page

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 Follow Target mode

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Available The names of the available mobile transponders.
In the example dialog shown in Figure 69, the HPR-1 BO2
target becomes available when the HPR position-reference
system is enabled, i.e. the Enable entry field on the Position-
reference System dialog - Refsys page for HPR is set to On.
The FBeam-1T1, Art-10 and RAD-11x0 targets become
available when their respective position-reference system is
enabled, i.e. the Enable entry field on the Position-reference
System dialog - Refsys page for FBeam, Art-1 and RAD-1
respectively are set to Mob (see Position-reference System
dialog on page 8-2).
Enable Allows you to enable (Yes) or disable (No) a mobile
transponder.
An enabled mobile transponder is displayed on the Position Plot
view as a mobile position-reference transponder symbol (see
Position Plot view on page 14-2).
An example of how mobile transponders are displayed for
position-reference systems with a single mobile transponder and
with multiple transponders is shown in Figure 70 and Figure 71
respectively.

Figure 70 Vessel symbol on Position Plot view with single

mobile transponder

301577/A cPos (OS) Operator Manual 10-25

Main modes and operating procedures

Figure 71 Vessel symbol on Position Plot view with multiple

mobile transponders

Entering Follow Target mode

You can enter Follow Target mode from either Joystick mode or
Auto Position mode.
To enter Follow Target mode, proceed as follows:
1 Enable a fixed position-reference system as the reference
origin (see Enabling position-reference systems on
page 8-11).
2 Select the required operational mode (Position, Heading
or Position and Heading) and enter the required position
and/or heading reaction limits (see Reaction page on
page 10-22).
3 Enable the mobile transponders on the target to be tracked
(see Targets page on page 10-24).
- The symbol of each enabled mobile transponder
changes to a filled circle (see Figure 70 and Figure 71).
4 Press the Follow target button twice within four seconds.
- The Follow target button status indicator start to flash
and then become continuously lit when Follow Target
mode is entered.
- The Auto heading, Auto surge and Auto sway button
status indicators, if not already lit, become
continuously lit.
- If a position operational mode has been selected, the
selected reaction limit is shown on the Position Plot
view as a circle around the filtered position of each
enabled mobile transponder (see Figure 70 and
Figure 71).

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 Follow Target mode

When a target moves, the vessel’s position setpoint

remains unchanged until the mobile transponder on the
moving target reaches the edge of the reaction limit
circle. The position setpoint is updated automatically to
restore the vessel to the same position relative to the
mobile transponder, and the reaction limit circle is
redrawn around the new position of the mobile
transponder.

Heading control
The standard methods for heading control are available (see
Entering a new heading setpoint on page 11-3).
Pressing the Min. pow. heading button twice within four seconds
will move and maintain the vessel onto the heading that requires
the minimum power for the current environmental conditions
(minimum power heading). While the vessel is moving onto this
heading the status indicator above the button flashes. When the
heading is reached the status indicator becomes continuously lit.
The minimum power heading function is not available with
multiple mobile transponders when the Heading Operation
Mode is selected.

Rate Of Turn
The standard method for adjusting the Rate Of Turn is available
(see Setting the Rate Of Turn on page 11-5).

Position control
You can change the distance to the target whenever necessary.
The standard methods for position control are available (see
Entering a new Position setpoint on page 12-3).

Speed control
The standard method for speed control is available (see Setting
the vessel speed on page 12-8).

301577/A cPos (OS) Operator Manual 10-27

Main modes and operating procedures

10.6 Track Line mode

The optional Track Line mode enables the vessel to accurately
follow a track that is described by three waypoints (see
Figure 72) and displayed on the Position Plot view (see Track
Line mode on page 14-7).

Note This mode is designed for marine operations and is not intended
for navigation purposes.

When the mode is entered (preferably at a low speed in the

wanted direction) the vessel’s current Course Over Ground
(COG) is maintained. The position and heading of the vessel is
controlled by the system, in all three axes (surge, sway and
yaw), to minimise deviation from the track (cross-track error).

To achieve high accuracy, this mode requires a reliable

position-reference system, gyrocompass and wind sensor, and a
satisfactory propulsion system.

The track line is defined by the vessel position and COG history.
At very low vessel speed the initial track line will be defined by
the vessel heading.

vessel
heading

crab angle

waypoint 1 waypoint 2 waypoint 3

(CD3079)

Figure 72 Track line with waypoints and cross-track error limits

Initially the vessel is placed on the track line between

waypoint 2 and waypoint 3. Waypoint 3 is placed a long
distance away along the track line.

As the vessel sails along the track the positions of all three
waypoints are moved such that the vessel never reaches
waypoint 3. The point where a waypoint move is made is placed
at the centre point between waypoint 2 and waypoint 3.

10-28 Kongsberg Maritime 301577/A

 Track Line mode

The control system will automatically select the thruster

allocation mode depending upon a predefined speed limit. At
low speed (below this limit) a “variable” allocation mode is
used, whereas at high speed (above this limit) a “steering”
allocation mode is used.
At low speed, the vessel heading is along the track, whereas at
high speed it is controlled to minimise the cross-track error
whilst maintaining the wanted speed, i.e. the crab angle is
continuously changing.

Available functions
The heading required to keep the vessel on track at high speed is
continuously calculated by the system according to the vessel
speed and the environmental forces. It is also continuously
controlled to return the vessel back onto the track, should it
deviate for some reason.
The vessel speed can be controlled by:
· Auto Speed Control
The current vessel speed is maintained using position and
speed measurements.
· Joystick Speed Control
The vessel speed is controlled by the joystick. This form of
control is selected by disabling automatic control of the
forward speed of the vessel (surge).
The track line may be changed using the input wheel or the
-- (decrease) and + (increase) buttons to:
· Change Track Line Course
When the track line course is changed, the course change rate
is limited to an operator defined Rate Of Turn (ROT) and the
transition to the new direction is programmed as a smooth
curve.
The radius of this curve (turn radius) can be:
- Operator defined.
- Calculated automatically according to the vessel speed and
the defined ROT.
Other functions available are:
· Stop On Line
Decelerates and stops the vessel on the course line whilst
maintaining heading. De-selecting this function causes the
vessel to continue moving along the track.

301577/A cPos (OS) Operator Manual 10-29

Main modes and operating procedures

· Cross-track Warning and Alarm

Operator defined warning and alarm distances that the vessel
is allowed to move either side of the track line. A message is
displayed if any one of these limits is exceeded.
· Predefined Controller Gain Selection
Allows the operator to select one of three predefined
controller gain levels (High, Medium or Low).
The pivoting point for Track Line mode is the currently selected
rotation centre for automatic control (see Rotation centre for
automatic control on page 5-18).

Line Setup dialog

The operation of Track Line mode is configured, cross-track
error limits are enabled and disabled, and their values set, and
vessel steering configured using the TrackLine, Limits and
Steer pages of the Line Setup dialog.

TrackLine page
To display the Line Setup dialog - TrackLine page (see
Figure 73), press the Line setup button and, if necessary, select
(change the focus to) the TrackLine page.

Figure 73 Line Setup dialog - TrackLine page (Rate Of Turn

priority)

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 Track Line mode

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

Speed Allows you to set the wanted vessel speed along the track line.
Within the configured range the value can be increased and
decreased in 0.10 metre/second or 0.1 knot steps.
The system automatically controls the vessel speed along the
track line provided that the surge and sway axes are under
automatic control.
If automatic control of the surge axis is disabled, the control of
the vessel speed is transferred to the joystick. The joystick force
setpoint is shown in the Position area of the colour display (see
Track Line mode on page 2-19).
You should bear in mind that a high vessel speed may result in a
large turn radius if Rate Of Turn is selected in the Priority
entry field, otherwise the result may be a large overshoot.
This Speed entry field changes the same parameter as the Speed
entry field on the Auto Setup dialog - Control page (see Auto
Setup dialog - Control page on page 12-8).

Rate Of Turn Allows you to set the ROT for change course operations.
You should bear in mind that a low vessel ROT may result in a
large turn radius at high vessel speed.
When Radius is selected in the Priority entry field, the Rate
Of Turn entry field becomes unavailable and --------- is shown
in the field.
This Rate Of Turn entry field changes the same parameter as
the Rate Of Turn entry field on the Auto Setup dialog -
Control page (see Auto Setup dialog - Control page on
page 11-5).

Radius Allows you to set the radius of the turn (in meters or feet) for
change course operations. The amount that the value can be
increased and decreased depends on the current vessel speed and
the maximum allowed ROT for the vessel.
When Rate Of Turn is selected in the Priority entry field, the
Radius entry field becomes unavailable and --------- is shown in
the field.

Dist to Turn Allows you to set the distance from the vessel to a point on the
track where a course change turn is to start. Within this range
the value can be increased and decreased in predefined steps.

301577/A cPos (OS) Operator Manual 10-31

Main modes and operating procedures

Priority Allows you to select whether a course change operation will be

with a constant ROT (Rate Of Turn) or a constant turn radius
(Radius).
When Rate Of Turn priority is selected, the system
automatically calculates the turn radius according to the speed
setpoint.
When Radius priority is selected, the defined radius is used
directly. The ROT is calculated and shown for information
purposes only.

Gain Level Allows you to set the controller gain level (Low, Medium or
High) that is to be applied in all three axes.
Different gain levels are defined to suit the characteristics of the
vessel.
The most suitable gain level depends on the vessel
characteristics, the weather conditions and the required
positioning accuracy. Operational experience therefore plays a
large part in determining the optimum gain level, but the
following general points should be noted:
· High gain provides the quickest vessel response and the most
accurate manoeuvring.
· Medium gain provides a slower vessel response than high
gain.
· Low gain provides the slowest vessel response.

Additional information
If you display the Line Setup dialog - TrackLine page in when
the system is in any other mode than Track Line, the initial
values selected for Speed and Rate Of Turn (or Radius) are
based on the currently selected mode.
New course setpoints for Track Line mode are defined using the
input wheel and its associated buttons (see Course dialog on
page 10-37).
If the current mode is Joystick, the current vessel speed is from
the joystick, which cannot be changed via the Line Setup dialog
- TrackLine page until Track Line (or Auto Position) mode is
selected.
If the current mode is Auto Position, the Speed and Rate Of
Turn values specified in the Auto Setup dialog - Control page
are used.

10-32 Kongsberg Maritime 301577/A

 Track Line mode

Limits page
To display the Line Setup dialog - Limits page (see Figure 74),
press the Line setup button and, if necessary, select (change the
focus to) the Limits page.

Figure 74 Line Setup dialog - Limits page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Active Allows you to activate (Yes) or deactivate (No) a cross-track
warning or alarm limit. These limits defines the distances that
the vessel is allowed to move either side of the track line.
Limit Allows you to set the value of a cross-track warning or alarm
limit. Within the configured range the value can be increased
and decreased in 1 metre or 1 foot steps.
If the vessel moves away from the track line by more than the
warning limit, a warning message is displayed. If the vessel
moves away from the track line by more than the alarm limit,
the audible alarm sounds and an alarm message is displayed.

Additional information
These limits can be activated (turned on) and deactivated
(turned off) or changed at any time, but they only have an effect
if Track Line mode is selected.
When Track Line mode is selected, these limits are shown as
solid lines when active and dashed lines when inactive on a
position deviation (cross-track error) in the Position area of the
colour display (see Track Line mode on page 2-19).

301577/A cPos (OS) Operator Manual 10-33

Main modes and operating procedures

Steer page

To display the Line Setup dialog - Steer page (see Figure 75),
press the Line setup button and, if necessary, select (change the
focus to) the Steer page.

Figure 75 Line Setup dialog - Steer page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

Counter Rudder Allows you to set the gain for the track line counter rudder
function. Within the configured range the value can be increased
and decreased in 5 percent steps.
The counter rudder setting serves two purposes, firstly to give a
smooth transition to a new heading after a major course change,
and secondly to enable the vessel to stabilise on a straight
course.
If the counter rudder setting is too low, there may be an
overshoot past the new heading and it may take a long time
before the new heading is stabilised.
If the counter rudder setting is too high, there may be an
over-correction followed by a small overshoot past the new
heading, and the vessel may then tend to oscillate around the
new heading. A typical symptom here is an over-active rudder.

10-34 Kongsberg Maritime 301577/A

 Track Line mode

New course
Counter rudder setting too low,
overshoot response.

New course
Counter rudder setting too high,
sluggish and creeping response.

New course
Correct setting of counter rudder,
ideal response.

Figure 76 Effects of counter rudder settings

Auto Trim Allows you to set the gain for the track line auto trim function.
Within the configured range the value can be increased and
decreased in 5 percent steps.
Auto trim corrects for static heading deviation due to weather
forces.
· A low auto trim setting (50 %) results in a slower correction
of static heading deviation.
· A high auto trim setting (150 %) results in a faster correction
of static heading deviation.

Weather Allows you to enable or disable (On or Off) the track line wind
Compensation compensation function.
When weather compensation (wind forces) is enabled, the vessel
will react much more quickly to sudden changes in wind speed
and direction.

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Main modes and operating procedures

Rud.Lim in Auto Allows you to set the maximum rudder angle when automatic
Yaw Control heading control is active. Within the configured range the value
can be increased and decreased in 1 degree steps.
When automatic heading control is selected, the system will not
turn the rudders/azimuth thrusters beyond the specified limit. At
high speed, a relatively small limit such as five degrees is often
used.
If you try to enter angle values beyond predefined limits, a
message instructing you to correct the values will be displayed.
Rud.Lim in Joystick Allows you to set the maximum rudder angle when joystick
Yaw Control heading control is active. Within the configured range the value
can be increased and decreased in 1 degree steps.
When joystick heading control is selected, the system will not
turn the rudders/azimuth thrusters beyond the specified limit.
This limit is usually set to a high value so that the maximum
steering effect can be achieved in an emergency situation. For
example, the maximum physical angle for rudders or 40 degrees
for azimuth thrusters.
If you try to enter angle values beyond predefined limits, a
message instructing you to correct the values will be displayed.
Steer Mode Allows you to select the steering mode (e.g. Synchron,
Async Auto, Async Stbd, Async Port and/or vessel specific)
for the track line control function.
The steering mode determines how the steering units within the
active steering group are used to steer the vessel, and is not
available if there is only one steering unit.
The standard steering modes (using two steering units) are:
· Synchron (Synchronous)
Both steering units have the same azimuth angle and both
generate the directional force.
· Async Auto (Asynchronous Auto)
Only one steering unit is used to generate the directional
force, while the other is fixed alongships. The steering unit is
selected automatically depending on the turn direction.
· Async Stbd (Asynchronous Starboard)
The starboard steering unit generates the directional force.
The port steering unit is fixed alongships.
· Async Port (Asynchronous Port)
The port steering unit generates the directional force. The
starboard steering unit is fixed alongships.

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 Track Line mode

Steer Group Allows you to select the steering group (e.g. Propeller, Emerg,
Aux and/or vessel specific) for the track line control function.
This field is not shown if the system is configured with only one
steering group.
Steering units belonging to groups, which are not selected for
steering, provide only alongships force.

Course dialog
The Course dialog (see Figure 77) can only be displayed when
the system is in Track Line mode.
To activate the input wheel and display the Course dialog, press
one of the three buttons associated with the input wheel ( -- , Set
heading or +).

Figure 77 Course dialog

The value (in degrees) shown in the dialog is the course setpoint
from the input wheel, which changes immediately whenever the
wheel is turned, or one of the + and -- buttons is pressed.
Turning the input wheel to the right increases the value and
turning it to the left decreases the value. Pressing the +
(increase) button steps the value up and pressing the -- (decrease)
button steps the value down.
The dialog is closed by pressing the Set heading button. If the
input wheel is not turned, or one of the + and -- buttons is not
pressed within a preset time limit, the dialog is closed
automatically.

301577/A cPos (OS) Operator Manual 10-37

Main modes and operating procedures

Entering Track Line mode

You can enter Track Line mode from Joystick mode, Auto
Position mode or the optional Autopilot mode.
1 Ensure that the required gyrocompasses are enabled (see
Gyrocompasses on page 7-2).
2 Ensure that the required wind sensors are enabled (see
Wind sensors on page 7-6).
3 Ensure that the required vertical reference sensors are
enabled (see Vertical reference sensors on page 7-10).
4 Ensure that at least one speed sensor enabled (see Speed
sensors on page 7-13) and that the system is prepared for
manual input of speed, i.e. the Manual Spd entry field on
the Sensors dialog - Speed page is set to On (see Sensors
dialog - Speed page on page 7-13).
5 If no speed sensors are available, enter the required vessel
speed manually using the Sensors dialog - Speed page .
6 Ensure that the required position-reference systems are
active and enabled (see Enabling position-reference
systems on page 8-11).
7 Ensure that the required thrusters, main propulsion units
and rudders are enabled (see Enabling thrusters on
page 9-2).
8 If required, set warning and alarm limits for cross-track
deviation (see Limits page on page 10-33).
9 Set up the required steering parameters (see Steer page on
page 10-34).
10 Press the Track line button twice within four seconds.
- The Track line button status indicator start to flash and
then become continuously lit when Track Line mode is
entered.
- The vessel heading is controlled automatically (to
minimise the cross-track error while maintaining the
current vessel speed.
- A track line that passes through the selected pivoting
(rotation) centre of the vessel symbol is shown on the
Position Plot view.
The system remains in Track Line mode until you change to
another mode.

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 Track Line mode

Joystick speed control

You can de-select automatic control of the surge axis and use the
joystick to control the vessel speed in the alongship direction.
To control the vessel speed using the joystick, proceed as
follows:
1 Press the Auto surge button twice within four seconds.
- The Auto surge button status indicator becomes unlit.
2 Manually control the vessel’s speed using the joystick.
3 To return to automatic speed control, press the Auto surge
button twice within four seconds.
- The Auto surge button status indicator start to flash and
then become continuously lit when the surge axis is
placed under automatic control.

Changing course (normal turn)

The direction of the track line can be changed by entering a new
course (track line direction) using the input wheel and its
associated buttons. However, before making such a change, the
parameters on the TrackLine page of the Line Setup dialog
must be set up correctly.
In the following description, it is assumed that Track Line mode
is selected and the vessel is sailing along the track line on a
course of 015° (see “Initial course” in Figure 78).

waypoint 3 waypoint 2 waypoint 3

wheel over
point
turn
radius

distance
to turn

waypoint 2
waypoint 1 waypoint 2 waypoint 3

waypoint 1 waypoint 1

Initial course New course set Turn completed

(CD3080)

Figure 78 Track line direction change (normal turn)

301577/A cPos (OS) Operator Manual 10-39

Main modes and operating procedures

Using the input wheel to adjust the course from 015° to 090°
causes the track line to curve and change as follows (see “New
course set” in Figure 78).
Waypoint 2 is moved ahead of the vessel such that the track leg
between waypoints 1 and 2 represents the previous course
(015°). Waypoint 3 is also moved such that the track leg
between waypoint 2 and 3 represents the new course (090°).
The Wheel Over Point (WOP), i.e. the position where the vessel
will start to turn (change course), is defined by the value set for
Distance to turn on the Line Setup dialog - TrackLine page
(see TrackLine page on page 10-30).
The sharpness of the turn is defined by the Radius value on the
Line Setup dialog - TrackLine page (see TrackLine page on
page 10-30).
The location of waypoint 2 is given by the intersection of two
lines representing tangents to the circle defined by the Radius
value that lie along the track legs (from waypoints 1 and 3).
When the course change is completed, the track line changes
back to a straight line (see “Turn completed” in Figure 78).
To change the direction of the track, proceed as follows:
1 Set up the required track line values using the Line Setup
dialog - TrackLine page (see TrackLine page on
page 10-30).
2 Press the -- , Set heading or + button once.
- The Course dialog is displayed.
3 Use the input wheel to adjust the course setpoint by
rotating it clockwise to increase the setpoint (to starboard)
or counter-clockwise to decrease the setpoint (to port).
4 Use the + (increase) button or -- (decrease) button to fine
adjust the course setpoint.
- The resulting track line change complete with turn and
WOP is shown on the Position Plot view.
- When the vessel reaches the WOP it starts to turn onto
the new course at the defined speed and ROT.
- During the move onto the new course, the crab angle
setpoint shown on the Position Plot view changes.
- The current vessel heading together with the heading
deviation and the turning direction of the vessel is
displayed in the Heading area of the colour display (see
Heading area on page 2-14 and Automatic heading
control on page 2-15).

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 Track Line mode

- The current position deviation (cross-track error) is

shown in the Position area of the colour display (see
Track Line mode on page 2-19).
- The Course dialog closes automatically after preset
time limit, provided that the input wheel is not turned
or one of its associated buttons pressed.
- When the vessel obtains the new course, the track line
shown on the Position Plot view reverts back to a
straight line.
5 If required, press the Set heading button once to close the
Course dialog.

Altering a course change (turn-in-turn)

A course change may be altered, while the vessel is still in the
process of changing course, by entering another new course
using the input wheel and its associated buttons together with
the Line Setup dialog - TrackLine page.
There are two ways in which the track can be changed to obtain
the new course:
· Continued turn
The vessel stays on the same turn-arc as before and the length
of the turn-arc becomes either shorter or longer.
· Modified turn
The new course is adjusted back, over (across) the current
vessel heading (see Figure 79).
The maximum turn allowed is ±170°.
In the following description, it is assumed that Track Line mode
is selected and the vessel is in the process of changing course
from 015° to 090°.
If a new course is set, the track line function fetches filtered
heading estimate from the Kalman filter (see “New course set
while turning” in Figure 79). It then uses the current heading to
relocate the three waypoints to suit the new course of 000° (see
“Track change to match new course” in Figure 79).

301577/A cPos (OS) Operator Manual 10-41

Main modes and operating procedures

heading waypoint 3
waypoint 3
waypoint 2 waypoint 3

wheel over
point turn turn
radius radius

wheel over waypoint 2

point

waypoint 2

heading distance
to turn
waypoint 1
waypoint 1
waypoint 1
New course set Track change to Turn
while turning match new course completed
(CD3081)

Figure 79 Modified turn: Altering a track line direction change (turn-in-turn)

The track leg between waypoints 1 and 2 represents the
instantaneous vessel heading at the time the course change was
made, while the track leg between waypoints 2 and 3 represent
represents the last new course (000°).
Entering a second new course before the vessel has completed
first new course change will result in the track line function
repeating the previous action of relocation the waypoints.
The distance placed in between each course change is defined
by the value set for Distance to turn on the Line Setup dialog -
TrackLine page (see TrackLine page on page 10-30).
When the latest course change is completed, the track line
changes back to a straight line (see “Turn completed” in
Figure 79).
The same actions will be performed by the track line function, if
the turn radius is increased or decreased while the vessel is still
in the process of changing course.
Any new course change after this will be performed as
described for a “normal turn”.
The procedure for altering an ongoing course change is as
described for a “normal turn” (see Changing course (normal
turn) on page 10-39).

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 Track Line mode

Stop on line
You can stop the vessel along the track at any time.
To stop the vessel on the track, proceed as follows:
1 Press the Stop on line button twice within four seconds.
- The Stop on line button status indicator start to flash
and then become continuously lit when the stop is
initiated.
- The vessel slows down and stops, and remains at this
position.
2 To continue along the track, press the Stop on line button
twice within four seconds.
- The Stop on line button status indicator becomes unlit
and the vessel starts moving.

