Professional Documents
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OM Radarpilot, Chartpilot Ver.5.0.x
OM Radarpilot, Chartpilot Ver.5.0.x
RADARPILOT 1100
CHARTRADAR 1100
Software Version 5.0.x
Radar Functions
Aids for Collision Avoidance
VDR Operation
Alarms
Care and Maintenance
Service
Customer Support Center
Phone: + 49 (0) 18 03 00 85 53
Fax: + 49 (0) 18 03 00 85 54
E-mail: shipservice@sam-electronics.de
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RADARPILOT / CHARTRADAR
Operating Instructions General Safety Precautions
The radar can perform its safety function if, and only if, the transmission power and the receiver sensitivity
are adequate. Therefore, these characteristics must be checked regularly (by means of the performance
monitor – see Section 26).
Connected position receivers must fulfil the standard IEC 61162-1 1).
ARPA target data are directly dependent upon the accuracy and proper functioning of the selected speed
sensor and the gyro compass.
Persons must definitely avoid being present in the radiation danger zone
of the rotating antenna.
In the case of work being done on the antenna unit, the antenna switch
situated there must be set to 0 and the transceiver must be discon-
nected from the ship's mains.
☞ There is no international agreement about the danger posed by high frequency radiation of the kind
produced by the radar systems. In most countries, a radiation density exceeding 100 W/m2 is consid-
ered to be dangerous; in some countries, values over 10 W/m2 are regarded as not being completely
safe.
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RADARPILOT / CHARTRADAR
Operating Instructions
The different electronic units and gearboxes may be opened only by qualified,
trained persons.
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RADARPILOT / CHARTRADAR
Operating Instructions List of Contents
List of Contents
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1 Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.1 Current IHO standards / Regulatory Approvals . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.2 RADARPILOT 1100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
1.3 CHARTRADAR 1100 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.4 The Equipment Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
1.5 The Consistent Common Reference System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.6 Scope of Applicability of these Operating Instructions . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
1.7 System Structure and Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17
Radar Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 39
3 PPI Settings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
3.1 Screen Stabilisation: True Motion, Relative Motion . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
3.2 PPI Orientation: Head-Up, North-Up, Course-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
3.3 Centering / Off-Centering of the Display . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
3.4 Range Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 44
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RADARPILOT / CHARTRADAR
List of Contents Operating Instructions
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RADARPILOT / CHARTRADAR
Operating Instructions List of Contents
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RADARPILOT / CHARTRADAR
List of Contents Operating Instructions
NAVTEX . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 174
Alarms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 177
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RADARPILOT / CHARTRADAR
Operating Instructions List of Contents
Notes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 223
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RADARPILOT / CHARTRADAR
List of Contents Operating Instructions
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RADARPILOT / CHARTRADAR
Operating Instructions
General
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RADARPILOT / CHARTRADAR
Operating Instructions
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RADARPILOT / CHARTRADAR 1 Overview
Operating Instructions 1.1 Current IHO standards / Regulatory Approvals
1 Overview
For an up-to-date overview regarding the IHO standards which are currently in effect for ECDIS, ECDIS
application software versions, compliance status and regulatory approvals for CHARTPILOT and its
surrounding equipment, please contact SAM Electronics´ website:
http://www.sam-electronics.de/dateien/navigation/multipil.html
1)
And is also approved as such (together with a CHARTPILOT 1100). The operating procedures of the MULTIPILOT are described in sepa-
rate Operating Instructions.
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1 Overview RADARPILOT / CHARTRADAR
1.2 RADARPILOT 1100 Operating Instructions
According to the international convention for the Safety of Life at Sea (SOLAS) chapter V radar equip-
ment is classified into three categories depending of the size of the ship. The RADARPILOT 1100 series
is approved for the highest two categories CAT 1 and CAT 2. The table below provides a summary of
capabilities and differences for both categories as implemented in this radar series.
Category of ship/craft
CAT 2 1) CAT 1 2)
500 gt to <10000gt
Size of ship/craft and All ships/craft ≥10000 gt
HSC < 10000 gt
Minimum operational display area diameter 250 mm 320 mm
Minimum display area 270 mm x 270 mm 340 mm x 340 mm
Usually used monitor 19’’ TFT 23’’ TFT
Auto acquisition of targets Yes Yes
ARPA target capacity 40 40
Activated AIS target capacity 40 40
Sleeping AIS target capacity 400 400
Trial manoeuvre Yes Yes
1)
Earlier classified as 16" radar
2)
Earlier classified as 12" radar
In a RADARPILOT system, the following components can be combined with each other in any desired
manner:
- X-Band or S-Band transceiver and antenna,
- ARPA (radar with Automatic Radar Plotting Aid) display electronics unit,
- Category 1 or Category 2 radar indicators,
- Radar indicators as console versions or desk-top versions.
The scope ranges from single systems to multiple systems consisting of up to five transceivers and five
indicators.
Not only the system configuration but also the manner of use is extremely flexible: with just a few oper-
ating steps, each radar indicator can be switched to act as the master indicator of any desired transceiver
or as a slave for any transceiver that is operating (interswitch function).
☞ On the master indicator, all functions of the radar can be operated, i.e. both on the transmitter side
and on the receiver side. On the slave indicator, most functions on the reception side can be set
independently of the master.
All radar sets are suitable for high speed craft (HSC's) too (if the antenna gearboxes are chosen appro-
priately), and on ships with normal speed they can be operated at twice the antenna rotation rate if this
is required by the situation.
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RADARPILOT / CHARTRADAR 1 Overview
Operating Instructions 1.3 CHARTRADAR 1100
The CHARTRADAR consists of the same components as those of the RADARPILOT, and also has all
the characteristics of the RADARPILOT. In addition, it offers the possibility that the vector charts which
exist in the CHARTPILOT can be displayed on the radar. 1)
The display of raster charts of any kind is not possible on the CHARTRADAR.
The CHARTRADAR function is to be understood as an Add-On to the radar, it does not affect or limit the
radar function in any way.
The electronic charts are vector charts which are provided by a connected CHARTPILOT 1100 via a
Local Area Network (LAN) connection.
A CHARTPILOT is therefore necessary for operation of the CHARTRADARs, but is also used together
with RADARPILOTs. CHARTPILOT and CHARTRADAR or RADARPILOT exchange a large quantity of
data with each other, especially relating to the navigation sensors, the tracks, and the alarms that are
generated by the ECDIS which is contained in the CHARTPILOT.
The radar systems (RADARPILOT and CHARTRADAR) consist of two segments which are connected to
one another via bus systems (CAN Bus) and TVA 2) signals. These segments are the radar indicator and
the transceiver/antenna.
The radar indicator 3) is the central operating and display unit. It consists of
- the monitor, with a high-resolution TFT colour screen,
- the trackball, with which all operating inputs can be made,
- the optional radar keyboard, with which operating steps that are frequently used can be carried out
particularly conveniently by means of function keys and rotary knobs,
- the display electronics unit, the heart of which consists of a high-performance computer which also
performs the communication with the display electronics units of the other radar sets installed. In
addition, the interface adaptation for navigation sensors having NMEA interfaces takes place here.
- the diskette drive, contained in the display electronics unit, which permits very easy servicing and
makes it possible to save data and to exchange data with radar systems installed on other ships,
- On the interconnection box, all ship's cables leading to the indicator are connected. If necessary,
special Interface electronics is also accommodated here.
The parts of the radar indicator are usually integrated within a console. However, they can also be
assembled as a desk-top version without integrating the display electronics and the interconnection box.
The display electronics unit is then installed together with the interconnection box to form a single unit.
1) For activation of the CHARTRADAR function on an existing RADARPILOT, a licence code is required.
2)
The TVA signals entered there are the combined reception signals of the radar transceivers. In the indicators, these signals are used to
generate the radar video signal, as well as the trigger signals and antenna signals (TVA = Trigger, Video, Azimuth).
3)
In the appropriate display modes, this indicator has the function of a radar indicator. Where "radar indicator" is mentioned in the documen-
tation, the indicator of the MULTIPILOT too is meant.
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1 Overview RADARPILOT / CHARTRADAR
1.4 The Equipment Components Operating Instructions
In addition,
- slave monitors can be installed, which repeat the display shown by the indicator to which they are
connected.
- slave keyboards or slave trackballs can be installed. Each slave keyboard or slave trackball is
assigned to a slave monitor. For each slave keyboard/trackball, there is a Remote Keyboard Elec-
tronics (RKE) which, by means of a single operating step, makes it possible to assign the operating
functions to a slave keyboard (trackball) / slave monitor pair.
- a video buffer is used, if there is more than one slave monitor connected to an indicator.
The RF components are
- the transceiver (electronics unit), which contains the X-Band transceiver or the S-Band transceiver
(transceiver version B = bulkhead), and
- the antenna (unit), consisting of
- the antenna gearbox (X-Band or S-Band) and
- the scanner (5 ft X-Band or 8 ft X-Band scanner or 14 ft S-Band scanner).
The transceiver can also be accommodated in the antenna gearbox, so that there is no need for a
separate transceiver electronics unit (transceiver version A = antenna/mast ahead).
In addition, a unit called
- the Interswitch may be present. When there are more than two radar indicators or more than two
transceivers installed, the switch-over between the indicators and transceivers is performed by the
Interswitch.
Examples of various equipment configurations are given in the following illustrations. See Figure on page
18.
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RADARPILOT / CHARTRADAR 1 Overview
Operating Instructions 1.5 The Consistent Common Reference System
The radar system with its sensors and connected equipment is implemented in form of a Consistent
Common Reference System (CCRS). Thereby it is possible to have a central function for acquisition,
processing, storage and distribution of data and information, providing identical and obligatory reference
to subsystems within the integrated system. The CCRS is the means to ensure that all parts of the
system use the same source and values for a specific type of system data, for example own ship position,
speed, heading, time, etc. The CCRS allows to define the Consistent Common Reference Point
(CCRP), a reference location in a ship to which all measurements such as own ship position, target range
and bearing, rel. course and speed etc. are referenced. Typically this is the conning position on the
bridge, but may also be the origin of the reference axes of the ship or the radar antenna. The details of
the CCRS and CCRP implementation are documented in the respective chapters of this manual.
target video
Cursor
antenna
sweep (bow) Heading line
EBL
VRM
REF = CON
AIS target
target video
Cursor COG / SOG
Heading line
antenna sweep
(bow antenna)
EBL
REF = RADAR
VRM
AIS target
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1 Overview RADARPILOT / CHARTRADAR
1.6 Scope of Applicability of these Operating Instructions Operating Instructions
These operating instructions cover all of the above-mentioned variants of the equipment items mentioned.
They refer to systems which are approved under the software version stated on the title page. 1)
The Operating Instructions describe all functions that can be implemented on the RADARPILOT and
CHARTRADAR in the case of the maximum version of the system (without a TRACKPILOT) and the
presence of the sensors that can be connected. In the case of a reduced system configuration and absent
sensors, the functions concerned are not available. The system can also be used without a radar
keyboard, so that only operation by means of the trackball is possible but not the keyboard-based oper-
ating procedure described.
☞ Unless the RADARPILOT or CHARTRADAR is mentioned specifically, all statements made in these
Operating Instructions apply to these types of equipment.
With regard to the VDR DEBEG 4300, only the operating actions that can be performed at the radar indi-
cator are described. The functions of the VDR and further operating possibilities are described in the
Operating Instructions of the VDR.
1) On page 212, there is a description of how the software version of the radar system can be displayed.
2) This indicator may be installed in a distance to the navigation bridge (i.e. at the chart table, in a control room etc.).
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RADARPILOT / CHARTRADAR 1 Overview
Operating Instructions 1.7 System Structure and Installation
On the following pages drawings of typical radar system installations are shown. The system internal
wiring (interconnection) of the CAN-bus, Ethernet LAN and radar signals (TVA) is shown on a basic level.
For details on a more technical level, refer to the Technical Manuals ED3052G442 and ED3051G542.
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1 Overview RADARPILOT / CHARTRADAR
1.7 System Structure and Installation Operating Instructions
CAT 2
TVA CAN Bus radar indicator
Desk-top version
Display
Navigation electronics unit
sensors
AIS Interconnection box
Transceiver
electronics unit
CAN Bus
CAT 1 CAT 1
radar indicator radar indicator
Display Display
Navigation electronics unit electronics unit
sensors X-Band TVA Redundant /
TVA Interconnection box TVA additional
Alarm system Interconnection box navigation sensors
S-Band TVA
AIS AIS
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.1 Switching the Radar System On and Off
Switching the radar system ON is done by means of the ON/OFF switch or POWER
keys situated on one of the monitors of the radar indicators. When this is done, all radar
indicators and transceivers are switched on. 1)
After the warm-up phase of the magnetron - 3 minutes for X-Band and 3.5 minutes for S-Band - stand-
by operation is achieved and the radar function can be switched on; see page 67.
☞ The act of switching an indicator on never causes a transceiver to be switched directly into radar
operation mode.
☞ If an attempt to switch over to radar operation occurs before stand-by operation is achieved, the indi-
cation WARM UP appears instead of the list of transceivers.
Switching the radar system OFF: Switch off all radar indicators by means of the ON/OFF switch 2). As
long as there is one of the switches in the ON state, all electronics units of the indicators and transceivers
remain switched on. 3)
Stand-By Operation
The main difference between stand-by operation and radar operation is that, during stand-by operation,
the transceiver is not transmitting and the antenna is not rotating. Therefore, the radar video is absent on
the PPI, and none of the functions that depend on the transceiver can be operated yet.
During stand-by operation, the magnetron is kept at its operational temperature.
1) If a display electronics unit is exposed to very low temperatures (around -15°C or less), it can happen that its computer does not start up.
The screen of the associated monitor then remains dark, or becomes dark after a short time. In this case, the radar system must remain
switched on for about 30 minutes (in spite of the dark screen) so that the display electronics units will warm up. If the radar system is then
switched off and is switched on again after a waiting time of a few seconds, the computer will start up in the normal way.
2)
If an indicator has a POWER key, that indicator is switched off by prolonged pressing of this key (typically at TFT monitors).
3) Even when the radar system is completely switched off, the AIS electronics unit continues to operate. It continues to transmit in accordance
with the settings that were made last, but using its internal back-up GPS receiver. Therefore it is not recommended to switch the radar
system completely off, when the entire set of navigational data shall be available for AIS.
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.2 General Remarks about the Operating and Display Elements Operating Instructions
On the indicators of the radar system, many screen display fields also act as buttons or input fields which
can be operated quickly and intuitively by means of the trackball and cursor.
With these few elements, the entire radar system can be operated from the radar indicator with the aid
of its trackball. In addition, the optional radar keyboard contains function keys and rotary knobs for direct
access to some functions that are needed frequently.
1) There are two "MORE" keys so that both left-handed people and right-handed people can operate them ergonomically. Their functions are
identical.
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.2 General Remarks about the Operating and Display Elements
Some screen display fields are used only to display numerical values, names or stati, but cannot be oper-
ated.
In the case of most screen display fields, the operating procedure for the functions displayed there is like-
wise performed by clicking on the display field. In the following, these display fields which can be oper-
ated are also called "buttons".
Coloured Buttons
Coloured buttons indicate the activated state. In the case of functions which only have an "on" (or "true")
state and an "off" (or "untrue") state, the "on" (or "true") state is indicated by a coloured background.
Examples:
- IR on a grey background means that interference rejection is not switched on; IR on a coloured back-
ground means that it is switched on.
- VIDEO OFF on a grey background means that the radar video is not switched off; VIDEO OFF on
a coloured background means that it is switched off.
Buttons that are flashing in colour signify that the corresponding function (e.g. ACQ TGT, A D J U S T
etc.) can be executed.
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.2 General Remarks about the Operating and Display Elements Operating Instructions
Switching the menu off: Click on the title of the menu. DISPLAY SETTINGS...
UTILITIES...
☞ 30 seconds after the last operating process on the menu,
it switches itself off automatically. off: DO
Buttons situated there whose names end with ... open in the back: DO MENU
DISPLAY SETTINGS
Multidisplay either a Dialog (see below) or a submenu, which
covers the menu that is already open. In the header of the HELP OWN SHIP
submenu, there is the title of the submenu, and above that the TARGET ID STERN LINE
title of the higher-order menu.
Returning to the higher-order menu: Click on the title of the submenu.
☞ The complete structure of the menu system is shown in Section 2.7.
Dialogs
In menus, only displays are switched on and off, and Dialogs 1.DO
MENU
are switched on. Menus are only intended for short operations.
Dialogs, on the other hand, are intended for operations which
take more time and for permanent indication. There, settings 2.DO
MENU
and the more complex operating procedures can be performed. AIS...
MORE CLOSE
1)
They are switched off with the CLOSE button of the Dialog concerned. This is necessary only if so many dialogs and displays are open
that the context menu of the hidden OTHER button is not clear enough.
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.2 General Remarks about the Operating and Display Elements
OTHER OTHER
Area to be ZOOM
NEW
switched over DO
TRIAL MANOEUVRE
BUOY, LATER
TRACK SYSTEM
STARBOARD
EDIT MAP
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.2 General Remarks about the Operating and Display Elements Operating Instructions
In some display fields, numerical values can be entered. This is done with the aid of a virtual keyboard
which appears on the screen as soon as clicking is performed on such input field. With the MORE key,
the input can be aborted without any change occurring.
It is possible to choose between the input of a new value and the changing of the existing value. An
exception to this rule is the input of geographical coordinates, for which different algorithms are appli-
cable.
1. Click on the numerical input field; a virtual keyboard is opened. HDG 087.5
2. Click numerals one after another. They appear in the display
area of the keyboard. 087.5
Input 1 2 3
☞ Before the decimal places, click on the point button, 2.DO 4 5 6
unless the point is entered automatically. 7 8 9 Take-over:
3.DO
☞
0 . OK
Signs, e.g. for the time zone, can be entered with the
button + .
☞ With the button , the character situated on the right in
the display area can be deleted.
3. By clicking on the OK button, the value displayed is taken over and the keyboard disappears.
has the buttons needed for the input of the relevant hemi-
sphere.
2. By the input of numerals, the existing value is overwritten, beginning at the most significant figure.
3. With the point button, you go from the "degrees" part to the "minutes" part, from there to the "thou-
sandths of a minute" part, and from there to the W/E, N/S input part.
4. By clicking on the OK button, the value displayed is taken over and the keyboard disappears.
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.2 General Remarks about the Operating and Display Elements
If there is a printer connected (via a connected CHARTPILOT), the image on the screen can be printed
out:
Click on the EVENT button or press the EVENT key, and then click 1.DO
or
EVENT
on the PRINT SCREEN button. EVENT
☞ The EVENT button remains coloured until the print job has been
given to the CHARTPILOT. Page 135 DROP EVENT
2.DO PRINT SCREEN
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.3 Brilliance and Colour Selection Operating Instructions
For the approximate but usually adequate adaptation of the screen brilliance to suit the brightness of the
surroundings, there is a choice between 6 colour palettes.
Fine adjustment of the overall brilliance is possible. Furthermore, the brilliance of the PPI element groups
can be adjusted individually.
The availability and function of the brilliance controls and settings depends on the display mode and
installed monitor type.
If there are slave monitors connected, all settings except for the fine adjustment of the monitor brightness
and contrast act on the master indicator and on the slave monitors, regardless of whether the settings
are performed on the master indicator or on the slave keyboard.
Central Dimming
The selection of the colour palettes described above can also be performed together with other indicators
of the system (central dimming). At service level, the following definition is possible in this regard:
A: The radar indicator does not participate in the central dimming.
B: The radar indicator always participates in the central dimming. Any change to a different colour
palette performed at one of the participating indicators has an effect on all participating indicators.
C: The operator decides whether the indicator participates in the central dimming.
In such a case, the button is provided next to the NIGHT button (button DO
NIGHT
green = indicator participates in central dimming).
When the function is activated, no change takes place yet. Only when a colour palette is selected at
one of the participating indicators (and the function is active) is this colour palette used by all partic-
ipating indicators.
Displaying Areas of the Electronic Chart in Grey Shades (on the CHARTRADAR only)
On the CHARTRADAR, the BRILLIANCE menu in the Chart
BRILLIANCE
mode additionally contains the GREY MODE button. If this func- DO
tion is switched on, the areas of the electronic chart are GREY MODE
displayed not in colour but in grey shades. In this type of display,
the coloured radar video and symbols are visually easier to distinguish from the background.
1) All colour information in these operating instructions refers to the average colour palette for daytime, namely NORMAL DAY.
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.3 Brilliance and Colour Selection
1) Monitors are also used, which only have a brightness control and no contrast control (and vice versa).
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.4 Colour Distortions, Degaussing and Viewing Distance Operating Instructions
- After clicking on the MAP / CHART (or MAP) field: the brilliance of the map (or chart), tracks
and guard zones.
☞ These settings act only on the colour palette that is currently selected, and they remain stored for
that colour palette. If necessary, the settings must be repeated for the other colour palettes.
PANEL 90%
Setting is performed in the BRILLIANCE menu by means of the
4.DO
PANEL field. During this process, the procedure already described
should be used.
As a result of changes in the magnetic field at the location of the monitor, the shadow mask of the
cathode ray tube might become magnetised, which leads to discolouration over the entire screen or in
parts of the display. Because, in the earth's magnetic field, the ship itself acts as a magnet, such changes
in the magnetic field can also be caused by changes in the ship's course. The demagnetisation which
then has to be performed on the shadow mask (degaussing) can be performed automatically and - if
necessary - manually.