301577/A cPos (OS) Operator Manual 10-43

11 CHANGING THE HEADING SETPOINT
This Chapter contains the following sections:
11.1 Stopping a change of heading
11.2 Entering a new heading setpoint
11.3 Setting the Rate Of Turn
11.4 Selecting the minimum power heading
Note It is not possible to perform a change of heading, even though
you have entered a new heading setpoint, when the Rate Of Turn
setpoint is zero. Nor is it possible to perform a change of
heading when the vessel’s rotation centre is set to a position
other than the centre of the vessel (CG) and the position speed
setpoint is zero.

301577/A cPos (OS) Operator Manual 11-1

Changing the heading setpoint

11.1 Stopping a change of heading

To interrupt a requested change of heading and set the vessel’s
present heading as the heading setpoint, press the Present
heading button twice within four seconds.
The Present heading button status indicator starts to flash and
then becomes continuously lit when the vessel’s present heading
is set as the heading setpoint.

11-2 Kongsberg Maritime 301577/A

 Entering a new heading setpoint

11.2 Entering a new heading setpoint

Provided that the system is in a mode where automatic heading
control is possible, you can change the vessel’s heading by
entering a new heading setpoint.
The heading setpoint is changed using the input wheel and its
three associated buttons together with the Heading Setpoint
dialog.
Note The Heading Setpoint dialog must be displayed if rotation of the
input wheel is to have an effect.

Heading Setpoint dialog

To activate the input wheel and display the Heading Setpoint
dialog (see Figure 80), press one of the three buttons associated
with the input wheel ( -- , Set heading or +).

Figure 80 Heading Setpoint dialog

The value (in degrees) shown in the dialog is the heading

setpoint from the input wheel, which changes immediately
whenever the wheel is turned, or one of the + and -- buttons is
pressed.
Turning the input wheel to the right increases the value and
turning it to the left decreases the value. Pressing the +
(increase) button steps the value up and pressing the -- (decrease)
button steps the value down.
The dialog is closed by pressing the Set heading button. If the
input wheel is not turned, or one of the + and -- buttons is not
pressed within a preset time limit, the dialog is closed
automatically.

301577/A cPos (OS) Operator Manual 11-3

Changing the heading setpoint

Changing the vessel’s heading

To change the vessel’s heading by entering a new setpoint,
proceed as follows:
1 Press the -- , Set heading or + button once.
- The Heading Setpoint dialog is displayed.
2 Use the input wheel to coarse adjust the heading setpoint
by rotating it clockwise to increase the setpoint (to
starboard) or counter-clockwise to decrease the setpoint
(to port).
3 Use the + (increase) or -- (decrease) button to fine adjust
the heading setpoint by pressing it one or more times.
- The vessel starts to move immediately onto the new
heading setpoint.
- The current vessel heading together with the heading
deviation and the turning direction of the vessel is
displayed in the heading area of the colour display (see
Heading area on page 2-14 and Automatic heading
control on page 2-15).
- The Heading Setpoint dialog closes automatically after
preset time limit, provided that the input wheel is not
turned or one of its associated buttons pressed.
4 If required, press the Set heading button once to close the
Heading Setpoint dialog.

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 Setting the Rate Of Turn

11.3 Setting the Rate Of Turn

You can set the speed at which the vessel should try to turn
during a change of heading (i.e. the vessel’s Rate Of Turn).

Auto Setup dialog - Control page

The speed at which the vessel should try to turn during a change
of heading (Rate Of Turn) is set using the Auto Setup dialog -
Control page (see Figure 81).
To display this page, press the Auto setup button and, if
necessary, select (change the focus to) the Control page.

Figure 81 Auto Setup dialog - Control page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

Thruster Alloc See Auto Setup dialog - Control page on page 9-4.

Speed See Auto Setup dialog - Control page on page 12-8.

Rate Of Turn Allows you to set the ROT for change heading operations.
Within the configured range the value can be increased and
decreased in 5 degree steps.

Gain Level See Auto Setup dialog - Control page on page 5-14.

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Changing the heading setpoint

Additional information
This ROT applies only when the yaw axis is under automatic
control.
As the vessel approaches the heading setpoint, its ROT is
reduced to zero.
When the vessel rotation centre is at a position other than the
centre of gravity of the vessel, the actual ROT may be less than
the speed specified. This is because the speed of movement of
the centre of gravity is limited in proportion to the required
vessel speed and the distance of the rotation centre from the
centre of the vessel.
Note It is not possible to perform a change of heading, even though
you have entered a new heading setpoint when the ROT setpoint
is zero.

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 Selecting the minimum power heading

11.4 Selecting the minimum power heading

When the heading is under automatic control in Joystick and
Auto Position mode, you can make the vessel move onto and
maintain a heading that requires the minimum power for the
current environmental conditions (minimum power heading).
Note This function should be used with care as it may cause large
changes of vessel heading due to changing environmental
conditions, e.g. wind and current.
Pressing the Min. pow. heading button twice within four seconds
will move and maintain the vessel on the minimum power
heading. While the vessel is moving onto this heading the status
indicator above the button flashes. When the heading is reached
the status indicator becomes continuously lit.
This heading will change continuously according to the
prevailing environmental forces acting on the vessel.
If the Min. pow. heading button is used when there is insufficient
wind or sea-current to meet the requirements for a minimum
power heading, the following operator advice message is given.

Figure 82 Operator advice message - Too little Wind or

Current

301577/A cPos (OS) Operator Manual 11-7

12 CHANGING THE POSITION SETPOINT
This Chapter contains the following sections:
12.1 Stopping a change of position
12.2 Entering a new position setpoint
12.3 Setting the vessel speed

301577/A cPos (OS) Operator Manual 12-1

Changing the position setpoint

12.1 Stopping a change of position

To set the vessel’s present position as the position setpoint, press
the Present position button twice within four seconds.
The Present position button status indicator starts to flash and
then becomes continuously lit when the vessel’s present position
is set as the position setpoint.

12-2 Kongsberg Maritime 301577/A

 Entering a new position setpoint

12.2 Entering a new position setpoint

Provided that the system is in a mode where automatic position
control is possible, you can change the vessel’s position by
entering a new position setpoint.
New position setpoints can be defined in two ways with respect
to the vessel’s current position:
· Relative to surge (fore/aft) and sway (port/starboard).
· Relative to range and bearing

Position Offset dialog

A new position setpoint is specified using the Position Offset
dialog which has two pages:
· Surge/Sway for entering position offsets relative to the
(fore/aft) and (port/starboard) axes that are centred on the
vessel’s rotation centre for automatic control.
· Range/Bearing for entering position offsets relative to a
range and bearing from the vessel’s rotation centre for
automatic control.

Surge/Sway page
To display the Surge/Sway page (see Figure 83), press the
Change position button and, if necessary, select (change the
focus to) the Surge/Sway page.

Figure 83 Position Offset dialog - Surge/Sway page

301577/A cPos (OS) Operator Manual 12-3

Changing the position setpoint

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

Surge, Ahead or Allows you to set the position offset (in metres or feet) relative
Astern to the fore/aft axis centred on the vessel’s rotation centre for
automatic control.

When the value in this field is set to 0.00, the identification text
is Surge. When the value is increased in the ahead direction the
identification text changes to Ahead and when the value is
increased in the astern the identification text changes to Astern.

Rotating the input wheel clockwise, either increases the offset in

the ahead direction or decreases it in the astern direction.
Similarly, rotating the input wheel counter-clockwise, either
increases the offset in the astern direction or decreases it in the
ahead direction.

Sway, Stbd or Port Allows you to set the position offset (in metres or feet) relative
the port/starboard axis centred on the vessel’s rotation centre for
automatic control.

When the value in this field is set to 0.00, the identification text
is Sway. When the value is increased in the starboard direction
the identification text changes to Stbd (starboard) and when the
value is increased in the port direction the identification text
changes to Port.

Rotating the input wheel clockwise, either increases the offset in

the starboard direction or decreases it in the port direction.
Similarly, rotating the input wheel counter-clockwise, either
increases the offset in the port direction or decreases it in the
starboard direction.

Status: Shows the state of the vessel with respect to the currently
defined position setpoint.

When the vessel is at the currently defined position setpoint, this

status field will show On Station. When the vessel is changing
position (after a new position setpoint has been specified and
entered) this status field will show Moving.

Range/Bearing page

To display the Range/Bearing page (see Figure 84), press the

Change position button and, if necessary, select (change the
focus to) the Range/Bearing page.

12-4 Kongsberg Maritime 301577/A

 Entering a new position setpoint

Figure 84 Position Offset dialog - Range/bearing page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Range Allows you to set the range of a new position setpoint (in metres
or feet) relative to the vessel’s rotation centre for automatic
control.
Bearing Allows you to set the bearing of a new position setpoint (in
degrees) relative to true north and centred on the vessel’s
rotation centre for automatic control.
Status: This is the same as the Status: status field on the Surge/Sway
page (see Surge/Sway page on page 12-3).

Changing the vessel’s position

To change the vessel’s position by entering a new setpoint,
proceed as follows:
1 Display the Position Plot view.
2 Press the Change position button once.
- The Position Offset dialog is displayed.
3 Select (put in focus) the Surge/Sway or Range/Bearing
page as required.
4 Either:
a If the Surge/Sway page is selected, activate and enter
the required fore/aft and port/starboard position offsets
in the Surge and Sway entry fields.
or

301577/A cPos (OS) Operator Manual 12-5

Changing the position setpoint

b If the Range/Bearing page is selected, activate and

enter the required range and bearing position offsets in
the Range and Bearing entry fields.
- A new (green) position setpoint symbol with a
dotted line that indicates the location of the new
position setpoint with respect to the vessel’s rotation
centre, is displayed.

The new (green) position setpoint symbol and line

move relative to the vessel symbol in response to
value changes made in entry fields of the Position
Offset dialog.

5 When the required new position setpoint has been entered,

press the Enter button.
- If Position Setpoint is selected as the centre for the
Position Plot view, the new (green) position setpoint
symbol is removed and the view centre jumps to the
location where the new (green) position setpoint
symbol was previously displayed. The vessel then starts
to move to the new position and this is indicated by the
vessel symbol moving to the new centre of the Position
Plot view.
- If Vessel is selected as the centre for the Position Plot
view, the new (green) position setpoint symbol is
removed and the purple position setpoint symbol jumps
to the location where the new (green) position setpoint
symbol was previously displayed. The vessel then starts
to move to the new position and this is indicated by the
movement of the purple position setpoint symbol.
- The current vessel position deviation is also displayed
in the Position area of the colour display (see Auto
Position mode on page 2-18).
6 Close the Position Offset dialog.

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 Entering a new position setpoint

Note Pressing the Enter button will zero the values in the Surge,
Sway and Range entry fields whilst retaining the value in the
Bearing entry field.

Closing the Position Offset dialog will zero all values.

301577/A cPos (OS) Operator Manual 12-7

Changing the position setpoint

12.3 Setting the vessel speed

You can set the speed at which the vessel should try to move
during a change of position.

Auto Setup dialog - Control page

The speed at which the vessel should move during a change of
position is set using the Auto Setup dialog - Control page (see
Figure 85).
To display this page, press the Auto setup button and, if
necessary, select (change the focus to) the Control page.

Figure 85 Auto Setup dialog - Control page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Thruster Alloc See Auto Setup dialog - Control page on page 9-4.
Speed Allows you to set the wanted vessel speed for change position
operations. Within the configured range the value can be
increased and decreased in 0.10 metre/second or 0.1 knot steps.
This is the same as the Speed entry field on the Line Setup
dialog - TrackLine page (see TrackLine page on page 10-30).
Note If the vessel speed setpoint is set to 0.0, the vessel will not
change position.

If the vessel speed setpoint is set to 0.0 and the vessel’s rotation
centre has been set to a position other than centre of the vessel,
it will not be possible to change heading.

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 Setting the vessel speed

Rate Of Turn See Auto Setup dialog - Control page on page 11-5.
Gain Level See Auto Setup dialog - Control page on page 5-14.

Additional information
This speed applies only when the surge and sway axes are under
automatic control.
As the vessel approaches the position setpoint, the speed
setpoint is reduced to zero.

301577/A cPos (OS) Operator Manual 12-9

13 POWER SYSTEM
This Chapter describes the relationship between the cPos system
and the vessel’s power system and contains the following
sections:
13.1 Power monitoring
13.2 Power load monitoring and blackout prevention

301577/A cPos (OS) Operator Manual 13-1

Power system

13.1 Power monitoring

The cPos system has no control over the vessel’s electrical
power system. This is administered by a separate Power
Management System (PMS).
Normally the cPos system receives information about:
· The power produced by each main generator.
· Which power bus each generator is connected to.
· How the power buses are connected.
· How the thrusters are connected to the power buses.
This information is used by the cPos system for power overload
control and is also displayed in the power area of the colour
display and, in more detail, on the Power Consumption view
(see Power area page 2-13 and Power Consumption view
page 14-14).

13-2 Kongsberg Maritime 301577/A

 Power load monitoring and blackout prevention

13.2 Power load monitoring and blackout

prevention
The power load monitoring and blackout prevention function
performs a dynamic pitch/rpm reduction of the thrusters/
propulsion units to prevent blackout on a power bus or isolated
bus section as a consequence of applying too much power to the
thrusters. This is achieved by monitoring the load on the main
bus or isolated bus sections and reducing power on the
connected thrusters/propulsion units by reducing pitch/rpm
setpoint if the estimated load exceeds the nominal limit. The
reduction is shared between the connected thrusters/propulsion
units in such a way that the effect on the position and heading
control is minimised.
The function will only limit thruster commands to avoid a stable
power plant becoming overloaded. The function cannot prevent
a potential blackout caused by generator tripping.
The power load monitoring and blackout prevention function
covers the following standard power plant configurations:
· Diesel generators supplying thruster/propulsion unit drives
· Shaft generators supplying thruster drives
· A combination of diesel generators and shaft generators.
This function supplements to the vessel’s PMS. The thruster/
propulsion unit pitch/rpm reduction criteria during DP control,
are set at lower overload levels than the load reduction initiated
by the vessel’s own PMS. The power load monitoring and
blackout prevention function is active in all operational modes
as illustrated in Figure 86.
kW
Reduced power
consumption by Nominal power
DP/PM/TC to avoid
blackout/overload
DP/PM/TC
power
setpoint

Actual DP/PM/TC
power Pitch/rpm Pitch/rpm
consumption reduction reduction

Cd3041 TIME

Figure 86 Power overload control

301577/A cPos (OS) Operator Manual 13-3

Power system

The cPos system requires the following information in order to

perform blackout prevention:
· Generator power and breaker status
· Bus-tie breaker status
· Thruster breaker status (if more than one for each thruster)
The following functions are also available:
· Generator Load Limitation
Performs load limitation of the most loaded generator if a
skew-load situation occurs on the power bus. The overload
protection is achieved by reducing the pitch/rpm on the
thrusters/propulsion units connected to the power bus until
the most loaded generator operates within its nominal
capacity.
· Diesel Engine Load Limitation
Monitors the load on each diesel engine (fuel-rack
monitoring) which drives both a generator and a
controllable-pitch propeller on the same shaft. Power load is
reduced by reducing the pitch setpoint on the connected
propeller when the nominal engine load is exceeded. Note
that this function requires an interface to the diesel engine
fuel-rack reading.
· Diesel Engine Monitoring
Monitors the load on each diesel engine (fuel-rack
monitoring) which drives a controllable-pitch propeller. This
function requires an interface to the diesel engine fuel-rack
reading. This function is for presentation purposes only, and
does not perform any load limitation.
· Thruster Load Monitoring (Current/Power)
Monitors the current/power load on each individual
thruster/propulsion unit motor. Note that this function
requires an interface for the motor current/power reading.

13-4 Kongsberg Maritime 301577/A

14 DISPLAY VIEWS
This Chapter contains descriptions of the following display
views in (alphabetical order):
14.1 Position Plot view
14.2 Position-reference System view
14.3 Power Consumption view
14.4 Sensor view
14.5 Setpoint/Feedback view
14.6 Thruster view

301577/A cPos (OS) Operator Manual 14-1

Display views

14.1 Position Plot view

The Position Plot (PosPlot) view (see Figure 87) shows the
vessel’s position relative to the heading and position setpoints
and to other displayed objects such as the position of
transponders. The prevailing wind and sea current are also
displayed.
For the procedure of how to a select display view, see Selecting
a display view on page 2-34.
The presentation of the view can be changed using the View
Control dialog (see View controls on page 14-9).

Figure 87 Position Plot (PosPlot) view

14-2 Kongsberg Maritime 301577/A

 Position Plot view

The compass rose is marked with degrees

and the north/south and east/west
geographical axes are displayed. The red
portion of the north/south axis indicates the
direction of north.

The vessel symbol indicates the position of

the vessel, relative to known reference
points.

The centre of the vessel is marked with a

small black cross.

The currently-selected rotation centre is

marked with a small purple circle.

The size of the vessel symbol is

dynamically scaled according to the
selected display range. At small and large
range values this vessel symbol is replaced
by an unscaled vessel symbol.

Note When changing the PosPlot view to close range or long range,
the vessel symbol changes from showing the correct form and
dimensions of the vessel into a simplified shape with a constant
size.

The position setpoint symbol (coloured

purple).

The position carrot that regulates smooth

vessel movement is shown as a small light
purple asterisk. When the position setpoint
is changed, the position carrot moves
towards the new setpoint. The speed of the
carrot’s movement depends on the speed
setpoint.

301577/A cPos (OS) Operator Manual 14-3

Display views

The movement of the vessel with respect to

the currently-selected rotation centre is
shown by green trace line.

The heading setpoint symbol (coloured

purple).

The present heading symbol (coloured

black).

The heading carrot that regulates smooth

vessel movement is shown as a small light
purple pointer. In this example it is placed
between the heading setpoint symbol and
the present heading symbol. When the
heading setpoint is changed, the heading
carrot moves towards the new setpoint. The
speed of the carrot’s movement depends on
the Rate Of Turn setpoint.

The Range: value is the distance from

centre to edge of plot (display range).

The Grid: value is the spacing between

grid lines. The grid line spacing is
automatically adjusted when the display
range is increased and decreased.

The wind arrow (coloured purple) that

points towards the centre of the plot to
indicate a “coming from” direction. The
arrow rotates around the compass rose to
show the true wind direction (filtered
measurement from the wind sensor).

14-4 Kongsberg Maritime 301577/A

 Position Plot view

The true speed and direction of the wind

(filtered measurements from the wind
sensor).

The calculated sea-current arrow (coloured

blue) that points towards the centre of the
plot to indicate a “coming from” direction.
The arrow rotates around the compass rose
to show the true sea-current direction.

This arrow is not shown when the system is

in Standby mode or the optional Autopilot
mode.
The speed and true direction of the
sea-current.

This information is not shown when the

system is in Standby mode or the optional
Autopilot mode.

A transponder symbol and name for a

position reference system. Transponder
symbols for global position-reference
systems (e.g. GPS) are not normally shown.
A circle around a transponder symbol
indicates that the transponder is the
Reference Origin. An empty circle indicates
that the Reference Origin transponder has
been deselected.
A transponder symbol with a capital letter
M prefixed to its name indicates that the
transponder is mobile.

301577/A cPos (OS) Operator Manual 14-5

Display views

Position warning and alarm limit circles

(centred on the position setpoint). With
automatic surge and sway control, and with
position limits enabled, these circles
indicate the warning and alarm limits for
position deviation. When the vessel
reference point crosses the warning limit
circle, a warning is given. When the vessel
reference point crosses the alarm limit
circle, an alarm is given.
Heading warning and alarm limit markers
(centred on the heading setpoint). With
automatic yaw control, and with heading
limits enabled, these markers indicate the
warning and alarm limits for heading
deviation. When the vessel heading crosses
the warning limit, a warning is given.
When the vessel heading crosses the alarm
limit, an alarm is given.

14-6 Kongsberg Maritime 301577/A

 Position Plot view

Track Line mode

In the optional Track Line mode additional features (see
Figure 88), which relate to the mode are added.

Figure 88 Position Plot (PosPlot) view - optional Track Line mode

301577/A cPos (OS) Operator Manual 14-7

Display views

The magnitude of the crab angle setpoint.

This indication is only active with a high

vessel speed when a “steering” allocation
mode is being used.

This is represented graphically by the size

of a green sector indicator whose value is
shown at either the left or right-hand side of
the indicator’s maximum limits. Negative
values for port crab angles are shown at the
right-hand side of the indicator whereas
positive values for starboard are shown at
the right-hand side. The colour of the sector
indicator changes to orange if warning
limits are exceeded and to red if alarm
limits are exceeded.
Track line with the vessel symbol.

Track line with course change showing

waypoint two (the number 2) and the
Wheel Over Point (WOP)

14-8 Kongsberg Maritime 301577/A

 Position Plot view

View controls
The view controls for the Position Plot view are as shown on the
View Control dialog (see Figure 89).

Figure 89 View Control dialog - Position Plot view

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.

Note Changes to the values and options within this dialog have
immediate effect and do not require to be activated by pressing
the input wheel or confirmed by pressing the Enter button.
However, the field in focus has to be deactivated (by pressing the
input wheel once) before another field can be selected with the
input wheel.

Range Allows you to set the display range, i.e. the distance from the
centre to the edge of the plot, in fixed steps (from 10 to 10000
metres or 32.8 to 32808.4 feet).

Mode Allows you to select the orientation (Relative or True) for the
Position Plot view with respect to the option selected in the
Centre field (Vessel or Position Setpoint).
Relative with Vessel selected:
Relative display centred on the vessel. The compass rose is
displayed relative to the vessel heading, while the heading of the
vessel symbol is fixed. The vessel symbol is placed with the
currently-selected rotation centre at the centre of the display.

301577/A cPos (OS) Operator Manual 14-9

Display views

Relative with Position Setpoint selected:

Relative display centred on the position setpoint. The compass
rose is displayed relative to the vessel heading, while the
heading of the vessel symbol is fixed. The position setpoint
(required position) is placed at the centre of the display.
True with Vessel selected:
True display centred on the vessel. The compass rose is
displayed in a fixed orientation (north-up), while the heading of
the vessel symbol is shown relative to the compass rose. The
vessel symbol is placed with the currently-selected rotation
centre at the centre of the display.
True with Position Setpoint selected:
True display centred on the position setpoint. The compass rose
is displayed in a fixed orientation (north-up), while the heading
of the vessel symbol is shown relative to the compass rose. The
position setpoint (required position) is placed at the centre of the
display.
Centre Allows you to select the present position of the vessel (Vessel)
or the position setpoint (Position Setpoint) as the display centre
of the Position Plot view.
Trace Allows you to display (On) or hide (Off) the green trace line.

14-10 Kongsberg Maritime 301577/A

 Position-reference System view

14.2 Position-reference System view

The Position-reference System (Refsys) view (see Figure 90)
shows the individual and resulting performance of the
position-reference systems that are currently enabled.
The general characteristics of position-reference systems are
described in Chapter 8.
For the procedure of how to a select display view, see Selecting
a display view on page 2-34.