☞ If this does not lead to success, the trouble might also be due to magnetic components or magnet-
ised housings, which must then be removed from the environment of the monitor or degaussed.
Manual Degaussing DO
Automatic Degaussing
With particular types of monitor, it also possible to set automatic AUTO
degaussing. When the autodegauss function is switched on,
DO
degaussing takes place at adjustable intervals of time, and also
when the course has been changed by a predefined amount DEGAUSS AUTO MAN
after the last degauss.
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.4 Colour Distortions, Degaussing and Viewing Distance
1. Click on the BRILL button or press the BRILL key, and then
click on the AUTO button with the MORE key. DEGAUSS AUTO MAN
TIME 2.DO
2. Click on the TIME button with the MORE key; then, in the TURNING
Dialog that is opened as a result, either
a) click on the desired time interval, or
DO
AUTO TIME
b) click into the (vertical) bar-area, drag the bar to the 2.c 10 min
desired value, and press the DO key, or 180 min
c) click into the upper numerical field and enter the value DO
120 min
with the virtual keyboard. 2.a 60 min
30 min
3. Click on the TURNING field with the MORE key; then, in the 20 min
same way, input the course change for which automatic DO 10 min
2.b
OFF
degaussing is to take place.
If the display on a TFT monitor has remained unchanged for a long period of time and is then replaced
by a different display, an effect can occur which is known as "ion spotting" in the case of cathode ray
tubes: the previous display is still faintly visible in the form of discoloration. In the case of TFT monitors,
in contrast to monitors with cathode ray tubes, this effect is reversible and therefore cannot be regarded
as a defect. If the monitor is operated for a long time (several hours or days) with a different display, the
discoloration disappears.
Different font heights are used on the different miscelleneous windows on the screen. (Temporary info-
text excluded).
Based on the smallest font used on the screen,
- for the 19’’ (48,3 cm, CAT2 Radar with 250 mm diameter of PPI) TFT a nominal viewing distance of
1,00 m
- for the 23’’ (58,4 cm, CAT1 Radar with 320 mm diameter of PPI) TFT a nominal viewing distance of
1,43 m
is recommended.
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.5 Display Modes Operating Instructions
If there is a CHARTPILOT connected, it is possible to choose between the following display modes:
Radar mode: PPI with all radar, ARPA and AIS functions. The map edited on the radar as per Section
16 can be displayed - see Section 3.12.
Chart mode: PPI with all radar, ARPA and AIS functions. Instead of the map, the User Chart Objects
can be displayed on the RADARPILOT, and on the CHARTRADAR it is also possible to display the
chart transferred from a connected CHARTPILOT - see Section 3.10 and Section 3.11.
MODE
RADAR CHART
2.DO
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.6 An Overview of the Screen
Radar Mode
The following illustration provides an overview of the arrangement of display elements and operating
elements on the screen in the Radar mode.
Multidisplay:
Selectable display of dialogs
and graphics:
Alarm list (p. 183),
Alarm settings (p. 125
Navigation sensor data (p. 76,
79),
AIS data and settings (p. 91)
Trial manoeuvre (p. 129),
Zoom display (p. 151),
Depth display (p. 152),
Wind display (p. 153),
Docking display (p. 150),
EDIT TRACK Dialog (p. 138),
EDIT MAP Dialog (p. 145),
Track lists/catalogs (p. 52)
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.6 An Overview of the Screen Operating Instructions
Chart Mode
In Chart mode, an electronic chart can be displayed. The arrangement of display elements and operating
elements on the screen in Chart mode is identical to the arrangement in Radar mode (for the only excep-
tion, see illustration).
"Chart button in the corner area" In Chart mode, the MAP button of the Radar mode
for direct access to most important is replaced by the CHART button:
chart settings (p 59 ff) Setting display
- of the User Chart Objects (p. 57 or 58),
of the AIS Aids-to-Navigation (p. 64),
Additionally: - of the chart (p. 58),
- deleting of event markers (p. 135)
- setting limits for the anchor watch
function (p 225
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.6 An Overview of the Screen
AIS target: symbol settings (p. 46) ARPA target: symbol settings (p. 46)
DO: displaying target data (p. 101) DO: displaying target data (p. 101)
DO, ACQ TGT flashing: deleting several or all targets (p. 101) DO, ACQ TGT flashing: deleting several or all
MORE: (context menu see page 100) targets (p. 100)
deleting target (p. 100) MORE: (context menu see page 100)
displaying additional target data (p. 103) deleting target (p. 100)
sending safety message (p. 113) displaying target ID (p. 106)
displaying target ID (p. 106) selecting reference target (ARPA only, p 107)
selecting reference target (p 107) fixing the zoom display on a target (p. 151)
fixing the zoom display on a target (p. 151)
Heading line
Sleeping (AIS) target (p. 48)
display on/off (p. 95)
DO: displaying AIS target data (p. 106) Zoom frame (p. 151)
DO, ACQ TGT flashing: Manual target acqui- DO: positioning the zoom frame
sition (p. 95) MORE: (context menu see page 151)
MORE: (context menu see page 95) Fixed ARPA fixing the frame
displaying data (p. 105) target switching the zoom display off
sending safety message (p. 113)
manual target acquisition (p. 95) Target video (p. 95)
DO, ACQ TGT flashing: Manual target
acquisition
MORE: (context menu see page 95)
Manual target acquisition
Pre-planned track
setting the display (p. 52)
defining System Track (p. 54)
editing tracks (p. 137)
2.38NM
267.8° Measurement line
MORE: (context menu see page 32)
setting and deleting the line (p 88)
In addition: Electronic charts
(Chart mode only) Parallel index line (p. 89)
settings see page 58 DO setting the distance and bearing
Range rings, grid (p. 45)
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.7 The Menu Structure Operating Instructions
The following diagrams show the structure of the menu systems which can be accessed via the four
buttons situated at bottom right. 1)
Present only in
conjunction with MENU
AIS, VDR or MENU
NAVTEX ALARMS
connected to the
system Page 181 BUZZER
MENU Page 128 SETTINGS...
DISPLAY SETTINGS... Page 125 TARGET ALARMS...
UTILITIES... Page 126 TRACK/DEPTH ALARMS...
ALARMS...
SYMBOL SETTINGS
TARGET SYMBOLS
MENU
UTILITIES Page 48 SHADES STANDARD
Page 129 TRIAL MANOEUVRE...
OWN SHIP OUTLINE
Page 211 MAINTENANCE... STANDARD
Page 181 SYSTEM FAULT LIST...
Page 209 PERFORMANCE MONITOR
Page 75 SENSOR MASTER
1)
Because of the individual system configuration, menus might differ from these diagrams. In the descriptions, this is pointed out in individual
cases.
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.7 The Menu Structure
RADARPILOT
1) 1)
MAP Radar mode Chart mode CHART
MAP CHART
MAP
USER CHART OBJECTS
Page 64
AIS AIDS-TO-NAV AIS AIDS-TO-NAV
MAP SYMBOLS SYMBOLS SIMPLIFIED
Page 57
SIMPLIFIED AREAS FILLED
TEXT LABELS
1)
Radar mode
CHARTRADAR 1)
MAP Chart mode CHART
MAP CHART
MAP CHART TYPE ENC
USER CHART OBJECTS
Page 64
AIS AIDS-TO-NAV AIS AIDS-TO-NAV
Page 59
MAP SYMBOLS
AREAS FILLED
SIMPLIFIED
TEXT LABELS
1) This button situated between the MENU and TRACK buttons changes its name depending on the display mode.
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.7 The Menu Structure Operating Instructions
TRACK BRILL
Page 26, (only on the
CHARTRADAR) BRILLIANCE
TRACK
GREY MODE
COURSE WPT NUMBER
Page 53 Page 28 DEGAUSS AUTO MAN
LEG WPT SYMBOL
Page 27 BRIGHTNESS
Page 52 LOAD... EDIT... Page 137
CONTRAST
Page 53 CLEAR... DELETE... Page 144 Page 28 PANEL
SYSTEM TRACK:
DAY NIGHT
Page 54 SET... CANCEL Page 56 Page 27
Page 56 SELECT TO-WPT... SETTINGS...
Page 26
BRILLIANCE
SETTINGS
LAMPS
DATA
SCALE
Page 27
VIDEO
SYMBOLS
MARKER
MAP / CHART
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RADARPILOT / CHARTRADAR 2 Basic Settings; General Remarks about Operating
Operating Instructions 2.8 The Radar Keyboard
Setting of
- brilliance, colour (p. 26)
- keyboard illumination (p. 28) Switching over the
display modes (p. 30)
Activating a non-active
keyboard (p. 38)
Range selection
(p. 44)
Centering/off-centering
the display (p. 44)
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2 Basic Settings; General Remarks about Operating RADARPILOT / CHARTRADAR
2.9 Activating/Deactivating of Slave Keyboards/Trackballs Operating Instructions
When a slave monitor is installed together with a trackball and (possibly) a keyboard, this combination
can perform the same functions as the main radar indicator to which these units are connected.
☞ If there are "radar indicators" on the bridge wings, they are often slave monitors and slave
keyboards/trackballs without own electronics unit.
If there are one or more slave keyboards or slave trackballs connected to an indicator, only one of them
is active at a time; operating procedures can be performed only on the one that is active.
In order to determine a workplace as being active, it is also possible to select the slave keyboards or
slave trackballs for a main radar indicator by means of an external switch. (See technical documentation
for Remote Keyboard Electronics for details).
MODE for three seconds. In this case, when the activation occurs, the
switch-over assigned to the key is also performed (if applicable) and the
activated state is indicated by the light of one of the MODE keys.
RADAR CHART CONN
MODE
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RADARPILOT / CHARTRADAR
Operating Instructions
Radar Functions
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RADARPILOT / CHARTRADAR
Operating Instructions
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.1 Screen Stabilisation: True Motion, Relative Motion
3 PPI Settings
As far as the screen stabilisation is concerned, there is a choice between the following:
True Motion (TM): The radar video is fixed; the own ship symbol moves across the screen. The PPI
orientation is North-Up or Course-Up. Either manually, or automatically by means of a TM reset, the
own ship symbol on the PPI is reset in good time before the PPI boundary is reached; this resetting
is done in such a way that the larger part of the PPI lies ahead of own ship.
Relative Motion (RM): Own ship's position is fixed; the radar video moves relative to own ship in accord-
ance with the movement of own ship. As far as the PPI orientation is concerned, it is possible to
choose between Head-Up, North-Up and Course-Up.
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3 PPI Settings RADARPILOT / CHARTRADAR
3.1 Screen Stabilisation: True Motion, Relative Motion Operating Instructions
Manual TM Reset
DO
A TM reset is performed by clicking of the TM RESET button.
☞ The TM RESET button appears, instead of the CENTER button, only TM RESET
when a switch-over to TM mode is performed.
Automatic TM Reset
In good time before an automatic TM reset takes place, the TM RESET button turns red. If the TM reset
is not then performed manually, it takes place automatically.
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.2 PPI Orientation: Head-Up, North-Up, Course-Up
As far as the PPI orientation is concerned, there is choice between the following 1):
Head-Up: The heading of own ship points upwards.
☞ Head-Up is available only in RM mode.
North-Up: Geographic north points upwards.
Course-Up: The course which exists at the instant of switch-on or re-orientation of this mode points
upwards.
☞ With every switch-over and re-orientation, the trails are lost; they build up anew in the new mode.
1)
For a special application (ferry with reversible heading direction and rotatable bridge console), when the
heading is switched over (and the console is rotated) one of the results is that the headmarker is rotated H UP HM180
through 180° so that the PPI is oriented normally (i.e. in the case of Head-Up the heading line is pointing
upwards, and in the case of North-Up the geographic north is pointing upwards). This status is indicated by the
display "HM180" beside the orientation field.
In another application (tugs on which the indicator is mounted turned through 180°), the entire PPI with contents and bearing scale is
rotated through 180°. In this type of installation, in the case of Head-Up the heading line is pointing downwards. In the case of North-Up
the geographic north is pointing upwards.
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3 PPI Settings RADARPILOT / CHARTRADAR
3.3 Centering / Off-Centering of the Display Operating Instructions
If RM mode is selected for the screen stabilisation of the PPI, the reference position 1) can be positioned
at the centre of the PPI or can be fixed at an off-center position.
Using the MORE context menu: Within the PPI, click on the intended PPI
1.MORE
position of own ship's symbol with the MORE key, and then click on
OFF CENTER (with the DO key).
2.DO
OFF CENTER
Off-Centering to the Max Ahead Position
1.MORE
Click on the OFF CENT button with the MORE key, and then click on
MAX AHEAD (with the DO key). This off-centering is done in such a OFF CENT
2.DO
way that the larger part of the PPI lies ahead of own ship (as for TM MAX AHEAD
reset).
☞ If the PPI is used in off-centered mode and the reference position is displayed outisde the PPI area,
parts of the graphics (own ship, VRM, EBL) are not visible. This can be avoided by a new selection
of the off-center position
The display range can be chosen from a selection of ten nautical ranges (PPI radius between 0.25 NM
and 96 NM) and two docking ranges (PPI radius 250 m and 500 m) 2).
☞ In the nautical ranges, all distances are stated in NM and all speeds in kn; in the docking ranges, all
distances are stated in metres and all speeds in m/s.
☞ After switch-over, the range display is red until the new range is displayed.
☞ When you switch over to the 96 NM range, a switch-over takes place automatically to relative motion
with a centered display.
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.5 Range Rings, Grid
Fixed range rings or a map grid can be displayed. Range rings are concentric circles with the reference
position as their centre 1), and are situated at equal distances from one another.
Click into the RINGS / GRID field with the MORE key, and then (with
RINGS 1.00 NM
the DO key) click on RINGS or GRID.
RINGS
GRID
2.DO
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3 PPI Settings RADARPILOT / CHARTRADAR
3.6 Own Ship and Target Symbols, Vectors, Past Position Plots Operating Instructions
3.6 Own Ship and Target Symbols, Vectors, Past Position Plots
The display of the own ship symbol can be switched off, and standard or small outline can be selected,
see page 48.
The own ship symbol is supplemented by the following elements:
- Heading line: It is the extension of the ship's longitudinal axis in the ahead direction and extends to
the edge of the PPI. The heading can be switched off temporarily.
- Simplified Own Ship symbol: A simplified own ship symbol is added to the minimized
own ship sysmbol in Chart Radar Mode if the display button for this function is activated and the treu
scaled outline cannot be displayed in larger ranges.
The origin of the heading line is the reference position for bear-
Own ship symbol
ings 2).
with vector and
- Speed vector: The direction of the vector corresponds to the past position plot
existing course of own ship. The length corresponds to the
existing speed of own ship. Together with the speed vectors of the
Speed vector
tracked targets, the display of the speed vector can be switched
on and off, and the time represented by the displayed vectors can BT WT
be specified. Furthermore, it can be seen from the vector symbol
of own ship whether the vector is relative to the sea (Water Track,
WT = one arrow-head) or relative to the bottom (Bottom Track,
BT = two arrow-heads).
1) The dimensions of the own ship outline can be set on service level.
2) For the reference position for bearings, see page 79.
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.6 Own Ship and Target Symbols, Vectors, Past Position Plots
- Past position plot: The past position plot corresponds to the past movement of own ship. On it,
there are four time markers, whose distance apart in time can be set. The setting of the time marker
spacing also defines the length of the plot that is displayed. This setting and the on/off switching of
the past plot display take place in common with the past plots and time markers of the targets.
- Stern line: This extension of the heading line in the aft direction Path prediction
as far as the edge of the PPI can be switched on if necessary.
(For the setting procedure, see page 50.)
- Path prediction: In the small display ranges up to 1.5 NM, it is
possible to display the probable track (the predicted path) along
which the own ship will travel if it maintains its existing rate of turn
and its existing speed. The prediction time can be set, see page Prediction
time
50.
Target Symbols
ARPA targets are displayed in all display ranges as a circular symbol
, tracked AIS targets are displayed as a pointed triangle with
heading line 1). The following elements can be provided for ARPA and AIS targets
Speed vector
them:
- Speed vector: The direction of the vector corresponds to the Target being
existing course of the target, and the length corresponds to the plotted
existing speed of the target. Together with the speed vectors of
the own ship symbol, the display of the speed vector can be
Past position
switched on and off. The length of the vector is computed from plot with time
the distance travelled by the vessel in the vector time, as it is markers
called. The vector time can be adjusted.
- Past position plot: For targets being tracked, past position plots
can be displayed. The settings for these plots are made jointly
with those of own ship's past position plot. They have four time
markers at the most, which are set simultaneously on all past
position plots.
All vectors and past position plots can be displayed jointly either relative to own ship (R = relative display)
or over ground or through the water (T = true display). Relative speed vectors are displayed as dotted
lines.
☞ In the case of the relative display, the vector and the past position plot of own ship are non-existent
by definition.
Furthermore, the target symbols are supplemented by symbols of the automatic target tracking function
(see page 92).
The computation of the true (T) vectors is always based on the BT/WT setting which is displayed for the
selected speed sensor of the own ship.
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3 PPI Settings RADARPILOT / CHARTRADAR
3.6 Own Ship and Target Symbols, Vectors, Past Position Plots Operating Instructions
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.6 Own Ship and Target Symbols, Vectors, Past Position Plots
Using the keyboard: Press the VECTORS TIME key, and use the
trackball to set the vector length. TIME
VECTORS
The display of the past position plot is switched on and off by clicking PAST POSN 6 min
on the PAST POSN field.
☞ If the relative display is set, the vector and the past position plot DO
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3 PPI Settings RADARPILOT / CHARTRADAR
3.6 Own Ship and Target Symbols, Vectors, Past Position Plots Operating Instructions
The colour of the path prediction symbol can be changed: With the
PATH
MORE key, click on the PATH field and then on the field next to 60 sec
PATH (with the DO key).
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.7 Trails of Radar Targets
In the true display, trails make it possible to reach a conclusion quickly about the manoeuvre performed
by radar targets. In the relative display, the trails provide a quick overview of the danger situation (a
constant bearing). However, only qualitative information can be obtained from them.
For radar echoes moving on the PPI, trails can be displayed. These trails can be varied as follows:
- The display of these trails can be switched on and off.
- Their length can be specified.
- If the screen stabilisation is set to RM, the trails can be displayed with the PPI orientation North-Up
and Course-Up relative to own ship or with true (absolute) orientation, i.e. in relation to the sea
bottom 1).
- The trails can be deleted so that they have to build up again.
Deletion of Trails
1 min
Click on the TRAILS field with the MORE key; then, in the Dialog that is 0.5 min
OFF
opened as a result, click (with the DO key) on RESET.
RESET
☞ The trails are also deleted whenever a switch-over occurs which TRAILS 12 min T
2.DO
changes the entire radar video (RM/TM, PPI orientation, range, 1.MORE
center/off-center), but they then appear again.
1) or in relation to the water, depending on the selected speed sensor. The sensor indicated in the speed sensor field is used.
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3 PPI Settings RADARPILOT / CHARTRADAR
3.8 Setting the Display of Pre-planned Tracks Operating Instructions
Pre-planned tracks are planned tracks whose routes are defined by the geographical coordinates of the
waypoints and by the curve radii of the curved paths along which the ship has to sail at the waypoints 1).
These tracks must be generated beforehand on the radar system (see Section 15) or on a connected
CHARTPILOT.
If the system configuration is suitable, it is also possible to display tracks that are present in a connected
GPS receiver. 2)
It is possible to specify whether pre-planned tracks are to be displayed, and if so, which ones. Further-
more, it is possible to specify which elements of the tracks are to be displayed.
☞ The selection of the pre-planned tracks that are to be displayed and the specifying of the track
elements that are to be displayed affect only the item of equipment being operated.
LOAD TRACKS
/ATLANTIC
4a.DO
No. Name
1301 HELSINKI-BRIXHAM
1302 BRIXHAM-MIAMI 1
1303 BRIXHAM-MIAMI 3
1304 BRIXHAM-FREEPORT
1305 BRIXHAM-MIAMI 2
1306 BRIXHAM-MIAMI 5
1307 FREEPORT-MIAMI
1308 FREEPORT-MIAMI 1
4b.DO
LOAD CLOSE
1) And also by specifying whether the track sections longer than 25 NM between two waypoints are to be displayed as rhumb lines or as great
circles.
2) On systems without CHARTPILOT only. The system sets the sailing mode of these waypoints to Rhumb Line; no radius is entered. If neces-
sary, these tracks can be modified with the track editor and stored on the RADARPILOT - see Section 15.
3) At service level, a different name can be given to this catalog.
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.8 Setting the Display of Pre-planned Tracks
No. Name
Display of the Tracks 3a.DO 1301 HELSINKI-BRIXHAM
1302 BRIXHAM-MIAMI 1
Pre-planned tracks appear on the PPI as dotted lines, together 1303 BRIXHAM-MIAMI 3
with their waypoints, track curves and the wheel-over points 1304 BRIXHAM-FREEPORT
computed by the system, possibly including the waypoint 3b.DO
numbers and the courses of the legs 1). CLEAR CLOSE
The colour of the tracks is orange, except for the System Track,
which is displayed in red with a thick long-dashed line. See Figure on page 56
5
Pre-planned track
116
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3 PPI Settings RADARPILOT / CHARTRADAR
3.9 Defining the System Track and the TO-Waypoint; TRACK DATA Display Operating Instructions
3.9 Defining the System Track and the TO-Waypoint; TRACK DATA Display
When a track is sailed, it should be defined as the System Track. This gives the track the following
special properties:
- Its present data are displayed in the TRACK DATA display or the WAYPOINT DATA display
(described below).