Figure 90 Position-reference System (Refsys) view

Current Position The values for the calibrated position (from the
position-reference systems) as used by the system.
Position Setpoint The wanted position for the vessel.

301577/A cPos (OS) Operator Manual 14-11

Display views

Reference Origin The name of the position-reference system providing the

Sensor: reference origin.
Ref. Name The names of the position-reference systems.
A unique capital letter (starting with A) is assigned to each
position-reference system to make it easier to differentiate
between different systems.
The name of the position-reference system that is providing the
reference origin is marked with an asterisk (*).
Status The operational status of the position-reference system, which
can be Calibrating, Online, Relative, Offline or Lost.
Note The Relative status indication is only shown if the optional
Follow Target mode is available.

If the measurements are acceptable, Calibrating or Online is

displayed in green (if the last sample was received) or in orange
(if the last sample was not received).
If a position-reference system has a transponder that is defined
and enabled as mobile, then Relative is displayed instead of
Online, provided that the optional Follow Target mode has been
previously selected (i.e. at least once).
If the measurements are lost, Offline is displayed in red. If the
measurements are lost during calibration, Lost is displayed in
red.
When a position-reference system is turned off, the weight and
standard deviation is set to zero, and Offline is displayed in red
before the position-reference system is removed from the
Position-reference system view.
Weight A colour-coded horizontal bar that shows the weighting applied
to the measurements from the position-reference system during
the last second. The bar colour for each system is the same as
the corresponding short term history plot in the Trend area of
the colour display (see Trend area on page 2-28).
The sum of the weights for all position-reference systems with
an Online status is always one (full bar).
If no new update is received from the position-reference system
during the previous second, the weight for the system is set to
minimum (zero) and Online is shown in orange.
The colour-coded horizontal bar is not displayed for
position-reference systems that have an enabled mobile
transponder, i.e. ones with a Relative status.

14-12 Kongsberg Maritime 301577/A

 Position-reference System view

Raw Meas. The value of the raw (un-compensated and untransformed)

position measurement from the position-reference system as
received by the system. The type of position-reference system
determines how the position is displayed:
Along/Stbd: (Alongships/Starboard)
North/East:
Latitude/Longitude:
Range/Bearing:
These values are also colour-coded and have the same colour as
their corresponding Weight bar (if displayed) and short term
history plot in the Trend area of the colour display (see Trend
area on page 2-28).
More Reference Indicates that other position-reference systems (more than six),
Systems Are Active whose names are not displayed in the view, are currently active.

301577/A cPos (OS) Operator Manual 14-13

Display views

14.3 Power Consumption view

The Power Consumption (Power) view (see Figure 91) shows:
· The consumed power for each main bus in graphical and
numerical form as a percentage of available power.
· The sub-buses that comprise each main bus.
· The available power for each main bus in numerical form.
The view is dynamically updated to always show the current bus
topology.
For the procedure of how to a select display view, see Selecting
a display view on page 2-34.

Figure 91 Power Consumption (Power) view

14-14 Kongsberg Maritime 301577/A

 Power Consumption view

A vertical bargraph that shows the consumed power for a

specific main bus (Main Bus A:, Main Bus B:, Main Bus C:
etc.) as a percentage of the available power for that bus.
The number of bargraphs shown will be automatically adjusted
to reflect the vessel’s current power bus configuration, i.e. when
it changes due to bus tie breakers being opened/closed.
The height of each bargraph is scaled to represent the generator
capacity of its corresponding bus.
Each bargraph has a green bar and two predefined power
consumption limits (one for warning and one for alarm) that are
shown as dashed horizontal lines. If the lower (warning) limit
(typically 60%) is exceeded the colour of the bar changes from
green to orange. If the upper (alarm) limit (typically 80%) is
exceeded the colour of the bar changes from orange to red.
The consumed power for a main bus (in the example shown in
Figure 91, Main Bus A:).

The sub-buses grouped under each main bus (Main Bus A:,
Main Bus B:, Main Bus C: etc.) are designated Bus 1, Bus 2,
Bus 3 (in the example shown in Figure 91, Main Bus A:).

The available power for a main bus (in the example shown in
Figure 91, Main Bus A:).

301577/A cPos (OS) Operator Manual 14-15

Display views

14.4 Sensor view

The Sensor view (see Figure 92) shows the status and
performance of the vessel’s gyrocompasses, wind sensors,
vertical reference sensors and speed sensors.
For the procedure of how to a select display view, see Selecting
a display view on page 2-34.

Figure 92 Sensor view

Note The measurements from the sensors that are currently being used
by the system have a white background.

14-16 Kongsberg Maritime 301577/A

 Sensor view

Ready Shows if a sensor is available for use by the system.

Green Available
Red Not available

If a sensor is not available for use by the system, -------- is

displayed in its measurement fields.
Enable Shows if a sensor is enabled or disabled for use by the system.
Green Enabled
Red Disabled
Heading The vessel heading as measured by the gyrocompasses.
Speed The relative wind speed and direction as measured by the wind
Direction sensors.
The vessel speed and course as measured by the GPS speed
sensor.
Pitch The vessel pitch and roll as measured by the vertical reference
Roll sensors.
The following sign convention is used for pitch and roll:
Pitch: + is bow up
Roll: + is port up
Surge Spd The vessel alongship and athwartship speed as measured by the
Sway Spd Doppler log speed sensor.

301577/A cPos (OS) Operator Manual 14-17

Display views

14.5 Setpoint/Feedback view

The Setpoint/Feedback (Setp/feedb) view (see Figure 93) shows
setpoint and feedback data for the thrusters, propulsion units and
rudders.
For the procedure of how to a select display view, see Selecting
a display view on page 2-34.

Figure 93 Setpoint/Feedback (Setp/feedb) view

Indicates the colour coding used on bargraphs and numerical

values for Setpoint, Feedback and the Diff (difference)
between them.

14-18 Kongsberg Maritime 301577/A

 Setpoint/Feedback view

Shows the thruster, propulsion unit and

rudder status:

Running Only displayed if the running

status is available to the system.

Ready Available for control by the

system.

Enable Enabled for control by the

system (see Enabling thrusters
on page 9-2).

Bargraphs and numerical values that show

the thruster power setpoint and feedback (as
a percentage of maximum - positive or
negative), and the difference between them.
Bargraphs and numerical values that show
the pitch setpoint and feedback (as a
percentage of maximum - positive or
negative), and the difference between them.

Bargraphs and numerical values that show

the speed (rpm) setpoint and feedback (as a
percentage of maximum - positive or
negative), and the difference between them.

Bargraphs and numerical values that show

the thruster force setpoint and feedback (as
a percentage of maximum - positive or
negative), and the difference between them.

Circular directional display and numerical

values that show the thruster azimuth or
rudder angle setpoint and feedback (in
degrees), and the difference between them.

301577/A cPos (OS) Operator Manual 14-19

Display views

14.6 Thruster view

The Thruster (Thr. Main) view (see Figure 94) shows the
performance and status of all the thrusters. The view also shows
the heading order.
For the procedure of how to a select display view, see Selecting
a display view on page 2-34.

Figure 94 Thruster (Thr. Main) view

Graphical display (symbol) for the pitch or rpm and power load
of a tunnel thruster.
The pitch or rpm is indicated by a dual, two-directional
bargraph. The upper (purple) bar indicates setpoint and the
lower (green) bar indicates feedback.
The power load is indicated by a single, green, two-directional
bargraph.

14-20 Kongsberg Maritime 301577/A

 Thruster view

Graphical display (symbol) for the pitch, azimuth angle and rpm
of an azimuth thruster.
The pitch is indicated by a dual, two-directional bargraph inside
the thruster symbol circle. The upper (purple) bar indicates
setpoint and the lower (green) bar indicates feedback.
The azimuth angle is indicated by two outwards pointing arrow
heads on the circumference of the thruster symbol circle. The
larger (purple) arrow head indicates setpoint and the slightly
smaller (green) arrow head indicates feedback.
The rpm is indicated by a dual, two-directional bargraph at the
left-hand side of the thruster symbol circle. The left (purple) bar
indicates setpoint and the right (green) bar indicates feedback.
The text FIX is shown in orange for azimuth thrusters that use
fixed azimuth angles.

Graphical display (symbol) for the pitch or rpm of a propulsion

unit.
The pitch or rpm is indicated by a dual, two-directional
bargraph. The left (purple) bar indicates setpoint and the right
(green) bar indicates feedback.

Graphical display (symbol) for the angle of a propulsion unit

rudder.
The rudder angle is indicated by a meter type indicator and a
curved, dual, two-directional bargraph. The upper (purple) bar
indicates setpoint and the lower (green) bar indicates feedback.

Direction arrows containing the value of the athwartship speed,

port or starboard, at the fore and aft of the vessel. The
background colour of these arrows are colour-coded as follows:
Pink: Port
Light green: Starboard
Shows the value of the heading setpoint (in degrees) when
automatic heading control is selected, i.e. the yaw axis is under
automatic control.
This information is not shown in Joystick mode when automatic
heading control is not selected. It is also not shown in the
optional Follow Target mode.

301577/A cPos (OS) Operator Manual 14-21

Display views

Autopilot mode
When the system is in the optional Autopilot mode, the Thruster
view is modified with speed sensor, vessel speed and rudder
limit information (see Figure 95).

Figure 95 Thruster (Thr. Main) view - optional Autopilot mode

The source providing vessel speed data.
If a speed sensor is selected to provide this data, an In Use
check box followed by the sensor’s name is shown, e.g. GPS #
for a GPS speed sensor and DOP # for a Doppler log speed
sensor. When the sensor is providing data, the In Use check box
is shown selected.
If more than one speed sensor is selected, the name of the sensor
with the highest priority is shown. Normally a GPS speed sensor
has a higher priority than a Doppler log speed sensor.

14-22 Kongsberg Maritime 301577/A

 Thruster view

If no speed sensors are selected or available, the vessel speed

data is provided by the vessel model and the red text Model is
shown. The red colour of the text indicates that system
performance is downgraded.
If no speed sensors are selected or available and the system is
prepared for manual speed input, then the red text Manual
speed in use is shown. The red colour of the text indicates that
system performance is downgraded.
Direction arrow and value of the alongship speed, fore or aft,
along the centre of the vessel as measured by the selected speed
sensor.
The type of speed output from the selected speed sensor is
indicated by a single capital letter:
G Speed over the sea-bed (ground speed).
W Speed through the water.
If automatic heading control is not selected the Order heading
field shows --------.
The maximum angle that the rudders can be turned when
automatic heading control is active.

The maximum angle that the rudders can be turned when

joystick heading control is active.

Track Line mode

When the system is in the optional Track Line mode, the
Thruster view is modified with turn radius and rudder limit
information
The radius of the turn for a course change.

If ROT (Rate Of Turn) priority is selected this field shows

--------.
The Rudder Limits information is the same as that shown in
the optional Autopilot mode (see Automatic Yaw Control and
Manual Yaw Control above).

301577/A cPos (OS) Operator Manual 14-23

15 BUILT-IN TRAINER
This Chapter contains the following sections:
15.1 Trainer functions
15.2 Starting-up and using the trainer
15.3 Leaving the trainer

301577/A cPos (OS) Operator Manual 15-1

Built-in trainer

15.1 Trainer functions

The built-in trainer provides functions for operator training
based on a simulated system. Simulations are performed at the
system operator station with no additional equipment required.
In order to use an operator station for training, it must be
connected to the MainSimulator controller group (see
Starting-up and using the trainer on page 15-3). When this
condition is met, the text SIMULATING (or other
configuration-specific text) is displayed flashing in the title bar.
If an operator station is not in command of a controller group,
you can connect it to any available group (such as
MainSimulator) at any time. However, if the operator station has
command of a controller group, this system must be in Standby
mode before you can connect the operator station to a different
group.
In systems with more than one operator station, the built-in
trainer can be used at one operator station at the same time as
the other operator stations are used for normal operation. In this
case the operator stations are connected to different controller
groups. Before leaving an operator station after a training
session, we strongly recommend that you should prepare the
operator station for normal operation by connecting it to the
Main controller or another relevant group.

15-2 Kongsberg Maritime 301577/A

 Starting-up and using the trainer

15.2 Starting-up and using the trainer

You can start-up the built-in trainer by connecting the operator
station to the MainSimulator controller group and you can also
define the environmental settings for the built-in trainer.

General Setup dialog - Trainer page

Connection to the MainSimulator controller group is performed
and environmental settings defined using the General Setup
dialog - Trainer page (see Figure 96).
To display this page, press the General Setup button and, if
necessary, select (change the focus to) the Trainer page.

Figure 96 General Setup dialog - Trainer page

For full details concerning the operation and use of dialogs, see
Dialogs on page 2-29.
Connect to Group
Controller-groups Allows you to enable the trainer by connecting the operator
station to the MainSimulator controller group or disable the
trainer by connecting the operator station to the Main (or
another relevant) controller group. This latter action returns the
operator station back to normal operation.
Environment SeaCurrent
Allows you to set the speed of the sea current. Within the
configured range the value can be increased and decreased in
0.1 metre or 0.1 knot steps.

301577/A cPos (OS) Operator Manual 15-3

Built-in trainer

SeaCurrent Dir
Allows you to set the direction of the sea current. Within the
configured range the value can be increased and decreased in
5 degree steps.
Wind Speed
Allows you to set the speed of the wind. Within the configured
range the value can be increased and decreased in 1 metre or
1 knot steps.
Wind Dir.
Allows you to set the direction of the wind. Within the
configured range the value can be increased and decreased in
5 degree steps.

Starting-up and configuring the trainer

To start-up and configure the trainer, proceed as follows:
1 Ensure that the vessel is controlled from the bridge or
from another operator station.
2 Go to Standby mode.
3 Display the General Setup dialog - Trainer page.
4 Change the controller group to MainSimulator.
5 Press the Enter button.
- The General Setup dialog closes.
- The operator station is connected to the MainSimulator
controller group and the text MainSimulator: (or other
configuration-specific text) is displayed in the
controller group field of the title bar.
- All other operator stations are still connected to the
Main (or another relevant) controller group.
6 Take command of the MainSimulator controller group at
the operator station by pressing the Take button twice
within four seconds.
- The Take button status indicator becomes continuously
lit.
7 Display the General Setup dialog - Trainer page.
8 Enter the required SeaCurrent (speed and direction) and
Wind (speed and direction) values to be used during the
simulation.
9 Press the Enter button.
- The trainer is ready for use.
Note While the Built-in trainer is in use (i.e. as long as the operator
station is connected to the MainSimulator controller group), the
text SIMULATING (or other configuration-specific text) will be
displayed flashing in the title bar.

15-4 Kongsberg Maritime 301577/A

 Leaving the trainer

15.3 Leaving the trainer

Before leaving an operator station after a training session, we
strongly recommend that you prepare the operator station for
normal operation by connecting it to the Main or another
relevant controller group.
To prepare an operator station for normal use, after using the
built-in trainer, proceed as follows:
1 Go to Standby mode.
2 Display the General Setup dialog - Trainer page.
3 Change the controller group to Main.
4 Press the Enter button.
- The General Setup dialog closes.
- The operator station is connected to the Main (or
another relevant) controller group and the text Main: is
displayed in the controller group field of the title bar.

301577/A cPos (OS) Operator Manual 15-5

 Message explanations

APPENDIX A - MESSAGE EXPLANATIONS

This Appendix contains (in alphabetical order) an explanation of the error messages that
can be generated by the cPos system.

Table of contents
Absolute reference system not active ......................................................................... A-7
ascreate already done.................................................................................................. A-7
Astern thrust required ................................................................................................. A-7
Auxilliary Timer/interrupt error ................................................................................. A-7
Bad terminal IO connections ...................................................................................... A-7
Block parameter is not available ................................................................................ A-8
Block status is not available ....................................................................................... A-8
Block type is not available ......................................................................................... A-8
Calibration error ......................................................................................................... A-8
Calibration offset ........................................................................................................ A-8
Calibration OK ........................................................................................................... A-9
CG as rotation center .................................................................................................. A-9
Checksum error (see message) ................................................................................... A-9
Clock failure ............................................................................................................. A-10
Code checksum differance........................................................................................ A-10
Communication port reservation error ..................................................................... A-10
Configuration error ................................................................................................... A-10
Demand reduced on bus [X]..................................................................................... A-11
Demand reduced thruster [#] by ext system ............................................................. A-11
Diesel shaft [#] overload .......................................................................................... A-11
Disk limit exceeded .................................................................................................. A-12
Draught input updated .............................................................................................. A-12
Dredge mode selected/deselected............................................................................. A-12
Dredge port/starboard master selected ..................................................................... A-12
Driver configuration is not available ........................................................................ A-13
Driver operation is not available .............................................................................. A-13
Driver status is not available .................................................................................... A-13
Driver task creation error.......................................................................................... A-13
DSP error (see message)........................................................................................... A-13
ECC is disabled (see message) ................................................................................. A-14
Enable thrusters in bow ............................................................................................ A-14
Erronous telegram type............................................................................................. A-14
Error net A ................................................................................................................ A-14
Error net B ................................................................................................................ A-15
Event limit exceeded ................................................................................................ A-15
External Clock: Communication error ..................................................................... A-15
External Clock: Limit exceeded ............................................................................... A-15
Extratimer/Interrupt error ......................................................................................... A-16

301577/A cPos (OS) Operator Manual A-1

Message explanations

Fatal error in task...................................................................................................... A-16

Fatal internal error in Memory/RAM/Flash or PCI (see message) .......................... A-16
Flash download failed............................................................................................... A-17
Flash formatting failed.............................................................................................. A-17
Flash uploading failed .............................................................................................. A-17
Floating-point exception (see message) ................................................................... A-17
Follow Target new setpoint inhibited....................................................................... A-18
Follow Target not possible ....................................................................................... A-18
Follow Target rejected TP [#] .................................................................................. A-18
Follow Target relative angle rejected ....................................................................... A-19
Follow target unused TP selected............................................................................. A-19
FOST: Channel restored failed ................................................................................. A-19
FOST: Illegal channel config. .................................................................................. A-19
FOST: Passive side error .......................................................................................... A-19
FOST: PDU residual voltage.................................................................................... A-20
FOST: PDU restore failed ........................................................................................ A-20
FOST: PDU stuck..................................................................................................... A-20
FOST: Shutdown test failed ..................................................................................... A-20
Framing error............................................................................................................ A-20
Framing/overrun error .............................................................................................. A-21
Function (opcode XX) is not in this FW revision/release ........................................ A-21
Hardware voter [#] error........................................................................................... A-21
Heading dropout ....................................................................................................... A-21
Heading monitor requires 2nd source....................................................................... A-22
Heading out of limits ................................................................................................ A-22
Heading prediction error........................................................................................... A-22
HPR [#] no transponder available ............................................................................ A-23
HW switch alarm ...................................................................................................... A-23
Illegal buffer size ...................................................................................................... A-23
Illegal channel specified ........................................................................................... A-23
Illegal protocol.......................................................................................................... A-23
Initialisation error on card (see message with details) ............................................. A-24
Insufficient memory in DP PS.................................................................................. A-24
Insufficient thrust...................................................................................................... A-24
Internal voltage test circuit error (see message) ....................................................... A-24
Invalid external connections..................................................................................... A-25
Invalid external connections..................................................................................... A-25
Invalid internal connections ..................................................................................... A-25
IO block linking failed.............................................................................................. A-25
IO config error .......................................................................................................... A-26
IO error ..................................................................................................................... A-26
IO input error ............................................................................................................ A-26
IO max no signal exceeded....................................................................................... A-26
IO max no vote signal exceeded............................................................................... A-27
IO point linking failed .............................................................................................. A-27
Joystick electrical failure .......................................................................................... A-27
KONMAP system communication error .................................................................. A-28

A-2 Kongsberg Maritime 301577/A

 Message explanations

KONMAP system telegram error ............................................................................. A-29

LTW [#] error ........................................................................................................... A-29
LTW [#] estimate...................................................................................................... A-29
LTW [#] hydraulic or power not OK........................................................................ A-30
LTW [#] mooring not on .......................................................................................... A-30
LTW [#] overload or overspeed ............................................................................... A-30
LTW [#] proximity switch not OK........................................................................... A-30
LTW [#] timeout....................................................................................................... A-31
LTW messages error................................................................................................. A-31
LTW net error........................................................................................................... A-31
LTW/MTW [#] alarm messages............................................................................... A-32
LTW/MTW [#] bridge (local) control selected ........................................................ A-32
LTW/MTW [#] exceeds fatal limits ......................................................................... A-32
LTW/MTW [#] high tension .................................................................................... A-32
LTW/MTW [#] min wire length not reached ........................................................... A-32
LTW/MTW [#] out of limits .................................................................................... A-33
LTW/MTW [#] status............................................................................................... A-33
LTW/MTW [#] wire length difference..................................................................... A-33
Manual rotation center not possible ......................................................................... A-34
Max. retransmissions reached .................................................................................. A-34
Maximum number of drivers are reached................................................................. A-34
Message receive error or no read/write func. ........................................................... A-35
Missing SID alarm source ........................................................................................ A-35
Monitor VRS out of limits heave/pitch/roll.............................................................. A-35
MTW [#] heave compensator ................................................................................... A-35
NB! Bad terminal IO connections are accepted ....................................................... A-36
NB! Unconnected IO blocks are accepted................................................................ A-36
NB! Unconnected IO modules are accepted............................................................. A-36
Net data [#] input missing ........................................................................................ A-36
Net invalid message received ................................................................................... A-37
Net storm detected. Frames + Multi/Broadcast pr./sec: Network temporary
closed ........................................................................................................................ A-37
Net storm detected. Frames + Multi/Broadcast pr.sec: Warning, 80% load
exceeded ................................................................................................................... A-38
Net storm detected. Frames pr.sec: Network temporary closed ............................... A-38
Net storm detected. Frames pr.sec: Warning, 80% load exceeded........................... A-39
Net storm detected. Multi/Broadcast pr.sec: Network temporary closed................. A-39
Net storm detected. Multi/Broadcast pr.sec: Warning, 80% load exceeded ............ A-40
Net transmit failure................................................................................................... A-40
Net unknown address ............................................................................................... A-40
New main mode........................................................................................................ A-41
New model or gain updated from ASCII ................................................................. A-41
New rotation center .................................................................................................. A-41
New system mode..................................................................................................... A-42
No defined protocol in asprotocol ............................................................................ A-42
No memory for system buffers................................................................................. A-42
No minimum demand on force thruster.................................................................... A-42

301577/A cPos (OS) Operator Manual A-3

Message explanations

No ready rudder or steer thruster.............................................................................. A-42