- The track monitoring is performed with reference to the System Track.
- Any CHARTPILOT which is connected uses the System Track for the chart monitoring. There an up-
to-date passage plan can be generated on the basis of this track, containing the passage times and
possibly also the planned speeds.
- The System Track is displayed in red (instead of orange) with a thick long-dashed line style.
While the ship is approaching the System Track or is sailing along it, it is possible to explicitly define
which waypoint of the System Track is to be approached directly. The route to that place is displayed
additionally in the same way as the System Track.
☞ The defining of the System Track and of the TO-waypoint is applicable for all items of equipment in
the system.
☞ If the system configuration is suitable, the System Track (the working route or the complete route,
depending on settings on service level) is also available on the connected GPS receiver.
3. By clicking, mark the track that is to become the (new) 3a.DO No. Name
System Track, and click on the SET button. 1) 1301 HELSINKI-BRIXHAM
1302 BRIXHAM-MIAMI 1
☞ 1303 BRIXHAM-MIAMI 3
3b.DO
As soon as the System Track is defined, its data can be SET CLOSE
displayed in form of the TRACK DATA display or the
WAYPOINT DATA display.
1)
If the ship is already off the System Track, then the track and course limits contained in the System Track take effect and appear in the
TRACK/DEPTH ALARMS Dialog.
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.9 Defining the System Track and the TO-Waypoint; TRACK DATA Display
WAYPOINT DATA
Bearing of the TRACK 1003 BRIGHTON OSLO Number and name of
TO-waypoint the System Track
TO WPT 8 GAS FIELD
WPB 348.9° WPD 11.5 NM
Direction of the currently Number and name of the
TRK 349.3° TO-waypoint
valid leg (leg to the
TO-waypoint) NEXT 315.0° RAD 1.2 NM
Distance from the TO-
Direction of the next leg call pilot waypoint
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3 PPI Settings RADARPILOT / CHARTRADAR
3.9 Defining the System Track and the TO-Waypoint; TRACK DATA Display Operating Instructions
38
Waypoint No. 39 has been defined
as the TO-waypoint. The approach
track leading to this waypoint
(including the wheel-over point and
curve) is displayed additionally.
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.10 Setting the Display of Chart Objects on the RADARPILOT
☞ For display of the Chart Objects on the CHARTRADAR, see page 58.
If there is a CHARTPILOT connected to the radar system, the
CHART
User Chart Objects 1) that are present in the CHARTPILOT can
also be displayed on the RADARPILOT. The display of the User
Chart Objects takes place in Chart mode only. USER CHART OBJECTS
AIS AIDS-TO-NAV
The necessary settings are made in the CHART menu:
SYMBOLS SIMPLIFIED
Open the CHART menu by clicking on the CHART button. AREAS FILLED
TEXT LABELS
Switching the Display of the Aids-to-Navigation and Base Stations On and Off
Aids-to-Navigation are navigation marks which are reported by the AIS system. For their display, the
same symbols are used as for the Map and the User Chart Objects. In addition, they are marked by
means of a blue circle having its centre at the position of the Aid-to-Navigation.
Base stations: Equipment for controlling the AIS system, e.g. as a component of a traffic control centre.
Symbol: surrounded by a blue circle.
Their display is switched on and off in the CHART menu by DO
clicking on the AIS AIDS-TO-NAV button. AIS AIDS-TO-NAV
1) Information about User Chart Objects see Operating Instructions of the CHARTPILOT
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3 PPI Settings RADARPILOT / CHARTRADAR
3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR Operating Instructions
Optimum Setting for Radar Video Observation with User Chart Objects Switched On
- Display of the area contours only (AREAS FILLED = OFF).
- TEXT LABELS switched to OFF.
3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR
On the CHARTRADAR, it is also possible to display electronic charts and the User Chart Objects existing
in the system's CHARTPILOT 1).
The most important display of the electronic charts in the system is the display on the CHARTPILOT,
which is usually approved as an ECDIS. There, all of the system's display and operating functions that
are relevant for this purpose are available. Some of them are also available on the CHARTRADAR.
1)
If there is more than one CHARTPILOT, the CHARTPILOT from which the data and settings of the electronic chart are taken over is spec-
ified for each radar at service level.
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR
In case of a broken data connection between the chart server and the CHARTRADAR or any kind of
failure serving the charts,the chart data will no longer be superimposed into the radar picture. The alarm
message CHART SERVER OFFLINE will be displayed, the functionality of the radar will not be disturbed
in any way. It is recommended to switch back to Radar mode then.Projection and reference used for
the chart display
In the PPI, only the radar projection is used. Chart data are superimposed in such a way that they fit with
the radar projection. Switchover to other methods of projection is not possible on the CHARTRADAR.
If the reference position is switched by means of the REF function (see chapters 1.5 and 5.4), the refer-
ence for the display of the chart data moves simultaneously.
Switching the Display of the Electronic Chart On/Off, Selecting the Chart Type
☞ Some settings are alternatively possible with the aid of the chart button in the corner area. This
button is situated in the bottom right-hand corner area between the EVENT button and the PATH
button, and mainly has the task of displaying the type of the selected chart. In the following, this
possibility will be referred to in individual cases.
In the CHART menu, click on the TYPE field and then click on the CHART TYPE ENC
desired chart type. 2.DO
ENC
CM-93/3Pro
☞ This can be done in the same way with the chart button in OWN
the corner area as well.
If other than the official approved ENC chart data are selected,
the chart button in the corner area appears in yellow. If the No official chart data available.
cursor is situated over this button, corresponding information Please refer to paper chart.
appears:
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3 PPI Settings RADARPILOT / CHARTRADAR
3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR Operating Instructions
Switching the Display of the Aids-to-Navigation and Base Stations On and Off
Aids-to-Navigation are navigation marks which are reported by the AIS system. For their display, the
same symbols are used as for the User Chart Objects and the electronic chart of type ENC. In addition,
they are marked by means of a blue circle having its centre at the position of the Aid-to-Navigation.
Base stations: Equipment for controlling the AIS system, e.g. as a component of a traffic control centre.
Symbol: surrounded by a blue circle.
Their display is switched on and off in the CHART menu by DO
clicking on the AIS AIDS-TO-NAV button. AIS AIDS-TO-NAV
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR
MORE CLOSE
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3 PPI Settings RADARPILOT / CHARTRADAR
3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR Operating Instructions
Displaying Additional Display Groups and Suppressing the Display of Display Groups
For each category, it is possible to define whether particular
CHART SETTINGS
display groups are to be displayed:
VISIBILITY GROUPS
The setting is made in the CHART SETTINGS dialogue VISI- Cautionary Area
BILITY GROUPS: In the CHART menu, click with MORE on the Information Areas
CHART SETTINGS button and then click (with DO) on VISI- Light/Fog Signals
BILITY GROUPS. 3. DO
Pilot Signal Stations
Service Stations
In the list which then opens, the display of these display groups Standard Land Features
can be switched on/off for the selected category by clicking (the Other Land Features
list can be scrolled).
MORE CLOSE
☞ If, with the categories Base and Standard, the display of
additional display groups is switched on, a plus sign Scrolling the list
appears additionally in the CATEGORY field. If, with the Selection is also possible by clicking
categories Standard and All, the display of display groups on the MORE button
is suppressed, a minus sign appears additionally in the
CATEGORY field.
CHART SETTINGS
VISIBILITY GROUPS
Cautionary Area
Information Areas
DO Traffic Routes
Buoys and Beacons
Light/Fog Signals
Pilot Signal Stations
Standard Land Features
MORE CLOSE
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.11 Setting the Display of Charts and Chart Objects on the CHARTRADAR
The selection for the display groups are stored, i.e. they remain
in effect even after switch-over of the category (in contrast to the CATEGORY STANDARD +
CHARTPILOT). However, the groupings can also be reset to the +
BASESIMPLIFIED
IMO-defined values by switching over. 2.DO STANDARD (DEF)
ALL –
In the CHART SETTINGS dialogue VISIBILITY SETTINGS, click Selects the
2.DO
on the CATEGORY field and again select the category that is still category Base
(including additional Resets the category
selected. display-groups) Standard to the IMO-
☞ Alternative operating procedure: Click on the chart button defined values
in the corner area with MORE, and again select the cate-
gory that is still selected.
Optimum Setting for Radar Video Observation with the Electronic Chart Switched On
- Display of the area contours only (AREAS FILLED = OFF).
- Displaying only the necessary objects (category Base is recommended).
- TEXT LABELS switched to OFF.
- Switching on the display of the necessary depth-contours only (on the CHARTPILOT) (i.e. possibly
suppressing shallow contour and depth contour).
- The Grey mode (see page 26) might produce an improvement in the display.
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3 PPI Settings RADARPILOT / CHARTRADAR
3.12 Setting the Display of the Map Objects Operating Instructions
In the Radar mode, it is possible to display a map which was edited previously on this radar indicator
(according to Section 16) or which was transferred from another item of equipment in the system
(according to Section 27.5).
The map can be used as a very simplified replacement of the chart display in combination with the Radar
mode.
The map can contain lines (for land contours, channel limits etc.)
and symbols (for buoys, beacons, wrecks). The symbols used MAP
are listed in Section 16. The symbols can be displayed either in MAP
Outline mode, in Paper Chart mode or in Simplified mode,
whichever is selected. AIS AIDS-TO-NAV
EDIT MAP...
Switching the Display of the Map On/Off
In the MAP menu, click on the MAP button.
DO
☞ As long as the EDIT MAP Dialog remains open (see page MAP
145, the display of the map cannot be switched off.
Switching the Display of the AIS Aids-to-Navigation and Base Stations On and Off
AIS Aids-to-Navigation and base stations can be displayed in DO
Radar mode also 1). Their display is switched on and off in the AIS AIDS-TO-NAV
MAP menu by clicking on the AIS AIDS-TO-NAV button.
1) see page 57
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RADARPILOT / CHARTRADAR 3 PPI Settings
Operating Instructions 3.13 Adjusting the Chart or Map to the Radar Video
If the majority of the symbols of the electronic chart or map are displaced relative to their radar echoes
of these targets, it can be assumed that the position transferred from the selected position sensor is incor-
rect. 1)
If no position data having greater accuracy are available, then the electronic chart together with the User
Chart Objects and the map can be shifted in such a way that symbols and the associated echoes coin-
cide. This correction is described on page 82.
☞ Rotation of the entire video relative to the map indicates that the heading value is incorrect. The
cause of this might be a faulty compass, or else non-synchronous transfer of the course (for synchro-
nisation of the course transfer, see page 76). However, errors of this kind also occur also if the
compass system does not perform a speed error correction or no dynamic correction; these faults
should then be corrected in the compass system, if possible.
If there is a radio direction finder (RDF) connected, the bearing determined by the RDF can be displayed
as a dotted line starting at own ship's symbol.
1)
If symbols of the User Chart Objects or the symbols of the map are displaced relative to their radar echoes of these targets, it must also
be considered whether the positions of these symbols have been entered incorrectly.
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3 PPI Settings RADARPILOT / CHARTRADAR
3.14 Setting the Display of the RDF Target Bearing Operating Instructions
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RADARPILOT / CHARTRADAR 4 Setting the Radar Function
Operating Instructions 4.1 Radar Function On/Off, Interswitch Functions, Master/Slave Switch-Over
On any radar indicator, any transceiver of the system can be switched to act as the master. On the
master indicator, the radar is operated completely, i.e. both the transmitter side and the receiver side.
Any radar indicator can also be switched to act as a slave of any transceiver that is operating. On the
slave indicator, most of the functions on the reception side can be set independently of the master 1).
1) Tuning, sea clutter suppression, pulse length (and also the antenna revolution rate) are defined only on the master indicator.
2) For the danger posed by high frequency radiation, see page 4.
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4 Setting the Radar Function RADARPILOT / CHARTRADAR
Operating Instructions
If the selected transceiver was already running in radar operation mode, the result is that the indicator
being operated becomes the slave indicator. 1)
If some other transceiver is to be switched on, this is done as follows:
On the slave indicator, click into the transceiver field and then click on TX/RX 1(X) SP
MASTER. TX OFF
MASTER
2.DO
As a result, the previous master indicator becomes a slave.
Click into the transceiver field, and then click on TX OFF. TX/RX 1(X) SP
2.DO
TX OFF
MASTER
Switching the Transceiver into Stand-By Mode
If the last indicator which is switched to the transceiver is switched into
Stand-By mode, this action switches the transceiver too into Stand-By
mode.
USEFUL INFORMATION
1) A slave indicator is marked as such by the entry SLAVE behind the TUNE field.
2) The designations of the antenna positions can be freely edited at service level.
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RADARPILOT / CHARTRADAR 4 Setting the Radar Function
Operating Instructions 4.2 Basic Setting of the Radar Video
So that radar targets can be detected with certainty, an optimum setting of the TX/RX 1(X) SP HSC
radar video is of fundamental importance. TUNE
WARNING: GAIN
RAIN
Especially in the case of heavy rain and/or a rough sea, it
SEA
is essential that the setting be adapted by trained
CLEAN SWP
personnel so that it is suitable for the situation. MEDIUM
In the following, there is a description of how to set the video of a radar IR
correctly on the master indicator. Only after these settings have been made VE
on the master indicator can activated slave indicators too be set in the same
way (parameters that cannot be set on slave indicators are pointed out).
1. Select the 12 NM display range.
2. Tuning (adjustment of the frequency) (can be set on the master indi- 1.MORE
cator only)
TUNE
WARNING: 2.DO
AFC
An optimum tuning is not only important for a clear visual
display of the targets on the video but is also a necessary
TUNE AFC
prerequisite for the ARPA functions.
Automatic tuning: With the MORE key, click into the TUNE field; then
click on AFC (Automatic Frequency Control).
☞ If two X-Band or two S-Band systems are being operated simulta-
neously, disturbance of automatic tuning might occur (if it is being
used). In such cases, manual tuning is appropriate.
Manual tuning: Click into the TUNE field. As a result, in addition
2.
a setting bar is displayed. With the trackball, set the display bar of
the TUNE indication to its maximum value and press the DO key. TX/RX 72 %
☞ In the case of manual tuning, the length of the bar in the TUNE 3.DO
TUNE field corresponds to the amplitude with which the input 1.DO
field, and increase the value with the trackball until slight noise is visible
GAIN 27 %
on the PPI. Then reduce the value a little until the noise has just disap-
3.DO
peared, but not more. Then press the DO key. Switch on the Clean
Sweep function again and, if necessary, increase the gain a little (up to or
100% for a favourable sea state).
☞ With the Clean Sweep function activated, the change in gain only
has an effect after several revolutions of the antenna. GAIN
1) If the automatic function is switched on, it is automatically switched off when the corresponding rotary knob is operated.
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4 Setting the Radar Function RADARPILOT / CHARTRADAR
Operating Instructions
Automatic suppression of sea clutter: With the MORE key, click into 1.MORE
the SEA field, and then click on AUTO.
SEA
☞ The automatic anticlutter sea function has the advantage that the AUTO
2.DO
clutter values taken into account in the upwind direction are
different from those taken into account in the downwind direction.
To check the display of very small target-echoes, it is necessary SEA AUTO
to switch over to manual operation.
6. Anticlutter Rain (suppression of rain clutter)
WARNING:
In the case of heavy rain, snow and hail, it can be expected that, even if
the setting is correct, radar targets which only produce weak reflections
- especially targets situated behind a strong rain front - will remain unde-
tected. Such targets can appear suddenly when leaving the rainy area.
Manual suppression of rain clutter: Click into the RAIN field, and set 2. 1.DO
the value with the trackball so that the boundary of the rainy area is
clearly visible and the clutter in the region behind it is as weak as RAIN 20 %
possible. However, radar targets should still be clearly visible. Then 3.DO
press the DO key.
☞
or
If (on the open sea) there are no radar targets available, set the
rain clutter suppression function so that the boundary of the rainy
area is clearly visible and the clutter in the region behind it is as RAIN
weak as possible.
On the keyboard, manual tuning is performed by turning the RAIN 1.MORE
knob. 1)
RAIN
Automatic suppression of rain clutter: With the MORE key, click AUTO
2.DO
into the RAIN field, and then click on AUTO.
RAIN AUTO
1) If the automatic function is switched on, it is automatically switched off when the corresponding rotary knob is operated.
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RADARPILOT / CHARTRADAR 4 Setting the Radar Function
Operating Instructions
☞ The automatic anticlutter rain function has the advantage that it takes place individually for
regions with widely differing precipitation.
To check the display of very small target-echoes, it is necessary to switch over to manual oper-
ation.
When the automatic anticlutter rain function is switched on, the Clean Sweep mode HIGH is
activated. As soon as a different Clean Sweep mode is selected, the automatic anticlutter rain
function is deactivated.
7. Clean Sweep
In addition to the anticlutter sea and anticlutter rain settings already described, individual adaptation
to the various environmental conditions is possible with the aid of the Clean Sweep function.
When the Clean Sweep function is switched on, scan-to-scan correlation always takes place addi-
tionally. This performs a comparison between the sets of radar information from several revolutions
of the antenna, and suppresses non-correlating signals.
WARNING
When the Clean Sweep function is running, the scan-to-scan correlation
might have the result that small, fast-moving targets and that Racon
codes are displayed with reduced intensity or might be suppressed.
Switching the Clean Sweep function on and off: Click on the
CLEAN SWP
CLEAN SWP field. DO
OFF
LOW
Selecting the Clean Sweep mode: Click on the CLEAN SWP field
with the MORE key, and then click on the desired mode (with the DO
key). 1.MORE CLEAN SWP
☞ After changing the Clean Sweep setting, it might be necessary to
2.DO LOW
LOW
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4 Setting the Radar Function RADARPILOT / CHARTRADAR
Operating Instructions
HIGH
Same as MEDIUM. Particularly good results in the case of long pulse operation.
Use: On the open sea in all weather conditions
WARNING
In the Clean Sweep mode HIGH, particularly small, fast-moving targets
are displayed with reduced intensity or might be suppressed.
8. Interference Rejection (IR) IR
Interference caused by other radars (see page 160) can usually be
DO
eliminated by switch-on of the interference rejection function. This func-
coloured
tion is switched on and off by clicking on the IR button. IR
9. Video Emphasis VE
Strong video signals can be accentuated optically by switching on the DO
Video Emphasis function. This function is switched on and off by coloured
VE
clicking on the VE button.
10. Pulse length
TX/RX 1(X) SP
After switch-over to a smaller display range, check whether a better
display is obtained by switching to a different pulse length. Switching is DO
done by clicking on the pulse length field (SP = Short Pulse, LP = Long
TX/RX 1(X) LP
Pulse) (see page 164).
11. Orientation values for settings on the open sea
Up to sea state 3 - 4, no rain
Gain 90% - 100%
Anticlutter sea 20%
Anticlutter rain 30%
Clean Sweep MEDIUM or HIGH
Interference rejection On
Pulse length SP
Up to sea state 3 - 4, rain medium to heavy
Gain 85% - 95%
Anticlutter sea 20%
Anticlutter rain 50% - 60%
Clean Sweep MEDIUM or HIGH
Interference rejection On
Pulse length SP or LP
Sea state 6 - 9, with rain
Gain 80% - 90%
Anticlutter sea 30% - 50%
Anticlutter rain 40% - 50%
Clean Sweep MEDIUM or HIGH
Interference rejection On
Pulse length LP
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RADARPILOT / CHARTRADAR 4 Setting the Radar Function
Operating Instructions 4.3 Selection of the Antenna Revolution Rate
In order to increase the update rate of the radar video, the antenna grey = normal revolution rate
revolution rate can be doubled 1).
TX/RX 1(X) SP HSC
Switch-over is achieved by clicking on the HSC button (HSC = High
Speed Craft; "HSC on" = doubling of the antenna revolution rate).For DO
technical data see table on page 164.
TX/RX 1(X) SP HSC
☞ A disadvantage of the high revolution rate of the antenna is the
unavoidably higher rate of wear and tear on the antenna coloured = high revolution rat
gearbox.
1. Switch-on the high antenna revolution rate with the HSC button
2. To prevent blurring of the video, the mode "TM mode" and "North-Up" or "Course-Up" should be
switched on.
3. To reduce the risk of loss of target, the Clean Sweep function must be switched off. The risk of loss
of target is also increased by fast course-manoeuvres performed by own vessel.
4. Target tracking must already begin at long range. In this connection, it must be noted that the target
data are correspondingly less accurate - see D i s t o r t i o n s o f t h e R a d a r V i d e o on page 158.
Suppression of Synthetics
DO
So that a video signal which has a synthetic image (e.g. a target symbol) super-
imposed on it on the PPI can be assessed more satisfactorily, the display of the SYNTH OFF
entire synthetics can be suppressed. This occurs for as long as the DO key is or
kept pressed in the SYNTH OFF button or on the SYNTH OFF key. SYNTH
OFF
Suppression of Video
DO
So that the synthetics can be recognised better in the case of superimposition of
video signals, the entire video display can be suppressed. This occurs for as VIDEO OFF
long as the DO key is kept pressed in the VIDEO OFF button or the VIDEO OFF or
VIDEO
key.
OFF
1) If the appropriate antenna gearbox is installed. Switching over is possible if the HSC button is present.