No reference system accepted .................................................................................. A-43
No reference system active....................................................................................... A-43
Not enough receive buffers....................................................................................... A-43
On-board reference voltage error ............................................................................. A-44
Origin calibration error............................................................................................. A-44
Overrun error ............................................................................................................ A-44
Parity error................................................................................................................ A-45
Parity/framing error .................................................................................................. A-45
Parity/framing/overrun error..................................................................................... A-45
Parity/overrun error .................................................................................................. A-46
PCI: Failure in devices on internal PCI bus (see message) ...................................... A-46
PCU stopped by watchdog ....................................................................................... A-46
Position dropout........................................................................................................ A-46
Position exceeds aft limit.......................................................................................... A-47
Position exceeds fore limit ....................................................................................... A-47
Position out of limits ................................................................................................ A-47
Position outside area................................................................................................. A-48
Position presentation invalid .................................................................................... A-48
Position status error .................................................................................................. A-48
Position status invalid............................................................................................... A-48
Power 24V failed ...................................................................................................... A-49
Power failure backup UPS........................................................................................ A-49
Power limits reached on bus [X] .............................................................................. A-49
Power out of range on bus [X] ................................................................................. A-50
Power out of range on generator [#]......................................................................... A-50
Power SBC Left(A) failed ........................................................................................ A-50
Power SBC Right(B) failed ...................................................................................... A-51
Power skew load on bus [X]..................................................................................... A-51
Power skew load on thruster [#] ............................................................................... A-51
PS [#] block input timeout........................................................................................ A-52
PS [#] input timeout.................................................................................................. A-52
PS communication input error.................................................................................. A-52
PS communication input timeout ............................................................................. A-53
RAM Test error (see message) ................................................................................. A-53
RAM Test error (see message) ................................................................................. A-53
Reduced thruster alloc capability ............................................................................. A-54
Reference high noise ................................................................................................ A-54
Reference high offset................................................................................................ A-54
Reference high variance ........................................................................................... A-55
Reference median deviation ..................................................................................... A-55
Reference median rejected........................................................................................ A-56
Reference origin ....................................................................................................... A-56
Reference position frozen......................................................................................... A-56
Reference prediction error ........................................................................................ A-56
Reference system invalid.......................................................................................... A-57
Reference system invalid data .................................................................................. A-57

A-4 Kongsberg Maritime 301577/A

 Message explanations

Reference system invalid pos received..................................................................... A-57

Reference system no diff data received.................................................................... A-58
Reference system no reply........................................................................................ A-58
Reference system out of range.................................................................................. A-58
Reference system UHF link failure .......................................................................... A-59
Relative reference system not active ........................................................................ A-59
Reserved power on bus [X] ...................................................................................... A-59
RIO: Current feedback outside tolerance ................................................................. A-59
RIO: Ground monitoring error ................................................................................. A-60
RIO: High temperature ............................................................................................. A-60
RIO: HighSide driver blocked ON ........................................................................... A-60
RIO: Loop Power error............................................................................................. A-60
RIO: On-board reference voltage error (RC) ........................................................... A-60
RIO: On-board reference voltage error (RH) ........................................................... A-60
RIO: Open loop/Cable break .................................................................................... A-61
RIO: PDU turned OFF (RH) .................................................................................... A-61
RIO: Probable short-circuit ...................................................................................... A-61
RIO: Probable short-circuit ...................................................................................... A-61
RIO: Scheduler stopped (RC)................................................................................... A-61
RIO: Selftest error (RC) ........................................................................................... A-62
RIO: Short-circ./Overcurr......................................................................................... A-62
RIO: Short-circ./Overcurr. (RH) .............................................................................. A-62
RIO: SPBUS Com.link A error ................................................................................ A-62
RIO: SPBUS Com.link A/B error ............................................................................ A-62
RIO: SPBUS Com.link B error ................................................................................ A-62
RIO: Too low feedb. while PDU=1.......................................................................... A-63
RIO: Too slow DI transition..................................................................................... A-63
RIO: Voltage feedback outside tolerance................................................................. A-63
Rudder [#] not zero................................................................................................... A-63
Save PS error (see message)..................................................................................... A-63
SBC Fan stopped ...................................................................................................... A-64
SBC High temperature ............................................................................................. A-64
Sensor [#] not ready.................................................................................................. A-64
Sensor [#] prediction error........................................................................................ A-64
Sensor [#] rejected .................................................................................................... A-65
Sensor difference ...................................................................................................... A-65
Sensor not enabled.................................................................................................... A-65
Sensor prediction error ............................................................................................. A-65
Speed GPS [#] high noise......................................................................................... A-66
Speed sensor dropout................................................................................................ A-66
Stack overflow (see message) .................................................................................. A-66
Switch to autotrack minimum power ....................................................................... A-67
System file decode error ........................................................................................... A-67
System file decode OK ............................................................................................. A-67
System file flash copy error...................................................................................... A-67
System file flash copy OK........................................................................................ A-67
System file parameter inconsistency ........................................................................ A-67

301577/A cPos (OS) Operator Manual A-5

Message explanations

System file read error ............................................................................................... A-68

System file write error .............................................................................................. A-68
System file write error wrong No of bytes ............................................................... A-68
System file write OK ................................................................................................ A-68
System selected heading not possible....................................................................... A-69
SysTick Timer/Interrupt error .................................................................................. A-69
SysTick Timer/Interrupt error .................................................................................. A-69
Telegram checksum error ......................................................................................... A-69
Telegram timeout...................................................................................................... A-70
Thruster/rudder [#] input error ................................................................................. A-70
Thruster/rudder [#] not ready ................................................................................... A-70
Thruster/rudder [#] prediction error ......................................................................... A-71
Thruster/rudder [#] ready ......................................................................................... A-71
Thruster/rudder [#] RPM feedb failure..................................................................... A-71
Thruster/rudder [#] triangle pot error ....................................................................... A-71
Thruster/rudder in azimuth limits ............................................................................. A-72
Thrusters not ready ................................................................................................... A-72
Timeout. No reply from card.................................................................................... A-72
Too many messages.................................................................................................. A-73
Too many tasks registered ........................................................................................ A-73
Track crab angle out of limits................................................................................... A-73
Track mode switch to high speed ............................................................................. A-73
Track mode switch to low speed .............................................................................. A-74
Track wheelover point approach .............................................................................. A-74
Transmission timeout ............................................................................................... A-74
Unconnected IO blocks ............................................................................................ A-75
Unconnected IO modules ......................................................................................... A-75
Unknown error (see message) .................................................................................. A-75
Unknown SID alarm variant..................................................................................... A-75
UPS earth failure ...................................................................................................... A-76
UPS failure ............................................................................................................... A-76
UTM zone offset....................................................................................................... A-76
Watchdog limit exceeded ......................................................................................... A-76
Watchdog: Timer/Interrupt error .............................................................................. A-77
Watchdog: Timer/Interrupt error .............................................................................. A-77
Wind [#] sensor rejected........................................................................................... A-77
Wind sensor height inconsistency ............................................................................ A-78
xtratimer/Interrupt error............................................................................................ A-78
Zero pointer usage (see message)............................................................................. A-78
[XXX] interrupt disabled.......................................................................................... A-79

A-6 Kongsberg Maritime 301577/A

 Message explanations

Absolute reference system not active

Description This message is issued if absolute position reference systems are lost or
deactivated. The FSU (Floating Storage Unit) Position function cannot be used. The
function is turned off 20 seconds after the alarm message is issued. The system
will then revert to standard Approach or Weather Vane mode, and the lamps for
the relative reference systems will flash during the calibration period.

Possible The system will revert to standard Approach or Weather Vane mode.
consequences

Corrective Enable absolute position reference system(s).

actions

ascreate already done

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Astern thrust required

Description This message is reported if astern thrust is required when the Mean Offset
function is in use.

Corrective If astern thrust is wanted deselect Mean Offset and select a function that can give
actions astern thrust.

Auxilliary Timer/interrupt error

Description: The reason is probably a failure in the auxiliary timer, used in the VxWorks Spy-
function.

Possible Since the timer is not in normal operational use, no immediate consequences are
consequences: to be expected, but the error may be an indication that HW components are
unreliable and that other failures may follow.

Corrective • If possible, try to change the PS (Process Station), and describe the failure,
actions: the current operation executed and what processor is failing (given in
parenthesis before the alarm-text), when returning the PS to Kongsberg
Maritime Service.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Bad terminal IO connections

Description: This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible System may not work properly.

consequences:

Corrective Should this message occur during normal operation, contact Kongsberg Maritime
actions: Service.

301577/A cPos (OS) Operator Manual A-7

Message explanations

Block parameter is not available

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Block status is not available

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Block type is not available

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Calibration error
Description This message is reported if the variation of data from the position reference
system is too high during the calibration period.
The first 20 seconds after the position reference system is selected, the position
data received is used to find the coordinates of the reference system in the
coordinate system that is established. If the variation of the data exceeds a limit
during this 20 seconds period, the message is reported.
The fault may be caused by large variations in data from the position reference
system and environmental disturbances (air/sea).

Additional • Limit (m)

information
• Experienced variation of measurements (m)

Possible The DP system will start a new calibration for this reference system.
consequences

Corrective Consider reducing the "Expected Accuracy" of the reference system to the level
actions reported in Additional information (Experienced variation of measurements
(m)).

Calibration offset
Description This message is reported if a global position reference system cannot be calibrated
due to mismatch with origin coordinate system.
The reason for the fault may be that the GPS(s) have been turned off when a local
position reference system was calibrated as origin, or that a wrong UTM (Universal

A-8 Kongsberg Maritime 301577/A

 Message explanations

Transversal Mercator) zone is selected for a UTM position reference system.

The method of detection is by comparison of expected (zero latitude and
longitude) and estimated transponder coordinates for global position reference
system.

Additional Deviation limit

information

Possible The DP system will not be able to calibrate the position reference system.
consequences

Corrective Recalibrate the reference origin by disabling all reference systems, and then
actions enabling the required origin reference system (may be the same as used before).
Set the correct UTM zone for UTM position reference system(s).

Calibration OK
Description This message is reported if a position reference system is successfully calibrated
into the system.
The measurements from this reference system was sufficiently stable during the
calibration period to be accepted. Low-pass filtered values are used as
transponder coordinates relative to the reference origin system.

Additional • Transponder coordinate north

information
• Transponder coordinate east

Possible The DP system will start using this system for positioning.
consequences

CG as rotation center
Description This message is reported if the operator has selected center of gravity as rotation
center. The method of detection is by a software check on Surge/Sway offset
difference.

Additional • Surge offset from CG (Centre of Gravity, i.e. 0.0)

information
• Sway offset from CG (i.e. 0.0)

Corrective An operative advice is to ensure that the position deviation is zero at the moment
actions of applying the new rotation center.

Checksum error (see message)

Description: This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible The system might not function properly.

consequences:

Corrective • Check configuration.

actions:
• Should this message occur during normal operation, contact Kongsberg
Maritime Service.

301577/A cPos (OS) Operator Manual A-9

Message explanations

Clock failure
Description This message is reported if the values read from the real time clock (in the PS
(Process Station)) was outside accept-limits (for example, hour is negative or
greater than 24).
The reason may be an error in the real time clock chip or a battery failure.

Possible Error messages (also this one) will have incorrect date/time.
consequences

Corrective Replace the real time clock's battery.

actions
Replace the real time clock or replace PS.

Code checksum differance

Description: When loading the SW at PS-reset (Process Station), the checksum is zero. During
normal execution, the BITE (Built In Test Equipment) system calculates, at cyclic
intervals, a new checksum to compare with the first one. If there is a difference, it
means that, from the processor point of view, the SW code has been modified
since the last reset/loading. This could be caused either by a SW error, or a HW
component error.

Possible There is currently no way of

consequences: finding out
what part of the code has been modified and if this code is currently in use.
Therefor the consequences are unpredictable.

Corrective • If possible, try to change or swap PS (Process Station) with another. If the
actions: error moves with the PS, it should be returned to Kongsberg Maritime
Service for checking/repair (with indication of what processor is failing (given
in parenthesis before the alarm-text)).
• Contact Kongsberg Maritime Service if this does not solve the problem.

Communication port reservation error

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Configuration error
Description This message is reported if there is an error in the system parameter setup or in
configuration files on disk.
The reason for the fault may be erroneous initial configuration or a disk failure.

Additional • Failing function.

information
• Dependent on function
• Dependent on function

Possible The DP system may not function properly.

consequences

A-10 Kongsberg Maritime 301577/A

 Message explanations

Corrective Note the Additional Information and contact Kongsberg Maritime Service.
actions
Switch over to other computer (if any). Restart the failing computer. If the error
persists, switch the failing computer off.

Demand reduced on bus [X]

Description Power consumption exceeds the limit on this bus. The computer has calculated
that the necessary pitch/rpm setpoints for the next sample may result in a black-
out condition. A demand reduction has therefore been done.
The method of detection is that the power consumption is calculated and
compared with the actual nominal generator effect. This message is based on
generator feedback and calculated DP power consumption based on the pitch/rpm
setpoints that are necessary to stay in position.

Additional • Power used by other consumers than DP

information
• Power available on this bus
• Power used by DP

Possible Degraded performance of the DP system.

consequences Demand is reduced on thrusters/propellers to prevent blackout, which again may
result in a position / heading drift-off.

Corrective Start more generators.

actions
Reorganise power distribution.

Demand reduced thruster [#] by ext system

Description This message is reported if demand on this thruster is reduced by an external
system.
The method of detection is by digital input from external system read by the DP.

Possible Position/heading drift-off and position/heading alarm may be reported.

consequences
Prediction errors are suppressed on this thruster as long as this message is active.

Corrective During transit/moving: Reduce speed or change heading to one that is less power-
actions consuming to maintain.
During station-keeping: Change heading to one that is less power-consuming to
maintain.
Enable more thrusters if possible.

Diesel shaft [#] overload

Description This message is reported if a pitch reduction is performed to avoid a diesel shaft
overload.
The shaft-load for the next pitch setpoint necessary to stay in position was too
high, and a pitch reduction was necessary to avoid diesel shaft overload.
The method of detection is that analogue input reading from the fuelrack is used
to calculate the diesel load.

301577/A cPos (OS) Operator Manual A-11

Message explanations

Possible Degraded performance of DP system.

consequences
Pitch is reduced on propellers to prevent blackout.

Corrective Reorganize the power distribution.

actions
Enable more thrusters if possible.

Disk limit exceeded

Description This message is reported if the configured disk usage limit for the DP Recorder is
exceeded.
This may be due to Session Configuration: Too much disk space is used for backup
Sessions.

Additional OS name (e.g. OS2)

information

Possible No more variables or events will be logged until DP Recorder Sessions have been
consequences properly restarted.

Corrective Free disk space and restart DP Recorder Sessions.

actions

Draught input updated

Description This message is reported if the system has registered a change in draught
condition and extrapolated new mass-drag-gain.
The new draught is compared with the last value. If the difference exceeds a limit,
this message is given.
The new draught may be due to Operator input or analogue input.

Additional • New draught (m).

information
• The limit (m) in change of draught from the last time the message was
reported.

Possible The Vessel Model is modified to the new load condition; new mass-drag-gain is
consequences calculated.

Corrective Note the Additional Information "New draught" and check that the DP has the
actions correct draught value.

Dredge mode selected/deselected

Description This message is reported if the sub mode Dredging is selected/deselected. When
Dredging mode is selected, the master draghead position is used as the position
reference point.

Dredge port/starboard master selected

Description This message is reported if a new draghead is selected as master. In Dredging
system mode the position of the master draghead will be used as position
reference point by the system. If NO MASTER is selected or Dredging is not the
selected system mode, the selected Rotation Center (for example CG (Centre of
Gravity)) is used as position reference point.

A-12 Kongsberg Maritime 301577/A

 Message explanations

Driver configuration is not available

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Driver operation is not available

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Driver status is not available

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Driver task creation error

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

DSP error (see message)

Description: The Digital Signal Processor (DSP) used for processing IO, is reporting error.

Possible The consequences depends on the type of failure, described in the corresponding
consequences: message reported simultaneously as the alarm:
• (1): DSP error: IO bus not operational. WDOG stop time: xx Last updated:
xx
• (2): DSP error: IO controller reporting BITE error: xx.
If (1), the IO processing may have been stopped. If (2), IO processing is not
functioning properly.

Corrective • If possible, try to replace the PS (Process Station).

actions:
• Note the alarm/message texts, describe the current operation executed and
enclose this data when delivering the PS to Kongsberg Maritime Service for
repair.

301577/A cPos (OS) Operator Manual A-13

Message explanations

ECC is disabled (see message)

Description: This error will be reported if the PS (Process Station) has been started with the
mode wheel to 0x5 or 0xd.
If this is not the case, this error indicates a memory failure.

Possible The memory controller is set to check for ECC errors on every memory read
consequences: cycles, and on every write cycle an ECC check is generated. An ECC error indicates
a memory read error. The system will probably not function correctly.

Corrective • Check if PS Mode Wheel is set to 5 or D.

actions:
• If it is, set the Mode Wheel back to normal (Default is "0"), and reboot.
• If not, see the corresponding message for more information.("ECC: Error
Correction Codes are disabled, status: xx"). Note the alarm/message texts,
describe the current operation executed and enclose this when delivering the
PS to Kongsberg Maritime Service for repair.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Enable thrusters in bow

Description This message will be reported if the system is in Auto Track High Speed mode and
the use of bow thrusters is necessary for the vessel to enter the track at the
required position/heading.
The reason may be that the combination of the present vessel heading relative to
the track and a low vessel speed makes it difficult to enter the track at the correct
position/heading.

Possible Difficult to maintain vessel heading.

consequences

Corrective Enable bow thrusters to maintain heading/position/speed.

actions

Erronous telegram type

Description This message is reported if the telegram received from the reference system is
erroneous. This may be caused by errors in the reference system setup/DP setup.
The data received does not match the configuration.

Possible The position-reference system will not be available.

consequences

Corrective Check the position-reference system and its setup.

actions
Check the position-reference system and its interface.

Error net A
Description: Most likely there is a disconnection somewhere in the failing network. The
message rate exceeds 10 messages/100 seconds, but no message has been
received on the failing network during this period.

Possible The fault tolerance is reduced. As long as the other network is OK, there will be no
consequences: operational consequences.

Corrective • Repair the failing network.

actions:
• Examination of the status tab in the system status page may be helpful to

A-14 Kongsberg Maritime 301577/A

 Message explanations

find the disconnection.

Error net B
Description: Most likely there is a disconnection somewhere in the failing network. The
message rate exceeds 10 messages/100 seconds, but no message has been
received on the failing network during this period.

Possible The fault tolerance is reduced. As long as the other network is OK, there will be no
consequences: operational consequences.

Corrective • Repair the failing network.

actions:
• Examination of the status tab in the system status page may be helpful to
find the disconnection.

Event limit exceeded

Description: A cyclic task has not been able to execute for a long period of time.
Several periods have been lost.

Possible Depends on the importance of the functions executed in the task.

consequences: • If strict regularity of the struggling task is crucial, then this alarm is serious.
• If the task is supervised by software watchdog, the PS (Process Station) may
stop.

Corrective • Clarify the importance of strict regularity of the struggling task.

actions:
• Check the Task Scheduler node in Station Explorer to find out wether the
poor scan regularity is a one-time incident or a permanent problem.
• Contact Kongsberg Maritime Service.

External Clock: Communication error

Description: The event is reported from a host which is master and synchronized from an
external time source. The external clock is lost.

Possible Synchronization with the external clock is lost.

consequences:

Corrective • Check that the serial line cable to the external clock is connected.
actions:
• Check that the external clock is powered up.
• Contact Kongsberg Maritime Service if this does not solve the problem.

External Clock: Limit exceeded

Description: This event is reported from a host which is master and synchronized from an
external time source. The event is reported when the time from the external
source differs more than the time limit set. The new time from the external time
source is rejected.

Possible Synchronization with the external clock is lost.

consequences:

Corrective • Check that the time difference between the external clock and the operator
actions: station is small enough.
• Adjust operator station clock within limit set.
• Contact Kongsberg Maritime Service if this does not solve the problem.

301577/A cPos (OS) Operator Manual A-15

Message explanations

Extratimer/Interrupt error
Description: The reason is probably a failure in the extra timer, but this timer is currently not
in use, so it should not be possible to get this alarm.

Possible Since the timer is not in use, no immediate consequences are to be expected, but
consequences: the error may be an indication that HW components are unreliable and that other
failures may follow.

Corrective • If possible, try to change the PS (Process Station), and describe the failure,
actions: the current operation executed and what processor is failing (given in
parenthesis before the alarm-text), when returning the PS to Kongsberg
Maritime Service.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Fatal error in task

Description: A fatal error (e.g. an exception) has occurred in a task that is supervised by the
software Watchdog.

Possible The task is suspended (denied from execution) and the PS (Process Station) is
consequences: stopped by the software Watchdog.

Corrective A dump is the best way to identify the reason for the error if a PS (Process
actions: Station) stops:
• A memory dump starts, if auto-dump is configured.
• If the PS is not configured to start auto-dump automatically, start the dump
manually:
• Write the command sbcDump "-d" from the telnet/Hyperterminal.
• Restart the PS when the dump is complete (after max. 10 minutes).
• Send the dump to Kongsberg Maritime Service with information about which
release the installation is running. A description of what operations were
executed in the time around when the PS stopped, must also follow the
dump.
• If something is not clear, contact Kongsberg Maritime Service.
If the PS does not stop, inform Kongsberg Maritime Service about the incident.

Fatal internal error in Memory/RAM/Flash or PCI (see

message)
Description: A lot of possible internal errors in the PS (Process Station) may lead to this alarm.

Possible There is currently no simple way of

consequences: finding out if the internal error is on a device or memory block that is currently in
use. Therefor the consequences are unpredictable.

Corrective • Some extra information is found in a system message received

actions: simultaneously as the alarm.("Fatal internal error register: Address:xx
Value:xx")
• Try to replace the PS (Process Station). Note the alarm/message texts,
describe the current operation executed and enclose this when delivering the
PS to Kongsberg Maritime Service for repair.
• Contact Kongsberg Maritime Service if this does not solve the problem.

A-16 Kongsberg Maritime 301577/A

 Message explanations

Flash download failed

Description: • Requested file(s) for download to Flash device does not exist or
• FTP (File Transfer Protocol) Server is not running on the OS (Operator
Station).

Possible Uploading from Flash or booting from Flash may not work properly later on.
consequences:

Corrective • Restart OS (Operator Station)

actions: (to ensure that FTP Server is running).
• Replace missing files on OS.
• Try download again.
• If the problem is still present, contact Kongsberg Maritime Service.

Flash formatting failed

Description: It is not possible to format the Flash device properly. The device is destroyed or
physically damaged.

Possible The Flash device is not working.

consequences: Downloading to Flash, uploading from Flash or booting from Flash may not work
properly.

Corrective Replace PS (Process Station) and return failing PS to Kongsberg Maritime Service.
actions: (It is possible to try re-formatting the Flash device (Full Format), but replacing the
PS is recommended.)

Flash uploading failed

Description: • Requested file(s) for upload from Flash device does not exist or
• FTP (File Transfer Protocol) Server is not running on the OS (Operator
Station).

Possible Uploading from Flash or booting from Flash may not work properly.
consequences:

Corrective • Restart OS (Operator Station)

actions: (to ensure that FTP Server is running).
• If files are missing, download corresponding files from OS.
• If the problem is still present, contact Kongsberg Maritime Service.

Floating-point exception (see message)

Description: A software error has been caught by the system.

Possible The system is probably still working more or less as normal, but calculations may
consequences: have got a wrong result. This is a kind of error which the system is not designed
to handle, and it is not possible to describe the consequences in more detail.

301577/A cPos (OS) Operator Manual A-17

Message explanations

Corrective • Some extra information is found in a system message received

actions: simultaneously as the alarm. If possible, before attempting a reset of the PS
(Process Station), forward the message content and a description of current
operations executed. This will open a possibility to give instructions on how
to investigate further.
• A reset of the PS could temporary solve the problem, but the problem might
reoccur.
• Either a hardware or a software failure could cause this problem, but unless
otherwise instructed, the PS should be returned to Kongsberg Maritime
Service for checking/repair.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Follow Target new setpoint inhibited

Description This message is reported if an automatic setpoint change in the Follow Target
function is too large compared to the reaction radius used. The automatic setpoint
change is inhibited.
This may be caused by noisy measurements from target transponders.

Additional Attempted setpoint change distance.

information

Possible Automatic setpoint changes are inhibited.

consequences

Corrective Consider using other target transponder(s). Increase reaction radius. Reset
actions function by selecting Auto Position system mode and then Follow Target mode.

Follow Target not possible

Description The Follow Target mode cannot be entered because there are not enough
available or selected mobile transponders.
The Follow Target function is not receiving adequate information because too few
mobile transponders have been selected by the operator. Go to Auto Position
system mode and select Follow Target mode again.

Possible Follow Target mode cannot be entered.

consequences

Corrective Select other (redundant) transponders to make the mode available.

actions

Follow Target rejected TP [#]

Description This message is reported if a target that is used for Follow Target is rejected
because of too large setpoint deviation from other active targets or from the
filtered model of the target movement.
The reason for the fault may be unstable position measurements, or, for Fanbeam
in particular, that the Fanbeam is locked on false target.
The method of detection is by comparison of measurements against the average
calculated setpoint.

Additional Actual deviation

information

A-18 Kongsberg Maritime 301577/A

 Message explanations

Possible Depending on the number of selected targets, the Follow Target may stop or
consequences become less reliable.

Corrective Disable the target from use in Follow Target operation. Ensure that measurements
actions are stable before activating again.

Follow Target relative angle rejected

Description This message is reported if the angles between different targets used to calculate
the relative angle have jumped considerably. This may be caused by noisy
measurements from target transponders.

Possible Setpoint changes are not initiated.

consequences

Corrective Consider using other target transponder(s). Increase reaction radius. Reinitialise
actions function.

Follow target unused TP selected

Description This message is reported if one or more selected mobile transponders are not
used by the system. There is a deviation between the operator's choice of
transponders and the accepted transponders in the system, which may be caused
by a timeout on the operator-selected transponder.

Additional Transponder name.

information

Possible Unpredicted behaviour of the selected transponder when re-accepted by the

consequences system.

Corrective Deselect the rejected transponder until the system is stable.

actions

FOST: Channel restored failed

Description Passivate/FOST failed. Value not restored within time. Potential Shutdown!

Possible
consequences

Corrective Replace card/check loop.

actions

FOST: Illegal channel config.

Description Passivate/FOST not executed. Illegal FOST channel configuration.

Possible
consequences

Corrective Replace card/check loop.

actions

FOST: Passive side error

Description Passivate failed. DO NE: Drop in feedback voltage when trying to set to 0.

301577/A cPos (OS) Operator Manual A-19

Message explanations

Possible
consequences

Corrective Replace card/check loop.

actions

FOST: PDU residual voltage

Description Only a small drop detected in feedback when turning off the PDU.

Possible Field reverse barrier diode D1 may be shorted.

consequences

Corrective Replace card.

actions

FOST: PDU restore failed

Description PDU not restored within time.

Possible
consequences

Corrective Replace card.

actions

FOST: PDU stuck

Description Unable to turn off the PDU.

Possible
consequences

Corrective Replace card.

actions

FOST: Shutdown test failed

Description FOST failed. No change in feedback within time.

Possible
consequences

Corrective Replace card/check loop.

actions

Framing error
Description This message may be caused by errors in the position-reference system setup/DP
setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

Possible No data received from the position-reference system. If no other position-

consequences reference system is selected, you will get position dropout after 30 seconds.

A-20 Kongsberg Maritime 301577/A

 Message explanations

Corrective Enable another position-reference system.

actions
Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Framing/overrun error
Description This message may be caused by errors in the position-reference system setup/DP
setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

Possible No data received from the position-reference system. If no other position-

consequences reference system is selected, you will get position dropout after 30 seconds.

Corrective Enable another position-reference system.

actions
Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Function (opcode XX) is not in this FW revision/release

Description The RIO Firmware version does not match the AIM version.

Possible
consequences

Corrective Download new RIO Firmware.

actions

Hardware voter [#] error

Description This message is reported if the hardware voter did not choose the output data
from the correct PS (Process Station). There may be an error in the Hardware
Voter card.

Possible No or erroneous voting of output signals, which may lead to incorrect thruster
consequences setpoints. This is a very serious error.

Corrective Contact Kongsberg Maritime Service.

actions

Heading dropout
Description This message is reported if no Gyro readings have been received for the past 2
seconds. The Gyro may not be ready, there may be an error in the connected
Gyro or in the interface between the Gyro and the DP system.
This is a serious alarm if the vessel is in DP mode.

301577/A cPos (OS) Operator Manual A-21

Message explanations

Possible The system uses the Vessel Model to estimate the vessel's heading. If the weather
consequences conditions change, the vessel may have a position drift-off after a few minutes.
When the "HEADING DROPOUT" message is reported, the system will stop any
vessel movement and automatically set the wanted position and heading equal to
actual position and heading. If only one of the DP PSes (Process Stations) in a
dual redundant system reports heading dropout, an automatic change of master
will occur.

Corrective Observe the deviation data and go to Joystick mode if the vessel starts drifting off.
actions Check if the Gyro is ready/drifting or if other error messages indicate interface
errors.

Heading monitor requires 2nd source

Description This message is reported if the Autopilot, Auto Track high speed or Track Line
mode require two or more enabled gyros. The gyrocompass may not be enabled
or not ready. The system checks the number of enabled gyrocompass sensors and
the system mode

Possible gyrocompass deviation cannot be checked.

consequences

Corrective Enable second gyrocompass. Check ready signal.

actions

Heading out of limits

Description This message is reported if the deviation between wanted and actual heading
exceeds the operator specified limit. This may be caused by insufficient thrust in
order to maintain heading against wind/wave forces.

Additional • Heading deviation

information
• Violated limit value

Possible Depends on the vessel's operation mode.

consequences

Corrective Enable more propellers for DP or use the system selected heading if the system is
actions in Auto mode to reduce power consumption.

Heading prediction error

Description This message is reported if the deviation between readings from the Gyro and the
estimated heading from the Vessel Model exceed limits. There may be and error in
the connected Gyro or in the interface between the Gyro and DP system.

Possible No update (correction) of the Vessel Model for the ship's Yaw movement.
consequences

Corrective Check if the Gyro is OK or if other error messages are given, indicating Gyro
actions errors.

A-22 Kongsberg Maritime 301577/A

 Message explanations

HPR [#] no transponder available

Description This transponder cannot be registered as there are too many transponders already
registered for this reference-system.
The active transponder table for this reference-system is full. No more
transponders can be added to the table unless one becomes inactive. This may
occur if the DP-system does not receive telegrams from the respective
transponder within a specified period.

Additional Transponder index

information

Possible Telegrams with this transponder-index will be rejected.

consequences

Corrective Do not allow the DP-system to receive too many telegrams with different
actions transponder-indices during a short period.

HW switch alarm
Description An error is detected when performing failsafe check of the emergency control
switch. The switch may not work due to cable breakage, short circuit or no power
on IO card (Analogue Input) on the Operator Station.

Additional Analogue value read from switch.

information

Possible The switch may not work.

consequences

Corrective Check switch/cable and check power on IO card/rack.

actions

Illegal buffer size

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Illegal channel specified

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Illegal protocol
Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

301577/A cPos (OS) Operator Manual A-23

Message explanations

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Initialisation error on card (see message with details)

Description A possible SW error causes error response from AK on initialization command from
the PBUS driver.

Possible
consequences

Corrective Observe text in related message and report the error to our technology
actions department.

Insufficient memory in DP PS
Description Insufficient memory in DP PS (Process Station). The RAM size in the DP PS is too
small or remaining free RAM is heavily fragmented. Can be detected by means of
the return status from the memory allocation routine (malloc/calloc).

Additional Size of block (bytes) requested by the memory allocation routine.

information

Possible The DP-system may not function properly.

consequences

Corrective Note additional information and contact Kongsberg Maritime Service.

actions

Insufficient thrust
Description This message is reported when there is insufficient thrust. The reason for the fault
may be that the number of enabled thrusters/propellers is inadequate. This can be
detected by comparing thrust demand and obtained thrust.

Additional • SURGE (None, if Add info is not configured)

information
• SWAY (None, if Add info is not configured)
• YAW (None, if Add info is not configured)

Possible Full station keeping is not guaranteed. Position and/or heading alarm may be
consequences generated.

Corrective Enable more thrusters or propellers for the DP-system.

actions

Internal voltage test circuit error (see message)

Description: The selftest circuit for internal PS (Process Station) voltages is reporting error.

Possible This alarm means that the PS (Process Station) is no longer capable of detecting
consequences: value out of limits for one or more of its internal reference voltages. This will in
itself not cause any problems for functionality, but may be an indication that HW
components are unreliable and that other failures may follow.

A-24 Kongsberg Maritime 301577/A

 Message explanations

Corrective • Check power supplies connected to the PS (Process Station) rack/cabinet.

actions:
• Some extra information is found in a system message received
simultaneously as the alarm ("Internal test circuit error xxx"). Try to replace
the PS. Note the alarm text, describe the current operation executed and
enclose this data when delivering the PS to Kongsberg Maritime Service.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Invalid external connections

Description: This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible The system might not function properly.

consequences:

Corrective • Check configuration.

actions:
• Should this message occur during normal operation, contact Kongsberg
Maritime Service.

Invalid external connections

Description: Impossible to connect to some terminals on another PS (Process Station).

Possible Input values are frozen.

consequences:

Corrective • Check configuration. A telnet or hyperterminal connection to the PS that

actions: reports the problem may help. This error should generate some printouts.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Invalid internal connections

Description: This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible The system might not function properly.

consequences:

Corrective • Check configuration.

actions:
• Should this message occur during normal operation, contact Kongsberg
Maritime Service.

IO block linking failed

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

301577/A cPos (OS) Operator Manual A-25

Message explanations

IO config error
Description This message is caused by an error detected in the card configuration, due to a
failure in the IO configuration file. This message shall not occur during normal
operation, but is intended to be an aid for the software engineer during
configuration/commissioning.

Possible Devices connected to the faulty card cannot be operated from the computer
consequences reporting the error.

Corrective Correct the IO configuration file.

actions
Should the message occur during normal operation, contact Kongsberg Maritime
service.

IO error
Description This message is reported if there is an error in the serial interface or in a telegram
received from a position-reference system or sensor.

Corrective Check the reference system interface or sensor interface.

actions
Check the reference system/sensor itself.

IO input error
Description This message is reported if the input value is outside configured limits. May be
caused by failure in sensor, cable breakage, short circuit or IO-card error in one of
the PS (Process Station) clones.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Additional Instrument value.

information

Possible Sensor will not be used by the DP-system.

consequences

Corrective Check sensor/cabling. Replace the erroneous IO card.

actions
Should the message occur during normal operation, contact Kongsberg Maritime
service.

IO max no signal exceeded

Description This message is reported if the maximum number of IO-signals have been
exceeded. There are too many IO signals in the IO-configuration file.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Additional Maximum number of IO-signals.

information

Possible The IO-system will not work.

consequences

A-26 Kongsberg Maritime 301577/A

 Message explanations

Corrective Increase MAX_NO_SIGNALS in io_const.h or reduce the number of IO-signals in

actions the IO-configuration file.
Should the message occur during normal operation, contact Kongsberg Maritime
service.

IO max no vote signal exceeded

Description This message is reported if the size of m1io exceeds GENERIC_MDATA_SIZE
because of too many IO-signals configured for voting.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible No voting performed between the computers.

consequences

Corrective Increase the maximum size of net blocks, GENERIC_MDATA_SIZE, or reduce the
actions number of IO-signals configured for voting.
Should the message occur during normal operation, contact Kongsberg Maritime
service.

IO point linking failed

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Joystick electrical failure

Description This message is reported if there is an electrical failure (for example an open loop,
a short circuit, a cable breakage) in the joystick hardware.
The method of detection is that the voltage read by the panel controller is outside
predefined limits.

Additional Axis (Surge, Sway or Yaw)

information

Possible The joystick value for the actual axis is set to zero (it is no longer possible to
consequences control the vessel in this axis using the joystick).

Corrective Transfer command to another command location.

actions
Check joystick wiring, power supply, etc.
If required, replace the joystick/panel.

301577/A cPos (OS) Operator Manual A-27

Message explanations

KONMAP system communication error

Description This message is caused by an error detected when receiving data from the
position reference system. No position from the reference system is received
which may be caused by:
Timeout.
No data sent from reference system.
Cable from reference system broken.
Interface - bad connection.
Plug badly inserted.
Broken interface on PS (Process Station).

Additional • Timeout/interface.
information
• Timeout - time in seconds
Interface - status from operating system:
1001:Illegal command
1002:Maximum number of re transmissions reached
1003:Transmission timeout
1005:Overrun error
1006:Framing error
1007:Framing/overrun error
1008:Parity error
1009:Parity/overrun error
1010:Parity/Framing error
1011:Parity/Framing/overrun error
1012:Not enough receive buffers
1015:No ACK received
1017:Message receive error or no read/write function
1018:Illegal buffer size
1020:No more memory for system buffers
1025:Illegal channel specified
1026:Illegal configured function in IOCTL
1027:Message receive error or not IOCTL request
1028:No defined protocol in asprotocol
1030:ascreate already done

Possible No data received from the reference system. If no other reference system is
consequences selected, you will get position dropout after 30 seconds.

Corrective Timeout.
actions
Check if reference system is sending data.
Check cabling from reference system.
Check that the reference system power for interface is OK. No corrective action if
it occurs infrequently.
Check that all plugs are inserted correctly.
Replace PS and check reference system hardware.

A-28 Kongsberg Maritime 301577/A

 Message explanations

KONMAP system telegram error

Description This message is reported if the telegram received from the reference system is
erroneous. This may be caused by:.
Error in the reference system setup.
Bad connection.
Plug badly inserted.
Electrical noise.
Defect interface in PS (Process Station) or reference system.

Additional • Type of telegram error

information
• Expected count (optional)
• Actual count (optional)

Possible Reference system not accepted. If no other reference system is selected, you will
consequences get position dropout after 30 seconds.

Corrective None if it appears only now and then.

actions
Check reference system setup.
Check reference system interface.
Check that all plugs are inserted correctly.
Replace PS.

LTW [#] error

Description This message is reported if the Taut Wire computer cannot be used as position
reference system.
The method of detection is the self test diagnostics in the Taut Wire computer.

Additional COMMUNICATION - the Taut Wire computer has lost communication with Taut
information Wire unit.
LENGTH - wire length measurements are not valid for the Taut Wire computer.
GYRO - the Taut Wire computer does not have valid Gyro measurements.
TENSION - the Taut Wire computer does not have valid tension measurements.

Possible Taut Wire cannot be used.

consequences

Corrective Check the Taut Wire computer and then check the Taut Wire unit to see if it is
actions functioning correctly.

LTW [#] estimate

Description This message is reported if the Taut Wire computer estimate is reset.
The method of detection is the self test diagnostics in the Taut Wire computer.

Possible Re calibration of the Taut Wire.

consequences

301577/A cPos (OS) Operator Manual A-29

Message explanations

Corrective If the Taut Wire is functioning correctly it should be accepted again in the DP
actions system after an automatic re calibration of the Taut Wire measurements has been
performed.

LTW [#] hydraulic or power not OK

Description This message is reported if the Taut Wire hydraulic or electrical power supply fails.
For more information refer to the Taut Wire documentation.
The method of detection is a digital input.

Possible Measurements from Taut Wire will not be used by DP.

consequences

LTW [#] mooring not on

Description This message is reported if the Mooring signal from Taut Wire is not present.
The reason for the fault may be that Mooring wire tension has not been obtained,
a fault in the Taut Wire electronics, a fault in the digital input interface or a fault in
the cabling.
The method of detection is a digital input.

Possible Measurements from Taut Wire will not be used by DP.

consequences

LTW [#] overload or overspeed

Description This message is reported if the Taut Wire winch speed exceeds 2.5 m/s or an
electrical motor overload is detected.
For information concerning the possible reason for the fault, refer to the Taut Wire
documentation.
The method of detection is a digital input.

Possible Measurements from Taut Wire will not be used by DP.

consequences

Corrective For a high winch speed: excessive roll, pitch or heave movement can be reduced
actions by selecting a different vessel heading.
For a motor overload: check the hydraulic pump and electrical motor system.

LTW [#] proximity switch not OK

Description This message is reported if the Taut Wire proximity switches provide different
information.
The reason for the fault may be that the weight catcher is not operational.
The method of detection is a digital input.

Possible Measurements from Taut Wire will not be used by DP.

consequences

Corrective Replace the faulty proximity switches and/or check activator parts.
actions

A-30 Kongsberg Maritime 301577/A

 Message explanations

LTW [#] timeout

Description This message is reported if communication between DP and the Taut Wire
computer is lost and the Taut Wire computer cannot be used.
The reason for the fault may be problems with the Taut Wire computer.
The method of detection is that too much time has elapsed since the last net
message was received from the Taut Wire computer.

Possible Measurements from the Taut Wire computer will not be available for DP.
consequences

Corrective Disable the Taut Wire computer and then check the Taut Wire computer.
actions

LTW messages error

Description This message is reported if the net message from the Taut Wire computer
contains an invalid Taut Wire identification.
The reason for the fault may be an error in the Taut Wire computer software.
The method of detection is that one or more of the Taut Wire computers transmits
an invalid Taut Wire identifier. The DP software can only receive data from four
Taut Wire computers.

Additional Received Taut Wire identifier.

information

Corrective Check the Taut Wire computer.

actions

LTW net error

Description This message is reported if there is a communication error with the Taut Wire
computers.
The reason for the fault may be the Taut Wire computers have stopped or a
general net problem.
The method of detection is that the DP system does not have a healthy
communication with the Taut Wire computers.

Additional • Received RMK (Realtime Multitasking Kernel) status.

information
4002 - No connection with any Taut Wire computer.

• Number of received bytes.

(Normally -1 when this error occurs.)

Possible The Taut Wires cannot be used.

consequences

Corrective Check the Taut Wire units to see if they are functioning correctly.
actions

301577/A cPos (OS) Operator Manual A-31

Message explanations

LTW/MTW [#] alarm messages

Description Taut Wire alarm message
For information concerning the possible reason for the fault, refer to the Taut Wire
documentation.
The method of detection is a digital input.

Possible Measurements from Taut Wire will not be used by DP.

consequences

LTW/MTW [#] bridge (local) control selected

Description This message is reported if a new type of control is selected, i.e. local or bridge.
For more information refer to the Taut Wire documentation.
The method of detection is a digital input.

LTW/MTW [#] exceeds fatal limits

Description This message is reported if the Taut Wire exceeds fatal limits. These limits are
shown as a red boundary line on the LTW view.
The method of detection is gimbal head angle measurements.

Possible The Taut Wire button status lamp in the Sensors group on the DP operator panel
consequences flashes and measurements from Taut Wire are not used by DP.
If the gimbal head angle(s) increases, the depressor weight may be dragged.

Corrective Move the vessel to a new position, or relocate the depressor weight.
actions

LTW/MTW [#] high tension

Description This message is reported if the wire tension has exceeded the alarm limit.
For information concerning the possible reason for the fault, refer to the Taut Wire
documentation.
The method of detection is wire tension measurements.

Additional • Measured tension.

information
• Limit tension.

Possible Measurements from Taut Wire will not be used by DP.

consequences

LTW/MTW [#] min wire length not reached

Description This message is reported if the measured wire length is less than minimum
operational length.
The reason for the fault may be that the depressor weight is not lowered, wrong
adjustment of the wire zero sensor, a fault in the Taut Wire electronics, a fault in
the analogue input interface or a fault in the cabling.
The method of detection is the wire length measurement.

A-32 Kongsberg Maritime 301577/A

 Message explanations

Additional • Measured wire length.

information
• Minimum wire length limit

LTW/MTW [#] out of limits

Description This message is reported if Taut Wire is out of range.
The method of detection is gimbal head angle measurements.

Corrective See if the depressor weight is approaching fatal limits. These limits are shown as a
actions red boundary line on the LTW view.

LTW/MTW [#] status

Description This message is reported if a Taut Wire warning state is detected.
The reason for the fault may be a fault in the Taut Wire electronics, a fault in the
digital input interface or a fault in the cabling, too much vessel roll, too much
vessel pitch or too much vessel heave.
For more information refer to the Taut Wire documentation.
The method of detection is a digital input.

Possible Measurements from Taut Wire degraded and position reference data not
consequences trustworthy.

Corrective Select another position reference system as a backup.

actions
Change the vessel heading to decrease pitch, roll and heave and then proceed
with fault finding on the Taut Wire unit.

LTW/MTW [#] wire length difference

Description This message is reported if the difference between measured wire length and
expected wire length exceeds the warning limit.
The reason for the fault may be the depressor weight has moved or has been
dragged, a fault in the Taut Wire electronics, a fault in the analogue input
interface or a fault in the cabling.
The method of detection is the wire length and gimbal head angle measurements.

Additional • Measured wire length.

information
• Difference limit.

Possible Measurements from Taut Wire degraded and position reference data not
consequences trustworthy.

Corrective Relocate the depressor weight.

actions

301577/A cPos (OS) Operator Manual A-33

Message explanations

Manual rotation center not possible

Description This message is reported if you try to select manual rotation center when it is not
allowed.
The reason may be:
- there are no thrusters enabled in the bow of the vessel.
- there are no thrusters enabled in the aft of the vessel.
- Yaw or Sway control is enabled.
- manual rotation center is not available for the selected system mode.
The method of detection is a software check.

Possible Manual rotation center cannot be selected.

consequences

Max. retransmissions reached

Description This message is caused by an error detected when receiving data from the
position-reference system. No position from the reference system is received
which may be caused by:
Timeout.
No data sent from reference system.
Cable from reference system broken.
Interface - bad connection.
Plug badly inserted.
Broken interface on SBC.

Possible No data received from the reference system. If no other reference system is
consequences selected, you will get position dropout after 30 seconds.

Corrective Enable another position-reference system.

actions
Check if reference system is sending data.
Check cabling from reference system.
Check that the reference system power for interface is OK. No corrective action if
it occurs infrequently.
Check that all plugs are inserted correctly.
Replace SBC and check reference system hardware.

Maximum number of drivers are reached

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

A-34 Kongsberg Maritime 301577/A

 Message explanations

Message receive error or no read/write func.

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

Missing SID alarm source

Description: This message shall not occur during normal operation.

Possible System may not work properly.

consequences:

Corrective Should this message occur, contact Kongsberg Maritime Service.

actions:

Monitor VRS out of limits heave/pitch/roll

Description This message is reported if the measured value (defined by the last word in the
message title) is outside the warning or alarm limit.
The last word in the message title can be:
Roll
Pitch
Heave
The reason for the fault may be environmental conditions or a fault in the sensor.
The method of detection is an analogue input.