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4 Setting the Radar Function RADARPILOT / CHARTRADAR
4.6 Display of Racon Codes and SART Detection Operating Instructions
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RADARPILOT / CHARTRADAR 5 Heading, Speed, Position
Operating Instructions
CAUTION:
The right choice of navigation sensors, the right setting of the navigation
data and a continuous overview of the status of the selected navigation
sensors are very important for safe navigation.
All available data of the navigation sensors enter the system via the interfaces of the radar indicators
(RADARPILOT, CHARTRADAR, MULTIPILOT). Redundant sensors are connected to various radar indi-
cators. All electronics units of the NACOS are connected to one another via data bus systems.
One of the radar indicators performs the tasks of the Sensor Master. There, all data of the navigation
sensors that are connected to the various radar indicators come together via the data bus system. The
Sensor Master is monitoring the navigation sensors selected by the operator.
The sensor monitoring described in Section 5.5 takes place there, as well as the computation of the addi-
tional or missing system (navigation) data, if possible. In the case of redundant sensors (e.g. various posi-
tion sensors, various logs), the operator defines the sensors that are to be used by the entire system.
Every selection of navigation data or navigation sensors that is made on any indicator of the system is
implemented by the Sensor Master.
The system data that is determined in this way is made available to all indicators of the system via a data
bus system.
At service level, it is specified which radar indicators can operate as Sensor Master. The program auto-
matically selects one of these indicators as the Sensor Master, for example the radar that was switched
on first. If the indicator that is defined as the Sensor Master fails, or if a connected item of equipment
detects errors in the data traffic that is taking place with that indicator, then another indicator automatically
takes over the function of the Sensor Master in order to restore the complete system functionality. The
alarm SENSOR MASTER CHANGED appears on the indicator that has become the new Sensor Master.
The switch-over to create the new Sensor Master can also be performed manually:
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5 Heading, Speed, Position RADARPILOT / CHARTRADAR
5.2 Compass Operating Instructions
5.2 Compass
For the transfer of the heading information, a technique is often used which transfers heading changes
only, and not the absolute value. Therefore, in such cases, after switch-on of the radar system and after
failure of the signal transfer, the synchronism of the heading transfer process must be checked and, if
necessary, corrected.
There may be several speed sensors connected to the radar system. One of them has to be chosen. In
the case of speed sensors which transfer the longitudinal speed only, the drift and set can be entered
manually. As an alternative to selection of a speed sensor, it is also possible to input the speed manually,
if necessary. If fixed ARPA targets are available, the speed can be determined by Reference Target
Tracking.
☞ The speed sensors also include position sensors which transfer not only the position but also the
speed and course made good. Compared to the present-day state of the art, they generally do not
meet the IMO Performance Standards for SDME (Speed and Distance Measuring Equipment).
Therefore, they might not be configured in the system, and so it might not be possible to select them
for speed input.
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RADARPILOT / CHARTRADAR 5 Heading, Speed, Position
Operating Instructions 5.3 Speed Sensor
☞ If the longitudinal speed is computed taking account of data that are entered manually (e.g. set and
drift), the value has a yellow background.
1)
If there are several sensors of the same type connected to the system, they are each given a sequential number in addition to the statement
of sensor type.
2)
The display indicating whether the speed displayed is over ground or through the water depends on the sensor:
- COG/SOG or SPD + BOTTOM TRACK = speed over ground
- SPD + WATER TRACK = speed through the water.
3)
The supplementary values suggested are computed by the system in such a way that, when they are taken over, no change occurs in the
longitudinal and transverse speeds.
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5 Heading, Speed, Position RADARPILOT / CHARTRADAR
5.3 Speed Sensor Operating Instructions
The SET and DRIFT values displayed as a suggestion have SPEED 19.2 kn
been selected such that, together with the longitudinal speed SET 300.0 ° DRIFT 1.50 kn
measured by the preselected log, the same speed vector is 2.DO 1.DO
obtained as the one used previously.
Manual input takes place after clicking on the DRIFT or SET
1 2 3 1 2 3
field with the virtual keyboard. 4 5 6 4 5 6
IMPORTANT
If it is required to use the original speed data without set and drift, the
drift value must be set to zero.
☞ If a drift value (not equal to zero) is entered, the log, as soon as it is selected, is interpreted as being
in Bottom Track mode. If the previously selected sensor measured the speed through the water (two-
axis log in WT mode), the values must be corrected to take account of the effect of the existing
current.
☞ Check continuously the correctness of the used drift values to avoid a wrong speed vector being
displayed and used by the system.
Sensors which Determine the Speed from Position Data, e.g. GPS, Reference Target Tracking
The status transferred from the sensor is displayed.
SPEED DGPS
The measured course over ground is displayed behind COG,
and the measured speed over ground is displayed behind SOG. VALID VALUE
DO*
If a DGPS receiver is selected, it can be specified whether the DGPS ONLY
received speed is only to be used when the receiver is operating COG 317.4 °
in Differential mode: SOG 19.1 kn
If the speed data of a DGPS receiver operating in GPS *Usability of DGPS ONLY button can be
mode (i.e. if Differential mode is not possible) are not to be restricted on service level !
used, the function DGPS ONLY must be switched on. 1)
If the speed data are to be used even when the Differential mode has failed, the function DGPS
ONLY must be switched off. 1)
1) As a result, the optional DGPS ONLY button situated in the display of the position sensor data is also switched over.
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RADARPILOT / CHARTRADAR 5 Heading, Speed, Position
Operating Instructions 5.4 Position Sensor and Reference Selection
There are often several position sensors connected to the system. One of them has to be selected. As
an alternative to selecting a position sensor, it can - if necessary - also be specified that the system posi-
tion is to be determined on the radar by dead reckoning (EP = Estimated Position) using the gyro heading
and the speed data of the selected speed sensor.
After the position sensor has been selected, the accuracy of the position data must be checked continu-
ously. Constant errors in the transferred position can be compensated manually.
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5 Heading, Speed, Position RADARPILOT / CHARTRADAR
5.4 Position Sensor and Reference Selection Operating Instructions
SELECT CANCEL
4.DO
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RADARPILOT / CHARTRADAR 5 Heading, Speed, Position
Operating Instructions
☞ If EP position is used in combination with a water stabilized speed sensor input or a single axis log,
the calculated EP position is of poor accuracy.
The dead reckoning process is switched on in the same way as the selection of a position sensor - see
above. During this process, the "position sensor" EP (= Estimated Position) must be selected. The special
feature is that, if EP is preselected, the starting position displayed in the Multidisplay can be changed.
The dead reckoning process begins with this position after pressing of the SELECT button.
1) As a result, the optional DGPS ONLY button situated in the speed sensor data is also switched over.
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5 Heading, Speed, Position RADARPILOT / CHARTRADAR
Operating Instructions
1) If the EP position is being used, the position data are modified by an amount equal to the position offset. No limitation takes place.
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RADARPILOT / CHARTRADAR 5 Heading, Speed, Position
Operating Instructions 5.5 Sensor Monitoring
Optionally, the heading, speed and position of the selected sensors can be automatically monitored by
making a comparison with the corresponding data of redundant sensors. If a limit value is exceeded, an
alarm appears. You can specify whether the monitoring is to take place and how high the alarm limit
value is to be, and for heading and speed you can choose between several comparison sensors. For
position monitoring, it is also possible to decide whether the limit value is to be automatically adapted to
suit the sensor types that are being monitored.
The settings are made in the SENSOR MONITOR Dialog. Limit
This Dialog appears in the Multidisplay when, in the Monitoring mode
ALARMS menu, the SENSOR MONITOR button is clicked. Existing difference
Comparison sensor
Alternative for opening the Dialog: Click on the horn Monitored
symbol with MORE and then (with DO) on SENSOR sensor
MONITOR (see page 125).
SENSOR MONITOR DIFF LIMIT
Possible Monitoring Functions
Line 1 HDG MAG 7,4 M 30.0 °
Up to seven monitoring functions can take place simultane- Line 2 HDG COG DGPS 2.3 M 10.0 °
ously 1). For each monitoring function, the data are summa- Line 3 HDG COG INS1 2.5 M 10.0 °
rised in a line in the SENSOR MONITOR Dialog. Line 4 SPD BT LOG1 1.6 M 5.0 kn
Line 5 SPD SOG DGPS 0.8 M 3.0 kn
Line 1:Comparison of the heading between gyro and magnetic Line 6 SPD SOG INS1 0.9 O kn
compass
Line 7 POS INS1 35 M 500 m
Line 2:Comparison between heading of the gyro and COG of the CLOSE
selected position sensor 2)
Line 4:Comparison of the speed between the selected speed sensor and the redundant 3) speed sensor
Line 5:Comparison between speed of the selected speed sensor and SOG of the selected position sensor2 )
Line 6:Comparison between speed of the selected speed sensor and SOG of the redundant position sensor2 )
Line 7:Comparison of position between the selected position sensor and the redundant3 ) position sensor2 )
1) A necessary prerequisite for this is not only that the necessary sensors are installed but also that the individual monitoring possibility is
switched on at service level.
2) If DGPS ONLY is available and switched on by the operator, only GPS receivers working in DGPS mode can be used as the comparison
sensor.
3) If there are several redundant sensors available, the best one is selected automatically.
4) AUTO for position monitoring only
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5 Heading, Speed, Position RADARPILOT / CHARTRADAR
5.5 Sensor Monitoring Operating Instructions
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RADARPILOT / CHARTRADAR 6 Bearing and Range
Operating Instructions 6.1 Cursor Display
The bearing and range of an object with respect to own ship can
most easily and quickly be read off on the cursor display: T CURS REF CON
LAT 55:35.285 N BRG 51.6 °
As soon as the cursor is situated in the PPI, the cursor position
LON 008:36.437 W RNG 18.3 NM
instead of the own ship position is shown in the position display.
ADJUST – – – – – – ––– –
T CURS (instead of POS) then appears in the position display.
Behind BRG (= bearing), the true bearing of the cursor position with respect to own ship is displayed, and
behind RNG (= range) the distance from own ship's position to the cursor position is displayed 1).
☞ If the gyro compass fails, the relative bearing is displayed behind BRG. This is indicated by the fact
that, instead of T CURS (T = true), the text R CURS (R = relative) appears in the heading of the
cursor display.
The manually-entered correction value which is taken into account in the displayed position of the cursor
(see page 82) is displayed behind ADJUST.
☞ The sailing time to the cursor position (TTG) and the time of arrival at the cursor position (ETA) are
displayed in the Quick Info box - see page 155.
The radar has two VRM, which can be adjusted independently of one another. With these markers, the
distance from own ship1) or (in conjunction with the EBL) the distance between two objects can be meas-
ured.
1)
REF = CON indicates that BRG and RNG are measured from the conning position, REF = RADAR indicates measurement from the
selected radar antenna.
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6 Bearing and Range RADARPILOT / CHARTRADAR
6.3 Electronic Bearing Lines (EBL) Operating Instructions
For example, if the keyboard operating function is currently switched on for VRM
VRM1 VRM2
1, VRM 1 is switched on and off with the key VRM1 and is adjusted with the VRM
OFF OFF
knob. With the key VRM2, the keyboard operating function is switched over to
VRM 2.
VRM
The radar has two EBL’s, which can be adjusted independently of one another. With these EBL's, the
bearing of an object with respect to own ship or the bearing between two objects can be determined.
1)
REF = CON / RADAR: The bearing of the centered EBL is taken from the reference position indicated behind REF in the position sensor
display.
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RADARPILOT / CHARTRADAR 6 Bearing and Range
Operating Instructions 6.3 Electronic Bearing Lines (EBL)
kept pressed in this field, the relative bearing is displayed (indicated by 1 72.7 ° T CENT
R = relative).
☞ If the compass signal fails, the display is automatically switched over to relative bearing (R).
PPI Orientation Head-Up:
The values displayed are relative bearings. For as long as the DO key is kept pressed in this field, the
true bearing is displayed.
For example, if the keyboard operating function is currently switched on for EBL 1,
EBL1 EBL2
EBL 1 is switched on and off with the key EBL1 and is adjusted with the EBL knob.
OFF OFF
With the key EBL2, the keyboard operating function is switched over to EBL 2.
☞ The setting of the EBL origin and the display of the relative bearing can be
performed only by means of an operating procedure on the display. EBL
USEFUL INFORMATION
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6 Bearing and Range RADARPILOT / CHARTRADAR
6.4 Operating the VRM and the EBL Jointly Operating Instructions
If the EBL origin is set to CENT, then after clicking on the point
of intersection of VRM1 and EBL1 or of VRM2 and EBL2, both
elements are moved jointly. EBL VRM
1 122.7 ° T CENT 2.00 NM
2 OFF T ABS OFF
Measuring the Range and Bearing between Two Objects
If the EBL1 origin is set to ABS or REL, a marker is displayed on
EBL1 such that the distance of this marker from the EBL1 origin
is equal to the value of VRM1. If you click on this marker, both
VRM1 and EBL1 are changed by means of the cursor.
The same applies to EBL2 and VRM2.
☞ By means of this procedure, the range and bearing between two objects can be measured: set the
EBL origin on object 1 and drag the marker to object 2.
All information given here for measurement line 1 is also appli- Beginning of line
cable to measurement line 2.
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RADARPILOT / CHARTRADAR 6 Bearing and Range
Operating Instructions 6.6 Parallel Index Lines
There are four parallel index lines available, which can be adjusted individually.
☞ When you switch the parallel index lines on, they appear in the
3 3 3
4
4 4
form in which they were set last. If the display range has been
reduced in the meantime, they might be situated outside the
visible range.
1)
REF = CON indicates that RANGE are measured from the conning position, REF = RADAR indicates measurement from the selected radar
antenna.
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6 Bearing and Range RADARPILOT / CHARTRADAR
6.6 Parallel Index Lines Operating Instructions
The display of the bearings of the parallel index lines can be switched 1 1
over between true bearing (indicated by T) and relative bearing (indi- 2 2
cated by R).
The switch-over is performed by clicking on the indication T or R.
☞ If the compass signal fails, the display is automatically switched to
relative bearing (R).
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RADARPILOT / CHARTRADAR 7 ARPA and AIS Target Handling
Operating Instructions 6.6 Parallel Index Lines
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7 ARPA and AIS Target Handling RADARPILOT / CHARTRADAR
7.1 Symbols Used Operating Instructions
Targets that have been acquired and are being tracked are provided with symbols indicating their track
status. Targets being tracked can also be provided with speed vectors and with a past position plot as
per Section 3.6 (see page 46).
ARPA Targets AIS Targets
Sleeping Target
The point of the triangle is aligned with the
heading of the target, or with its COG if
heading information is not available. Dashed
symbol: Because of missing data, no colli-
Target acquired manually sion avoidance computation can be
performed - see page 98. A sleeping target
with neither a reported heading nor COG will
be orientated toward the top of the opera-
tional display area.
Target acquired automatically Target acquired automatically by acquisi-
by acquisition/guard zone tion/guard zone
(Target which has triggered the (Target which has triggered the
TARGET AUTO-ACQUIRED (n) flashing TARGET AUTO-ACQUIRED (n) alarm or the flashing
alarm or the TGT ENTERED TGT ENTERED GUARZONE (n) alarm)
GUARZONE (n) alarm)
Tracked Target
Target (moving) being tracked The triangle becomes greater than the
sleeping target, additionally it is possible to
show the true scaled outlines.
If the heading information is available, the
heading line is displayed additionally, and if
the target is turning then a flag on the
heading indicator shows the direction of turn.
Dashed symbol: See sleeping target
Target with ID
4
Target with ID BXGHE
If the target is transmitting a call sign, this is
taken. If not, the system generates the ID
Target with label as reference AIS with a serial number. AIS7
target
(reference target tracking) R
1)
If the DANGEROUS TARGET (n) alarm is acknowledged by the operator, the symbol stops flashing but is still drawn in red.
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RADARPILOT / CHARTRADAR 7 ARPA and AIS Target Handling
Operating Instructions 7.2 Procedure of the Target Acquisition and Tracking Overview
For the targets, the AIS electronics unit and the ARPA electronics of the radar are two independent
sensors whose displays and operating procedures take place on one and the same radar indicator.
The AIS electronics unit supplies the radar indicator with the data received from the AIS targets. With
these data, sleeping target symbols are generated, which can together be made visible if necessary 1).
The sleeping targets of the AIS can be acquired as the target videos of the radar. This can be done
manually after clicking on a sleeping target or the target video (page 96) or automatically with the aid of
one of the two combined acquisition and surveillance zones, called acquisition/guard zone in the
following (page 97). For the acquisition/guard zone setting procedure, see page 125. Furthermore, a
sleeping target is acquired automatically when the TCPA and CPA values fall below the set values (page
99).
Acquired radar targets are tracked by the ARPA electronics. The data of these ARPA targets are deter-
mined by the ARPA electronics and can be displayed at any time (page 101).
Acquired AIS targets are treated in exactly the same way; a lot more data are available about AIS targets
than about ARPA targets (page 103).
If a ship has been acquired both as a ARPA target and as an AIS target, it may only appear as an AIS
or ARPA target if both target data are matching (page 97).
The radar permits manual and automatic acquisition of up to 40 targets of each type (ARPA, AIS).
Acquired targets are tracked automatically.
When the automatic tracking begins, the radar determines the movement of the target.
- The symbol or appears.
- If the vectors are switched on, also the speed vector is now displayed, the computation of collision
risks is performed continuously, and the past position plot is built up.
- The complete target data set can be observed on the TARGET DATA display see (page 102).
In the case of manual ARPA target acquisition, the target video is marked manually, and is thus initially
provided with the broken Circle . The radar then checks during the next three revolutions of the
antenna to determine whether the echo occurs twice at this position. If it does, this target is tracked auto-
matically by the radar. If it does not, the radar does not recognise any target at this position, and the
LOST TARGET (n) alarm occurs. The target just acquired but lost is marked with the flashing symbol
.
☞ Automatic target acquisition is switched on and off together with the display of the acquisition/guard
zone - see page 99. The procedure for setting the acquisition / guard zone is described on page 99.
☞ If there are already 40 targets being tracked and another target is then acquired, the ACQUI-
SATION ZONE OVERFLOW alarm appears. In this case, at least one non-critical target must first
be deleted.
☞ The number of ARPA and AIS targets being tracked should be kept as small as possible; the pres-
ence of too many targets causes confusion on the screen and distracts the operator's attention from
what is really important. Targets that are no longer relevant should be deleted.
☞ In the case of tracked targets entering a clutter area (rain or sea clutter), a "target swap" might occur;
parts of the rain front are suddenly being "tracked". A target swap can also occur if there are targets
situated close together or close to land. In the case of target swaps, no warning is given.
1) The radar indicator can simultaneously process the data of up to 400 AIS targets (the 400 closest sleeping targets are displayed).
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7 ARPA and AIS Target Handling RADARPILOT / CHARTRADAR
7.2 Procedure of the Target Acquisition and Tracking Overview Operating Instructions
WARNING:
Automatic target acquisition and tracking are ensured only if the radar
video is OK, i.e. if it is adjusted in the same way as would also be neces-
sary for visual evaluation.
WARNING:
Under particularly unfavourable meteorological conditions, it can
happen even with an optimum setting of the radar that targets in the
radar video cannot be detected automatically.
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RADARPILOT / CHARTRADAR 7 ARPA and AIS Target Handling
Operating Instructions 7.3 Manual AIS and ARPA Target Acquisition
Targets cannot be acquired manually unless they are visible on the PPI. For the AIS, this means that the
sleeping target that is to be acquired must first be made visible:
2. Acquire the target video or the sleeping target symbol by clicking. For
ACQ TGT
as long as the ACQ TGT button is flashing, more targets can be
acquired in the same way.
☞ When the 38th 1) target is acquired, an indication appears, stating that only another two targets
can be acquired. After the 40th target has been acquired, an indication appears, stating that no
more targets can be acquired. Now at the latest, uncritical or uninteresting targets should be
deleted.
3. The acquisition function of the cursor is switched off by clicking into the PPI with the MORE key or
by clicking again (with the DO key) on the ACQ TGT button.
Using the keyboard: Move the cursor to the target video or the sleeping
ACQ
AIS target, and press the ACQ TGT key. TGT
If, with procedure 2, a target video is acquired, the ARPA electronics
performs the following routine: First of all, the target video is marked with a broken circle . During
the next three revolutions of the antenna, a check is performed to determine whether the echo occurs
twice at this position. If it does, the echo is recognised as an ARPA target, and is acquired. If it does not,
the ARPA electronics does not recognise any target at this position, the LOST TARGET (n) alarm occurs,
and the supposed non-acquired target is now marked with the flashing symbol .
If, with procedure 2, a sleeping target has been acquired, acquisition takes place without any further
check.
Target
Using the MORE context menu: Click on the target video with the 1.MORE video
MORE key, and then click on ACQUIRE TARGET (ARPA) (with
the DO key).
SET LINE 1
SET LINE 2
OFF CENTER
2.DO
ACQUIRE TARGET (ARPA)
1) For ARPA targets and AIS targets the target counter is independent (40+40=80 targets can be acquired)
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7 ARPA and AIS Target Handling RADARPILOT / CHARTRADAR
7.3 Manual AIS and ARPA Target Acquisition Operating Instructions
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RADARPILOT / CHARTRADAR 7 ARPA and AIS Target Handling
Operating Instructions 7.4 Automatic Target Acquisition
1)
Evaluated by comparison of data delivered by ARPA and those delivered by AIS
1)
It’s true that SAR aircraft are displayed as AIS targets, but they are recognized as SAR aircraft. No automatic acquisition takes place for
them.