Additional • VRS sensor value without sign.

information
• Violated limit value.

Possible Depends upon the particular limit and condition.

consequences

Corrective Enable monitoring of the VRS for the appropriate limit.

actions

MTW [#] heave compensator

Description This message is reported if the heave compensator cylinder has reached the end-
stop position.
The reason for the fault may be too much vessel heave.
The method of detection is a digital input.

Possible Measurements from Taut Wire will not be used by DP until the heave compensator
consequences is back in the centre position.

Corrective Select another position reference system as a backup.

actions

301577/A cPos (OS) Operator Manual A-35

Message explanations

NB! Bad terminal IO connections are accepted

Description: System is in test mode.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible System may not work properly.

consequences:

Corrective Should this message occur during normal operation, contact Kongsberg Maritime
actions: Service.

NB! Unconnected IO blocks are accepted

Description: System is in test mode.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible System may not work properly.

consequences:

Corrective Should this message occur during normal operation, contact Kongsberg Maritime
actions: Service.

NB! Unconnected IO modules are accepted

Description: System is in test mode.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible System may not work properly.

consequences:

Corrective Should this message occur during normal operation, contact Kongsberg Maritime
actions: Service.

Net data [#] input missing

Description This message is reported if a computer does not receive a data-block from a
specific PS (Process Station) and then reports that the data-block is missing.
OPERATOR 1 (m1op) Panel and operator input information.
WAYPOINT 1 (m1wayp) Waypoint data.
CONTROL 1 (m1cnt) Controller data part 1.
CONTROL 2 (m2cnt) Controller data part 2.
ESTIMATOR 1 (m1est) Estimator data.
THRUSTER 1 (m1all) Allocation/Thruster data.
IO 1 (m1io) IO data.
GREEN CONTROL (m1mpc) MPC Controller data.
The reason for the fault may be that the computer's ethernet controller is
defective, the net cables are loose or badly terminated, or power supplies.
The method of detection is that the computer does not receive an expected data-
block via the dual net.

Additional • Number of expected data-blocks

information
• Number of received data-blocks

A-36 Kongsberg Maritime 301577/A

 Message explanations

Possible The vessel may drift off position if there is only one computer. If there is more
consequences than one computer and the problem only occurs in one of them, there will be no
consequences concerning maintaining vessel position.

Corrective Check the net connections.

actions

Net invalid message received

Description This message is reported if a packet with an invalid format is received.
The reason for the fault may be an invalid configuration.
The method of detection is header inconsistency.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Additional • Senders IP (Internet Protocol) address.

information
• Communication port.

Possible Processor load.

consequences

Corrective Identify the computer sending the message.

actions
Check the configuration.
Should the message occur during normal operation, contact Kongsberg Maritime
service.

Net storm detected. Frames + Multi/Broadcast pr./sec:

Network temporary closed
Description: The limit set for non-unicast network frames and total frames per second is
reached.
(See: Net storm detected. Multi/Broadcast pr.sec: Warning, 80% load exceeded.)
When this limit is reached, the corresponding network controller is shut off by
disabling it's interrupt. This is to reduce CPU load and avoid a possible PS (Process
Station) stop (i.e. watchdog stop).

Possible The network that reports net storm, is temporarily closed.

consequences: The network filter is set to automatically re-open the network controller. If the net
storm is still active, the network controller is shut down again.
The fault tolerance is reduced, but as long as the other network is OK, there will
be no operational consequences.
However, critical operations should not be performed during net storms.

Corrective • Try to locate the unit that causes the net storm. An instrument for
actions: measuring network load, e.g. a network analyzer, may be helpful. If such an
instrument is not available, statistics from the network switches may help.
• It may also be the network switch itself that causes the net storm.
• When the unit that causes the net storm is located, try to restart the unit.
• If that does not solve the problem, try to replace the unit.
• If that does not help, contact Kongsberg Maritime Service.

301577/A cPos (OS) Operator Manual A-37

Message explanations

Net storm detected. Frames + Multi/Broadcast pr.sec:

Warning, 80% load exceeded
Description: Each application may define it's own net storm limit.
• A limit for "non unicast message" rate (broadcast + multicast) is defined.
• A limit for "total number of received frames" rate (unicast, broadcast and
multicast) is defined.
This message is reported when both total frame rate and number of non-unicast
frames per second reach 80% of configured value.

Possible The network reporting net storm is about to be temporary closed.

consequences: The fault tolerance is reduced, but as long as the other network is OK, there will
be no operational consequences.
However, critical operations should not be performed during net storms.

Corrective • Try to locate the unit that causes the net storm. An instrument for
actions: measuring network load, e.g. a network analyzer, may be helpful. If such an
instrument is not available, statistics from the network switches may help.
• It may also be the network switch itself that causes the net storm.
• When the unit that causes the net storm is located, try to restart the unit.
• If that does not solve the problem, try to replace the unit.
• If that does not help, contact Kongsberg Maritime Service.

Net storm detected. Frames pr.sec: Network temporary

closed
Description: The limit set for non-unicast network frames per second is reached.
(See: Net storm detected. Multi/Broadcast pr.sec: Warning, 80% load exceeded.)
When this limit is reached, the corresponding network controller is shut off by
disabling it's interrupt. This is to reduce CPU load and avoid a possible PS (Process
Station) stop (i.e. watchdog stop).

Possible The network that reports net storm, is temporarily closed.

consequences: The network filter is set to automatically re-open the network controller. If the net
storm is still active, the network controller is shut down again.
The fault tolerance is reduced, but as long as the other network is OK, there will
be no operational consequences.
However, critical operations should not be performed during net storms.

Corrective • Try to locate the unit that causes the net storm. An instrument for
actions: measuring network load, e.g. a network analyzer, may be helpful. If such an
instrument is not available, statistics from the network switches may help.
• It may also be the network switch itself that causes the net storm.
• When the unit that causes the net storm is located, try to restart the unit.
• If that does not solve the problem, try to replace the unit.
• If that does not help, contact Kongsberg Maritime Service.

A-38 Kongsberg Maritime 301577/A

 Message explanations

Net storm detected. Frames pr.sec: Warning, 80% load

exceeded
Description: Each application may define it's own net storm limit.
• A limit for "non unicast message" rate (broadcast + multicast) is defined.
• A limit for "total number of received frames" rate (unicast, broadcast and
multicast) is defined.
This message is reported when total number of frames per second reaches 80% of
configured value.

Possible The network reporting netstorm is about to be temporary closed.

consequences: The fault tolerance is reduced, but as long as the other network is OK, there will
be no operational consequences.
However, critical operations should not be performed during net storms.

Corrective • Try to locate the unit that causes the net storm. An instrument for
actions: measuring network load, e.g. a network analyzer, may be helpful. If such an
instrument is not available, statistics from the network switches may help.
• It may also be the network switch itself that causes the net storm.
• When the unit that causes the net storm is located, try to restart the unit.
• If that does not solve the problem, try to replace the unit.
• If that does not help, contact Kongsberg Maritime Service.

Net storm detected. Multi/Broadcast pr.sec: Network

temporary closed
Description: The limit set for non-unicast network frames per second is reached.
(See: Net storm detected. Multi/Broadcast pr.sec: Warning, 80% load exceeded.)
When this limit is reached, the corresponding network controller is shut off by
disabling it's interrupt. This is to reduce CPU load and avoid a possible PS (Process
Station) stop (i.e. watchdog stop).

Possible The network that reports net storm, is temporarily closed.

consequences: The network filter is set to automatically re-open the network controller. If the net
storm is still active, the network controller is shut down again.
The fault tolerance is reduced, but as long as the other network is OK, there will
be no operational consequences.
However, critical operations should not be performed during net storms.

Corrective • Try to locate the unit that causes the net storm. An instrument for
actions: measuring network load, e.g. a network analyzer, may be helpful. If such an
instrument is not available, statistics from the network switches may help.
• It may also be the network switch itself that causes the net storm.
• When the unit that causes the net storm is located, try to restart the unit.
• If that does not solve the problem, try to replace the unit.
• If that does not help, contact Kongsberg Maritime Service.

301577/A cPos (OS) Operator Manual A-39

Message explanations

Net storm detected. Multi/Broadcast pr.sec: Warning, 80%

load exceeded
Description: Each application may define it's own net storm limit.
• A limit for "non unicast message" rate (broadcast + multicast) is defined.
• A limit for "total number of received frames" rate (unicast, broadcast and
multicast) is defined.
This message is reported when number of non-unicast frames per second reaches
80% of configured value.

Possible The network reporting netstorm is about to be temporary closed.

consequences: The fault tolerance is reduced, but as long as the other network is OK, there will
be no operational consequences.
However, critical operations should not be performed during net storms.

Corrective • Try to locate the unit that causes the net storm. An instrument for
actions: measuring network load, e.g. a network analyzer, may be helpful. If such an
instrument is not available, statistics from the network switches may help.
• It may also be the network switch itself that causes the net storm.
• When the unit that causes the net storm is located, try to restart the unit.
• If that does not solve the problem, try to replace the unit.
• If that does not help, contact Kongsberg Maritime Service.

Net transmit failure

Description This message is reported if the sending of a net message has failed.
The method of detection is a status returned from the operating system.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Additional • One of the following:

information
1. Test purposes.
2. The size of the net-block exceeds GENERIC_MDATA_SIZE (messid.h).
3. Illegal "to" address.
4. Out of send-slots.
5. Illegal IP (Internet Protocol) address (= 0).
6. Error returned from dnetSend.
• Net message number (tsap).
• Status returned from operating system

Possible None if it occurs just now and then. If it occurs continuously Contact Kongsberg
consequences Maritime Service.

Net unknown address

Description This message is reported if a packet is received from an unknown address.
The reason for the fault may be an invalid configuration.
The method of detection is a packet received from an unknown computer.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

A-40 Kongsberg Maritime 301577/A

 Message explanations

Additional • Unknown IP (Internet Protocol) address.

information
• Communication port.

Possible Unpredictable.
consequences

Corrective Identify the unknown computer.

actions
Check the configuration.
Should the message occur during normal operation, contact Kongsberg Maritime
service.

New main mode

Description This message is reported if the main mode of operation has been automatically
changed by the system.
The reason for the fault may be a faulty or disabled Gyro compasses.

Additional New main mode.

information

Possible Automatic heading control is disabled and the latest moment demand is
consequences maintained, i.e. the vessel will continue turning if already in a turn.

New model or gain updated from ASCII

Description This message is reported if new data is read from ASCII (American Standard Code
for Information Interchange) files or the system has registered a change in ASCII
syspar data from an external source and extrapolated a new mass-drag-gain.
The reason for the message may be a command from external equipment or an
external input from a system engineer.
The method of detection is the receive software received a new command and
ASCII syspar data was read from the hard disc.

Additional Explanatory text

information

Possible Vessel model updated with new data and new mass-drag-gain calculated.
consequences

New rotation center

Description This message is reported if the operator selects an alternative rotation center.
The method of detection is a software check of Surge/Sway offset difference.

Additional • Surge offset from CG (Centre of Gravity).

information
• Sway offset from CG.

Corrective Check the position deviation and ensure that it is set to zero, the moment the new
actions rotation center is entered.

301577/A cPos (OS) Operator Manual A-41

Message explanations

New system mode

Description This message is reported if the system mode changes.

Additional New system mode.

information

No defined protocol in asprotocol

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

No memory for system buffers

Description This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Corrective Should the message occur during normal operation, contact Kongsberg Maritime
actions service.

No minimum demand on force thruster

Description This message is reported if no idle force is detected for the active thrusters due to
a software configuration error or there is another fault with the software setup.
The reason for this fault is a software configuration error.
The method of detection is an internal software check.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible No idle force will be applied to the active thrusters.

consequences

Corrective Change the software configuration.

actions
Should the message occur during normal operation, contact Kongsberg Maritime
service.

No ready rudder or steer thruster

Description This message is reported if the number of ready thrusters, main propellers or
rudders is insufficient.
The reason for the fault may be that the thrusters, propellers or rudders are not
running, a fault in the thruster, main propeller or rudder electronics, a fault in the
digital input interface or a fault in the cabling.
The method of detection is a digital input.

Possible Autopilot mode, Auto Track High Speed mode and Track Line mode cannot be
consequences used.

A-42 Kongsberg Maritime 301577/A

 Message explanations

Corrective Start more thrusters, main propellers or rudders.

actions

No reference system accepted

Description This message is reported if all selected position reference systems are rejected by
the DP system or position reference data is not being received.

Possible The system will use the Vessel Model to estimate the vessel position and velocity.
consequences If the rejected position reference systems have corrupted the DP model, the
vessel may be forced off position quickly. If the DP model is functioning correctly
and the external conditions change, the vessel may drift off position after a few
minutes.

Corrective Enable a new position reference system or recalibrate the reference origin position
actions reference system (disable all reference systems and enable the required
reference-origin system) in order to avoid a "random" selection of new reference-
origin system. Then enable other position reference system as required.

No reference system active

Description This message is reported if no position reference systems are enabled.
The DP system uses the Vessel Model to estimate the vessel's position and
velocities.

Possible If external conditions change, the vessel may drift off position after a few minutes.
consequences

Corrective Enable a position reference system.

actions

Not enough receive buffers

Description This message is caused by an error detected when receiving data from the
position-reference system. No position from the reference system is received
which may be caused by:
Timeout.
No data sent from reference system.
Cable from reference system broken.
Interface - bad connection.
Plug badly inserted.
Broken interface on SBC.

Possible No data received from the reference system. If no other reference system is
consequences selected, you will get position dropout after 30 seconds.

301577/A cPos (OS) Operator Manual A-43

Message explanations

Corrective Enable another position-reference system.

actions
Check if reference system is sending data.
Check cabling from reference system.
Check that the reference system power for interface is OK. No corrective action if
it occurs infrequently.
Check that all plugs are inserted correctly.
Replace SBC and check reference system hardware.

On-board reference voltage error

Description: A failing on-board reference voltage on the PS (Process Station) will lead to this
alarm.

Possible Since this alarm may be caused by a value out of limits for a number of internal
consequences: reference voltages, the functional consequences are unpredictable.

Corrective • Check power supplies connected to the PS (Process Station) rack/cabinet.

actions:
• If OK, try to replace the PS. Note the alarm text, describe the current
operation executed and enclose this data when delivering the PS Kongsberg
Maritime Service.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Origin calibration error

Description This message is reported if the speed variation of data from the position reference
system is too high while the DP system tries to calibrate this reference system. As
long as it is not calibrated, the position reference system will not be accepted by
the DP.
This may be caused by a fault in the position reference system, or its interface
with the DP system.
The method of detection is the speed, continuously derived from the position
reference data.

Additional • Limit (m/s).

information
• Speed variation (m/s).

Possible The DP system will wait until the speed variation is less than the limit.
consequences

Corrective Consider using a different position reference system as the reference origin
actions system.

Overrun error
Description This message may be caused by errors in the position-reference system setup/DP
setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

Possible No data received from the position-reference system. If no other position-

consequences reference system is selected, you will get position dropout after 30 seconds.

A-44 Kongsberg Maritime 301577/A

 Message explanations

Corrective Enable another position-reference system.

actions
Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Parity error
Description This message may be caused by errors in the position-reference system setup/DP
setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

Possible No data received from the position-reference system. If no other position-

consequences reference system is selected, you will get position dropout after 30 seconds.

Corrective Enable another position-reference system.

actions
Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Parity/framing error
Description This message may be caused by errors in the position-reference system setup/DP
setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

Possible No data received from the position-reference system. If no other position-

consequences reference system is selected, you will get position dropout after 30 seconds.

Corrective Enable another position-reference system.

actions
Check the position-reference system and its setup.
Check if the position-reference system is sending data.

Parity/framing/overrun error
Description This message may be caused by errors in the position-reference system setup/DP
setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

Possible No data received from the position-reference system. If no other position-

consequences reference system is selected, you will get position dropout after 30 seconds.

Corrective Enable another position-reference system.

actions
Check the position-reference system and its setup.
Check if the position-reference system is sending data.

301577/A cPos (OS) Operator Manual A-45

Message explanations

Parity/overrun error
Description This message may be caused by errors in the position-reference system setup/DP
setup. The data received does not match the configuration. No position from the
position-reference system is received which may be caused by:
Timeout.
No data sent from the position-reference system.

Possible No data received from the position-reference system. If no other position-

consequences reference system is selected, you will get position dropout after 30 seconds.

Corrective Enable another position-reference system.

actions
Check the position-reference system and its setup.
Check if the position-reference system is sending data.

PCI: Failure in devices on internal PCI bus (see message)

Description: The reason is probably that one of the internal devices on the PS's PCI-bus has
failed (Process Station).

Possible There is currently no simple way of

consequences: finding out if the failing device is currently in use. Therefor the consequences are
unpredictable.

Corrective • Some extra information is found in a system message received

actions: simultaneously as the alarm.("PCI device error. Status=xx Data=xx
Address=xx.").
• Try to replace the PS (Process Station).
• Note the alarm/message texts, describe the current operation executed and
enclose this when delivering the PS to Kongsberg Maritime Service for repair.
• contact Kongsberg Maritime Service if this does not solve the problem.

PCU stopped by watchdog

Description: The PS (Process Station) has been stopped by the software Watchdog because
one or more task have not executed for a long time.

Possible The PS (Process Station) stops.

consequences:

Corrective • Restart the PS (Process Station).

actions:
• If this does not solve the problem, contact Kongsberg Maritime Service.

Position dropout
Description This message is reported if no position reference systems are enabled, or when no
position measurements have been received and accepted by the DP system for a
defined period of time (typically 30 seconds).
The reason for the fault may be that the variance of position measurements is
high, faults in the position reference systems, or faults in the position reference
system interfaces. Alternatively, the reason may be the influence of unknown
external forces acting on the vessel that may cause the Vessel Model to greatly
differ from the position reference measurements and thus cause a prediction
error.

A-46 Kongsberg Maritime 301577/A

 Message explanations

Possible The system uses the Vessel Model to estimate the vessel's position and velocities.
consequences If the external conditions change, the vessel may drift off position after a few
minutes. When the "Position Dropout" message is reported, the setpoint is set
automatically to the current estimated vessel position. If only one of the PSes
(Process Stations) in a dual redundant system reports the position dropout, an
automatic change of master will occur.

Corrective If the vessel drifts off position, select Joystick mode and control the vessel
actions manually.
Check for faults in the enabled position reference systems and the interfaces
between the DP system and the enabled position reference systems.

Position exceeds aft limit

Description This message is reported if the vessel position has exceeded the aft limit.
The method of detection is the calculated distance, derived from vessel position
and position reference system measurements.

Additional • Deviation from the setpoint-circle/base.

information
• Aft limit.

Position exceeds fore limit

Description This message is reported if the vessel position has exceeded the fore limit.
The method of detection is the calculated distance, derived from vessel position
and position reference system measurements.

Additional • Deviation from the setpoint-circle/base.

information
• Fore limit.

Position out of limits

Description This message is reported if the deviation between the wanted position and the
present position exceeds the operator-specified limit.
The reason for the fault may be insufficient thrust to maintain vessel position
against wind/wave forces.

Additional • Position deviation.

information
• Violated limit value.

Possible Depends on the vessel's operation mode.

consequences

Corrective Select a heading which is more favourable in the prevailing environmental

actions conditions.
Check for wrong measurements from the enabled position reference systems.
Enable more thrusters and/or main propellers for DP control.
If the DP system is in Auto Position mode, use system-selected heading to reduce
the power consumption.

301577/A cPos (OS) Operator Manual A-47

Message explanations

Position outside area

Description This message is reported if the vessel is outside the legal defined area.
The reason for the fault may be insufficient thrust to maintain the vessel within
the legal defined area or the position reference system measurements jumping.

Possible Depends on the vessel's operation.

consequences

Corrective Switch to manual control and move the vessel back to a safe position.
actions
Start more thrusters, main propellers and/or generators.

Position presentation invalid

Description This message is reported if the difference between the present position used by
the DP system and the operator specified Local N/E Origin exceeds a limit that
causes the accuracy of the displayed coordinates to be degraded.
The reason for the fault may be that when using Local N/E position presentation
the operator specified offset is too large compared to position of the Reference
Origin.
The method of detection is comparison of the present position with the operator
specified Local N/E position.

Additional Limit
information

Possible Inaccurate position data shown on the display.

consequences

Corrective Change the operator specified local N/E position.

actions
Select another display presentation (other than Local N/E).

Position status error

Description This message is reported if a status in the position data from the HPR system
indicates that the data received is not valid.

Possible Position measurements from the HPR that provides the invalid data will be
consequences rejected.

Corrective No actions necessary if the alarm situation occurs only now and then.
actions
If the alarm is repeated frequently, enable another position reference system.
Check the HPR system that provides the invalid data.

Position status invalid

Description This message is reported if a status in the position data from the HPR system
indicates that the data received is not valid.

Possible Position measurements from the HPR that provides the invalid data will be
consequences rejected.

A-48 Kongsberg Maritime 301577/A

 Message explanations

Corrective No actions necessary if the alarm situation occurs only now and then.
actions
If the alarm is repeated frequently, enable another position reference system.
Check the HPR system that provides the invalid data.

Power 24V failed

Description: The 24V power has failed.

Possible The PS will stop. Depending on your power configuration, some external sensors
consequences: may have stopped.

Corrective • Inspect and possibly replace fuse.

actions:
• If power supply is failed, replace it.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Power failure backup UPS

Description This message is reported if a power failure on the Backup system is detected.
The reason for the fault may be UPS (Uninterruptible Power Supply) failure.
The method of detection is a digital input on the Backup system.

Possible Backup system unusable.

consequences

Corrective Check UPS for the Backup system.

actions
Do not use the Backup system.

Power limits reached on bus [X]

Description This message is reported if the power consumption exceeds the warning limit for
the bus and is based upon analogue generator feedback readings.
The reason for the fault may be that the sum of the generator feedback readings
are close to maximum available power for the bus.
The method of detection is comparison of the measured power consumption
(calculated as a sum of the generator feedback readings) with nominal generator
effect.

Additional • Power used by consumers (other than DP).

information
• Power available on the bus.
• Power used by DP.

Possible A power demand reduction if the power consumption continues to increase which,
consequences in turn, may cause a position dropout.

Corrective If possible, start and connect more generators.

actions
Reorganize the bus-configuration.

301577/A cPos (OS) Operator Manual A-49

Message explanations

Power out of range on bus [X]

Description This message is reported if the thruster power consumption is greater than
maximum available power for the bus.
The reason for the fault may be an erroneous input from the thruster, generator
or bus switches, a fault in the analogue input interface or a fault in the cabling.
The method of detection is an analogue input from either the thruster pitch
measurements or the generator power feedback measurements compared with
programmed maximum/minimum power limits.

Possible Power management system no longer functions correctly.

consequences
Power demand reductions performed/not performed correctly.

Corrective Avoid critical situations where power use is critical until the error is corrected.
actions
Replace the appropriate input interface.
Rescale the thruster pitch and/or generator power feedback signals.

Power out of range on generator [#]

Description This message is reported if the measured generator power is negative or has a too
great value.
The reason for the fault may be the analogue input interface, a fault in the cabling
or the feedback level has been changed such that the DP's internal scaling and
bias factors are no longer correct.
The method of detection is measuring the generator power feedback signal and
comparing it with allowed limits.

Additional • Measured power (in kW).

information
• Maximum limit allowed.
• Minimum limit allowed.

Possible The power management system no longer functions correctly, which may in turn
consequences cause unwanted pitch reductions.

Corrective Check the current shown by the generator ammeter and compare it with the value
actions of the analogue feedback signal from the generator.
Replace the appropriate input interface.
Rescale the generator power feedback signal.

Power SBC Left(A) failed

Description: One of the redundant power supplies to the unit have failed.

Possible If also other power supply fails, the controller will stop. Depending on your power
consequences: configuration, some external sensors may have stopped.

Corrective • Inspect and possibly replace fuse.

actions:
• If power supply is failed, replace it.
• Contact Kongsberg Maritime Service if this does not solve the problem.

A-50 Kongsberg Maritime 301577/A

 Message explanations

Power SBC Right(B) failed

Description: One of the redundant power supplies to the unit have failed.

Possible If also other power supply fails, the controller will stop. Depending on your power
consequences: configuration, some external sensors may have stopped.

Corrective • Inspect and possibly replace fuse.

actions:
• If power supply is failed, replace it.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Power skew load on bus [X]

Description This message is reported if the percentage load on one or more of the generators
connected to the bus differs considerably from the total percentage load on the
power bus, i.e. a skew load is detected.
The reason for the fault may be an error in the analogue input interface or in the
cabling, or that the load percentage on a generator is too high relative to the total
load on the bus.
The method of detection is that the measured load percentage on one or more
generators is considerably different from the load percentage of the total bus.

Additional Load percentage on the bus.

information

Corrective Check the current shown by the generator ammeter and compare it with the value
actions of the analogue feedback signal from the generator.
Replace appropriate input interface.
Adjust the load percentage for the generator.

Power skew load on thruster [#]

Description This message is reported if the percentage load on one or more of the diesels
connected to the thruster differs considerably from the total load for the thruster,
i.e. a skew load is detected.
The reason for the fault may be a fault in the analogue input interface, a fault in
the cabling or the load percentage on the diesel is too high relative to the total
load for the thruster.
The method of detection is that the measured load percentage on one or more
diesels is considerably different from the total load percentage of the thruster.

Additional Load percentage on the thruster.

information

Corrective Check the fuel level of each diesel connected to the thruster.
actions
Replace appropriate input interface.
Adjust the load percentage for the diesel.

301577/A cPos (OS) Operator Manual A-51

Message explanations

PS [#] block input timeout

Description This message is reported if an expected net-block does not arrive within the
timeout limit which indicates a fault in the net communication with the PS (Process
Station). The DP Operator Station receives net telegrams at regular intervals from
the PS.
The reason for the fault may be that the PS has stopped sending net-blocks.
The method of detection is all or part of a net-block not received from a PS.

Additional Timeout limit.

information

Possible Frozen data.

consequences

Corrective Check the PS.

actions

PS [#] input timeout

Description This message is reported if an expected telegram did not arrive within the timeout
limit which indicates a fault in the net communication with the PS (Process
Station). The DP Operator Station receives net telegrams at regular intervals from
the PS.
The reason for the fault may be a problem with the net interface hardware.
The method of detection is nothing received from the PS.

Additional Hex switch setting of the PS with which communication has been lost.
information

Possible Unable to control the thrusters.

consequences

Corrective Check / replace the PS.

actions
Check the cabling and connections.

PS communication input error

Description This message is reported if something is wrong with the net communication with
the PS (Process Station). The DP operator sends/receives net telegrams at regular
intervals to/from the PS.
The method of detection is nothing received from the PS or something went wrong
with sending the telegram to the PS.

Additional Status from RecBlk or SendBlk

information

Possible No communication with the PS

consequences

Corrective Check the PS.

actions
Replace the PS which reported the fault.
Check the cabling and connections.

A-52 Kongsberg Maritime 301577/A

 Message explanations

PS communication input timeout

Description This message is reported if an expected telegram did not arrive within a timeout
limit which indicates a fault in the net communication with PS (Process Station).
The DP Operator Station receives net telegrams at regular intervals from the PS.
The reason for the fault may be a problem with the net interface hardware.
The method of detection is nothing received from the PS.

Additional Timeout limit (seconds).

information

Possible Unable to control the thrusters.

consequences

Corrective Check / replace the PS which reported the fault.

actions
Check the cabling and connections.

RAM Test error (see message)

Description: The reason is probably a failure in one of the RAM (Read And Write memory)
hardware components.

Possible There is currently no way of finding out which part of the code has been modified
consequences: and if this code is currently in use. Therefore, the consequences are unpredictable.
In some cases, the PS (Process Station) stops.

Corrective • The RAM (Read And Write) test is divided into three tests. Therefore, observe
actions: and note the system message received simultaneously as the alarm,
identifying the type of test giving the error, and the address area failing:
CACHE: Error from CACHE test
R/W : Error from RAM read/write/modify
ADR: Error from RAM address line test.
• Replace the PS (Process Station) and return to Kongsberg Maritime Service
including the information described above.
• Contact Kongsberg Maritime Service if this does not solve the problem.

RAM Test error (see message)

Description: The reason is probably a failure in one of the RAM (Read And Write memory)
hardware components.

Possible There is currently no way of finding out which part of the code has been modified
consequences: and if this code is currently in use. Therefore, the consequences are unpredictable.
In some cases, the PS (Process Station) stops.

Corrective • The RAM (Read And Write) test is divided into three tests. Therefore, observe
actions: and note the system message received simultaneously as the alarm,
identifying the type of test giving the error, and the address area failing:
CACHE: Error from CACHE test
R/W : Error from RAM read/write/modify
ADR: Error from RAM address line test.
• Replace the PS (Process Station) and return to Kongsberg Maritime Service
including the information described above.
• Contact Kongsberg Maritime Service if this does not solve the problem.

301577/A cPos (OS) Operator Manual A-53

Message explanations

Reduced thruster alloc capability

Description This message is reported if the vessel cannot unconditionally provide thrust in all
directions with the currently enabled thrusters.
The reason for the fault may be that no transverse thrusters are enabled at the
bow or the aft of the vessel and it is not possible to provide sideways thrust at the
bow or the aft due to rudder limitations or forbidden azimuth zones.
The method of detection is a software check for thrust capability in all axis.

Possible Reduced positioning capability.

consequences
Not able to manoeuvre the vessel in all directions.
Position and/or heading drift which in turn may cause a position and/or heading
alarm to be activated.

Corrective If possible:
actions
Enable more thrusters.
Release all fixed thrusters.
Select an allocation mode without forbidden zones.

Reference high noise

Description This message is reported if the variation of measurements from a position
reference system exceeds the limit.
The reason for the fault may be an error in the position reference system or in the
position reference interface to the DP-system, or environmental disturbances
(air/sea).
The method of detection is the comparison of the continuously calculated variation
of position reference measurements against the standard deviation limit.

Additional • Standard deviation of the measurements from the position reference system.
information
• Limit for acceptable standard deviation.

Possible The DP system performance may be degraded if the position reference system is
consequences used.

Corrective Check the serviceability of the position reference system.

actions

Reference high offset

Description This message is reported if a position reference system has an offset from the
Vessel Model. The system is not rejected. The purpose of the test is to give an
early indication of systematic errors before the position reference system is
rejected by the prediction test.
The reason for the message may be a fault in the position reference system or, if
all position reference systems show the same bias, possibly a Vessel Model failure.
The method of detection is the offset from the Vessel Model being continuously
estimated.
The limit is taken as 70 % of the prediction error limit, which in turn is a function
of the actual measurement accuracy (calculated variance).

A-54 Kongsberg Maritime 301577/A

 Message explanations

Additional • Limit
information
• Value

Possible Unstable positioning.

consequences

Corrective Check the Refsys view to verify which position reference systems are
actions biased/drifting.
Consider disabling one or more of the position reference systems.

Reference high variance

Description This message is reported if the standard deviation of the measurements from a
position reference exceeds the limit.
The reason for the fault may be a fault in the position reference system, a fault in
the position reference interface to the DP-system or environmental disturbances
(air/sea).
The method of detection is the comparison of the continuously calculated standard
deviation of position reference measurements against the standard deviation limit.

Additional • Limit for acceptable standard deviation.

information
• Calculated standard deviation.

Possible The position reference system is rejected.

consequences

Corrective If only intermittent, none.

actions

Reference median deviation

Description This message is reported if the difference between the measurements from a
position reference system and the median of all position reference systems
exceeds the limit. The system is not rejected.
The reason for the fault may be a fault in the position reference system, a fault in
the position reference interface to the DP-system or environmental disturbances
(air/sea).

Additional • Limit for accepted median deviation.

information
• Calculated median deviation.

Possible The Vessel Model follows a faulty position reference system.

consequences

Corrective Check to see if the median test detected the failure (one or more of the other
actions systems may have failed).
Select the Monitor mode or recalibrate (disable and enable) faulty system.

301577/A cPos (OS) Operator Manual A-55

Message explanations

Reference median rejected

Description The difference between the position data from the reference system and the
median of all reference systems exceeds the acceptance limit. The system is
rejected.
This may be due to an error in the reference system or its interface to the DP
system, or due to environmental disturbances (air/sea).

Additional • Limit for accepted median deviation

information
• Actual median deviation

Possible If the system rejected the wrong reference system, the model might follow a
consequences failed reference system.

Corrective Check if the median test detected the correct failure (one or more of the other
actions systems might have failed).
Select the Monitor mode or recalibrate (disable and enable) faulty system.

Reference origin
Description The measurements from this reference system are the first to be accepted by the
DP PS (Process Station). This reference system is from now on used as the origin
of the coordinate system. This system will be the reference origin until ALL
systems are deselected again. However, this system is not being treated as a
more important or better reference system by the DP than the other systems. It
only concerns the coordinate system.

Additional • Vessel position relative to reference system, north coordinate

information
• Vessel position relative to reference system, east coordinate

Reference position frozen

Description Position data from the reference system is frozen (does not change over time).
This is probably due to an error in the reference system or in the interface to the
DP system.

Additional • Time limit for detection

information
• Change detection limit (m)

Possible The reference system is no longer used.

consequences

Corrective Deselect and check the reference system.

actions

Reference prediction error

Description The difference between the position data from the reference system and the
estimated position data from the Kalman filter exceeds the limit. The reference
system is rejected.
This may be due to an error in the reference system or its interface to the DP-
system, or due to environmental disturbances (air/sea).

A-56 Kongsberg Maritime 301577/A

 Message explanations

Additional • Limit for accepted prediction error

information
• Actual prediction error

Possible If the system rejected the wrong reference system, the model might follow a
consequences failed reference system.

Corrective Verify that the test rejected the correct reference system.
actions
Select the Monitor mode or recalibrate (disable and enable) faulty system.

Reference system invalid

Description The position data received from the GPS unit contains some information in
addition to the measured position (such as time, number of satellites and quality
data). In this case, one or more of these additional data qualifiers have values
outside legal limits.
Possible causes are:
QUALITY: Differential telegram not available.
SATELLITES: Too few satellites.
HDOP: Horizontal Dilution Of Precision is too high.
UTC: Universal Time Coordinated frozen.

Possible Depending on the configured filter action, the measurements may be rejected.
consequences

Corrective On the DP, enable another position reference system. External to the DP, check
actions the GPS unit and its configuration, or adjust filter parameters.

Reference system invalid data

Description A status value from the RADius unit indicates that a target is providing unreliable
data.
The reason for the fault may be failure in the RADius equipment, or the target
may be outside the normal operational range.

Additional • Target Identity

information
• Error type
1 - Invalid data
2 - Range only (invalid bearing)
3 to 8 - Reserved

Possible If no other RADius target is available and no other reference system is selected,
consequences you will get position dropout after 30 seconds.

Corrective Check the RADius system for further details. Consider disabling the target.
actions

Reference system invalid pos received

Description This message is reported if a status in the position data from the GPS indicates
that the data received is not valid.
The reason for the fault may be that the GPS fix is not available or invalid, or a
poor satellite configuration.

301577/A cPos (OS) Operator Manual A-57

Message explanations

Possible Position measurements from the reference system that provides the invalid data
consequences will be rejected.

Corrective No actions necessary if the alarm situation occurs only now and then.
actions
If the alarm is repeated frequently, enable another position reference system.
Check the position reference system that provides the invalid data.

Reference system no diff data received

Description The data received from the GPS indicated that there was not differential data. The
GPS does not receive any data or have lost link to the diff stations.
The reason for the fault may be that the differential data from diff station/radio
link is lost or poor satellite configuration.

Additional • GPS Quality

information

Possible Position data will jump. "Prediction error" Warnings will be reported and the
consequences measurements from the position reference system will be rejected.

Corrective Disable the GPS position reference system.

actions
Check if another diff station is available.
Check antennas and radio links.

Reference system no reply

Description A status value from the RADius unit indicates that data is not received from a
particular target.
The reason for the fault may be failure in the target, or the target may be outside
the operational range.

Additional • Target Identity

information

Possible If no other RADius target is available and no other reference system is selected,
consequences you will get position dropout after 30 seconds.

Corrective Check the RADius system for further details. Consider disabling the target.
actions

Reference system out of range

Description This message is reported if the range received from the relative position reference
system is outside limits.

Additional • Limit
information
• Range

Possible Measurements are rejected.

consequences

Corrective Move the vessel inside the range limit.

actions

A-58 Kongsberg Maritime 301577/A

 Message explanations

Reference system UHF link failure

Description Status from the position reference system indicated a failure in DARPS
(Differential Absolute and Relative Positioning Sensor) communication or FSU
(Floating Storage Unit) offset compensation.
This message indicates that contact with the UHF radio unit is lost or that
uncompensated data is received, which again will cause position dropout if no
other position reference systems are enabled.
This error is detected by a status in the data received from the DARPS unit. The
status indicates that no valid position is calculated in the DARPS.
The reason for the error is DARPS communication failure or a Gyro failure on the
FSU.

Additional • Status
information
0 - Communication failure
3 - Gyro compensation failure

Possible If no other position reference systems are enabled, position dropout will occur
consequences after a predefined period of time, usually 20 seconds.

Corrective
actions

Relative reference system not active

Description Tandem Loading mode. Relative reference systems are not selected or active.

Possible Tandem Loading mode will be turned off (revert to Approach/Weather Vane).
consequences

Corrective Enable relative reference system(s).

actions

Reserved power on bus [X]

Description The reserved power function is turned on at the SVC (Kongsberg Vessel Control)
Operator Station. This function reserve power for external equipment on this bus,
leaving less power for position-keeping.

Additional • Reserved power after scaling

information
• Reserved power before scaling

Possible It is easier to get demand-reduction, and possibly drift-off, when power is

consequences reserved for external equipment.

RIO: Current feedback outside tolerance

Description AO: Channel current feedback outside tolerance.

Possible
consequences

Corrective Check loop.

actions

301577/A cPos (OS) Operator Manual A-59

Message explanations

RIO: Ground monitoring error

Description

Possible 1. Too low resistance between Loop Power and ground.

consequences
2. Current leakage between IO signals and ground.

Corrective Measure ground isolation / Check cabling.

actions

RIO: High temperature

Description Errors in Logic, Voltages, A/D-Converters, Multiplexers or RIO Scheduler stop

Possible
consequences

Corrective Check and act according to message (temp./cabling). Otherwise, if (RH) in the
actions message, try Manual Reset, if (RC) in the message, try Reset Card. If this does
not help, replace the card.

RIO: HighSide driver blocked ON

Description DO: HSD stuck on 1, i.e. not turned off.

Possible
consequences

Corrective If (RH) in the alarm, check loop, remove error and reset PDU with Manual Reset.
actions Else, replace card.

RIO: Loop Power error

Description Errors in Logic, Voltages, A/D-Converters, Multiplexers or RIO Scheduler stop

Possible
consequences

Corrective Check and act according to message (temp./cabling). Otherwise, if (RH) in the
actions message, try Manual Reset, if (RC) in the message, try Reset Card. If this does
not help, replace the card.

RIO: On-board reference voltage error (RC)

Description Errors in Logic, Voltages, A/D-Converters, Multiplexers or RIO Scheduler stop

Possible
consequences

Corrective Check and act according to message (temp./cabling). Otherwise, if (RH) in the
actions message, try Manual Reset, if (RC) in the message, try Reset Card. If this does
not help, replace the card.

RIO: On-board reference voltage error (RH)

Description Errors in Logic, Voltages, A/D-Converters, Multiplexers or RIO Scheduler stop

A-60 Kongsberg Maritime 301577/A

 Message explanations

Possible
consequences

Corrective Check and act according to message (temp./cabling). Otherwise, if (RH) in the
actions message, try Manual Reset, if (RC) in the message, try Reset Card. If this does
not help, replace the card.

RIO: Open loop/Cable break

Description A field terminal connection is missing or a field cable is broken (Open loop)

Possible
consequences

Corrective Check loop.

actions

RIO: PDU turned OFF (RH)

Description

Possible
consequences

Corrective If (RH) in the alarm, check loop, remove error and reset PDU with Manual Reset.
actions Else, replace card.

RIO: Probable short-circuit

Description There is a short circuit between two field terminals or cables. Over current
detected.

Possible
consequences

Corrective Check loop. Remove error. If (RH) in the alarm, reset HSD with Manual Reset.
actions

RIO: Probable short-circuit

Description There is a short circuit between two field terminals or cables. Over current
detected.

Possible
consequences

Corrective Check loop. Remove error. If (RH) in the alarm, reset HSD with Manual Reset.
actions

RIO: Scheduler stopped (RC)

Description Errors in Logic, Voltages, A/D-Converters, Multiplexers or RIO Scheduler stop

Possible
consequences

Corrective Check and act according to message (temp./cabling). Otherwise, if (RH) in the
actions message, try Manual Reset, if (RC) in the message, try Reset Card. If this does
not help, replace the card.

301577/A cPos (OS) Operator Manual A-61

Message explanations

RIO: Selftest error (RC)

Description

Possible 1. Error in Flash at start-up/loading

consequences
2. Error in RAM at start-up/loading or at run-time.

Corrective Try Reset Card. If this does not help, replace the card! (IO is disabled until the
actions card is reset!)

RIO: Short-circ./Overcurr.
Description There is a short circuit between two field terminals or cables. Over current
detected.

Possible
consequences

Corrective Check loop. Remove error. If (RH) in the alarm, reset HSD with Manual Reset.
actions

RIO: Short-circ./Overcurr. (RH)

Description There is a short circuit between two field terminals or cables. Over current
detected.

Possible
consequences

Corrective Check loop. Remove error. If (RH) in the alarm, reset HSD with Manual Reset.
actions

RIO: SPBUS Com.link A error

Description Errors in Logic, Voltages, A/D-Converters, Multiplexers or RIO Scheduler stop

Possible
consequences

Corrective Check and act according to message (temp./cabling). Otherwise, if (RH) in the
actions message, try Manual Reset, if (RC) in the message, try Reset Card. If this does
not help, replace the card.

RIO: SPBUS Com.link A/B error

Description Errors in Logic, Voltages, A/D-Converters, Multiplexers or RIO Scheduler stop

Possible
consequences

Corrective Check and act according to message (temp./cabling). Otherwise, if (RH) in the
actions message, try Manual Reset, if (RC) in the message, try Reset Card. If this does
not help, replace the card.

RIO: SPBUS Com.link B error

Description Errors in Logic, Voltages, A/D-Converters, Multiplexers or RIO Scheduler stop

A-62 Kongsberg Maritime 301577/A

 Message explanations

Possible
consequences

Corrective Check and act according to message (temp./cabling). Otherwise, if (RH) in the
actions message, try Manual Reset, if (RC) in the message, try Reset Card. If this does
not help, replace the card.

RIO: Too low feedb. while PDU=1

Description

Possible
consequences

Corrective If (RH) in the alarm, check loop, remove error and reset PDU with Manual Reset.
actions Else, replace card.

RIO: Too slow DI transition

Description DI: Input remained in the transition area too long (>100mS).

Possible
consequences

Corrective If (RH) in the alarm, check loop, remove error and reset PDU with Manual Reset.
actions Else, replace card.

RIO: Voltage feedback outside tolerance

Description AO: Channel voltage feedback outside tolerance.

Possible
consequences

Corrective Check loop.

actions

Rudder [#] not zero

Description The rudder angle reading shows that the rudder is not in the neutral position. This
may be due to the rudder being out of position or the rudder pumps not started.

Additional Rudder limit.

information

Possible Full station-keeping is not guaranteed. A position and/or heading alarm may
consequences occur.

Corrective Check the rudder position and the rudder pumps. Set the rudder in the neutral
actions position.

Save PS error (see message)

Description: This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

301577/A cPos (OS) Operator Manual A-63

Message explanations

Possible The system might not function properly.

consequences:

Corrective • Check configuration.

actions:
• Should this message occur during normal operation, contact Kongsberg
Maritime Service.

SBC Fan stopped

Description: The fan on the PS (Process Station) is not running.

Possible If not corrected, the situation can cause overheating and eventually controller
consequences: failure.

Corrective • Ensure that the fan is properly connected or replace the fan. PS must be
actions: replaced as a unit.
• Contact Kongsberg Maritime Service if this does not solve the problem.

SBC High temperature

Description: The temperature in the Process Station is too high.

Possible The computer will experience reduced life-time and may stop.
consequences:

Corrective • Lower the temperature in the room where controller is located.

actions:
• Contact Kongsberg Maritime Service if this does not solve the problem.

Sensor [#] not ready

Description This message is reported if the sensor is not Ready for DP or an error is detected
by the sensors own BITE (Built In Test Equipment).
The method of detection is by readings of signals from the sensor's "health
circuits".

Corrective Enable another sensor.

actions

Sensor [#] prediction error

Description This message is reported if the difference between the value read from the sensor
and the Vessel Model value exceeds a limit. This message is only given if two
sensors are enabled.
The data from the erroneous sensor is not used by the system.
The reason for the fault may be an error in the sensor. For speed sensors, the
measurements may become unsteady due to environmental conditions, roll and
pitch or air bubbles from cavitating propeller disturbing the Doppler log.

Possible The DP system will automatically use data from the other sensor (if enabled).
consequences

Corrective Check the sensor - DP interface.

actions
Consider to disable the sensor.

A-64 Kongsberg Maritime 301577/A

 Message explanations

Sensor [#] rejected

Description This message is reported if the difference between the value that is read from the
sensor and the median value of all the enabled sensors of this type exceeds a
limit. The data from the sensor is not used by the DP system.
This message can be reported when three or more sensors of this type is enabled.
The reason for the message may be a faulty sensor.

Additional • Channel (e.g. for VRS; Roll Pitch or Heave)

information
• For Gangway: sensor number. Not applicable for other sensors.

Possible The DP system will automatically use data from the other enabled sensors.
consequences

Corrective No actions are necessary if the error message is only reported occasionally. If
actions reported frequently, disable and repair the faulty sensor.

Sensor difference
Description This message is reported if the difference between the values read from two
sensors exceeds a limit. The reason for the message may be an error in one of the
sensors.
This message can only be given if two sensors are enabled.