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7 ARPA and AIS Target Handling RADARPILOT / CHARTRADAR
7.4 Automatic Target Acquisition Operating Instructions
Prerequisites for the Collision Avoidance Computation in the Case of AIS Targets
The collision avoidance computation can be performed only if the relative speed between own ship and
the target is known. This must be determined from the speed vector over ground (SOG, COG) transmitted
from the AIS target and from the own speed vector over ground. The own speed vector over ground is
mainly determined from the Bottom Track data of the selected speed sensor 1); otherwise, it is determined
with the aid of the SOG/COG of the selected position sensor.
If an AIS target is not transmitting SOG and COG, no collision avoidance computation takes place for this
target. Therefore, the target cannot be acquired automatically. If it is already being tracked, no
DANGEROUS TARGET alarm occurs in the case of a dangerous approach. The symbol of this AIS
target is dashed.
If, because of missing data or caused by sensor selection, the own speed vector over ground cannot be
determined, then for all AIS targets the collision avoidance computation and the DANGEROUS TARGET
alarm do not take place. The symbols of all AIS targets are then dashed. Three minutes after the occur-
rence of this situation, the AIS NO CPA ALARM, SOG LOST alarm appears.
ARPA: The ARPA electronics evaluates all radar echoes appearing in the switched-on acquisition/guard
zones. If the echo appears at a certain position at least six times during ten revolutions of the
antenna, it is evaluated as a radar target. If the echoes do not belong to a target already being
tracked, this radar target is acquired as an ARPA target.
AIS: If a sleeping target enters the region of a switched-on acquisition/guard zone, it is acquired automat-
ically.
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RADARPILOT / CHARTRADAR 7 ARPA and AIS Target Handling
Operating Instructions 7.4 Automatic Target Acquisition
DO
Setting the Angle of the Acquisition/Guard Zone Changes the angle
Click near a side limit into the acquisition/guard zone, drag the
zone to the desired angle, and press the DO key.
☞ The angle can be set to a value between 5° and 360° . The setting takes place relative to the
heading direction, i.e. the acquisition/guard zone turns with the ship’s heading.
1) For special features and limitations in the case of AIS targets, see page 97
2) Not for SAR aircraft.
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7 ARPA and AIS Target Handling RADARPILOT / CHARTRADAR
7.5 Deletion of Targets, Loss of Target Operating Instructions
Deletion of a Target
Click on the target with the MORE key, and then click on DELETE TARGET (with the DO key).
☞ If an AIS target being tracked in the background as an ARPA target is deleted (see A I S / A R P A T a r g e t
M e r g i n g on page 97), the ARPA symbol re-appears. If this too is to be deleted, the process must be
repeated.
1.MORE
1.MORE
1. With the MORE key, click on the ACQ TGT button. Then, with the ACQ TGT
2.DO
DO key, click on DELETE TARGETS. The ACQ TGT button DELETE TARGETS
becomes the DEL TGT button, and it flashes. Merged AIS/ARPA DELETE ALL TARGETS
targets see above.
2. Delete the target by clicking. As long as the DEL TGT button is
DEL TGT
flashing, other targets can be deleted in the same way. Flashing
3. The deletion function of the cursor is switched off by clicking into
the PPI with the MORE key or by clicking again (with the DO key) on the DEL TGT button.
Click on the ACQ TGT button with the MORE key, and then click on ACQ TGT
DELETE ALL TARGETS (with the DO key). DELETE TARGETS
2.DO
DELETE ALL TARGETS
In this case, both the AIS targets and the ARPA targets are deleted.
Unless stated otherwise, all of the following statements are applicable for all tracked AIS targets and
tracked ARPA targets.
At the bottom of the side strip, either all available ARPA data or the corresponding AIS data can be
displayed for two targets, or several pairs of these data can be displayed for eight targets.
or
1.MORE
Using the MORE context menu: Click on the target with the MORE
key, and then click on SHOW TARGET DATA (with the DO key). 2.DO
SHOW TARGET DATA
or
Using the MORE context menu: Click on the target with the MORE 1.MORE
key, and then click on HIDE TARGET DATA (with the DO key).
2.DO
HIDE TARGET DATA
2 Targets Display
The following data of the selected 2 (max) targets are displayed:
ID (= identifier) The target ID
BRG (= bearing) The bearing of the target TARGET DATA
ID FGIHG 13
RNG (= range) The range of the target
BRG 57.9 21.1 °
CSE (= course); RNG 2.01 3.50 NM
with prefix T (= true): course over ground / through T CSE 217.6 190.0 °
the water; T SPD 21.1 19.8 kn
with prefix R (= relative): course relative to your own TCPA 4:29 14:20 min
ship CPA 0.13 1.78 NM
SPD (= speed); BCT 4:09 6:34 min
with prefix T (= true): speed over ground / through BCR 0.20 0.46 NM
the water;
with prefix R (= relative): speed relative to your own
ship
☞ Whether true or relative values are displayed for SPD and CSE depends on the selected display of
the speed vectors and past position plots.
TCPA (= time to closest point of approach) The time up until the closest point of approach
CPA (= closest point of approach) The distance at the closest point of approach
BCT (= bow crossing time) The time that will pass before the target crosses the heading line of your
own ship
BCR (= bow crossing range) The range of the point on own ship's heading line at which the target
will cross that line. Negative value: Target crosses the stern line behind own ship.
8 Targets Display
TARGET DATA
In the 8 Targets display, two parameters can be displayed for ID CPA TCPA
each of the eight targets that were called up last:
FGRUHZ 6.79 NM 10:03 min
CPA and TCPA, AIS13 2.27 NM 4:28 min
SIRIUS 12.59 NM 25:33 min
BRG and RNG or
1 3.67 NM 8:15 min
CSE and SPD. DRTS 0.479 NM 4:28 min
Switching over is performed by clicking on the button
After clicking on IDENTIFICATION or MORE, the other AIS OBJECT DATA Dialogs can be opened:
IDENTIFICATION
NAVIGATION DATA
see below SHIP DATA
1)
The data received last are displayed. The update rate depends on the speed and ROT of the target. It lies between 2 seconds (>23 kn
without course change or >14 kn with course change) and 10 seconds (<14 kn without course change). When the ship is lying at anchor,
a transmission occurs every 3 minutes.
2) Updated by the radar during the pauses in reception.
3)
ROT: > = turning to starboard; < = turning to port
If the rate of turn is not being determined with a type-approved ROT sensor, then 0°/min is displayed here up to a ROT of 10°/min, and
for larger rates of turn the display indicates TURN STBD or TURN PORT.
4) Updated by the radar during the pauses in reception.
Every ARPA and AIS target being tracked is automatically given an identification number from 1 to 40.
This target ID can be displayed at the target symbol in the PPI. In the case of AIS targets, the number is
automatically prefixed by the letters AIS. As soon as the AIS electronics unit also receives the call sign
of the target, that call sign is used as the target ID. Instead of the number, it is also possible to use an
individual text with up to 6 characters.
You can select whether the target ID is to be displayed automatically for new targets. Furthermore, it is
possible to specify for each individual target whether the target ID is to be displayed.
Regardless of this setting, the target ID appears at the target symbol in the PPI as soon as its target data
are displayed in the side strip.
☞ The allocation of the number cannot be influenced. The program ensures that no number is allocated
twice.
Switching off: Click on the target with the MORE key, and then
click on HIDE ID (with the DO key). 2.DO
SHOW ID
‘ 1 2 3
Tab q w e
If at least one fixed ARPA target 1) is selected as a reference target, the radar can determine own ship's
speed vector with the aid of this target's relative motion. By means of this "reference target tracking", the
radar also acts as a speed sensor, and can be called up as such under REFERENCE TARGET SPEED.
It is recommended to use more than one target for own speed and course calculation.
Selecting a reference target: Click on the fixed ARPA target
with the MORE key, and then click on SELECT REFERENCE 1.MORE
Cancelling the selection: Click on the reference target with the MORE key, and then click on DESE-
LECT REFERENCE TARGET (with the DO key).
☞ Up to five reference targets can be selected.
☞ The speed input "reference target tracking" is treated as a ground stabilized speed sensor (speed
over ground), displayed as COG/SOG data, but is never used for calculation of relative course and
speed of AIS targets (according to the IMO rules).
☞ The loss of a tracked reference target trigger the LOST TARGET (n) alarm.
If the last reference target is lost, a new speed sensor must be selected see Section 5.3.
If no new speed sensor is selected in time, the SPEED INVALID alarm is triggered for the selection
of another speed sensor by the operator.
CAUTION: During reference target tracking, it shall be checked repeat-
edly if the selected reference targets are still displayed as fixed targets.
Loss of a tracked reference target may reduce the accuracy of the eval-
uated own speed and course, whereby the true data of tracked targets
may be deteriorated.
1)
If a moving target is selected by mistake, the own speed determined will be may incorrect. To ensure accurate determination of speed,
several fixed targets should be checked as references. AIS targets cannot be selected as reference targets.
As mentioned in the chapters before, the calculation principles for relative or true data have some impor-
tant differences:
The relative data are calculated directly by the ARPA. The ARPA uses the plots of consecutive antenna
scans in order to calculate relative course and speed of the target. Out of this, CPA and TCPA can be
calculated.
In order to calculate true data of a target, the own ship´s course and speed must be known. The accuracy
of the true data calculation depends on the accuracy of the sensors from which the own ship´s course
and speed are provided.
CAUTION: If there is any doubt that the own ship´s speed data are not correct, use the REL target
data and PPI presentation for collision avoidance purposes!
There are a couple of possible reasons for which the ARPA cannot compute the target data correctly:
In case that the GYRO-SYSTEM is faulty, the radar goes immediately into the Head-Up mode. All display
objects and operating possibilities for which the heading information is required are no longer shown or
are inactive. If the gyro failure is not corrected within 30 seconds, all tracked targets are deleted also.
The additional reasons for the malfunction of the ARPA calculation are listed below.
Possible system faults:
1. azimuth fault (error 4010) 1)
2. video interrupt timeout (error 4011)1)
1) for details see Technical Manual "Display Electronics Unit" chapter "System Fault Code List"
In addition to the ARPA electronics, the Universal Shipborne Automatic Identification System (AIS) auto-
matically provides the ship's nautical officers with important information about nearby vessels or other
relevant objects within VHF range.
The AIS system transmits own ship data cyclically via two defined VHF channels and receives the same
data of the other ships and objects that are equipped with AIS systems.
Setting of the communication technique (channel selection, bandwidth, transmission power etc.) usually
takes place fully automatically. In very rare cases, however, manual setting procedures too might be
necessary for this channel management process. For details, see Section 10.2.
9 AIS Messages
1) If necessary, it can be altered with the aid of the virtual keyboard after clicking.
1)
The AIS does not allow the transmission of all characters that are usually present on the alphanumeric keyboard. The characters that
cannot be transmitted cannot be entered.
The AIS system can also be interrogated about own ship data (e.g. own AIS data 1)) by another system,
e.g. a SatCom system. Because this interrogation can take place over longer distances than the VHF
range, it is called "long-range interrogation".
The interrogating station specifies which data are requested. 2)
The reaction of the AIS electronics unit can be set by means of the reply mode.
The setting procedure for the reply mode takes place in the
AIS SETTINGS
AIS SETTINGS Dialog AIS CONTROL: Click on the MENU AIS CONTROL
button, and then, in the AIS menu, click on the AIS
SETTINGS button. As a result, the AIS SETTINGS Dialog Page 122 TRANSMITTER ON
AIS CONTROL opens up in the Multidisplay.
Page 121 LOW POWER MODE OFF
Opening the other AIS SETTINGS Dialogs: In the AIS
menu, click on the AIS SETTINGS button with MORE, then LONG RANGE INTERROGATION
click (with DO) on the desired Dialog. REPLY MODE AUTO
1.MORE
CHANNEL MANAGEMENT Page 119 MORE CLOSE
AIS SETTINGS
With the MORE button the other AIS OBJECT
DATA Dialogs can be opened
☞ If a AIS SETTINGS Dialog is already being displayed,
it is possible to switch over to the other AIS SETTINGS AIS SETTINGS
DO
Dialogs after clicking on the Dialog name or on the AIS CONTROL
MORE -button.
In the AIS SETTINGS Dialog AIS CONTROL, click on the LONG RANGE INTERROGATION
REPLY MODE AUTO
buttons on the REPLY MODE field. The reply mode can be
OFF
selected: MANUAL
2.DO
OFF: No alarm appears, and no reply is sent. AUTO
MANUAL: In the case of an interrogation, the AIS INTERROGATION alarm appears. By acknowl-
edgement, the AIS INTERROGATION Dialog appears in the Multidisplay (see below). There,
the reply is sent with the REPLY button or is instead prevented with the CLOSE button.
AUTO: In the case of an interrogation, the reply is sent automatically. For the purpose of information,
the AIS INTERROGATION alarm appears; it should be acknowledged in the normal way.
1)
Own AIS data are the own ship data that are transmitted by own AIS electronics unit for the purpose of target data display on other ships;
see page 121.
2)
Such interrogations can take place from shore stations, e.g. from shipping companies, traffic control centres or governmental organisations,
but not from the AIS systems that are usually found on board.
Most of the data that are sent by own AIS system for the purpose of target data display on other ships
(own AIS data) are generated automatically by the system (e.g. identification data, position etc., see
page 103). However, some items of information (e.g. ship's draught, cargo, destination, ETA) have to be
defined by the operator.
IMPORTANT:
The following data must be entered at the beginning of every voyage,
and must (if necessary) be updated during the voyage to ensure correct
and up-to-date information to be sent to other ships.
CLOSE
1)
Whether the CARGO or TYPE display field appears or whether this display field is missing and which entries are possible there depends
upon the ship type. Explanations for cargo entries HAZARDOUS GOODS CATEGORY A ... D see box on the next page.
1) However, these data can also be transferred by DSC. The AIS electronics unit also has a DSC receiver, so that even AIS electronics units
which do not have their AIS channels set correctly can receive these data.
2) When the channel management is used, this usually changes the VHF channels. This example refers to such a change
ised and well skilled personnel only. Each With the MORE button the other AIS OBJECT
DATA Dialogs can be opened
change may have a serious influence on the
VHF communication between AIS systems.
that of the display of the additional AIS target data (see page
103) if, with MORE, you click on own ship's symbol instead of DISPLAY OWN AIS DATA
an AIS target, and then click on DISPLAY OWN AIS DATA. DO
AIS State
AIS OBJECT DATA
In the Multidisplay, after clicking on IDENTIFICATION, the addi- DO
TARGET ID Own Ship
tional AIS OBJECT DATA Dialog AIS STATE can be opened. IDENTIFICATION
10.4 Reducing the Transmission Power when Loading and Unloading Tankers
During the loading and unloading of tankers, the transmission power of the AIS transmitter must be
reduced for safety reasons. This Low Power mode is only admissible by regulations for this particular situ-
ation. The corresponding button is therefore only provided on tankers, and the Low Power mode can only
be switched on when the navigational state AT ANCHOR or MOORING is entered in the AIS VOYAGE
DATA Dialog; see page 117.
This setting is made in the AIS SETTINGS Dialog AIS
AIS SETTINGS
CONTROL:
AIS CONTROL
Click on the MENU button, and then, in the AIS menu, click the
AIS SETTINGS button. In the Multidisplay, the AIS SETTINGS
Dialog AIS CONTROL appears. LOW POWER MODE OFF
If necessary, the transmitting of your own AIS data can be completely prevented:
This setting takes place in the AIS SETTINGS Dialog AIS
CONTROL: AIS SETTINGS
AIS CONTROL
Click on the MENU button, and then, in the AIS menu, click
the AIS SETTINGS button. In the Multidisplay, the AIS TRANSMITTER ON
SETTINGS Dialog AIS CONTROL appears.
DO
By clicking on the TRANSMITTER area, the transmitter part
of the AIS electronics units switched on and off.
CAUTION:
The transmitter should not be switched off except in justified exceptional
cases, because when it is switched off, own ship can no longer be
detected as an target by other ships and cannot participate in the
communication between ships, equipped with AIS.
☞ The status TRANSMITTER ON/OFF is stored with date and time and can also be called up after an
accident at sea.
AIS Aids-to-Navigation are navigation marks which are reported by the AIS electronics unit. Base
stations are shore stations which form part of the AIS system. Both object classes are displayed in the
PPI if their display is not switched off - see page 57.
For the display of the Aids-to-Navigation, the same symbols are used as for the maps, the User Chart
Objects and the electronic chart of type ENC. In addition, they are marked by means of a blue circle.
Symbol of the base stations:
The information about the Aids-to-Navigation and base stations can be displayed. It is also possible to
send safety messages to base stations.
1)
Alternative method for base stations: Click on the base station symbol with the MORE key, and then click on the button SHOW AIS DATA
(with the DO key).
For the automatic target acquisition of the radar, two acquisition/guard zones are available; they are inde-
pendent of one another.
Each acquisition/guard zone consists of a segment of a circle which moves along with the selected radar
antenna as its centre. The depth of the segment is 1 NM in each case. Its diameter (range) and angle
can be adjusted.
The function of the acquisition/guard zone and the alarms generated with the aid of that zone are
described on page 93.
The task of switching the acquisition/guard zone on and off
is performed in the TARGET ALARMS Dialog: Click on the TARGET ALARMS
MENU button, and in the ALARMS menu click on the ACQUISITION / GUARD ZONES
TARGET ALARMS button. The TARGET ALARMS Dialog ZONE 1 ZONE 2
then appears on the Multidisplay.
Alternative for opening the Dialog: Click on the horn Page 126 DANGEROUS TARGETS
symbol with MORE and then (with DO) on TARGET TCPA LIMIT 15 min
ALARMS. CPA LIMIT 0.5 NM
Page 97 AUTO AIS TGT ACQ
1.MORE
CLOSE
DO
Reference of the TCPA / CPA data DO
The computation for collision avoidance is executed for the reference position as shown in the
REF = CON / RADAR indicator in the position sensor display(see Section 5.4).
When a System Track is defined, every radar indicator and every CHARTPILOT checks continuously
whether the course defined by the System Track is being maintained, whether the ship‘s System Position
is situated on the System Track, and how much time remains until arrival at the wheel-over point 1) of the
TO-waypoint. 2) If one of the limits entered for this purpose is exceeded, an alarm is given if the relevant
alarm function is in the switched-on state.
The settings for this are made in the TRACK / DEPTH
ALARMS Dialog: Click on the MENU button, and in the TRACK / DEPTH ALARMS
ALARMS menu click on the TRACK/DEPTH ALARMS
LIMITS COURSE 10 °
button. The TRACK / DEPTH ALARMS Dialog then appears 999 m
TRACK
on the Multidisplay.
WPT APPROACH 120 sec
Alternative for opening the Dialog: Click on the horn
symbol with MORE and then (with DO) on TRACK / DEPTH ECHOSOUNDER
ALARMS. Page 128 DEPTH ALARM 999 m
CLOSE
1) For the case that the ship is beside the track, the wheel-over point is understood in these Operating Instructions as being a point on the
wheel-over line, a line that passes through the wheel-over point at right angles to the straight leg.
2) Insofar as the own speed is needed for the calculations, the indicator uses the data of the selected speed sensor.
DO
If the water depth measured under the transducer by the connected navigation echosounder is less than
the limit that is entered for this, the depth alarm DEPTH LIMIT EXCEEDED is given.
The settings for this are made in the TRACK / DEPTH ALARMS Dialog: Click on the MENU button, and
in the ALARMS menu click on the TRACK/DEPTH ALARMS button. The TRACK / DEPTH ALARMS
Dialog then appears on the Multidisplay.
Alternative for opening the Dialog: Click on the horn symbol with MORE and then (with DO) on TRACK
/ DEPTH ALARMS.
DO
For the radar indicator that is being operated, the output of the
depth alarm can be switched on and off by clicking on the DO ECHOSOUNDER
DEPTH ALARM 20 m
DEPTH ALARM button.
☞ The Depth display, available in the Multidisplay contains the depth limit line if the output of the depth
alarm is switched on.
The alarm that is switched on is generated individually by each radar indicator and each CHART-
PILOT, and must also be acknowledged on each of these units. To avoid multiple acknowledgement,
it is recommended that the alarm should be switched on at one unit only.
1) The availability of the BRIDGE ALARM SYSTEM button can be set on service level.
13 Trial Manoeuvres
13.1 General
Trial manoeuvres are needed mainly for collision avoidance. In this process, a planned manoeuvre of
own ship is simulated and the effect of this manoeuvre on the targets being tracked or plotted is checked
in a graphic display. 1)
The trial manoeuvre can be specified by
- simulation of a course change, including the radius to be used by the ship and
- the period of time up until the beginning of the simulated manoeuvre (the delay) and by
- simulation of a speed change at the instant of the manoeuvre.
There are two display modes available:
- At the instant when the trial manoeuvre function is switched on, a switch-over to Relative Display
mode takes place. This display mode is used for fast setting of the necessary course-change, of the
delay and of the speed change.
- In True Display mode, the manoeuvre radius that can then be set and the acceleration 2) for the set
speed-changes are taken into account additionally.
☞ The target tracking/plotting and the automatic target acquisition are not interrupted during the execu-
tion of a trial manoeuvre.
☞ It is recommended to use the trial manoeuvre function in relative mode in order to evaluate the
change of relative target data. If the true mode is used, it is recommended to select a speed sensor
with water stabilisation (water track).