Additional • Channel
information
• Sensor number 1
• Sensor number 2

Possible The system may use data from the sensor that has an error.
consequences

Corrective No action is necessary if the error message is only reported occasionally. If

actions reported frequently, check which of the sensors that has the error, and if needed,
disable and repair the sensor.

Sensor not enabled

Description This message is reported if no sensor of this type is enabled by the operator.

Possible The sensor value will be set to zero.

consequences

Corrective Enable a sensor.

actions

Sensor prediction error

Description The difference between the value received from the sensor and the value
estimated in the DP PS (Process Station) exceeds limits. This may be due to an
error in the sensor or its interface to the DP PS.

Additional Channel
information

301577/A cPos (OS) Operator Manual A-65

Message explanations

Corrective Check the sensor and its interface to the DP PS.

actions

Speed GPS [#] high noise

Description This message is reported if the variation of speed/rate of turn measurements from
a speed/ROT measurement system exceeds limits.
The measurement system may be GPS or Doppler Log.
The reason for the fault may be an error in the speed/ROT measurement system,
or environmental disturbances (air/sea), pitch/roll or air bubbles if using doppler
log.
The method of detection is by comparison of the continuously calculated variation
of speed/ROT measurements against the standard deviation limit.

Possible The DP system performance may be degraded if the speed/ROT measurement

consequences system is used.

Corrective Check the serviceability of the speed/ROT measurement system.

actions

Speed sensor dropout

Description Speed input to DP is frozen. This may be because there is no speed sensor
selected or ready.

Possible Position dropout if the estimated speed is wrong.

consequences

Corrective Enter the correct alongship speed in the speed sensor dialog. Enable speed
actions sensors if applicable.

Stack overflow (see message)

Description: BITE (Built In Test Equipment) has checked the bottom 1024 bytes of every stack
and detected that one of these data areas has been used or written to.
• It is an indication that somewhere in the software, a task has used more
stack than assumed to be normal,
• or a software failure has caused an uncontrolled memory write, accidentally
being in the stack area.

Possible • If the alarm is caused by an excessive stack usage from a task, and the free
consequences: stack area for the actual task is not near zero (i.e. closer to 1024 than to 0),
it is possible that the system would continue to function without problems,
• but if it is caused by an uncontrolled memory write, the functional
consequences are unpredictable.
• The PS (Process Station) may stop.

Corrective • As indicated in the alarm-text, some extra information is found in a system

actions: message received simultaneously as the alarm, containing size of the
remaining stack, and indication of which task is the stack owner. Note error
data and operational information.
• Contact Kongsberg Maritime Service.

A-66 Kongsberg Maritime 301577/A

 Message explanations

Switch to autotrack minimum power

Description This message is reported if minimum power heading is selected in Auto Track
mode.

Possible The DP system will determine the optimum vessel heading.

consequences

System file decode error

Description There was a file decode error when decoding the ASCII (American Standard Code
for Information Interchange) system parameter files or the ASCII files do not
exist.

Additional Explanatory text

information

Possible The system parameters were not read properly. The system may become unstable
consequences and the PS (Process Station) may stop.

Corrective Switch from DP to Manual control. Try to reset the PS. Contact Kongsberg
actions Maritime Service.

System file decode OK

Description Decoding the ASCII (American Standard Code for Information Interchange)
system parameter files was successful. The system parameters were read
properly.

System file flash copy error

Description Copying of ASCII (American Standard Code for Information Interchange) system
parameters files to flash prom failed.

Possible The PS (Process Station) will not function normally after a reboot.
consequences

Corrective Retry flash operation.

actions
Replace PS.

System file flash copy OK

Description ASCII (American Standard Code for Information Interchange) system parameter
files copied successfully to flash prom.

System file parameter inconsistency

Description There was an inconsistency in the data when decoding the ASCII (American
Standard Code for Information Interchange) system parameter files.

301577/A cPos (OS) Operator Manual A-67

Message explanations

Additional Explanatory text

information

Possible The system parameter files have not been configured correctly and the system
consequences may become unstable.

Corrective Contact Kongsberg Maritime Service.

actions

System file read error

Description There was an error when trying to open an ASCII (American Standard Code for
Information Interchange) system parameter file for reading. This may be because
the file does not exist in the expected directory or the file properties do not allow
the file to be read.

Additional Explanatory text

information

Possible The system parameters are not read properly. The system may become unstable
consequences and the PS (Process Station) may stop.

Corrective Try to reset the PS. Contact Kongsberg Maritime Service.

actions

System file write error

Description There was an error when trying to open an ASCII (American Standard Code for
Information Interchange) file for writing. Either the file does not exist in the
expected directory, or the file properties do not allow writing to the file.

Additional Explanatory text

information

Possible The system parameters are not written correctly.

consequences

System file write error wrong No of bytes

Description There was an error when writing ASCII (American Standard Code for Information
Interchange) system parameters to disk. The number of bytes written was not as
expected.

Additional Explanatory text

information

Possible The system parameters were not written properly. There may be a problem next
consequences time the file is to be read.

System file write OK

Description The ASCII (American Standard Code for Information Interchange) system
parameters were written correctly to disk.

A-68 Kongsberg Maritime 301577/A

 Message explanations

System selected heading not possible

Description This message indicates that it is not possible to calculate a system selected
heading. The measured wind and/or calculated current are too low. If the system
selected heading function was on, it is now turned off automatically.

Possible The system selected heading function can not be used at this time.
consequences

SysTick Timer/Interrupt error

Description: The reason is probably a failure in the Sys-Tick timer.
Probability of getting the system alarm reported, is very low, since the whole is
executed based on this timer.

Possible Most likely the system has stopped completely if the timer is malfunctioning, so a
consequences: report of this error may also be based on an erroneous detection.

Corrective • Replace the PS (Process Station).

actions:
• Note the alarm text.
• Describe the current operation executed.
• Return the PS with the information enclosed, to Kongsberg Maritime Service.
• Contact Kongsberg Maritime Service if this does not solve the problem.

SysTick Timer/Interrupt error

Description: The reason is probably a failure in the Sys-Tick timer. But the probability of
getting this system alarm reported, is very low, since the whole program system is
executed based on this timer.

Possible Most likely the system has stopped completely if this timer is malfunctioning, so a
consequences: report of this error may also be based on an erroneous detection.

Corrective • Replace the PS (Process Station). Note the alarm text, describe the current
actions: operation executed and enclose this data when delivering the PS to
Kongsberg Maritime Service for repair.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Telegram checksum error

Description This message is reported if there is a checksum error in a telegram received from
a position-reference system/sensor.

Possible The data in this telegram is not used by the DP system.

consequences

Corrective Check if there is electrical noise.

actions
Check the serial input interface.

301577/A cPos (OS) Operator Manual A-69

Message explanations

Telegram timeout
Description This message is reported if an expected telegram did not arrive within the timeout
limit which indicates a fault in the net communication with the position-reference
system/sensor. The reason for the fault may be a problem with the net interface
hardware, for example:
Cable from reference system broken.
Interface - bad connection.
Plug badly inserted.
Broken interface on SBC.
The method of detection is nothing received from the reference system/sensor.

Possible The data from the reference system/sensor is lost. The consequences depend
consequences upon the type of operation.
If the fault relates to a position-reference system, and no other reference system
is enabled, you will get position drop-out after 30 seconds.

Corrective If required, enable another reference system/sensor.

actions
Check the reference system/sensor.
Check the cabling and connections.
Replace SBC and check reference system hardware.

Thruster/rudder [#] input error

Description This message is reported if the measured feedback is too high or too low.
The method of detection is that the measured feedback has a value greater than
maximum or less than minimum allowed value. - Feedback short circuit or open
loop.
The reason for this fault may be failure in the output interface, thruster control
equipment or input interface.

Additional • Azimuth, Force, Pitch, Power or RPM

information
• Measured feedback
• Expected (estimated) feedback

Possible If the feedback loop is faulty the performance will be nearly unaffected. If the
consequences control loop is faulty unexpected movements may be the result. The system will
use estimated feedback instead of measured feedback.

Corrective If control seems to be degraded the thruster should be switched off. Check the
actions input/output interface. Compare measurements on the DP Operator Station
display with indicators on the bridge console. Replace input interface if there is
considerable deviation. If not, replace appropriate output interface.

Thruster/rudder [#] not ready

Description This thruster, propeller or rudder is not ready (even though it may recently have
been ready).
The reason for this fault may be that the ready state from thruster, propeller or
rudder system is not active. It can also be an error in thruster, propeller or rudder
electronics, digital input interface, or cabling.

A-70 Kongsberg Maritime 301577/A

 Message explanations

Possible Full station-keeping is not guaranteed. Position/heading alarm may come.

consequences

Corrective (Re)start thruster, propeller or rudder if possible and wanted. If the remaining
actions thrust is sufficient the DP is fully operational. Check ready state from thruster,
propeller or rudder system.

Thruster/rudder [#] prediction error

Description This message is reported if the Azimuth/Force/Pitch/Power/RPM setpoint and
feedback of this thruster do not agree.
The method of detection is comparison between expected and measured feedback.
The reason for the fault may be failure in output interface, thruster control
equipment or input interface.

Additional • Azimuth, Force, Pitch, Power or RPM

information
• Measured feedback
• Expected (estimated) feedback

Possible If the feedback loop is faulty the performance will be nearly unaffected. If the
consequences control loop is faulty unexpected movements may be the result. The system may
use estimated feedback instead of measured feedback depending on configuration.

Corrective If control seems to be degraded the thruster should be switched off.

actions
Check the input/output interface. Compare measurements on display with
indicators on bridge console. Replace input interface if there is considerable
deviation. If not, replace appropriate output interface.

Thruster/rudder [#] ready

Description This message is reported if the thruster has become ready for use on DP/TC
(Thruster Control). This means that the thruster can now be controlled by DP/TC.
The reason for this is that the thruster was started from the TC Operator Station,
or the command for the thruster was transferred to DP/TC.

Thruster/rudder [#] RPM feedb failure

Description This message is reported if there is a feedback failure for this thruster.

Possible Thruster malfunction.

consequences

Corrective Check the SVC (Kongsberg Vessel Control) Operator Station for details.
actions

Thruster/rudder [#] triangle pot error

Description This message is reported because the input from the triangular "sine-cosine" pot.
meter indicates an error.
The reason for this is failure in the thruster feedback equipment or the input
interface.

301577/A cPos (OS) Operator Manual A-71

Message explanations

Possible If the feedback loop is faulty the performance will be nearly unaffected. If the
consequences control loop is faulty unexpected movements may be the result. The system may
use estimated feedback instead of measured feedback depending on configuration.

Corrective If control seems to be degraded the thruster should be switched off. Check the
actions input interface and the thruster feedback equipment.

Thruster/rudder in azimuth limits

Description This message is reported if the azimuth or rudder angle is limited in Autopilot and
other high speed modes.
The method of detection is comparing the setpoint with the operator-specified Max
Turn-angle for Steering Rudders/Azimuth Thrusters.
The reason for this fault may be that a low Surge demand results in a low
available moment.

Additional Steering group name, (if two or more steering groups exist).
information

Possible Degraded performance.

consequences

Corrective Increase the Surge demand. Check the actual heading and heading setpoint, and
actions check the operator-specified Max Turn-angle for Steering Rudders/Azimuth
Thrusters.
Use another operational mode e.g. Joystick - Increase Surge demand or increase
the Max Turn-angle for Steering Rudders/Azimuth Thrusters.

Thrusters not ready

Description No thrusters/propellers ready for DP.
The reason for this fault may be that no thrusters or propellers are running. If the
vessel has a switch or button to select between manual and DP thruster control,
this switch/button may be set to manual. The ready state from thruster or
propeller system is not active. There may be errors in thruster or propeller
electronic, digital input interface or cabling.
The method of detection is digital input (stand-alone systems).

Possible Cannot perform any DP function.

consequences

Corrective Check the position of the manual/DP switch/button.

actions
Try to start thrusters or propellers. Check ready state from thruster, propeller or
rudder system.
If required, for stand-alone systems, have the digital interface card replaced.

Timeout. No reply from card

Description No communication with the card.

Possible 1. The card is removed.

consequences
2. The bus/cable between SBC and the card is broken or pulled out.
3. The card has lost its power
4. Some fault in the cards SW has made it stop.

A-72 Kongsberg Maritime 301577/A

 Message explanations

Corrective Replace card / Check cabling

actions

Too many messages

Description This message is reported if the number of active and unacknowledged messages
exceeds 100.
The reason for this may be that there are too many error conditions detected or
the messages have not been acknowledged.

Possible New messages are ignored!

consequences

Corrective Correct cause for alarms.

actions
Acknowledge messages.

Too many tasks registered

Description: Only a finite number of tasks can be supervised by the software Watchdog. Too
many tasks have been registered.

Possible A task that is supposed to be supervised by the software Watchdog, is not

consequences: supervised. If this is a vital task, the PS (Process Station) may not stop (go to
failsafe) if e.g. an exception occurs in the task.

Corrective Contact Kongsberg Maritime Service.

actions:

Track crab angle out of limits

Description This message is reported if the track heading-setpoint is outside the maximum
allowed limit. (The setpoint is relative to the leg-angle).
The reason for this fault may be that weather conditions are too hard to keep the
cross-track-error at a minimum, or the vessel entered Auto Track mode with
heading at a large angle relative to the track.
The method of detection is a software check.

Additional • The heading setpoint-angle

information
• The maximum allowed setpoint-angle

Possible Drift-off.
consequences

Corrective Abort track.

actions
Enable thrusters in bow, (speed dependant).
Turn off crab-angle limitation.

Track mode switch to high speed

Description This message is reported if track mode is switched to high speed.
The reason for this is that the vessel speed is above limit.

301577/A cPos (OS) Operator Manual A-73

Message explanations

Track mode switch to low speed

Description This message is reported if track mode is switched to low speed.
The reason for this is that the vessel speed is below limit.

Track wheelover point approach

Description This message is reported if the vessel is close to wheel-over point (WOP) /
heading change.
The reason for this is that the time left is lower than the warning limit entered by
the operator.
The method of detection is a software check.

Additional • Waypoint number

information
• Depending on the Heading Setpoint Selection, the selected Tracking Mode and
Waypoint Speed Strategy;
If the selected Waypoint Speed Strategy is Constant Speed;
--------------
If operator-selected heading setpoint:
- The number of minutes to "passing constant".
If the Heading Setpoint Selection is Towards Waypoint:
- The number of minutes to "wheel over".
If the Heading Setpoint Selection is Waypoint Table:
- The number of minutes to "passing constant".
In Auto Track High Speed:
- The number of minutes to "wheel over".
In Auto Track High Speed with Turn 180 degrees selected as Reverse Action:
- The number of minutes to next mode.
If the selected Waypoint Speed Strategy is Slow down at Waypoint:
- Number of minutes to Waypoint reached Limit

Transmission timeout
Description This message is reported if an expected telegram did not arrive within the timeout
limit which indicates a fault in the net communication with the position-reference
system/sensor. The reason for the fault may be a problem with the net interface
hardware, for example:
Cable from reference system broken.
Interface - bad connection.
Plug badly inserted.
Broken interface on SBC.
The method of detection is that no data is received from the reference
system/sensor.

A-74 Kongsberg Maritime 301577/A

 Message explanations

Possible The data from the reference system/sensor is lost. The consequences depend
consequences upon the type of operation.
If the fault relates to a position-reference system, and no other reference system
is enabled, you will get position drop-out after 30 seconds.

Corrective If required, enable another reference system/sensor.

actions
Check the reference system/sensor.
Check the cabling and connections.
Replace SBC and check reference system hardware.

Unconnected IO blocks
Description: IO configuration error.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible System may not work properly.

consequences:

Corrective Should this message occur during normal operation, contact Kongsberg Maritime
actions: Service.

Unconnected IO modules
Description: IO configuration error.
This message shall not occur during normal operation, but is intended to be an aid
for the software engineer during configuration/commissioning.

Possible System may not work properly.

consequences:

Corrective Should this message occur during normal operation, contact Kongsberg Maritime
actions: Service.

Unknown error (see message)

Description: The reason is probably that the release you are using are missing the proper error
handling for a BITE-related Built In Test Equipment) error for a specific target.

Possible Due to the missing handling of this error, there is no simple way of finding out the
consequences: consequences.

Corrective Some extra information is found in a system message received simultaneously as

actions: the alarm : "Unknown error. Testno=xx Address=xx ErrorData=xx". Note the
alarm/message texts, describe the current operation executed and contact
Kongsberg Maritime Service.

Unknown SID alarm variant

Description: This message shall not occur during normal operation.
(Internal error.)

Possible System may not work properly.

consequences:

Corrective Should this message occur, contact Kongsberg Maritime Service.

actions:

301577/A cPos (OS) Operator Manual A-75

Message explanations

UPS earth failure

Description This is a digital input indicating a UPS (Uninterruptible Power Supply) warning. It
may be an earth failure detected by the UPS.

Corrective Check UPS.

actions

UPS failure
Description This is a digital input indicating a UPS (Uninterruptible Power Supply) failure.
The reason for this fault may be power input to UPS missing, UPS breakdown or
internal UPS error.

Possible Generally the consequences are serious.

consequences

Corrective Check UPS.

actions
The vessel should not be on DP.

UTM zone offset

Description This message is reported if the difference between the system UTM (Universal
Transversal Mercator) zone and the actual position exceeds a limit where accuracy
of displayed coordinates will be degraded. Also the difference between the true
heading and grid heading will be large.
The reason for this fault is that the manually selected UTM-zone is wrong or
position has changed significantly since the start of DP mode.
The method of detection is that the Actual Position is compared to zone.

Additional • System UTM zone

information
• Actual deviation from center of UTM zone in degrees

Possible Inaccurate position data in display.

consequences

Corrective Change UTM-zone for display.

actions

Watchdog limit exceeded

Description: A task has not been able to execute for a long time and the PS is close to be
stopped by the software Watchdog.

Possible Scheduled functions are not executed. The consequences depends on the
consequences: importance of the functions executed in the task.
The PS may be stopped by the software Watchdog.

A-76 Kongsberg Maritime 301577/A

 Message explanations

Corrective A dump is the best way to identify the reason for the error if a PS stops:
actions: • A memory dump starts, if auto-dump is configured.
• If the PS is not configured to start auto-dump automatically, start the dump
manually:
• Write the command sbcDump "-d" from the telnet/Hyperterminal.
• Restart the PS when the dump is complete (after max. 10 minutes).
• Send the dump to Kongsberg Maritime Service with information about which
release the installation is running. A description of what operations were
executed in the time around when the PS stopped, must also follow the
dump.
• If something is not clear, contact Kongsberg Maritime Service.
If the PS does not stop, inform Kongsberg Maritime Service about the incident.

Watchdog: Timer/Interrupt error

Description: The failure is probably a failure in the Watchdog timer, used for watching the task
execution performance.

Possible If the Watchdog timer does not work, task execution is not supervised. Normally
consequences: this is not critical, but if a task for some reason gets in a "hung-up" situation, a
failsafe operation to stop the PS (Process Station), is not executed.
Problem with Watchdog timers might also cause unintentional PS stops.

Corrective • Replace the PS (Process Station).

actions:
• Note the alarm text.
• Describe the current operation executed.
• Return the PS with the information enclosed, to Kongsberg Maritime Service.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Watchdog: Timer/Interrupt error

Description: The reason is probably a failure in the WatchDog timer, used for watching the task
execution performance.

Possible If the watchdog timer does not work, task execution is not supervised. Normally
consequences: this is not critical, but if a task for some reason gets in a "hang-up" situation, a
failsafe operation, to stop the PS (Process Station), is not executed. Problem with
watchdog timers might also cause unintentional PS stops.

Corrective • Replace the PS (Process Station). Note the alarm text, describe the current
actions: operation executed and enclose this data when delivering the PS to
Kongsberg Maritime Service for repair.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Wind [#] sensor rejected

Description The difference between the value received from the sensor and previous values
received exceeds fatal limit and the sensor is rejected.
The reason for this fault may be an error in the sensor, or its interface to the PS
(Process Station).

Additional • Failed measurement (Speed or Direction)

information
• Measured value (m/s or degrees)
• Filtered value (m/s or degrees)

301577/A cPos (OS) Operator Manual A-77

Message explanations

Possible Wind data are frozen if only one wind sensor is enabled. DP will loose dynamic
consequences update of wind data.

Corrective Disable failed sensor.

actions
Check failed sensor and its interface to the PS.

Wind sensor height inconsistency

Description Wind sensor height above sea level is not valid. Used draught may be incorrect.
No height compensation on wind speed is performed on this sensor.
The method of detection is a check on draught settings, and wind sensor height.
The reason for this fault may be that the draught measurement (or input) is
wrong. It can also be that the wind sensor height is not configured right.

Additional Sensor number (1, 2, 3, ..)

information

Possible Wind compensation may be inaccurate.

consequences

Corrective Investigate draught and wind sensor. Correct draught. If wind sensor is in use
actions change to a different sensor.

xtratimer/Interrupt error
Description: The reason is probably a failure in the extra timer, but this timer is currently not
in use, so it should not be possible to get this alarm.

Possible Since the timer is not in use, no immediate consequences are to be expected, but
consequences: the error may be an indication that HW components are unreliable and that other
failures may follow.

Corrective • If possible, try to change the PS (Process Station), and describe the failure,
actions: the current operation executed and what processor is failing (given in
parenthesis before the alarm-text), when returning the PS to Kongsberg
Maritime Service.
• Contact Kongsberg Maritime Service if this does not solve the problem.

Zero pointer usage (see message)

Description: BITE (Built In Test Equipment) has discovered that in some part of the SW, a
zero-pointer has been utilized to execute a memory write instruction in the
address area below 0x500 (normally an overwriting from address 0x0 and
upwards).

Possible This is a serious system-error, since the lower address-area is normally used for
consequences: system-purposes, and must not be used by application. The reason for this type of
error is probably an improper or missing zero-pointer test in some of the software.
The system information in the lower address-area is normally self-reinitialized, but
the functional consequences of a zero pointer usage are unpredictable.
The PS (Process Station) will probably stop.

A-78 Kongsberg Maritime 301577/A

 Message explanations

Corrective • As indicated in the alarm-text, some extra information about the overwriting
actions: is found in a system message received simultaneously as the alarm. Write
down the event-text, describe the current operation executed and what
processor is failing (given in parenthesis before the alarm-text), and report
this to Kongsberg Maritime Service.
• It is also possible that this type of error is caused by a HW component error.
If possible, try to change with another PS (Process Station). If the error
moves with the PS (Process Station), the failing PS should be returned to
Kongsberg Maritime Service.
• Contact Kongsberg Maritime Service if this does not solve the problem.

[XXX] interrupt disabled

Description This message is reported if an automatic disable of interrupt has been performed
when reading serial line data from, for example, a position-reference system.
An automatic disable of interrupt is performed to prevent the Controller computer
system from stopping in the event of high traffic caused by an excessively high
number of interrupts.

Additional The relevant driver tag.

information

Possible All data from the position-reference system/sensor is lost.

consequences

Corrective Follow the procedure in the operator manual to reset the serial line.
actions

301577/A cPos (OS) Operator Manual A-79