1) As the own speed, the indicator uses the values shown in the speed display.
2) The acceleration behaviour of the ship is entered at service level during setting-to-work.
Targets get
relative vectors
Identification
marking of trial
manoeuvre display
Display before switch-on of the trial manoeuvre Display after switch-on of the trial manoeuvre
(with true vector display) (the target on the right is on a collision course)
3) The resultant value used for the display of the own ship vector
Because the vector display during the trial manoeuvre is a relative display, a collision course can be
recognised from the fact that the vector of a target is pointing towards the own ship symbol (constant
bearing). A manoeuvre must be simulated which avoids this constant bearing while at the same time
fulfilling other conditions (e.g. keeping within the channel, avoiding shallow water, etc.).
A suitable vector-length should be set.
☞ The situation at the point in time defined by the delay value is now 3.DO
displayed. The own ship symbol and the speed vectors have been
shifted accordingly. If the display of the past position plot is switched
on, the shifted target-vectors can be assigned to the targets by
means of dashed lines.
Past position plots have rotated in the
simulation of the course change
Trails remain
unchanged
Heading lines of AIS targets
remain unchanged
No risk of collision
(vector shows suffi-
ciently large passing
distance from the trial
manoeuvre position)
Trial manoeuvre
position
If no suitable manoeuvre can be found by means of these two settings, a speed change must be simu-
lated:
Click on the SPD field, use the trackball to set the speed at which the ship
SPD 13 kn
is to travel from the beginning of the simulated manoeuvre onwards, and
3.DO
press the DO key for the second time.
☞ Because of the Relative Display mode, the simulated course-change causes a change in the direc-
tions and lengths of the speed vectors. The display is based on the simplifying assumption that, from
the beginning of the manoeuvre onwards, the ship travels at the set speed.
In True Display mode, the trial manoeuvre is displayed with true vectors. Both the radius planned for the
manoeuvre and the acceleration behaviour for the speed change that is set are taken into account. All
settings made in Relative Display mode can still be changed in True Display mode.
Click on the RAD field, use the trackball to set the radius with which the
RAD 1.0 NM
course change is to take place, and press the DO key for the second time.
3.DO
By means of TIME, the instant of time that is to be considered can be set: 2. To check,
1.DO
Click on the TIME field and, with the trackball, vary the time instant that is vary this
Display after switch-over to True Display mode Check by variation of the TIME input
Event markers and position fixes only exist at the RADARPILOT and CHARTRADAR if a CHARTPILOT
is connected.
All event markers and position fixes generated in the system are only displayed in the Chart mode. This
display cannot be suppressed.
In the Radar mode, event markers can be set. In the Chart mode, event markers can be set and deleted.
Position fixes can only be set and deleted at the CHARTPILOT and at the MULTIPILOT.
Symbols Used:
Position fix Time of the fix
Event marker (hours and minutes, UTC)
1342
Freely editable text
Container
dG
Method of position-determination
(abbreviation defined in ECDIS rules)
☞ The display of the text labels is switched on/off with the TEXT LABELS
button in the CHART menu, see page 57 or page 60.
Further items of information (date, time of setting, geographical position) can be seen in the info box on
the CHARTPILOT.
2. If the event marker is not to be set at the existing own DROP EVENT
position: click on the event marker, and then click on the POSITION
desired event position. The position of the event marker is LAT 54:44.000 N
LON 012:00.000 W
displayed under POSITION in the DROP EVENT Dialog.
Alternative: click on the event marker and enter the posi- DATE TIME
tion into the LAT/LON fields of the DROP EVENT Dialog. 24/06/02 11:43:27
4. By clicking of the DROP button, the event marker is stored with the set data and is therefore
displayed on all indicators of the system, where the Chart mode or the ECDIS mode is switched on.
If the Radar mode is switched on, the symbol disappears (because the display of the event markers
is not possible in Radar mode). If the Chart mode is switched on, the symbol disappears initially, and
it returns after a short time with the text label that was entered.
Final setting of the event marker can be prevented by clicking of the CLOSE button instead of the
DROP button.
Before a Pre-planned track can be displayed and used in the PPI, it must be edited and stored on a
CHARTPILOT or on a radar indicator. 1) If there is a CHARTPILOT, it should be used for this work.
☞ On the CHARTPILOT, e.g. on the basis of the electronic chart, tracks can be edited much more
conveniently and also - thanks to the test possibilities available there - with greater nautical safety.
Pre-planned tracks are accommodated in catalogues, and can be identified within the catalog by means
of a track number and a track name. Catalogues can be created and also - if necessary - deleted.
Tracks can be generated (edited), and existing tracks can have their contents altered, or can be assigned
to other catalogues, or can be deleted.
☞ If there is a CHARTPILOT, it must always be in the switched-on state when work on tracks is being
done on the radar indicator, since the track data are physically stored in the CHARTPILOT.
☞ If there is no CHARTPILOT in the system and if the tracks are to be used on several radar indicators,
the tracks - including the catalogues - must be transferred to the other radar indicators; see page
221.
The Dialogs that are needed in connection with the editing of the tracks are opened from the TRACK
menu which is opened by clicking on the TRACK button. The following description is based on this menu.
Opens the EDIT TRACK list and EDIT TRACK Dialog for
- Editing (generating and changing) of tracks LOAD... EDIT...
- Creating catalogs
- Assigning tracks to other catalogs CLEAR... DELETE...
1) If there is no CHARTPILOT, tracks from the connected GPS receiver can also be displayed if the system configuration is suitable for this.
Waypoint Data
Each waypoint has the following parameters:
- Number of the waypoint. This identifies the waypoint, is allocated consecutively within the track,
and can be displayed in the PPI.
- Name of the waypoint. This appears in the waypoint list when the TO-waypoint is being defined;
see page 56. This entry is not obligatory.
- Position of the waypoint. Geographical position based on WGS 84.
- Curve radius. Radius of the curve along which the ship is to sail at the waypoint.
- Sailing mode. This specifies whether a track section longer than 25 NM from this waypoint to the
next one is to be displayed as a rhumb line (Rhumb Line mode) or as a great circle (Great Circle
mode) 1).
- Course limit and track limit: These can be used to control the track monitoring; see page 126. In
addition, the track limit is of special significance for the chart monitoring performed by the CHART-
PILOT and MULTIPILOT.
- Planned Speed: This is used for the calculation of the passage plan that is carried out at the
CHARTPILOT.
- Track control mode, rudder economy, profile speed: In the system configuration involved here
(no TRACKPILOT, no SPEEDPILOT connected), these parameters are not important.
In general, the values entered for the TO-waypoint become effective at the wheel-over point of the TO-
waypoint. Exception: The Planned Speed becomes effective at the wheel-over point of the FROM-
waypoint.
1)
Track sections shorter than 25 NM are displayed as a rhumb line.
Great circle approximation: If the Sailing mode GREAT CIRCLE has been entered at a waypoint on the pre-planned track and the
distance from the next waypoint is larger than 25 NM, this leg is automatically approximated to a great circle. For this purpose, the program
divides this leg into subsections, each having a length of 10 NM, and places the ends of these subsections on the great circle.
(flashing) editing function button or by clicking into the PPI with Is not active
the MORE key. MOVE
Entering of Waypoints
Graphic input: This is performed by clicking on the position in the PPI. This also causes data take-
over and switching forward (in the same way as with the APPLY button).
☞ During this process, the geographical coordinates of the cursor position are displayed in the
cursor display.
WARNING:
This position might be faulty, e.g. if an incorrect position offset has been
entered.
☞ In the alphanumeric input process, when you click on the LAT and LON fields the coordinates of the
preceding waypoint appear. To alter them, you can jump to the right by entering the point.
Enter the other waypoints in the same way.
If the radius is entered, it is displayed in the track.
7
If the waypoints have been positioned so unfavourably
(short distance between waypoints, acute angles) and/or the 9
track lines
radii have been chosen so large that the ship will probably
not be able to sail along the track, this situation is indicated
by means of a special display of the track:
NM
- The track lines (the straight lines up to the FROM-
0
x. 2
waypoint and up to the NEXT-waypoint) are extended
ma
as far as the waypoints.
- In the display, the circular arc defined by the radius is
moved along the track line to the last waypoint until it
fits between the two track lines. 8
- This movement takes place up to the FROM-waypoint Behind the curve end of waypoint 7, this
curve does not fit into the angle formed
at the most, but not further than up to a distance of by waypoints 7, 8 and 9. Therefore, the
20 NM between the beginning of the curve and the curve is shown displaced, and the display
waypoint. of the pre-planned track is interrupted by
the display of the track lines.
Remedy (also possible later): Alter the parameter "Radius" or move the waypoint - see below.
Moving of Waypoints
1. Activate the editing function MOVE (button must then flash).
MOVE
2. The process of selecting the waypoint that is to be altered can take place
graphically or alphanumerically, whichever is desired:
Alphanumeric selection: Click into the waypoint number field and enter the desired number.
Graphic selection: Click on the waypoint in the PPI.
3. The definition of the new waypoint position can either be determined graphically or entered alphanu-
merically, whichever is desired - see page 140.
Exception: If the last waypoint is selected, the new waypoint is inserted behind it (the track is length-
ened).
3. The definition of the new waypoint position can either be determined graphically or entered alphanu-
merically, whichever is desired - see page 140.
Deletion of Waypoints
DELETE
1. Activate the editing function DELETE (button must then flash).
2. Either click in the PPI on the waypoint that is to be deleted, or enter the number in the waypoint
number field.
If an existing track 2) is to be modified, this track must be selected for display - see page 52.
1. Calling up the EDIT TRACK Dialog: In the TRACK menu, open the EDIT TRACK list with the EDIT
button.
2. By clicking, mark the track that is to be modified.
3. In the EDIT TRACK list, open the EDIT TRACK Dialog by clicking on the EDIT button.
4. The changes take place as described in Section 15.1.
The track that is to be used as the basis must already be selected for display - see page 52.
1. It is first necessary to define which catalog the track is to be stored in, and under which number.
Specifying the track number and the catalog: In the TRACK menu, click on the LOAD button,
and then click on the desired catalog and see which track number is not yet being used. Close the
list with the CLOSE button.
2. Calling up the EDIT TRACK Dialog: In the TRACK menu, open the EDIT TRACK list with the EDIT
button.
3. By clicking, mark the track that is to be used as the basis.
4. In the EDIT TRACK list, open the EDIT TRACK Dialog by clicking on the EDIT button, and enter the
track number, the track name and (if necessary) the catalog - see page 138.
5. By clicking on the CLOSE button, a copy of the opened track is saved under the new number.
6. Mark the new track in the EDIT TRACK list and open the new track again with the EDIT button.
7. The changes and additions take place as described in Section 15.1.
If there is no CHARTPILOT in the system, the following functions only have an effect on the RADAR-
PILOT which is operated.
So that loss of data does not occur during the data distribution
which is then necessary, editing should only be performed on the EDIT MAP
radar indicator having the most recent set of map data. NEW SYMBOL
BUOY, LATERAL
Calling the EDIT MAP dialogue STARBOARDHAND
Editing takes place in Radar mode. There, the EDIT MAP AT POSITION
dialogue must be opened: LAT 55:35.285 N
LON 008:36.437 W APPLY
Click on the MAP button, and then click on the EDIT MAP button.
The EDIT MAP dialogue then appears in the Multidisplay. The CLOSE
following description is based on this dialogue.
☞ If the display of the map has not yet been switched on, it is switched on by the opening of the EDIT
MAP dialogue.
Moving of Symbols
1. Select the editing function MOVE.
2. On the PPI, click on the symbol that is to be moved. NEW
MOVE
3. Click on the insertion position or input the insertion position numeri- DELETE
cally (see above).
Deletion of Symbols
1. Select the editing function DELETE.
NEW
2. On the PPI, click on the symbol that is to be deleted. MOVE
DELETE
Lines are inserted by entering the line points one after another. These are thin, white, continuous lines.
Existing lines can be lengthened or deleted. On these lines, line points can be inserted, moved or deleted.
During the setting, insertion and moving of the line points, the distance and direction of the cursor position
are shown relative to the preceding line point.
Y
Example: Inserting a point Z
X
— X — Y — Z — : Existing line
2.35NM
Distance and direction of the cursor as seen from point X 251.3° Cursor
(Values are stated on the extension of the line from point X to the cursor.).
Lengthening a Line
1. Select the editing function CONTINUE.
NEW
2. On the PPI, click on the starting point or end point of the line. CONTINUE
INSERT
3. Click on the insertion position. MOVE
☞ Each further clicking action sets the next point of the line.
DELETE
DELETE ALL
Editing is ended by clicking on the CLOSE button. All inputs are stored
automatically in the radar indicator that is being operated, and are CLOSE
available there for display.
So that the inputs can be displayed on other indicators too, the processed map data must be transferred
to these indicators in accordance with Section 27.5 - see page 219. Furthermore, data saving should be
performed (likewise in accordance with Section 27.5).
In the Multidisplay, the items that can be displayed include not only the various Dialogs, which are
opened in various ways and which are described in the relevant context in these Operating Instructions,
but also four graphic displays and (optionally) the CAMERA Dialog. These are described in this section.
In the display ranges up to 1.5 NM, the distance and speed to a docking position can be displayed. For
this purpose, the docking position must first be defined on the PPI.
WARNING:
The computation might be based on faulty data (e.g. the ship contour
being displayed, which does not necessarily have to correspond suffi-
ciently accurately to the actual contour, or the data of the navigation
sensors), and so this display can only serve as an overview, and not as
the sole docking aid.
PORT
DO
STBD arrangement:
The distance and speed between the starboard side at own
ship's bow and stern and the starboard side at the bow and
stern (respectively) of the docking position symbol
PORT arrangement:
The distance and speed between the port side at own ship's
bow and stern and the port side at the bow and stern (respec-
tively) of the docking position symbol
In modes North-Up and Course-Up, an enlarged video display of a PPI excerpt can be switched on. You
can specify whether the excerpt is to remain at a fixed position or is to be moved along together with a
tracked/plotted target or with own ship’s position.
☞ In this Zoom display, the area enlargement factor is 9 (the linear enlargement factor is 3).
Only the video is contained in the zoom image, i.e. no synthetics.
If the display of trails is switched on for the PPI, the trails in the Zoom display are always displayed
in True mode. This is indicated by a T in the upper right-hand corner of the Zoom display.
ZOOM OFF
FIX ABS T
FIX REL
This menu appears after the MORE key has been used to click into the Zoom
display or on the zoom frame at its contour.
- Clicking on ZOOM OFF switches off the Zoom display.
- Clicking on FIX REL or FIX ABS switches over between a fixed Zoom
display and a Zoom display which is carried along (with own ship's position).
Clicking causes a switch-over between a fixed zoom frame (display FIX ABS) and a Zoom display
which is carried along (with own ship's position) (display FIX REL).
Display FIX TGT: The zoom frame is carried along with a target.
Switching Over between a Fixed Zoom Display and a Zoom Display being Carried Along with Own
Ship
The switch-over is done by clicking on the FIX ABS / FIX REL button situated in the Zoom display.
FIX ABS = the zoom frame has a fixed position.
FIX REL = the zoom frame is carried along with own ship, maintaining a constant distance and bearing
relative to own ship.
If there is an echosounder connected, the actual and past depth can be displayed in the Depth display.
3.DO
DEPTH
If the depth alarm is switched on (see page 128), a red line is shown
at the set depth limit.
DO
If there is a wind sensor connected, the wind data and the set and drift caused by the current can be
displayed numerically and graphically on the Wind display.
3.DO
Specifying whether the Wind is to be Displayed True or WIND
Relative
Switch-over is performed by clicking into the top right-hand field
(T or R) of the Wind display.
From the radar indicator, it is also possible to control a target tracking camera that is suitable for this
purpose. The direction and focus of the camera (camera position) can be automatically kept at a fixed
position or on a tracked ARPA or AIS target.
1)
An additional Interface Expander (390003846) is needed for this purpose. The camera control interface is not implemented in Radar1100
or NACOS xx-5 COM-Expanders respectively.
The position of the cursor defines which data are to be displayed in the Quick Info box:
If the cursor is situated in the PPI:
Time that would be needed in order to reach the
cursor position at the present speed.
If the cursor is situated on an area that can be operated and the help function is switched on:
☞ For switching on the help function, see page 25
CLOCK: 00:17:49
CLOCK: 00:26:06
The theoretically achievable radar range limited by the curvature of the earth depends on the height
of the antenna above the water surface and the height of the target, and is applicable under normal
atmospheric conditions - see the following table.
Whether radar targets can be detected up to this theoretical range, even with optimum video setting,
depends not only on the atmospheric conditions but also on the characteristics of the target:
- Large targets with good reflection characteristics produce strong echo signals and are displayed with
corresponding clarity on the screen.
- Smaller targets situated in the shadow of large objects are not illuminated by the radar pulses and
are therefore not displayed.
- Flat coasts have an unfavourable reflection cross-section and cannot be recognized until they have
been approached more closely. On the other hand, high coastlines and mountainous regions further
inland are recognised at a very early stage.
- In the coastal approaches, the tide rip lines and surf areas are displayed similarly to coastlines.
However, this rather irritating display can be a valuable orientation aid for the coastal navigator.
- The reflections of radar waves from ice depend largely on the surface structure of the areas illumi-
nated by the radar. Rough and jagged surfaces produce good echo displays, whereas smoothly
frozen-over surfaces, rounded surfaces and surfaces at an oblique angle generally reflect the trans-
mitted pulses away from the ship. Thus, for example, the echo display of large icebergs can fluctuate
extremely severely, depending on the existing aspect.
- The detection of low-lying blocks of ice (growlers) probably presents the greatest uncertainty:
WARNING:
Even if the anticlutter facilities are operated carefully, the echoes from
growlers can no longer be definitely identified if moderate disturbances
from the sea surface are present.
Because of the physical characteristics of the radar principle used, the video displayed does not corre-
spond exactly to the position and form of the reflecting target. A distinction must be drawn between radial
distortions (in the direction of the target) and azimuthal distortions (perpendicular to the target direction)
- see figure on next page.
Radial Distortions
Radial distortions in the direction of transmission are caused by the fact that a target reflects the trans-
mitted pulse for as long as the pulse is moving past the target 1). Thus, radial lengthening depending on
the pulse duration occurs on the screen. In the case of range measurements, it must be noted that the
echo edge facing own ship corresponds to the true front edge of the target.
If there are several targets behind one another with small (radial) distances between them, they are
shown separately on the screen if, and only if, their distance apart is so large that the radial lengthened
echoes do not overlap.
Azimuthal Distortions
Azimuthal distortions are caused by the width of the beam radiated by the antenna. A point target
appears wider the further away it is. At a distance of 10 NM with a horizontal antenna-beamwidth of 1.5°,
an individual target is displayed as an arc with a length of 480 m. Because of this effect, individual targets
situated beside one another can merge to form a single target.
Not only individual targets but also small spits of land aligned in the radial direction appear wider than
they really are, and radially oriented entrances appear narrower than in reality.
☞ As a result of azimuthal distortions and/or changes in the target position, the radar centroid of a
target can change, especially at short range. In the case of a target being tracked, this can lead to
a sudden change in the displayed vector.
In addition to these undesirable azimuthal distortions, targets can also be deliberately widened with
increasing distance, so that narrow, close-range targets too can be seen clearly. This function is used in
the Clean Sweep modes Medium and High. It ensures that the azimuthal distortion corresponds to the
radial distortion over a wide range of distances. Because the radial distortion depends on the pulse
length, the targets are displayed particularly large by the selection of long pulse.
1) The pulse length setting LP thus generates larger radial distortions than SP.
An entrance is
Two targets behind one displayed narrower or
another merge to form one not at all
radar echo (radial distortion)
Radar video
Land contour
Radar video
Actual size of the target Azimuthal distortion
Radial distortion
X-Band Radar
Even in the X-Band radar, fog causes practically no disturbances, whereas precipitations with larger drop-
lets attenuate the transmitted radar pulses and thus weaken to a greater or lesser extent the display of
targets situated behind extensive areas of precipitation. Furthermore, throughout their entire extent, rain,
snow and hail reflect part of the transmitted energy and produce echoes in the form of milky areas in the
radar video (backscatter).
Because of the very different signal structures of useful targets and rain areas, rain clutter can be notice-
ably reduced by the rain clutter suppression function.
In the case of strong, extended areas of rain, the losses become so great that the achievable range is
reduced very severely. Useful targets might be completely concealed.
S-Band Radar
The S-Band radar „sees“ through the rain with practically no attenuation losses, and even detects targets
in and behind a rain area. The echo signals caused by the rain are only displayed weakly. Similar behav-
iour is exhibited in the case of hail and snow.
In this case too, unusually heavy rain can reduce the achievable ranges and thus cause sudden loss of
targets.
Superrefraction - Subrefraction
If the normal refraction gradient for the radar wave in the maritime boundary layer of the atmosphere is
changed by external influences, subrefraction occurs when the transmitted beam is bent upwards away
from the earth's surface, and superrefraction occurs when the transmitted beam is bent down towards the
earth's surface.
In the case of superrefraction, false echoes of targets outside the set range of measurement can occur:
the echo of a transmitted pulse is not received within the set range but during the next transmit cycle or
by the one after that. The resulting ghost echoes can occur at any position. Since the position of ghost
echoes depends on the pulse repetition frequency, ghost echoes can be recognised as such by switching
over the pulse length or the range on the master radar.
☞ Every pulse length has a particular pulse repetition frequency assigned to it; therefore, when the
pulse length or range is changed, the repetition frequency changes too (see Section 19.6).
The code of Racons consists of a radially arranged dash-dot code which begins in the radar video a short
distance behind the beacon position. By means of different codes described in the Lists of Lights, the
approach points equipped with Racons can be clearly identified.
Most Racons transmit in the X-Band, but there are some Racons installed which transmit in the S-Band.
The majority of Racons change their transmission frequency slowly throughout the entire frequency band,
and so they are not received in every revolution of the antenna.
For the setting of the radar, the same basic principles are applicable as for SART detection (see page
162 Radar Setting for SART Detection (X-Band only))
Regarding Clean Sweep function see warning on page 71.
The information needed for reliable detection of SART's is described in IMO Circular 161. The content of
that paper is reproduced on the following pages.
ANNEX
WARNING: A SART will only respond to an X-Band (3 cm) radar. It will not be seen on
an S-Band (10 cm) radar.
Introduction
l. A Search and Rescue Transponder (SART) may be triggered by any X-Band (3 cm)
radar within a range of approximately 8 n.miles. Each radar pulse received causes it to
transmit a response which is swept repetitively across the complete radar frequency band.
When interrogated, it first sweeps rapidly (0.4 μsec) through the band before beginning a
relatively slow sweep (7.5 μsec) through the band back to the starting frequency. This
process is repeated for a total of twelve complete cycles. At some point in each sweep, the
SART frequency will match that of the interrogating radar and be within the pass band of
the radar receiver. If the SART is within range, the frequency match during each of the 12
slow sweeps will produce a response on the radar display, thus a line of 12 dots equally
spaced by about 0.64 n.miles will be shown.
2. When the range to the SART is reduced to about 1 n.mile, the radar display may show
also the 12 responses generated during the fast sweeps. These additional dot responses,
which also are equally spaced by 0.64 n.miles, will be interspersed with the original line
of 12 dots. They will appear slightly weaker and smaller than the original dots.
3. When looking for a SART it is preferable to use either the 6 or 12 n.mile range scale.
This is because the total displayed length of the SART response of 12 (or 24) dots may
extend approximately 9.5 n.miles beyond the position of the SART and it is necessary to
see a number of response dots to distinguish the SART from other responses.
4. When responses from only the 12 low frequency sweeps are visible (when the SART
is at a range greater than about 1 n.mile), the position at which the first dot is displayed
may be as much as 0.64 n.mile beyond the true position of the SART. When the range
closes so that the fast sweep responses are seen also, the first of these will be no more than
150 metres beyond the true position.
Radar Bandwidth
5. This is normally matched to the radar pulse length and is usually switched with the
range scale and the associated pulse length. Narrow bandwidths of 3-5 MHz are used with
long pulses on long range scales and wide bandwidths of 10-25 MHz with short pulses on
short ranges.
6. A radar bandwidth of less than 5 MHz will attenuate the SART signal slightly, so it
is preferable to use a medium bandwidth to ensure optimum detection of the SART. The
Radar Operating Manual should be consulted about the particular radar parameters and
bandwidth selection.
Note about item 6: The bandwidth of the radar is not less than 5 MHz. Therefore, the setting described here is not necessary
7. As the SART is approached, side lobes from the radar antenna may show the SART
responses as a series of arcs or concentric rings. These can be removed by the use of the
anti-clutter sea control although it may be operationally useful to observe the side lobes as
they may be easier to detect in clutter conditions and also they will confirm that the SART
is near to own ship.
8. To increase the visibility of the SART in clutter conditions, the radar may be detuned
to reduce the clutter without reducing the SART response. Radars with automatic
frequency control may not permit manual detune of the equipment. Care should be taken
in operating the radar in the detuned condition as other wanted navigational and anti-colli-
sion information may be removed. The tuning should be returned to normal operation as
soon as possible.
Gain
9. For maximum range SART detection the normal gain setting for long range detection
should be used i.e., with a light background noise speckle visible.
10. For optimum range SART detection this control should be set to the minimum. Care
should be exercised as wanted targets in sea clutter may be obscured. Note also that in
clutter conditions the first few dots of the SART response may not be detectable, irrespec-
tive of the setting of the anti-clutter sea control. In this case, the position of the SART may
be estimated by measuring 9.5 n.miles from the furthest dot back towards own ship.
11. Some sets have automatic/manual anti-clutter sea control facilities. Because the way
in which the automatic sea control functions may vary from one radar manufacturer to
another, the operator is advised to use manual control initially until the SART has been
detected. The effect of the auto sea control on the SART response can then be compared
with manual control.
12. This should be used normally (i.e. to break up areas of rain) when trying to detect a
SART response which, being a series of dots, is not affected by the action of the anti-
clutter rain circuitry. Note that Racon responses, which are often in the form of a long
flash, will be affected by the use of this control.
13. Some sets have automatic/manual anti-clutter rain control facilities. Because the way
in which the automatic rain control functions may vary from one radar manufacturer to
another, the operator is advised to use manual control initially until the SART has been
detected. The effect of the auto rain control on the SART response can then be compared
with manual control.
Note:
The automatic rain and sea clutter controls may be combined in a single ’auto-clutter’
control, in which case the operator is advised to use the manual controls initially until the
SART has been detected, before assessing the effect of auto.
To optimise detection performance for the different weather conditions, the radar provides different pulse
lenghts and repetition rates. For HSC also a doubled antenna speed is possible if the appropriate
antenna gearbox is installed.
The pulse repetition rates in relation to the range and the pulse length are shown in the following table:
1)
All values of the 0.25 NM range are also valid for the 250 m/500 m ranges
2)
12.5 kW X-Band Transceiver
3)
25 kW X-Band and 30 kW S-Band Transceiver
1) All values of the 0.25 NM range are also valid for the 250 m / 500 m ranges
If the radar transmission is suppressed in particular sectors (because parts of own ship's superstructure
do not allow the radar to function in these directions), these sectors are indicated on the PPI near the
compass scale.
Display of Sector Blanking (Example):
Blanking sector
The start and stop angle of the blanking sector can be set on service level.
Generally, the echo data received by the transceiver can be amplified, attenuated or filtered in order to
enhance the display of desired data like targets. The main intention of the signal processing is the clear
and unmistakeable display of radar targets and the suppression of unwanted echoes like sea clutter, rain
clutter or interferences.
Amplification, attenuation or filtering is done in several ways, with continuosly or digitally working filters.
(Some can be set from 0% to 100%, others can only be switched on or off).
Further on, echo data with the same azimuth delivered from one or more radar pulses („sweep-to-sweep-
data“) can be processed or data from one or more antenna turnarounds („scan-to-scan-data“) can be
evaluated.
The amplitudes of echoes can be evaluated in order to determine whether the echoes are targets or
noise, or the correlation of sweep-to-sweep or scan-to-scan data can be used to enhance the radar
picture:
Processing
Amplitude Treatment
Amplification
Attenuation
Correlative Treatment
Scan-to-scan
Amplitudes are influenced for example by the GAIN and SEA settings, correlation is done amongst others
by the CLEAN SWEEP functions.
In the following, the different filters, their basic techniques and advantages or limitations are described in
the sequence they appear on the screen.
SHORT PULSE/LONG PULSE is available for any range of the radar. The internal pulse length changes
with respect to the selected range automatically. For detailed information on the pulse lengths for any
range, please refer to the table in chapter 19.6 of the Operating Instructions.
The default setting for the pulse length should be SHORT PULSE (SP). A longer pulse has a higher
energy, but not a higher amplitude. Thus, it delivers stronger echoes. It is allowed to switch between the
two pulse lenghts at any time.
If target enhancement or any other filtering methods are active, the stronger echoes are processed by
the filters and are able to improve a weak radar picture.
The TUNE function can be set manually or automatically. TUNE influences the center frequency of the
entire radar echo evaluation process. For the adaption of TUNE, no radar echoes are needed and inter-
ference from other radar devices is suppressed so that automatic tuning (AFC) has the best results and
should be used as default. An optimum tuning is not only important for a clear visual display of the targets
on the video but is also a necessary prerequisite for the ARPA functions.
GAIN setting influences the amplitudes of all echoes and works like an amplifier that makes it possible
to enhance all echoes and noise in the same way in order to get a better picture. But, as said before,
also the noise will be amplified and can disturb the clear display of targets. GAIN should in any case be
set in such a way that slight noise is always visible.
RAIN can be set to manual or automatic mode. In manual mode, a differential filter is used to reduce the
influences of reflections of the rainfall, snow or hail. With an optimal setting of RAIN only the boundary
of the rainy area facing towards the transceiver is displayed and echoes within or behind the rainy area
will be displayed if their echo is still strong enough after having been filtered. Weak echoes will not be
displayed if their echo is too small after the signal has been processed by the filter. Manual RAIN should
be set in such a way that targets can still be observed sufficiently.
In automatic mode, a correlative signal processing takes place and filters out the noise of the rainfall.
Echoes which are strong enough will be displayed, others may disappear.
WARNING:
In the case of heavy rain, snow and hail, it can be expected that, even if the setting is correct,
radar targets which only produce weak reflections - especially targets situated behind a
strong rain front - will remain undetected. Such targets can appear suddenly when leaving the
rainy area.
SEA can be set to manual or automatic mode. In manual mode, its setting influences the amplitudes of
the radar echoes in such a way that it attenuates echoes close to the antenna very much and that it atten-
uates echoes which are more distant to it only very little. Due to the fact that the distance of a target is
represented by the time its echo needs to return to the antenna, this is called „sensitivity-time-control“
(STC). Nevertheless, echoes which are as strong as the unwanted reflections of the sea may be
suppressed and not visible, or they may appear and disappear, depending on how strong the
surrounding unwanted reflections are.
In automatic mode, a fixed, approved value for the SEA filter is set. Advantages or limitations to the effect
are the same as in manual mode.
WARNING:
In the case that anticlutter sea value is set too large, weak targets can be lost, especially at
close range. If the sea is very rough, it can be expected that radar targets which only produce
weak reflections will remain undetected, even if the setting is correct.
WARNING:
In case that RAIN and SEA are operated simultaneously, especially in very rough weather
conditions, the detection of radar targets may fail even if all settings are correct, because the
sum of clutter (reflections of sea and rain) is as high as or even higher than the reflection of
targets.
CLEAN SWEEP combines an adaptive STC, an additional correlative filter and a so-called „target
enhancement“ in four selectable steps.
Definitions:
Adaptive STC is a second STC that is derived from the medium value of the echoes of the last sweeps.
It is added to the manual STC and is able to suppress clutter.
The correlative filter works in scan to scan mode or over several scans respectively with its parameters
relative to the selected range. In large ranges, the correlation filter will need several scans until an effect
to the picture is visible, in smaller ranges the effect of the filter is faster. It is also able to suppress noise.
Target enhancement is used to display even very small or weak targets. For example, if an echo is this
small that it only lights up one pixel of the screen, it could be overseen or regarded as noise or clutter.
Target enhancement makes it a little bigger, so that is is better to discover among the more dynamic
clutter or noise. With this enhanced target, the correlation filter can work much more precisely.
WARNING:
When the Clean Sweep function is running, the scan-to-scan correlation might have the result
that small, fast-moving targets or Racon codes are displayed with reduced intensity or might
be suppressed.
In order to get information of when to use which of the four levelsof the Clean Sweep function, please
refer to the user manual chapter 4.2
In the table below the settings of the respective filters are described:(
VIDEO EMPHASIS can be used to increase the detection of targets of the radar. Very strong echoes will
be shown in orange colour. It can help to decide whether an echo is one or two combined objects. For
example, without VE the echo is only a large yellow spot, with VE switched on it is visible that the yellow
spot contains 2 smaller orange dots, it can be decided that there is a structure in the yellow spot or that
there are two echoes very close to each other. The display of targets on the PPI will be improved, targets
will not get lost if VE is switched off. Also structures in land areas or in rainclouds or seaclutter can be
made more visible by the VE function, for instance a light house on a land area or buoys with only a short
distance to the land, whose echoes would normally melt into the ones of the land.
asdadasfdasf
The voyage data recorder continuously records important nautical, technical and safety-related informa-
tion. Because it does this completely automatically, no operating actions are normally needed.
☞ Details on the function and operating of the VDR are given in the Operating Instructions of the VDR.
In two special cases, operating is possible at the radar indicator. This is done in the VDR menu: Open
the VDR menu by clicking on the MENU button and then the VDR button.
Incident Backup
In the VDR, the data recording is performed on several storage media in parallel:
- In the Final Recording Medium, certain data are stored for 12 hours.
- On the removable hard disk, all data are stored for 24 hours.
- On the hard disk drive of the Data Concentrator, all data are stored for 12 hours.
These data are overwritten continuously, so that only the data recorded last are available for evaluation
in each case.
With the function “Incident Backup”, a copy of the data stored on the hard disk drive for the last 12 hours
can be saved there permanently. For evaluation of the backup data, see the Operating Instructions of
the VDR.
Initiating an incident backup: Press the INCIDENT BACKUP DO
button and give the appropriate answer to the safeguard question INCIDENT BACKUP ...
which then appears.
After a short while, the alarm VDR BACKUP IS RUNNING indicates that the backup is being made. The
backup will take less than 5 minutes under normal conditions. During this time, the INCIDENT BACKUP
button is insensitive to operation. Both actions also occur when the backup is initiated by the corre-
sponding key of the Data Concentrator; see the Operating Instructions of the VDR.
The data saved through the incident backup are only overwritten when another backup is performed.
NAVTEX
The NAVTEX receiver is a Narrow Band Direct Printing (NBDP) device operating on the frequency 518
kHz (some equipment can also operate on 490 and 4209.5 kHz), and is a vital part of the Global Maritime
Distress and Safety System (GMDSS).
It automatically receives Maritime Safety Information such as Radio Navigational Warnings, Storm/Gale
Warnings, Meteorological Forecasts, Piracy Warnings, Distress Alerts, etc. (full details of the system can
be found in IMO Publication IMO-951E - The NAVTEX Manual). Each message begins with a start of
message function (ZCZC) followed by a space then four B characters. The first, (B1), identifies the station
being received, the second, (B2), identifies the subject i.e. Navigational Warning, Met Forecasts, etc., and
the third and fourth, (B3 + B4), form the consecutive number of the message from that station. This is
followed by the text of the message and ends with an end of message function (NNNN).The NAVTEX
system broadcasts COASTAL WARNINGS that cover the area from the Fairway Buoy out to about 250
nautical miles from the transmitter; the transmissions from some transmitters can be received out to 400
nautical miles and even further in unusual propagational conditions.
Modern NAVTEX receivers include an INS port 1) which is programmed to transfer the received message
and its alarm messages to any external system. The Radar Series 1100 can be connected to the
NAVTEX INS port whereby these text messages and alarms can be made available on the radar system
and any connected CHARTPILOT.
For identification of the received messages the above mentioned B-characters are combined to a
message identifier (ID) shown in the list of NAVTEX messages in the multidisplay.
To open this list, select MENU, NAVTEX (See menu on next page).
☞ The NAVTEX window is opened automatically when the NEW MESSAGE warning is acknowledged.
On the Chartpilot you can take over one or more geographical position data, which are thereafter shown
as points, lines or areas in the chart.
☞ These geographical NAVTEX objects are only available on the CHARTPILOT which was used to
create them. That means, that the objects are not distributed between the CHARTPILOTs or to radar indi-
cators.
1) In case the NAVTEX Alarms are switched off, new incoming messages are stored, but no longer marked as NEW. If messages are to be
unmarked, (the asterisk * is to be deleted), switch off the NAVTEX Alarms button; this will also cancel the NEW MESSAGE alarm and
remove it from the alarm list.
Alarms
22 Alarm Management
If the radar wants to draw the operator's attention to a situation which might require his intervention, it
generates an alarm, warning or indication. This alarm, warning or indication is displayed in the alarm
list which opens automatically in the Multidisplay. As soon as a new entry in the list occurs, the horn
symbol becomes coloured and the lamp above the ACK ALARM key lights up. The newest entry will be
at the top of the alarm list, the oldest will be at the end of this list. Most of the alarms and many warnings
are supplemented by an acoustic signal, see Section 23. For warnings, the acoustic signal can be
switched off.
Scroll bar
ALARM LIST
Symbol red, flashing: Alarm not acknowledged GYRO FAULT
Symbol red, not flashing: Alarm acknowledged SPEED TIMEOUT
Symbol yellow, flashing: Warning not acknowledged AIS NO VALID HEADING
Symbol yellow, not flashing: Warning, acknowledged LOST TARGET (1)
SYSTEM FAULT
No symbol: Indication PLANNING SYSTEM OFFLINE
ACK CLOSE
If the list contains more entries than can be simultaneously displayed, it can be scrolled by clicking below or above the scroll bar.
Alternatively, click on the scroll bar and scroll with the trackball.
An alarm is an audible and visible signal that indicates a condition requiring immediate
Alarm attention and action by the operator to maintain the safe navigation of the ship.
A warning is announced visually with optional audible signal for precautionary reasons to
Warning make the operator aware of changed conditions which are not immediately hazardous, but
may become so if no action is taken.
An indication is a message in the alarm list which informs about a condition out of the ordi-
Indication nary consideration of the situation or of given information.
1) If the display of the alarm list has been switched off although an alarm or warning has not been acknowledged, that entry is automatically
marked as soon as the alarm list is opened again. After having opened the alarm list it may be necessary to mark the most recent entry
by clicking before acknowledgement
Generally Switching On and Off the Acoustic Signal for Particular Warnings
For the warnings marked with the symbol in Section 23, it
is possible to specify whether or not there should be an 2.DO MENU
ALARMS
acoustic signal when they occur. This setting applies jointly to
all warnings marked in this way. 3.DO
BUZZER
The switch-over is triggered by clicking on the BUZZER button
in the ALARMS menu. 1)
☞ When the buzzer is in switched off state for warnings, the
horn symbol has a cross superimposed on it.
Caution
Switching off the alarm sound is not advisable when a radar indicator is used for any activated monitoring
function (ARPA-, AIS-Targets or track monitoring) and the operator is not continuously observing the
display of the indicator.
1) The BUZZER button available in the menu ALARMS > SETTINGS (see page 128) has the same function.
Balloon-Text
1) Switching the display electronics unit off and on can be done by operating the power switch of the display electronics unit. This switch is
situated beside the plug-in connection of the mains cable input on the display electronics unit. The alternative is to switch the entire radar
system off and on as per Section 2.1. After switching off, wait for a minimum of 30 seconds before switching on again.
23 List of Alarms
☞ This list covers all of the alarms, warnings and indications that
can occur on the radar indicator to provide information for the operator.
The sounding of an acoustic signal is defined by the following symbols:
The acoustic signal is sounded regardless of how the BUZZER function is set in the ALARMS
menu; see page 181.
The acoustic signal is sounded only if the BUZZER function is switched on in the ALARMS
menu.
Whether an acoustic signal is sounded depends on the factors described.
If no symbol is stated, the warning or indication appears without an acoustic signal.
ANCHOR DRAGGING
The ship has moved farther away from the anchor position than is permitted by the length of the
anchor chain.
Special feature: This alarm indication cannot be acknowledged. It disappears when the cause of
the indication has ceased to exist or the watch alarm function is switched off.
APPROACHING WAYPOINT
The next wheel-over point will be reached soon. The time which, on occurrence of the alarm,
remains up to the wheel-over point, is entered in the WPT APPROACH field in the TRACK / DEPTH
ALARMS Dialog.
Special feature: The warning is generated by all those units of the system for which such generation
is not switched off in the above-mentioned Dialog. On each of these units, an acknowledgement is
necessary.
1) The announcement of this warning can be switched off in the ALARM SETTINGS menu.
2) Also taking account of the effect of drift at low speed and of the effects of the existing ROT - see page 84.
DANGEROUS TARGET (n) (n= number of dangerous targets which are triggering the alarm)
The target situated at the displayed range and bearing has become a dangerous target, because the
CPA and TCPA values have become smaller than the limits that were set for them.
Special feature: For this alarm it is possible to switch off the acoustic signal, but it must be acknowl-
edged in any case before it is deleted from the alarm list.
GYRO FAULT
The compass system is switched off, or has failed, or is reporting incorrect data.
- or -
The gyro interface connected to the radar system has failed. Acknowledgement is possible on any
indicator.
Special feature: The alarm is distributed over the entire system.
If the GYRO FAULT alarm occurs, it is no longer possible to switch to Chart mode. If the indicator
is in Chart mode, it is automatically switched over to the Radar mode and the Head-Up display
mode. All display objects and operating possibilities for which the heading information is required are
no longer shown or are inactive. If the cause of the alarm is not corrected within 30 seconds, the
tracked targets are deleted.
Remedy: Check the compass system, the signal transmission and the gyro interface.
GYRO VALID
The compass is again sending valid data.
Special feature: The alarm is distributed over the entire system.
If a compass is installed which sends heading changes only, the heading transfer must be synchro-
nised again. For this purpose, as a result of final acknowledgement of the alarm, the virtual keyboard
appears automatically, showing the heading that was sent last; for further procedure, see page 76.
INTERSWITCH OFFLINE
The computer of the display electronics has no contact with the Processor Controlled
Interswitch (PCI).
- or -
The Interswitch is reporting a malfunction.
Each indicator of the radar system should now be connected to its default transceiver.
Remedy: Check the PCI electronics unit (GE3041).
LATITUDE EXCEEDED
The 85th parallel of latitude has been exceeded. The radar is no longer processing position data.
Any functions which require position data, e.g. Track mode, may no longer be used here.
Special feature: The indication is distributed over the entire system.
1)
Can be switched on or off by menu ALARM SETTINGS
2) For AIS targets the LOST TARGET warning can be disabled in the ALARM SETTINGS menu.
3) This alarm can only appear if activated on service level; it is required for ships with DNV NAUT-AW approval.
MAGNETRON FAULT
The selected transceiver is reporting magnetron overcurrent.
Special feature: Acknowledgement is performed by switching the radar over to stand-by.
Remedy: Switch the transceiver over to stand-by, and then switch it back to radar operation. If the
warning occurs repeatedly, request service.
NO ANTENNA AZIMUTH
The azimuth angle information of the antenna is missing.
Remedy:
- If the antenna is not rotating: check the ship's mains and/or the antenna fuse or circuit-breaker.
- If the antenna is rotating: request service.
NO HEADMARKER
The antenna's headmarker signal is missing.
Remedy:
- If the antenna is not rotating: check the ship's mains and/or the antenna fuse or circuit-breaker.
- If the antenna is rotating: request service.
NO RADAR VIDEO
The system is in a faulty condition, such that the radar video cannot be generated.
Remedy:
- Check the radar transceiver
- Check the antenna
- Request service.
NO TRIGGER
The radar transmission trigger is missing.
If this indication appears at all radar indicators of the system, it indicates a basic failure of the Inter-
switch (for further details on the Interswitch, see page 14.
Remedy:
- Check the radar transceiver.
- In the case of the Interswitch failure, see footnote 1).
1)
The radar function can be restored on those radar indicators to which the radar transceivers/antennas are assigned by default in the system
configuration; this is done by briefly disconnecting the Interswitch from the ship’s mains. However, this does not reinstate the Interswitch
function. Repair by a SAM-authorized service station must be carried out as soon as possible. If separation from the ship’s mains is not
easily done, the circuit can be broken be removing and replacing the fuse located in the Interswitch.
DANGER: Dangerous voltage
The Interswitch must be opened only by a qualified, trained person.
☞ The Interswitch is an electronic assembly that is located (alone or together with another electronic assembly) in a wall-mounted elec-
tronics cabinet with a size of 45 x 45 cm. The type GE3041 is indicated on the nameplate of the electronics cabinet.
POSITION INVALID
The selected position sensor is sending invalid position data. Another position sensor will have to be
selected by the operator. During the transition period, the system determines the position by dead
reckoning (i.e. is temporarily switched to Estimated Position).
Special features: The alarm is distributed over the entire system. Acknowledgement is possible on
any indicator.
After final acknowledgement, the system automatically recommends a substitute sensor and displays
its data in the Multidisplay. The sensor which is now selected by the operator continues to be treated
as a substitute sensor, i.e. as soon as the position sensor which led to the POSITION INVALID
alarm is sending valid data again, the POSITION VALID warning appears.
1)
This alarm should be acknowledged on the CHARTPILOT after the nautical situation has been checked there with the aid of the electronic
chart. A balloontext in the radar´s alarm list indicates the number of the CHARTPILOT that has issued the alarm.
POSITION TIMEOUT
Data are no longer being received from the selected position sensor. Another position sensor will
have to be selected by the operator. During the transition period, the system determines the position
by dead reckoning.
Special features: The alarm is distributed over the entire system. Acknowledgement is possible on
any indicator.
After final acknowledgement, the system automatically recommends a substitute sensor and displays
its data in the Multidisplay. The sensor which is now selected by the operator continues to be treated
as a substitute sensor, i.e. as soon as the position sensor which led to the POSITION TIMEOUT
alarm is sending valid data again, the POSITION VALID alarm appears.
POSITION VALID
The position sensor which had given the POSITION INVALID or POSITION TIMEOUT alarm is
again sending valid data.
Special features: The warning is distributed over the entire system. Acknowledgement is possible
on any indicator.
After final acknowledgement, the system displays the data of the sensor which had given the POSI-
TION INVALID or POSITION TIMEOUT alarm. After checking the new sensor-data displayed in the
sensor selection menu, either confirm this sensor by clicking on the SELECT button or select
another sensor.
After pressing of the ACK button, the SENSOR MONITOR Dialog appears. There, the monitored
sensors and the comparison sensor for which a monitoring alarm occurs appear in red.
Remedy: Select a different position sensor, or switch off this monitoring function.
1) This alarm can only appear if activated on service level. It is required for systems on DNV NAUT/AW approved vessels.
2)
This alarm should be acknowledged on the CHARTPILOT after the nautical situation has been checked there with the aid of the electronic
chart. A balloontext in the radar´s alarm list indicates the number of the CHARTPILOT that has issued the alarm.
SPEED INVALID
The selected speed sensor is sending invalid data. Another speed sensor will have to be selected
by the operator. At present, the speed that was last sent as the valid speed is being used. Dashes
are shown in the speed display field.
Special features: The alarm is distributed over the entire system. Acknowledgement is possible on
any indicator.
After final acknowledgement, the system automatically preselects a substitute sensor and shows its
data in the Multidisplay. The sensor which is now selected by the operator continues to be treated
as a substitute sensor, i.e. as soon as the speed sensor which led to the SPEED INVALID alarm is
again sending valid data, the SPEED VALID alarm appears.
SPEED TIMEOUT
Data are no longer being received from the selected speed sensor. Another speed sensor will have
to be selected by the operator. At present, the speed that was last sent as the valid speed is being
used.
Special features: The alarm is distributed over the entire system. Acknowledgement is possible on
any indicator.
After final acknowledgement, the system automatically preselects a substitute sensor and shows its
data in the Multidisplay. The sensor which is now selected by the operator continues to be treated
as a substitute sensor, i.e. as soon as the speed sensor which led to the SPEED TIMEOUT alarm
is again sending valid data, the SPEED VALID alarm appears.
Until valid speed data are received, the alarm is repeated at intervals of one minute.
SPEED VALID
The speed sensor which had given the SPEED INVALID or SPEED TIMEOUT alarm is again
sending valid data.
Special features: The warning is distributed over the entire system. Acknowledgement is possible
on any indicator.
After final acknowledgement, the system displays the data of the sensor which had given the SPEED
INVALID or SPEED TIMEOUT alarm. After checking the new sensor data, either confirm this sensor
by clicking on the SELECT button or select some other sensor.
SQUAT ALARM
The ship is sailing with high speed in shallow water (under TRACKPILOT control). The potential
squat effect could negatively influence the steering ability (the course stability) of the ship.
Remedy: Consider changing to manual steering and to reduce the speed until the water depth has
increased again.
SQUAT WARNING
The ship is sailing with relative high speed in decreasing water depth (under TRACKPILOT control).
Observe the steering performance (for example by switching on the TRACKPILOT´s Rudder
Recording window on the CONNING display).
Remedy: Check the TRACKPILOT settings Rudder Economy, Loading and Rudder Limit.
Consider changing to manual steering and to reduce the speed until the water depth has increased
again.
SYSTEM FAULT
A system fault is present.
This indication indicates that there is a technical fault which is impairing, or could impair, the func-
tioning of the radar or of the system. If such an indication is occurring frequently or if it persists for
some time, the service organisation should be informed of this.
Special features: This alarm can occur simultaneously on more than one of the system's items of
equipment.
If several of these alarms (with different fault indications) occur simultaneously on an item of equip-
ment, only SYSTEM FAULT is displayed in the alarm list. The other system fault that are may
present can be made visible with the SYSTEM FAULT LIST -see page 181.
☞ With the System Maintenance Manager, lists of the existing system faults and of the system
faults that have occurred in the past can be displayed -see page 212.
☞ The brief explanation (intended for the service personnel) contained in the system fault list can
also be displayed by clicking on the system fault in the alarm list with the MORE key.
☞ In the case of repeated occurrence of the SYSTEM FAULT alarms with a fault code 100xx,
resetting of the VDR program might correct the fault situation, see page 173.
TARGET AUTO-ACQUIRED (n) (n=number of targets which are triggering the warning)
A target which is not yet being tracked has been acquired automatically in the acquisition/guard
zone.
TGT ENTERED GUARDZONE (n) (n=number of targets which are triggering the warning)
A target which is already being tracked has entered the acquisition/guard zone.
Remedy: Increase the track limit (if the nautical situation allows this) or deactivate the track alarms
- see page 127.
TRANSCEIVER OFFLINE
The radar indicator electronics has no contact with the selected transceiver.
- or -
The selected transceiver is reporting a malfunction.
The following warnings and alarms are only available in the radar system, if a AIS receiver is connected.
AIS INTERROGATION
The AIS has received a long-range interrogation.
Special features: The behaviour depends on the set reply mode - see page 114:
Reply mode Manual: By acknowledgement, the AIS INTERROGATION Dialog appears. There, the
reply is sent by means of the REPLY button or prevented by means of the CLOSE button. The
acoustic signal is sounded.
Reply mode Auto: The reply has been sent; acknowledge in the normal way. The acoustic signal is
not sounded.
If several of these warnings occur simultaneously on a radar indicator, only one of them is displayed
in the alarm list. In this case, after acknowledgement and closing of the AIS INTERROGATION
Dialog, the AIS INTERROGATION alarm appears again for the message that has not yet been read.
AIS OFFLINE
Remedy: Check the AIS system. It might be possible to eliminate the fault by switching the voltage
supply to the AIS electronics unit off and then on again at the ship's mains.
AIS TX MALFUNCTION
The AIS system stopped transmission.
Remedy: Check the AIS system. Check of the antenna and the antenna cabling (short circuit or
missing contact at the connectors).
AIS RX CH A MALFUNCTION
The AIS stopped the transmission on the channel A.
Remedy: The AIS system must be exchanged.
AIS RX CH B MALFUNCTION
The AIS stoped the transmission on the channel B.
Remedy: The AIS system must be exchanged.
The following warnings and alarms are only available in the radar system, if a VDR DEBEG 4300 is
connected.
VDR OFFLINE
The indicator electronics has no contact to the voyage data recorder.
Special feature: The warning cannot be acknowledged. It disappears when its cause has been elim-
inated.
Remedy: Check the VDR.
NAVTEX OFFLINE
The NAVTEX receiver is not online, i.e. the receiver has been switched off, has failed or the communi-
cation to the receiver´s INS-port is interrupted.
The following warnings and alarms are only available in the radar system, if a NAVTEX receiver is
connected and the alarm function is activated on this indicator.
NAVTEX RX MALFUNCTION
The NAVTEX receiver has detected an internal malfunction.
The alarm signals mentioned in the following are provided by the radar system in the form of galvanically
isolated relay contacts. Whether the signals are displayed in a given case, and if so in what form,
depends on the installation and on the type of alarm system involved. Therefore, no statement about this
can be made here.
Radar Alarm
Each radar indicator emits this signal if one of the following alarms is generated 1):
- GYRO FAULT,
- INTERSWITCH OFFLINE,
- MAGNETRON FAULT,
- NO ANTENNA AZIMUTH,
- NO HEADMARKER,
- NO RADAR VIDEO,
- NO TRIGGER,
- PLANNING SYSTEM OFFLINE,
- POSITION INVALID,
- POSITION TIMEOUT,
- SPEED INVALID,
- SPEED TIMEOUT,
- TRANSCEIVER OFFLINE.
If an appropriate setting has been made at service level, the Radar Alarm is also emitted if the SYSTEM
FAULT alarm appears.
The Radar Alarm is also emitted if switch-off of the display electronics unit occurs or if the supply voltage
to the display electronics unit has failed.
Target Alarm
Every radar indicator emits this signal if one of the following alarms is generated 1)
- DANGEROUS TARGET,
- LOST TARGET (n),
- TARGET AUTO-ACQUIRED (n);
- TGT ENTERED GUARDZONE (n) .
1) For the Radar Alarm, the Target Alarm and the Chart Alarm, output of the alarm can be delayed by up to 120 seconds at service level.
Chart Alarm
Every radar indicator emits this signal if one of the following alarms is generated (by the
CHARTPILOT) :
- APPROACHING WAYPOINT,
- COURSE LIMIT EXCEEDED,
- DEPTH LIMIT EXCEEDED,
- OBJECT OF INTEREST NEARBY or ON TRACK,
- SAFETY CONTOUR NEARBY or ON TRACK,
- TRACK LIMIT EXCEEDED,
- USER CHART OBJECT NEARBY or ON TRACK,
25.1 Care
Care of the components of the radar system is limited to occasional cleaning of the screens on the moni-
tors. This should be done with a soft cloth moistened with alcohol.
Within the radar system there are some components which have, for multiple reasons, a limited lifetime.
Please refer to the table below in order to perform periodic maintenance:
Test of the Transmission Power and Receiver Sensitivity of the Radar Transceiver
The test described in Section 26 shall be performed monthly.
The main subsystems within the NACOS can be accessed remotely for maintenance purposes. Prereq-
uisites are that the infrastructure allows remote access, that means that the interfaces are prepared and
the software version is at least 5.01 for the RADAR/MULTIPILOT/TRACKPILOT system.
Remote Maintenance is limited to the download of software versions, configuration files and error logs of
- Radar 1x00
- Chartradar 1x00
- Multipilot 1x00
- Trackpilot 1x00
- VDR DEBEG 4300
It brings the service organisation of SAM-Electronics into the position to carry out a more effective
service, because detailed knowledge about the cause of the reported problem is possible in advance.
☞Remote Maintenance access does not have any influence on the functionality of the subsys-
tems in question.
Once a remote maintenance request takes place, an informa-
tion window appears as a dialog box.
After successful download of the data (depending on the available bandwidth it may take up to 5 minutes)
and closing of the connection by the remote operator, the information line will automatically disappear.
This indicates that the Remote access has been finished.
26 Performance Monitor
With the performance monitor, the transmitter performance and the receiver sensitivity can be checked.
To check the transmitter performance, the antenna gearbox contains an auxiliary antenna in the radi-
ating region of the main antenna. The signal received by this auxiliary antenna is processed and
produces a "good/bad" display. This check thus covers the entire RF transmitting branch of the trans-
ceiver, including the magnetron (which is subject to natural aging), the waveguide and the antenna.
The receiver sensitivity is checked by inputting a signal directly at the receiver input, which leads to a
"good" display if, and only if, the amplification is adequate.
Evaluation:
If the sector has a radius of about 16 NM, the transmitting performance is adequate.
☞ The transmitting performance is permitted to drop by 6 dB relative to the nominal performance
and still be regarded as adequate. The sector then still has a radius of approximately 16 NM. If
the transmitting performance drops by more than 6 dB, the sector radius is reduced to 6 NM or
less.
The receiving sensitivity is adequate if the circle has a radius of at least 4 NM.
☞ The receiving sensitivity is permitted to drop by 5 dB relative to the nominal sensitivity and still
be regarded as adequate. The radius of 4 NM corresponds to a reduction of 5 dB.
WARNING:
If these displays do not have the values mentioned, this means that the
performance quality of the radar system is no longer adequate for safe
radar operation. Request service!
☞ Not only the magnetron that is being checked with this test but also the toothed belts of the
antenna gearing are expendable parts. Therefore, if the test shows that the magnetron has
reached the end of its useful life, the toothed belts also must be exchanged during the neces-
sary service work.
5. Switch off the performance monitor by clicking on the symbol PM .
6. Perform tuning as described in Section 4.2.
7. Check the elapsed time of the magnetron as described in chapter 27.1
The System Maintenance Manager is a subroutine which is installed for maintenance purposes but also
provides the following functions for the operator.
IMPORTANT:
The window of the System Maintenance Manager partly covers the PPI.
Therefore, the System Maintenance Manager may be started only if the
radar system is not being used for navigation.
This opens the Selfcheck index This opens the Tools index card; This opens the Telemonitoring Data
card; for illustration, see page 214 for illustration, see page 218 index card; for illustration, see page 212
DO
MENU
UTILITIES
MAINTENANCE
The versions of the unit's software and hardware can be indicated, as well as the appropriate version of
the customer documentation: Click on the index card Telemonitoring Data, and then click on Versions.
The following then appears:
- CHARTRADAR or RADARPILOT: The software version of the unit
- Documentation: The number and revision index of the associated documentation. These data must
be present on the title pages of the documents used.
- IMB Image: Software version of the IMB (the central assembly on which the program is stored).
- AIS: Software version of the AIS electronics unit.
- PCB Versions: The electronics assemblies installed, with their software versions
- Magnetron working hours: displays the operation duration of the magnetron.
☞ These data, together with the system fault lists, can be transferred as a file to diskette - see page
213.
System faults that have occurred (which generate the alarm indication SYSTEM FAULT) can be listed.
The list can be transferred as a file to diskette, and is then available for further transfer. This function,
which is provided for service use, is also accessible to the operator because, in the event a fault, a
service visit can be better prepared or even omitted if the service station can be informed of the fault
codes beforehand.
Fault History: Contains all faults that have occurred since switch-on of the indicator, in the sequence in
which they first appeared. Contents:
Date/Time: Time of the most recent occurrence
Count: Number of occurrences since switch-on of the unit
Fault: Fault code
Dev, Subdev: Unit/assembly in which the fault occurred
Info: Brief description of the fault
System Integrity Faults: If an entire process fails, this event is recorded here. Contents:
Time: The time of the most recent failure,
Count: Number of failures since switch-on of the unit,
Task: The process that has failed.
1) The write protect function must be in the switched-off state, i.e. the bottom left-hand hole must be closed.
With the self check, important components of the radar system can be checked. The ARPA function test
permits periodical checking of the ARPA's performance features.
1.DO
2.DO
3.DO
Picture 2
In the middle square, 16 colours are displayed
cyclically one after another.
Picture 3
Each of the four sectors has eight intensities.
They are moved round in the clockwise direc-
tion.
Picture 4
The illustration shows the test picture in the
following case:
- Range: 6 NM
- Gain: Normal setting
Picture 5
The illustration shows the test picture in the
following case:
- Range: 6 NM
- Gain: 90%
If the gain is reduced, the intensity of the rings
decreases, beginning with the inner rings of
the sets of six.
Picture 6
The illustration shows the test picture in the
following case:
- Range: 24 NM
- Gain: Maximum
Each of the broad rings consists of rings
arranged inside each other without gaps. If the
gain is reduced, the intensity of these rings
decreases, beginning with the inner ring.
As long as the system is receiving the date and time via a connected sensor (e.g. from a GPS receiver),
these data are displayed in the relevant displays of the system, e.g. in the Quick Info box of the radar
indicator 1). If this external information is missing, the date and time with which the internal clock of the
relevant display electronics unit's computer is running (computer time) are displayed instead.
So that the displayed time does not change if the sensor fails, a check should occasionally be made on
all radar indicators to make certain that the computer times are in agreement with UTC. If necessary, the
computer times must be corrected.
1.DO
2.DO
1) Plus the zone time. The time received is UTC; the computer times too must be UTC.
New or altered map data must be distributed to all radar indicators on which they are to be displayed. If
necessary, map data can also be deleted. It is recommended that the most recent set of data should be
saved on diskette.
☞ The most recent set of data should be available on all radar indicators (unless there are particular
reasons opposing this). One of the advantages of this is that it prevents loss of the most recent data,
which would occur if map data on an indicator containing old data were edited and if the map data
were then distributed.
If there is no CHARTPILOT
connected, the Track Transfer
button, with which the tracks
are transferred between the
radar systems, is situated here
- see page 221
Starts the transfer Transmit pressed: Selection and display of the units to
which the data are to be transferred.
Receive pressed: Selection and display of the unit
from which the data are to be transferred.
Transferring Map Files from Another Radar Indicator to the One being Operated
Similar to T r a n s f e r r i n g M a p F i l e s t o O t h e r R a d a r I n d i c a t o r s :
1. Click on the index card Tools.
2. Click on Map Transfer, then on Receive.
3. Click on the field under Source. Mark the indicator from which the data are to be fetched.
4. In the Files in Source list, mark the catalog or file that is to be transferred. By clicking on the
Add >> button, put the marked files and catalogs into the Files to Transfer list.
5. Repeat procedure 4 for other files/catalogs that are to be transferred.
6. Start the transfer by clicking on the Transfer button.
If there is no CHARTPILOTconnected to the radar system, the track files too must be exchanged between
the radar indicators, and the process of saving the data of these track files must be performed on the
radar indicator. This is done in almost exactly the same way as the transfer and data-saving of the map
files - see Section 27.5; the only difference is that, instead of Map Transfer, the Track Transfer button
must be selected for this.
1) The write protect function must be in the switched-off state, i.e. the bottom left-hand hole must be closed.
The most important diskette-handling actions that can be performed on any PC are also possible on the
radar indicator:
1. Click onto the index card Tools.
2. Put the diskette into the diskette drive and click on Diskette.
3. As a result of clicking on Info, the currently valid capacity data of the inserted diskette appear in the
frame 3.5" Diskette after a short waiting time.
As a result of clicking on Erase, all data on the diskette are erased after confirmation via a safeguard
question.
As a result of clicking on Format, the diskette is DOS-formatted after confirmation via a safeguard
question.
If a malfunction occurs in the radar system in the modes mentioned, and if this malfunction cannot be
corrected by means of the operating actions described in this document, an attempt can be made to
correct the fault by restarting the radar indicator:
In the System Maintenance Manager, click on the Restart button, and answer Yes to the question which
then appears.
Notes